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11858291 | Similar numbers refer to similar parts throughout the drawings. DETAILED DESCRIPTION Referring toFIGS.1-8there is shown a first embodiment of a carpenter square in accordance with the present disclosure, generally indicated at10. Carpenter square10(also referred to herein as “square10”), is comprised of a triangular plate12and a base14which is secured to plate12. Plate12preferably is fabricated out of stainless steel and has a first surface12aand a second surface12b(FIG.4). It should be noted that plate12is not illustrated inFIG.4as including any markings or indicia thereon for clarity of illustration. It will be understood, however, that second surface12bof plate12is provided with angle measurement markings and distance measurement markings and associated indicia that are identical to those shown on first surface12aand as discussed herein in various locations. It will be understood that providing markings and indicia on both of the first surface12aand second surface12benables carpenter square10to be used by either a right-handed person or a left-handed person. It will be understood that in another embodiment, second surface12bof plate12is free of any measurement markings and indicia thereon. In yet another embodiment, the measurement markings and indicia may be provided only on the second surface12bof plate12and not on the first surface12athereof. If, in these other embodiments, the markings and indicia are provided on only one of the first surface12aand the second surface12bthen, in those instances, the carpenter square10is dedicated for use by either a right-handed person or a left-handed person. As best seen inFIG.3, plate12is configured as a right-angled triangle which includes a first side edge12c, a second side edge12d, and a hypotenuse12e. The first surface12aand second surface12bextend between the first side edge12c, the second side edge12d, and the hypotenuse12e. One or both of first surface12aand second surface12bmay be treated to produce a matte finish thereon so that various markings and indicia provided thereon are more easily seen. First side edge12cand second side edge12dof plate intersect at a first corner12fthat is right-angled. First side edge12cand hypotenuse12eintersect at a second corner12gthat is a 45° corner. Second side edge12dand hypotenuse12ewould typically intersect at another 45° corner, however, in plate12, the intersection of second side edge12dand hypotenuse12eis indicated as region12hwhich includes a convexly curved region12h′ originating in hypotenuse12eand a straight edge12h″ originating in second side edge12dand terminating in curved region12h′. As such, what would typically be a 45° angle at the intersection of second side edge12dand hypotenuse12eis, instead, a truncated corner12h. Triangular plate12defines a slot12j, an aperture12k, a first hole12m, and a second hole12n(FIG.2) therein, wherein each of these openings in plate12extend from first surface12athrough to second surface12b. Slot12jis disposed a distance inwardly from hypotenuse12esuch that a first plate section16A (FIG.4) is located between slot12jand hypotenuse12e. Slot12joriginates at an origin end12j′ a distance inwardly from first side edge12cand terminates in a terminal end12j″ a similar distance inwardly from second side edge12d. As illustrated, aperture12kis generally triangular in shape and is bounded and defined by a first inner edge12k′, a second inner edge12k″, and hypotenuse12k″′. It will be understood that in other embodiments, aperture12kmay be differently configured, such as being square or rectangular in shape. A second plate section16B (FIG.4) of plate10is located between the hypotenuse12k″′ bounding aperture12kand the slot12j. A third plate section16C is located between first side edge12cand the first inner edge12k′ of aperture12kand the origin end12j′ of slot12jproximate first side edge12c. Finally, a fourth plate section16D is located between second inner edge12k″ of aperture12kand the terminal end12j″ of slot12j. First hole12mis located inwardly from hypotenuse12eand the origin end12j′ of the slot12j. In one embodiment, as illustrated, first hole12mis located in general alignment with first inner edge12k′ bounding aperture12kand the origin end12j′ of slot12j, and is spaced a distance away from the origin end12j′ of slot12jmoving in a direction towards the hypotenuse12e. Second hole12nis located in fourth plate section16D a distance inwardly from first side edge12cand a distance inwardly from second side edge12d. Referring toFIG.3A, a semi-circular pivot notch12pis defined in plate12and extends between first surface12aand second surface12b. Pivot notch12poriginates in first side edge12cand curves inwardly into plate12. Pivot notch12pis located in first side edge12cgenerally at the intersection of third plate section16C and fourth plate section16D.FIG.3Ashows that pivot notch12phas an imaginary center point “CP” and a diameter “D”. In one embodiment, the diameter “D” is ¼ inch in length and therefore the radius of the pivot notch12pmeasured from the center point “CP” to the curved edge which defines the notch is ⅛ inch. Referring still toFIGS.3through3B, plate12further includes a full range of first scribing guides12qand a full range of second scribing guides12r. First scribing guides12qand second scribing guides12rextend between first surface12aand second surface12bof plate12. First scribing guides12qare arranged in a row that is located along a midline of third plate section16C. The row of first scribing guides12qis oriented parallel to first side edge12cof plate12and extends from a short distance inwardly from hypotenuse12eproximate second corner12gin a direction moving towards second side edge12d. The row of first scribing guides12qterminates proximate where third plate section16C transitions to fourth plate section16D. The first scribing guides12qare on ⅛ inch centers and extend all the way from ⅛ inch through to 6 inches. First scribing guides12qare useful when performing finer carpentry work. Each first scribing guide12qincludes two opposed triangular notches so that the carpenter can insert a finer tipped marking implement therein and either push or pull the carpenter square10along a workpiece to mark a line parallel to an edge of the workpiece. The triangular notches accommodate a wide variety of marking implements, from wooden and mechanical pencils through to scratch awls and permanent markers. The triangular notches of the first scribing guides12qcan best be seen inFIG.3. Second scribing guides12rare cut at regular intervals along first inner edge12k′ bounding and defining aperture12k. Second scribing guides12rare particularly useful when working with construction lumber, such as when framing. The second scribing guides12rare shaped and sized to readily accept a tip of a carpenter pencil therein. Second scribing guides12rare on ¼ inch centers from ¼ inches through to 3 inches. The purpose of the various openings12j,12k,12m,12n,12p,12q, and12rwill be described in detail later herein. In accordance with various aspects of the present disclosure, a plurality of different markings and indicia are provided on first surface12aof plate12. Each group of associated markings and indicia form a scale that may be used to measure angles and/or distances on a workpiece (as will be discussed later herein). Each group of markings and indicia is provided for a different purpose (as will be discussed later herein).FIGS.1through4illustrate the various markings and indicia in Imperial units but it will be understood that in other embodiments, the various markings and indicate may be provided in Metric units. In yet other embodiments, plate12may include one set of markings and indicia in Imperial units and another set of markings in Metric units. In one embodiment, for example, first surface12amay be provided with markings and indicia indicating Imperial units while second surface12bmay be provided with markings and indicia indicating Metric units, or vice versa. The markings and indicia illustrated in the attached drawings and discussed hereafter should be understood as being exemplary only and should not necessarily be considered to limit the scope of the present disclosure. In accordance with one aspect of the present disclosure, a first scale is provided on first plate section16A proximate hypotenuse12e, and is generally indicated as first scale18(FIG.3). First scale18comprises a plurality of markings18aand a plurality of indicia18b. Markings18aare arranged at regular, spaced-apart intervals oriented at various angles to hypotenuse12e. In particular, the first scale18is graduated in sixteenths, not eighths as in previously known carpenter squares. Indicia18bare arranged at regular, spaced-apart, graduated intervals associated with the markings18a. The markings18aproximate a middle region of hypotenuse12eare oriented generally at right angles to the edge of plate12that comprises the hypotenuse12e. Moving in either direction away from the middle of hypotenuse12eand towards either of the second corner12gor third corner region12h, the markings18abecome angularly-oriented relative to the edge that is hypotenuse12e, but the distance between adjacent markings18aremains constant from second corner12gto third corner region12h. The markings18aand indicia18brepresent angles ranging from 0° proximate third corner region12hthrough to 90° proximate second corner12g. Midway along the length of hypotenuse12eis a marking18aand indicator18brepresenting 45°. A second scale20is provided on an edge of first plate section16A that bounds and defines a portion of slot12j. Second scale20comprises a plurality of markings20aarranged at spaced-apart graduated intervals along the edge of first plate section16A, along with an associated plurality of indicia20bindicating graduated intervals between the angles associated with the markings20a. As indicated by the word “Common” at22inFIG.3, second scale20measures common pitch angles, particularly common rafter pitch angles. As illustrated, second scale20measures common pitch angles ranging from 1/12 through to 30/12, i.e., 1 in 12 roof slope (rise-in-run) through to 30 in 12 roof slope. A third scale24is provided on second plate section16B on the opposite edge of plate12which defines slot12j. Third scale24comprises a plurality of markings24aarranged at spaced-apart graduated intervals along the edge of second plate section16B, along with an associated graduate plurality of indicia24bindicating angles associated with markings24a. The word “Hip-Val”, indicated by the number26and provided on second plate section16B proximate the origin end12j′ of slot12jindicates that the angles represented by markings24aand indicia24bare those typically associated with measuring Hip and Valley rafter pitch. Third scale24as illustrated includes markings24aand indicia24branging from 1/12 through 30/12. A fourth scale28is provided on third plate section16C. Fourth scale28comprises a plurality of markings28aarranged at spaced-apart graduated intervals along the first side edge12cof third plate section16C, along with an associated graduate plurality of indicia28bindicating distance associated with various marking28aon the fourth scale28. It should be noted that the markings28aand indicia28bassociated with first side edge12cof plate12apply equally to the first scribing guides12qdefined in third plate section16C. Each individual first scribing guide12qis associated with a regular interval between adjacent markings28aof fourth scale28. Furthermore, the markings28aand indicia28bassociated with fourth scale28apply equally to the second scribing guides12rdefined on the edge12k′ of third plate section16C. Each of the second scribing guides is associated with a different regular interval between adjacent markings28aof fourth scale28from those with which the first scribing guides12qare associated. It should be noted that the interval between adjacent second scribing guides12ris greater than the interval between adjacent first scribing guides12q. Similarly, a fifth scale30is provided on fourth plate section16D. Fifth scale30comprises a plurality of markings30aarranged at spaced-apart graduated intervals along the second side edge13dof fourth plate section16D, along with an associated graduated plurality of indicia30bindicating the distances associated between markings30b. Both of the fourth scale28and fifth scale30are effectively rulers useful for measuring distances relative to first corner12with the shortest distance being closest to first corner12f(for both the fourth scale28and fifth scale30) and the greatest distance being located closest to second corner12g(for fourth scale28) and to third corner region12h(for fifth scale30). Referring toFIGS.1-8, base14is provided for engagement with plate12. In particular, base14is engaged with fourth plate section16D of plate12. Base14comprises a first base section14A and a second base section14B that are substantially identical to one another and are secured to opposite sides of plate12as mirror images of one another. As illustrated, first base section14A is placed in abutting contact with first surface12aand second base section14B is placed in abutting contact with second surface12bof plate12. Since first base section14A and second base section14B are identical, only first base section14A will be described in further detail herein but it should be understood that the description applies equally to second base section14B. First base section14A comprises a generally rectangular housing. Most of the housing is fabricated from aluminum. However, one of the two end regions of the housing, indicated inFIG.1as end region32, is reinforced with stainless steel. First base section14A, including end region32includes a first surface14a, an opposed second surface14b, a first side14c, a second side14d, a first end14e, and a second end14f. It should be noted that the outside corners of first base section14A and second base section14B are chamfered and present no sharp edges so that the base14is comfortable for a carpenter to handle and manipulate the carpenter square10via base14. Referring toFIG.3Afirst base section14A is shown exploded away from plate12. In accordance with an aspect of the present disclosure, first side14cof first base section14A intersects the first end14eof first base section14A in such a way as to form a V-shaped region, the apex of which is a pivot corner14g. First side14cis oriented at an angle α relative to first end14e. In one embodiment, the angle α is less than 90°. In one embodiment the angle α is between about 45° and 90°. In one embodiment, the angle α is 45°. In one embodiment, the angle α is less than 45°. As best seen inFIG.3, the pivot corner14gprovided on base14is located generally centrally within pivot notch12pdefined by plate12.FIG.3Bshows that second base section14B similarly presents a pivot corner14gthat aligns with the pivot corner14gon first base section14A. When base14is secured to plate12, the two pivot corners14gare located in alignment with one another and with the imaginary center point “CP” of pivot notch12pon plate12. In particular, the two corners14g,14gand the imaginary center point “CP” align along a pivot axis “X”, for reasons that will become evident later herein. In other words, a small V-shaped region of base14extends outwardly beyond the curved edge of plate12that defines the pivot notch12p, and part of the pivot notch12pis defined on either side of the aligned corners14gof base14. The arrangement of the pivot notch12pand the corners14gof the base14, enables the carpenter square10to be pivoted about an axis “X” in circumstances that will be discussed later herein. Pivoting of square10about the axis “X” running through corners14gis enhanced because corners14gare not a right-angled corners but are, instead preferably 45° corners. Corners14gare provided on the ends of the first base section14A and second base section14B that each include a stainless-steel reinforced end region32. The reinforcing applied to each corner14gby the associated end region32aids in reducing wear on corners14gand therefore increases the life of the carpenter square10. Referring toFIG.3, first base section14A further defines a rounded second corner14hwhere first side14cintersects with second end14f.FIG.3shows that the second side14dof first base section14A is rounded. In particular, second side14dhas a radius of curvature substantially identical to the radius of curvature of convexly curved region12h′ of the third corner region12hof plate12. This configuration gives the region of carpenter square10proximate second side14dand convexly curved region12h′ an aesthetically pleasing arcuate appearance that can readily be seen inFIGS.1and9, for example. Fourth base section16D defines a plurality of through-holes12s(FIG.3A) therein that align with through-holes14J defined in first base section14A and second base section14B. Fasteners34extend through the aligned through-holes12s,14jto secure first and second base sections14A,14B to plate12. As best seen inFIG.3, fourth plate section16D and base14are of substantially a same length “L”.FIGS.4-6show the fourth plate section16D of plate12is of a height “H1” measured between edge12k″ of plate12which defines aperture12kand the second side edge12dof plate12. First base section14A is of a height “H2” measured between first end14eand second end14f. Height “H2” is smaller than the height “H1”. In one embodiment, height “H2” of base14is about 1 inch. Fifth scale30is located in the region of plate12that extends outwardly beyond the second end14fof first base section14A. The region of the plate12extending outwardly beyond second end14fof base14is referred to hereafter as the “blade” and is indicated by reference number36inFIGS.4and5. Blade36is of a height “H3”. In one embodiment, the height “H3” is about half an inch.FIG.5shows that the entire plate12is arranged in a same plane. A first region of the plate12extends outwardly in a first direction away from the first end14eof base14and a second region of the plate12extends outwardly in a second direction away from the second end14fof the base14, however, the first region and second region are in the same plane as one another. While fourth base section16D (and therefore blade36) has been described above as being an integral part of plate12, in other instances, fourth base section16D may be a separate plate from plate12. This separate plate may be secured to one or both of first and second base sections14A,14B in a similar manner to how plate12is secured to first and second base sections14A,14B. In these instances, the second side edge end of plate12may be configured to abut an end of the separate plate in any suitable manner. Referring still toFIG.5, plate12is of a first thickness “T1” measured between first surface12aand second surface12bof plate. First thickness “T1” is about one third the thickness of previously known carpenter squares. In one embodiment, the first thickness “T1” of plate12is 1/16 inch. This thinner plate12ensures that the markings on the various scales on plate12are located closer to the workpiece that is to be marked than was the case in previously known carpenter squares. The thinner plate12thereby tends to increase accuracy when carpenters are marking their workpieces. First base section14A is of a second thickness “T2”, measured between first surface14aand second surface14bof first base section14A (or second base section14B). The second thickness “T2” of first base section14A is substantially greater than the first thickness “T1” of plate12. The overall thickness of base14when engaged with plate12is about % inch thick. Plate12preferably is machined from stainless steel. As mentioned in the previous paragraph, the stainless steel preferably is of a thickness of 1/16 inch. The edges of plate12are machined on CNC mills to a tolerance of 0.0085 inches. Additionally, the markings and indicia of the first scale18, second scale20, third scale24, fourth scale28, fifth scale30, and words22,26preferably are laser engraved into plate12. The thinner steel plate and laser engraving helps to reduce parallax viewing errors and as a consequence measurement transfer to the carpenter's workpiece tends to be more precise than was possible with previously known carpenter squares. Additionally, the slot12j, aperture12k, first scribing guides12q, second scribing guides12rand holes12m,12n, and pivot notch12pare cut by laser into the plate12to ensure optimum accuracy for a craftsman using square10. The laser cutting of the markings and indicia into plate12helps to ensure that the markings and indicia are in the correct location, are clearly readable, and will not fade over time. By contrast, PRIOR ART carpenter squares had markings and indicia stamped into the surface of the square making the tools less accurate. Additionally, over time, the markings and indicia tend to wear off the PRIOR ART squares, making the tools quite useless. Carpenter square10is particularly useful for all types of woodworking operations including but not limited to furniture making, cabinet making, construction, and roof rafter framing. FIGS.9through14illustrate a sample of different ways in which carpenter square10may be utilized.FIG.9shows a carpenter using carpenter square10to transfer measurements onto a surface “S” of a workpiece “W” using a marking implement “M”. In particular, square10is positioned such that the second surface12b(FIG.4) of plate12is placed in abutting contact with the surface “S” to be marked. Square10is moved on surface “S” so that the base14of square10abuts the first side wall “W1” of the workpiece “W” and the first side edge12cof plate12is aligned with an edge located along the intersection of surface “S” with a second side wall “W2” of the workpiece “W”. In particular, the second base section14B will contact the first side wall “W1” while the second surface12bof the plate12rests on surface “S”. The square10is then retained in place on surface “S”. The carpenter uses first scale18on first plate section16A of square10to select a particular one of the markings18aand/or indicia18bassociated with an angle they wish to transfer onto surface “S”. Using their marking implement “M”, the carpenter will mark the surface “S”. As illustrated, the carpenter has drawn a line50on the surface ““S” which aligns with the angle marking on first scale18that was selected. After the line50has been placed on surface “S”, the square10is lifted off surface “S” or is moved to a second location to transfer a different measurement to the workpiece ““W”. It should be understood that in other instances, not illustrated herein, that when square10is placed on the surface “S” in a similar fashion to the manner illustrated inFIG.9, but the first side edge12cof plate12is not aligned with the edge at the intersection of surface “S” and the second side wall “W2” of the workpiece “W”, the carpenter may draw a straight line onto the surface “S” using the first side edge12cas a guide or using hypotenuse12eas a guide. The carpenter may further use first side edge12cto measure distance from the first side wall “W1” using fourth scale28. Still further, the carpenter may mark a right angle onto the surface “S” by drawing a line using first side edge12cas the guide. A line marked in this latter fashion will be oriented at right angles to the first side wall “W1” of the workpiece. FIG.10shows a further use of carpenter square10in accordance with an aspect of the present disclosure. In this particular instance, square10has been positioned such that the base14(particularly the first end14eof second base section14—FIG.6) is placed in abutting contact with second side wall “W2” of workpiece “W” when plate12rests upon the surface “S” of the workpiece. The carpenter intends marking a line on the surface “S” that is parallel to the second side wall “W2” and spaced a set distance away from that second side wall “W2”. The carpenter will use the fourth scale28provided on the plate12and will select a particular first scribing guide that aligns with a marking28aor with indicia28blocated at the desired distance from second side wall “W2”. The carpenter inserts the tip of the marking implement “M” into the selected one of the first scribing guides12qprovided on square10and, keeping the tip of the implement “M” engaged in the first scribing guide12q, and keeping the plate12in contact with surface “S”, will slide the square10along the second side wall “W2” of the workpiece “W”. As indicated earlier herein, the first scribing guides12qare configured in such a way that the carpenter may push or pull square10along surface “S”.FIG.10shows the square10being pulled in the direction of arrow “A” along surface “S” while maintaining contact between base14and second side wall “W2”. As the square is moved in this fashion, the marking implement will draw a scribing line150on surface “S”. The line50is parallel to the second side wall “W2” of the workpiece. Although not illustrated herein, it will be understood that the second scribing guides12rmay be used in substantially the same manner as first scribing guides12qto allow a carpenter to mark a line parallel to the wide edge of a workpiece onto the surface of that workpiece. Because of the configuration of second scribing guides12r, the tip of the marking implement “M” will be engaged in a selected one of the second scribing guides12rand the square10will be pushed along the surface “S” (in the opposite direction to arrow “A” shown inFIG.101. It will be understood that in other embodiments, first scribing guides12qmay be configured in a manner similar to second scribing guides12rand therefore the square will only be able to be moved across the surface in one direction (either pulling or pushing) instead of being potentially movable in either direction as disclosed herein. It will further be understood that in other embodiments, second scribing guides12rmay be configured in a manner similar to first scribing guides12qand therefore the square will enable the carpenter to push or pull (selecting either of these two actions) to mark a scribing line on the surface of the workpiece. Referring now toFIGS.11A through11Bthere is illustrated a method of marking an angle on the upper surface “S” of workpiece “W” such as is required when the carpenter wishes to make an angle cut in the workpiece.FIG.11Ashows the carpenter square10in an initial position where plate12is in abutting contact with the upper surface “S” of workpiece “W” and the first end14eof second base section14B (seeFIG.11B) is in abutting contact along its length with first side wall “W1”.FIG.11Bshows the carpenter square10in the initial position but as viewed from a different angle relative toFIG.11A. In order to mark the angle measurement on the surface “S”, the carpenter will pivot square10about the pivot axis “X” (FIG.11B). Pivot axis “X” that runs along the two corners14gof base sections14A and14B and is oriented normal to first surface12aof plate and thereby to surface “S” (i.e., at right angles to surfaces12aand “S”). The important thing to note is that in order to make the desired angle marking, the corner14gof the second base section14B must remain in abutting contact with the first side wall “W1” of the workpiece as carpenter square10is pivoted about the pivot axis ““X” in the direction indicated by arrow “B” inFIGS.11A and11B. The carpenter will pivot the square10about the axis “X” until the desired angle marking on a selected one of the first scale18, second scale20, and third scale24of square10aligns with the edge “W32” of the workpiece “W”. (The edge “W3” is located along the intersection of surface “S” and first side wall “W1”.) In particular, the carpenter will pivot square10through an angle Θ (FIG.11C) to cause the desired angle marking to align with the edge “W3”. For example, if the carpenter wants to simply mark an angle in degrees on the surface “S”, he or she will pivot square10align a selected angle marking18aon the first scale18with the edge “W3” of the workpiece “W” (continuously keeping contact between the corner14gof second base section14B and side wall “W1” as he or she does so). When the selected marking18ais aligned with edge “W3”, the carpenter will draw a line250on the surface “S” with the marking implement “M”, using first side edge12cof plate12as a guide. If the carpenter wishes to mark a common rafter pitch angle on the surface “S” of the workpiece, he or she will select to align one of the markings22afrom the second scale22with the edge “W3” of the workpiece, and will then draw a line250on the surface “S” using the first side edge12cas the guide. If the carpenter wishes to mark a hip or valley rafter pitch angle on the surface “S”, he or she will select to align one of the markings24afrom the third scale24with the edge “W3” of the workpiece “W”. When the selected marking24aaligns with the edge “W3”, the carpenter will use the marking implement “M” to draw a line250on surface “S” using first side edge12cof plate12as the guide. FIG.12shows a further use of carpenter square10. In this instance, square10is being utilized to confirm whether two pieces of lumber, “W4” and “W5”, are arranged at right angles to one another. In this particular instance, the first side edge12cof square10is placed in contact with an interior surface of the first piece of lumber ““W4” and the second side edge12dof square10is placed in abutting contact with the interior surface of the second piece of lumber “W5”. The first corner12fof square10is placed along a corner formed between the intersecting pieces of lumber “W4”, “W5”. Adjustments can be made to the position of one or both pieces of lumber to ensure that there is abutting contact between the lumber and the entire first and second sides12c,12dof plate10. If this is done, then the carpenter can be sure that the two pieces of lumber “W4” and “W5” are oriented at right angles to one another. FIG.13shows yet another way of using carpenter square10in accordance with an aspect of the present disclosure. In this particular instance, the carpenter needs to transfer a measurement onto the surface “S” of the workpiece “W” at a location that is spaced a distance inwardly from the first side surface “W1”. In this particular instance, the carpenter will rotate square10to place the blade36of square10in abutting contact with surface “S” and will place the second end14fof base14in contact with first side surface “W1” of workpiece “W”. The carpenter is then able to select one of the markings30aand/or one of the indicia30bof fifth scale30on blade36and make an appropriate line350on surface “S” with marking implement “M”. As will be observed fromFIG.13, the marking350is able to be made a distance inwardly from the edge of the workpiece “W” where the first side wall “W1” intersects the surface “S”. This is in contrast to the type of distance measurement that may be able to be made using the distance measurement scale28provided proximate first side edge12cof plate12. Referring now toFIGS.14through17, a second embodiment of a carpenter square in accordance with the present disclosure is illustrated, generally indicated at110. Square110is substantially identical in structure and function as square10except for the differences which will be discussed hereafter. Carpenter square110comprises a plate112and a base114that are operatively engaged with one another. Plate112is substantially identical to plate12in that plate112is generally triangular in shape and includes a first surface112a, a second surface112b(FIG.17), a first side edge112c, a second side edge112d(FIG.15), and a hypotenuse112e. Plate112also includes corners112f,112g,112h, slot112j, aperture112k, holes112m,112n(FIG.15), notch112p, first scribing guides112q, and112r, which are all identical to the same components in plate12. Base114includes a first base section114A and a second base section114B. First base section114A is identical in structure and function to first base section14A. Second base section114B is identical in structure and function to second base section14B. In particular, each of the first base section114A and second base section114B define a corner114g(at the intersection of a first end and first side of the base114). Corner114gextends outwardly beyond the pivot notch112pdefined in plate112and is useful for enabling pivoting of the square110relative to a surface of a workpiece as described earlier herein with reference toFIGS.11A through11C. Plate112is substantially identical in structure and function to plate12and includes a first plate section16A, a second plate section16B, a third plate section16C, and a fourth plate section16D. Plate112is identical in all respects (structure and function) to plate12except that fourth plate section16D is substantially equal in both height and length to base114. In other words, the second side edge112dof plate112is flush with a second end114f(FIG.15) of the base114. The unnumbered second end of the base114is identical to the second end14fof base14. As a consequence, the blade36(FIG.4) is effectively omitted from fourth plate section116D and therefore fifth scale30is also omitted from square110. Square110is able to be used in an identical manner to square10to transfer measurements onto a workpiece except for the manner of use illustrated inFIG.13. Because square10includes the blade36, measurements are able to be transferred accurately to surface “S” from the fifth scale30. Square110, as indicated above, does not include a blade36and therefore also does not include fifth scale30. Consequently, square110cannot be used to transfer distance measurements as accurately to surface “S” as can square10. It is possible to transfer distance measurements to surface “S” using fourth scale128but this requires that second base section114B be placed on the surface “S”. The thickness of the second base section114B resting on surface “S” causes plate112to not be able to lay flush against surface “S”. Consequently, the accuracy of transferring measurements from fourth scale128of plate110to surface “S” is reduced relative to the manner in which the fifth scale30of blade36on square10is able to be used (FIG.13). All other features and functions of square110are identical to those of square10and therefore will not be discussed further herein. A method of marking a measurement50,150, etc. on a workpiece “W” comprises providing a carpenter square10comprising a triangular plate12having a first side edge12c, a second side edge12darranged at a right angle to the first side edge12c, and a hypotenuse12elocated opposite the right angle (where the right angle is located at corner12fof the plate112. A base14engaged with the triangular plate12and has a first end14eand a second end14fopposed to the first end14e. One or both of the first end14eand the second end14fis parallel to the second side edge12dof the plate12. A first region of the plate12(which includes regions16A,16B, and16C) extends outwardly beyond the first end14eof the base14in a first direction. A second region of the plate12which includes the region36(also identified as region16D) extends outwardly beyond the second end14fof the base14in a second direction which is opposite to the first direction. At least one first measurement scale is provided on the first region16A,16B,16C of the plate12. The at least one measurement scale includes both angular measurement scales20and24, and distance measurement scale28. A second measurement scale is provided on the second region36,16D of the plate12. The second measurement scale is a distance measurement scale identified as30. The method of using the carpenter square10includes arranging the plate12in a first orientation such as is illustrated in any ofFIGS.9through12, to measure one of a distance (FIG.10or12or simply by placing the square10on the surface “S” and selecting a distance marking28aor12q,12rand drawing a line with the marking implement “M” along first side edge12cor at right angles to first side edge12cif one of the guides12qor12ris selected. The method using the carpenter square10in the first orientation can also include marking an angle measurement on the surface “S” by selecting any of the angle measurements18a, and24aprovided on plate10using a marking implement “M”. Alternatively, carpenter square10may be rotated to bring the second region36,16D of the plate10into position to rest upon surface “S” as illustrated inFIG.13and then selecting one of the distance measurement markings30aon the scale provided on the second region36,16D. Once the distance measurement30ahas been selected, the user may make a mark (such as mark350) on the surface “S” with the marking implement “M”. The method of using the carpenter square with the plate10in the first orientation may include placing second surface12bof the first region16A,16B,16C of the plate12in abutting contact with a first workpiece surface “S”, and placing the first end14eof the base14adjacent a second workpiece surface “W1”, wherein the second workpiece surface “W1” is at right angles to the first workpiece surface “S”. Using the carpenter square10with the plate12in the second orientation may include placing second surface12bof the second region36,16D of plate12in abutting contact with the first workpiece surface “S”, and placing the second end14fof the base14adjacent the second workpiece surface “W1”. Another exemplary method of marking a measurement on a workpiece “W” may include providing a carpenter square10including a plate12which is triangular in shape, wherein the plate12includes a first side edge12cand a second side edge12darranged at a right angle to one another, and a hypotenuse12elocated opposite the right angle (where the right angle is at the intersection of the first side edge12cand second side edge12d). A base14is operatively engaged with plate12and is arranged generally parallel to the second side edge12dof the plate12. The base14has a first side14cand a first end14ethat intersect at a corner14g. The plate12defines a pivot notch12pin the first side edge12c; and the corner14gof the base14extends over the pivot notch12pwhen the base14is engaged with the plate12. An angular measurement scale18,20,24is provided on the plate12. The method includes placing the plate12onto a surface “S” of a workpiece “W”; placing the corner14gof the base14in abutting contact with a first side wall “W1” of the workpiece “W”, wherein the first side wall “W1” intersects the surface “S” of the workpiece along an edge “W3” (FIG.13). The method includes pivoting the plate12about a pivot axis “X” (in the direction “B” or opposite to the direction “B”). The pivot axis “X” extends along the corner14gof the base14and through the pivot notch12pon the plate12(particularly through the center point “CP” of the pivot notch12p). The plate is pivoted about pivot axis “X” to bring a selected measurement marking on the angular measurement scale18,20,24with the edge “W3” of the workpiece “W”, and marking a line on the surface “S” of the workpiece “W” along the hypotenuse12eof the plate12. It should be understood that carpenter square110is able to be used to perform this same method in a substantially identical manner. The carpenter is therefore able to mark a distance on surface “S” using either of the distance measurement scale28or distance measurement scale30simply by changing the orientation of carpenter square10. The distance measurement scale28may be used to mark distances along an edge of workpiece “W” (where surface “S” and first side wall “W1” intersect, or along first side wall “W1”, or along surface “S” using the square10in a first orientation. For example, orienting square10in a similar manner to the first orientation shown inFIG.10, the distance measurement scale28could be used to mark a distance on the surface “S” by placing the tip of the marking implement “M” on the surface “S” adjacent an appropriate distance measurement marking28aon distance measurement scale28. Alternatively, arranging the square in the first orientation shown inFIG.9, the carpenter may mark a distance on the side wall (unnumbered) of the workpiece “W” by placing the tip of the marking implement “M” on the side wall adjacent a selected distance measurement marking28aon distance measurement scale. If the carpenter wishes to mark a distance inwardly from the edge of the workpiece, in some instanced the thicker base14could lead to an incorrect distance measurement because placing the base14on the surface “S” of the workpiece “W” will cause the plate12to be arranged at a downwardly sloping angle relative to the surface “S”. In these instances, the carpenter will rotate the square10into the second orientation, shown inFIG.13. The carpenter is then able to measure distance along the distance measurement scale30and make an appropriate mark on the surface “S” using the marking implement “M”. Various inventive concepts may be embodied as one or more methods, of which an example has been provided. The acts performed as part of the method may be ordered in any suitable way. Accordingly, embodiments may be constructed in which acts are performed in an order different than illustrated, which may include performing some acts simultaneously, even though shown as sequential acts in illustrative embodiments. While various inventive embodiments have been described and illustrated herein, those of ordinary skill in the art will readily envision a variety of other means and/or structures for performing the function and/or obtaining the results and/or one or more of the advantages described herein, and each of such variations and/or modifications is deemed to be within the scope of the inventive embodiments described herein. More generally, those skilled in the art will readily appreciate that all parameters, dimensions, materials, and configurations described herein are meant to be exemplary and that the actual parameters, dimensions, materials, and/or configurations will depend upon the specific application or applications for which the inventive teachings is/are used. Those skilled in the art will recognize, or be able to ascertain using no more than routine experimentation, many equivalents to the specific inventive embodiments described herein. It is, therefore, to be understood that the foregoing embodiments are presented by way of example only and that, within the scope of the appended claims and equivalents thereto, inventive embodiments may be practiced otherwise than as specifically described and claimed. Inventive embodiments of the present disclosure are directed to each individual feature, system, article, material, kit, and/or method described herein. In addition, any combination of two or more such features, systems, articles, materials, kits, and/or methods, if such features, systems, articles, materials, kits, and/or methods are not mutually inconsistent, is included within the inventive scope of the present disclosure. The articles “a” and “an,” as used herein in the specification and in the claims, unless clearly indicated to the contrary, should be understood to mean “at least one.” The phrase “and/or,” as used herein in the specification and in the claims (if at all), should be understood to mean “either or both” of the elements so conjoined, i.e., elements that are conjunctively present in some cases and disjunctively present in other cases. Multiple elements listed with “and/or” should be construed in the same fashion, i.e., “one or more” of the elements so conjoined. Other elements may optionally be present other than the elements specifically identified by the “and/or” clause, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, a reference to “A and/or B”, when used in conjunction with open-ended language such as “comprising” can refer, in one embodiment, to A only (optionally including elements other than B); in another embodiment, to B only (optionally including elements other than A); in yet another embodiment, to both A and B (optionally including other elements); etc. As used herein in the specification and in the claims, “or” should be understood to have the same meaning as “and/or” as defined above. For example, when separating items in a list, “or” or “and/or” shall be interpreted as being inclusive, i.e., the inclusion of at least one, but also including more than one, of a number or list of elements, and, optionally, additional unlisted items. Only terms clearly indicated to the contrary, such as “only one of” or “exactly one of,” or, when used in the claims, “consisting of,” will refer to the inclusion of exactly one element of a number or list of elements. In general, the term “or” as used herein shall only be interpreted as indicating exclusive alternatives (i.e. “one or the other but not both”) when preceded by terms of exclusivity, such as “either,” “one of,” “only one of,” or “exactly one of.” “Consisting essentially of,” when used in the claims, shall have its ordinary meaning as used in the field of patent law. As used herein in the specification and in the claims, the phrase “at least one,” in reference to a list of one or more elements, should be understood to mean at least one element selected from any one or more of the elements in the list of elements, but not necessarily including at least one of each and every element specifically listed within the list of elements and not excluding any combinations of elements in the list of elements. This definition also allows that elements may optionally be present other than the elements specifically identified within the list of elements to which the phrase “at least one” refers, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, “at least one of A and B” (or, equivalently, “at least one of A or B,” or, equivalently “at least one of A and/or B”) can refer, in one embodiment, to at least one, optionally including more than one, A, with no B present (and optionally including elements other than B); in another embodiment, to at least one, optionally including more than one, B, with no A present (and optionally including elements other than A); in yet another embodiment, to at least one, optionally including more than one, A, and at least one, optionally including more than one, B (and optionally including other elements); etc. As used herein in the specification and in the claims, the term “effecting” or a phrase or claim element beginning with the term “effecting” should be understood to mean to cause something to happen or to bring something about. For example, effecting an event to occur may be caused by actions of a first party even though a second party actually performed the event or had the event occur to the second party. Stated otherwise, effecting refers to one party giving another party the tools, objects, or resources to cause an event to occur. Thus, in this example a claim element of “effecting an event to occur” would mean that a first party is giving a second party the tools or resources needed for the second party to perform the event, however the affirmative single action is the responsibility of the first party to provide the tools or resources to cause said event to occur. When a feature or element is herein referred to as being “on” another feature or element, it can be directly on the other feature or element or intervening features and/or elements may also be present. In contrast, when a feature or element is referred to as being “directly on” another feature or element, there are no intervening features or elements present. It will also be understood that, when a feature or element is referred to as being “connected”, “attached” or “coupled” to another feature or element, it can be directly connected, attached or coupled to the other feature or element or intervening features or elements may be present. In contrast, when a feature or element is referred to as being “directly connected”, “directly attached” or “directly coupled” to another feature or element, there are no intervening features or elements present. Although described or shown with respect to one embodiment, the features and elements so described or shown can apply to other embodiments. It will also be appreciated by those of skill in the art that references to a structure or feature that is disposed “adjacent” another feature may have portions that overlap or underlie the adjacent feature. Spatially relative terms, such as “under”, “below”, “lower”, “over”, “upper”, “above”, “behind”, “in front of”, and the like, may be used herein for ease of description to describe one element or feature's relationship to another element(s) or feature(s) as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. For example, if a device in the figures is inverted, elements described as “under” or “beneath” other elements or features would then be oriented “over” the other elements or features. Thus, the exemplary term “under” can encompass both an orientation of over and under. The device may be otherwise oriented (rotated 90 degrees or at other orientations) and the spatially relative descriptors used herein interpreted accordingly. Similarly, the terms “upwardly”, “downwardly”, “vertical”, “horizontal”, “lateral”, “transverse”, “longitudinal”, and the like are used herein for the purpose of explanation only unless specifically indicated otherwise. Although the terms “first” and “second” may be used herein to describe various features/elements, these features/elements should not be limited by these terms, unless the context indicates otherwise. These terms may be used to distinguish one feature/element from another feature/element. Thus, a first feature/element discussed herein could be termed a second feature/element, and similarly, a second feature/element discussed herein could be termed a first feature/element without departing from the teachings of the present invention. An embodiment is an implementation or example of the present disclosure. Reference in the specification to “an embodiment,” “one embodiment,” “some embodiments,” “one particular embodiment,” “an exemplary embodiment,” or “other embodiments,” or the like, means that a particular feature, structure, or characteristic described in connection with the embodiments is included in at least some embodiments, but not necessarily all embodiments, of the invention. The various appearances “an embodiment,” “one embodiment,” “some embodiments,” “one particular embodiment,” “an exemplary embodiment,” or “other embodiments,” or the like, are not necessarily all referring to the same embodiments. If this specification states a component, feature, structure, or characteristic “may”, “might”, or “could” be included, that particular component, feature, structure, or characteristic is not required to be included. If the specification or claim refers to “a” or “an” element, that does not mean there is only one of the element. If the specification or claims refer to “an additional” element, that does not preclude there being more than one of the additional element. As used herein in the specification and claims, including as used in the examples and unless otherwise expressly specified, all numbers may be read as if prefaced by the word “about” or “approximately,” even if the term does not expressly appear. The phrase “about” or “approximately” may be used when describing magnitude and/or position to indicate that the value and/or position described is within a reasonable expected range of values and/or positions. For example, a numeric value may have a value that is +/−0.1% of the stated value (or range of values), +/−1% of the stated value (or range of values), +/−2% of the stated value (or range of values), +/−5% of the stated value (or range of values), +/−10% of the stated value (or range of values), etc. Any numerical range recited herein is intended to include all sub-ranges subsumed therein. Additionally, the method of performing the present disclosure may occur in a sequence different than those described herein. Accordingly, no sequence of the method should be read as a limitation unless explicitly stated. It is recognizable that performing some of the steps of the method in a different order could achieve a similar result. In the claims, as well as in the specification above, all transitional phrases such as “comprising,” “including,” “carrying,” “having,” “containing,” “involving,” “holding,” “composed of,” and the like are to be understood to be open-ended, i.e., to mean including but not limited to. Only the transitional phrases “consisting of” and “consisting essentially of” shall be closed or semi-closed transitional phrases, respectively. In the foregoing description, certain terms have been used for brevity, clearness, and understanding. No unnecessary limitations are to be implied therefrom beyond the requirement of the prior art because such terms are used for descriptive purposes and are intended to be broadly construed. Moreover, the description and illustration of various embodiments of the disclosure are examples and the disclosure is not limited to the exact details shown or described. | 53,661 |
11858292 | DETAILED DESCRIPTION OF EMBODIMENTS Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the human-powered vehicle field (e.g., the bicycle field) from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. Referring initially toFIG.1, a hub assembly10A is provided for a human-powered vehicle V. In other words, the human-powered vehicle V (i.e., a bicycle) is illustrated that is equipped with the hub assembly10A in accordance with an illustrated embodiment. Here, in the illustrated embodiment, the hub assembly10A is a bicycle hub or a bicycle hub assembly. More specifically, the hub assembly10A is a bicycle rear hub or a bicycle rear hub assembly. Also, here, in the illustrated embodiment, the hub assembly10A is a hub dynamo for providing electric power to one or more components of the human-powered vehicle V. However, the hub assembly10A is not limited to a hub dynamo. In particular, certain aspects of the hub assembly10A can be provided that does not generate electric power. Also, while the hub assembly10A is illustrated as a rear hub assembly, certain aspects of the hub assembly10A can be provided to a hub assembly10B that is a front hub assembly. Thus, the hub assembly10A is not limited to a rear hub assembly. Here, the human-powered vehicle V is an electric assist bicycle (E-bike). Alternatively, the human-powered vehicle V can be a road bicycle, a city bike, a cargo bike, and a recumbent bike, or another type of off-road bicycle such as a cyclocross bicycle. As seen inFIG.1, the human-powered vehicle V includes a vehicle body VB that is supported by a rear wheel RW and a front wheel FW. The vehicle body VB basically includes a front frame body FB and a rear frame body RB (a swing arm). The vehicle body VB is also provided with a handlebar H and a front fork FF for steering the front wheel FW. The rear frame body RB is swingably mounted to a rear section of the front frame body FB such that the rear frame body RB can pivot with respect to the front frame body FB. The rear wheel RW is mounted to a rear end of the rear frame body RB. A rear shock absorber RS is operatively disposed between the front frame body FB and rear frame body RB. The rear shock absorber RS is provided between the front frame body FB and the rear frame body RB to control the movement of the rear frame body RB with respect to the front frame body FB. Namely, the rear shock absorber RS absorbs shock transmitted from the rear wheel RW. The rear wheel RW is rotatably mounted to the rear frame body RB. The front wheel FW is mounted to the front frame body FB via the front fork FF. Namely, the front wheel FW is mounted to a lower end of the front fork FF. A height adjustable seatpost ASP is mounted to a seat tube of the front frame body FB in a conventional manner and supports a bicycle seat or saddle S in any suitable manner. The front fork FF is pivotally mounted to a head tube of the front frame body FB. The handlebar H is mounted to an upper end of a steering column or a steerer tube of the front fork FF. The front fork FF absorbs shock transmitted from the front wheel FW. Preferably, the rear shock absorber RS and the front fork FF are electrically adjustable suspensions. For example, the stiffness and/or stoke length of the rear shock absorber RS and the front fork FF can be adjusted. The human-powered vehicle V further includes a drivetrain DT and an electric drive unit DU that is operatively coupled to the drivetrain DT. Here, for example, the drivetrain DT is a chain-drive type that includes a crank C, a front sprocket FS, a plurality of rear sprockets CS and a chain CN. The crank C includes a crank axle CA1and a pair of crank arms CA2. The crank axle CA1is rotatably supported to the front frame body FB via the electric drive unit DU. The crank arms CA2are provided on opposite ends of the crank axle CA1. A pedal PD is rotatably coupled to the distal end of each of the crank arms CA2. The drivetrain DT can be selected from any type, and can be a belt-drive type or a shaft-drive type. The electric drive unit DU has an electric motor that provides a drive assist force to the front sprocket FS. The electric drive unit DU can be actuated to assist in the propulsion of the human-powered vehicle V in a conventional manner. The electric drive unit DU is actuated, for example, in accordance with a human driving force applied to the pedals PD. The electric drive unit DU is actuated by electric power supplied from a main battery pack BP that is mounted on a downtube of the human-powered vehicle V. The main battery pack BP can provide electrical power to other vehicle components such as the rear derailleur RD, the height adjustable seatpost ASP, the rear shock absorber RS, the front fork FF and any other vehicle component that uses electrical power. The human-powered vehicle V further includes a cycle computer SC. Here, the cycle computer SC is mounted to the front frame body FB. Alternatively, the cycle computer SC can be provided on the handlebar H. The cycle computer SC notifies the rider of various traveling and/or operating conditions of the human-powered vehicle V. The cycle computer SC can also include various control programs for automatically controlling one or more vehicle components. For example, the cycle computer SC can be provided with an automatic shifting program for changing gears of the rear derailleur RD based on one or more traveling and/or operating conditions of the human-powered vehicle V. Here, the human-powered vehicle V further includes a rear derailleur RD that is attached to the rear frame body RB for shifting the chain CN between the rear sprockets CS. The rear derailleur RD is one type of gear changing device. Here, the rear derailleur RD is an electric derailleur (i.e., an electric gear changing device or an electric transmission device). Here, the rear derailleur RD is provided on the rear side of the rear frame body RB near the hub assembly10A. The rear derailleur RD can be operated when a rider of the human-powered vehicle V manually operates a gear shift operating device or shifter SL. The rear derailleur RD can also be automatically operated based on traveling conditions and/or operating conditions of the human-powered vehicle V. The human-powered vehicle V can further include a plurality of electronic components. Some or all of the electronic components can be supplied with electric power generated by the hub assembly10A during a power generation state as discussed herein. The structure of the hub assembly10A will now be described with particular reference toFIGS.2to5. The hub assembly10A basically comprises a hub axle12and a hub body14. The hub axle12is configured to be non-rotatably attached to the vehicle body VB. In this embodiment, the hub axle12is configured to be non-rotatably attached to the rear frame body RB. The hub body14is rotatably mounted on the hub axle12to rotate around a rotational center axis A1of the hub assembly10A. The hub body14is one example of a rotating body that is rotatably mounted on the hub axle12to rotate around the rotational center axis A1of the hub assembly10A. The hub axle12has a center axis coaxial with the rotational center axis A1. The hub body14is rotatably disposed around the rotational center axis A1. In other words, the hub body14is rotatably mounted around the hub axle12. The hub axle12is a rigid member made of a suitable material such as a metallic material. As seen inFIG.5, the hub axle12has a first axial end12aand a second axial end12b. Here, the hub axle12is a tubular member. Thus, the hub axle12has an axial bore12cthat extends between the first axial end12aand the second axial end12b. The hub axle12can be a one-piece member or made of several pieces. Here, as seen inFIGS.2and5, the hub assembly10A further comprises a wheel holding mechanism16for securing the hub axle12of the hub assembly10A to the rear frame body RB. The wheel holding mechanism16basically includes a shaft or skewer16a, a cam body16b, a cam lever16cand an adjusting nut16d. The cam lever16cis attached to one end of the skewer16avia the cam body16b, while the adjusting nut16dis threaded on the other end of the skewer16a. The cam lever16cis attached to the cam body16b. The cam body16bis coupled between the skewer16aand the cam lever16cto move the skewer16arelative to the cam body16b. Thus, the cam lever16cis operated to move the skewer16ain the axial direction of the rotational center axis A1with respect to the cam body16bto change the distance between the cam body16band the adjusting nut16d. Preferably, a compression spring is provided at each end of the skewer16a. The wheel holding mechanism16is sometimes called a quick release skewer. The wheel holding mechanism16is typically used with a frame having a pair of U-shaped axle attachments that each have an open-ended slot for receiving a portion of the skewer16a. Alternatively, the hub axle12can be non-rotatably attached to the rear frame body RB with other attachment structures as needed and/or desired. As indicated inFIGS.1,3and4, the hub body14is rotatably mounted around the hub axle12to rotate in a driving rotational direction D1. The hub body14a rigid member made of a suitable material such as a metallic material or reinforced plastic material. The driving rotational direction D1corresponds to a forward driving direction of the rear wheel RW. The hub body14is configured to support the rear wheel RW in a conventional manner. More specifically, in the illustrated embodiment, the hub body14includes a first outer flange14aand a second outer flange14b. The first outer flange14aand the second outer flange14bextend radially outward with respect to the rotational center axis A1from a peripheral surface of the hub body14. The first outer flange14aand the second outer flange14bare configured to receive a plurality of spokes (FIG.1) for attaching a rim (FIG.1) of the rear wheel RW to the hub body14. In this way, the hub body14and the rear wheel RW are coupled to rotate together. As seen inFIG.5, the hub body14has a large opening14cthat receives an end wall18and a locking ring20. The end wall18is non-rotatably engaged with the hub body14. Here, for example, the end wall18has a splined outer peripheral surface18athat engages a splined inner surface14dof the hub body14. The end wall18is retained to the hub body14by the locking ring20. Here, for example, the locking ring20is threaded into the hub body14. The end wall18has a splined inner peripheral surface18bthat is splined engaged with an inner support body22. Specifically, the inner support body22has an outer splined portion22athat is splined engaged with the splined inner peripheral surface18bto non-rotatably couple the inner support body22to the end wall18. Thus, the hub body14, the end wall18, the locking ring20and the inner support body22rotate together as a unit around the hub axle12. Here, the hub assembly10A further comprises a sprocket support body24rotatably disposed around the rotational center axis A1to transmit a driving force to the hub body14while rotating in the driving rotational direction D1around the rotational center axis A1. The sprocket support body24is another example of a rotating body that is rotatably mounted on the hub axle12to rotate around the rotational center axis A1of the hub assembly10A. Thus, broadly speaking, the hub assembly10A comprises the hub axle12and a rotating body (e.g., the hub body14or the sprocket support body24). The rotating body (e.g., the hub body14and/or the sprocket support body24) is rotatably mounted on the hub axle12to rotate around the rotational center axis A1of the hub assembly10A. The sprocket support body24is a rigid member made of a suitable material such as a metallic material. In the illustrated embodiment, the sprocket support body24supports the rear sprockets CS as seen inFIG.2. The sprocket support body24is rotatably disposed around the rotational center axis A1to transmit a driving force to the hub body14while rotating in a driving rotational direction around the rotational center axis A1. As explained below, the sprocket support body24does not transmit a driving force to the hub body14while rotating in a non-driving rotational direction D2around the rotational center axis A1. The non-driving rotational direction D2is opposite to the driving rotational direction D1with respect to the rotational center axis A1. The rotational center axis of the sprocket support body24is disposed concentrically with the rotational center axis A1of the hub assembly10A. While the sprocket support body24is configured to non-rotatably support the rear sprockets CS, the sprocket support body24is not limited to the illustrated embodiment. Alternatively, one or more of the rear sprockets CS can be integrally formed with the sprocket support body24. In any case, the sprocket support body24and the rear sprockets CS are coupled together to rotate together in both the driving rotational direction D1and the non-driving rotational direction D2. As seenFIG.5, the hub assembly10A further comprises a first bearing30and a second bearing32. The first bearing30rotatably supports a first end of the hub body14on the hub axle12. In particular, the first bearing30rotatably supports the inner support body22which is fixedly couped to the first end of the hub body14via the end wall18. The second bearing32rotatably supporting a second end of the hub body14on the hub axle12. Here, the first bearing30also rotatably supports the sprocket support body24on the hub axle12. Thus, broadly speaking, the first bearing30rotatably supports a first end of a rotating body (e.g., the hub body14and/or the sprocket support body24) on the hub axle12and the second bearing32rotatably supports a second end of the rotating body (e.g., the hub body14and/or the sprocket support body24) on the hub axle12. Here, the hub assembly10A further comprises a double nut34. The double nut34is threaded onto the hub axle12. Thus, the double nut34limits axial movement of the hub body14, the sprocket support body24and other parts of the hub assembly10A in the axial direction towards the first axial end12aof the hub axle12. The double nut34includes a first nut36and a second nut38. Preferably, the first nut36and the second nut38are disposed inside of the rotating body (e.g., the hub body14and/or the sprocket support body24). Here, the first nut36and the second nut38are disposed inside of the sprocket support body24(i.e., one the rotating bodies). In the illustrated embodiment, the first nut36is a part of the first bearing30. In particular, the first nut36includes an inner race of the first bearing30. More specifically, the first bearing30includes an inner race30a(the first nut36), an outer race30band a plurality of rolling elements30c. The inner race30a(the first nut36) has an internal thread30a1that is threadedly engaged to a first external thread12dof the hub axle12. The outer race30bhas an internal thread30b1that is threadedly engaged to an external thread22bof the inner support body22. The roller elements30care disposed between the inner race30aand the outer race30b. The inner race30a(the first nut36) supports the plurality of rolling elements30cof the first bearing30. In particular, the first nut36has a bearing surface36athat supports the plurality of rolling elements30cof the first bearing30. The axial force on the roller elements30ccan be adjusted by changing the position of the inner race30aon the hub axle12. The second nut38has an internal thread38athat is threadedly engaged to the first external thread12dof the hub axle12. The second bearing32includes an inner race32a, an outer race32band a plurality of roller elements32c. The inner race32ais threadedly engaged to a second thread12eof the hub axle12. The roller elements32care disposed between the inner race32aand the outer race32b. The inner race32asupports the plurality of rolling elements32cof the second bearing32. The axial force on the roller elements30ccan be adjusted by changing the position of the inner race30aon the hub axle12. The first bearing30and the second bearing32are angular contact ball bearings. Angular contact ball bearings have inner and outer ring raceways that are displaced relative to each other in the direction of the bearing axis. In other words, angular contact bearings are designed to accommodate combined loads, i.e., simultaneously acting radial and axial loads. Further, angular contact roller bearings (i.e., tapered roller bearing) can be adopted instead of the angular contact ball bearings for the first bearing30and the second bearing32. Angular contact roller bearings include cylindrical roller bearings and needle roller bearings. The first nut36has a first tool engaging structure36b. The second nut38has a second tool engaging structure38b. The first nut36and the second nut38are threadedly engaged with the external thread12dof the hub axle12. The first tool engaging structure36band the second tool engaging structure38bface outward in an axial direction with respect to the rotational center axis A1. The first tool engaging structure36bis disposed radially outward of the second tool engaging structure38bwith respect to the rotational center axis A1when viewed from the axial direction. The first tool engaging structure36band the second tool engaging structure38bare accessible with a tool40(seeFIG.9) in the axial direction. As seen inFIG.9, the tool40has a first tool cylinder40aand a second tool cylinder40b. The second tool cylinder40bis rotatably disposed inside the first tool cylinder40a. The first tool cylinder40aand the second tool cylinder40bcan be rotated independently or together. The first tool cylinder40aincludes a first nut engaging structure40a1that is configured to engage the first tool engaging structure36bof the first nut36. The second tool cylinder40bincludes a second nut engaging structure40b1that is configured to engage the second tool engaging structure38bof the second nut38. Of course, other types of tools can be used as needed and/or desired. The hub assembly10A further comprises a plurality of first rolling elements42and a plurality of second rolling elements44. The first rolling elements42and the second rolling elements44rotatably supports the sprocket support body24. The first rolling elements42are disposed between the outer race30band the sprocket support body24. In particular, the outer race30bhas an inner race surface42aand the sprocket support body24has an outer race surface42b. The first rolling elements42are disposed between the inner race surface42aand the outer race surface42bto form a first sprocket support body bearing46. The second rolling elements44are disposed between the inner support body22and the sprocket support body24. In particular, the inner support body22has an inner race surface44aand the sprocket support body24has an outer race surface44b. The second rolling elements44are disposed between the inner race surface44aand the outer race surface44bto form a second sprocket support body bearing48. The first sprocket support body bearing46and the second sprocket support body bearing48are angular contact ball bearings. Further, angular contact roller bearings (i.e., tapered roller bearing) can be adopted instead of the angular contact ball bearings for the first sprocket support body bearing46and/or the second sprocket support body bearing48. As seen inFIG.6, the hub assembly10A further comprises a one-way clutch50that is formed between the hub body14and the sprocket support body24. The one-way clutch50includes a plurality of pawls50A disposed between the hub body14and the sprocket support body24. The one-way clutch50further includes a biasing element50B that couples the pawls50A to the sprocket support body24. The one-way clutch50further includes a plurality of ratchet teeth50C. Here, the ratchet teeth50C are provided on the internal surface of the sprocket support body24. The biasing element50B biases the pawls50A into engagement with the ratchet teeth50C. The biasing element50B squeezes the pawls50A against the sprocket support body24such that the pawls50A pivot towards engagement with the ratchet teeth50C. In this way, the sprocket support body24is coupled to the hub body14to rotate together in the driving rotational direction D1around the rotational center axis A1. Also, in a case where the sprocket support body24is rotated in the non-driving rotational direction D2, the ratchet teeth50C of the sprocket support body24push the pawls50A and pivot the pawls50A to a retracted position against the sprocket support body24. Thus, the sprocket support body24is configured to rotate relative to the hub body14in the non-driving rotational direction D2around the rotational center axis A1. In this way, the sprocket support body24and the one-way clutch50form a freewheel that is commonly used in bicycles. Since the basic operation of the freewheel is relatively conventional, the freewheel will not be discussed or illustrated in further detail. As seen inFIG.5, the hub assembly10A comprises an electric component52. The electric component52is disposed on the hub axle12. In particular, the electric component52is non-rotatably disposed on the hub axle12. Thus, the electric component52is non-rotatably disposed with respect to the rotational center axis A1. In the illustrated embodiment, the electric component52is disposed between the first bearing30and the second bearing32. Preferably, the electric component52is disposed in the hub body14. Here, the electric component52includes a housing54that is non-rotatably disposed on the hub axle12. For example, in the illustrated embodiment, the housing54is keyed to the hub axle12to prevent the housing54from rotating relative to the hub axle12. Basically, the housing54includes a housing body54A and a lid54B. Here, the lid54B is bonded to the housing body54A by adhesive or welding. However, the lid54B can be attached to the housing body54A by threaded fastener, rivets, etc. Preferably, the housing body54A and the lid54B are rigid members made from a suitable material. For example, the housing body54A and the lid54B are made of a resin material. For example, the housing body54A and the lid54B can each be injected molded members. Also, the electric component52includes an electric circuit board56. The electric circuit board56is disposed in the housing54. In particular, the electric circuit board56is attached to the housing body54A. In this way, the electric circuit board56is non-rotatable with respect to the hub axle12. The electric circuit board56is disposed perpendicular to the rotational center axis A1. The lid54B is attached to the housing body54A for enclosing the electric circuit board56in the housing54. The electric circuit board56further includes an electronic controller58that is provided on the electric circuit board56. The electronic controller58includes at least one processor that executes predetermined control programs. The at least one processor can be, for example, a central processing unit (CPU) or a micro processing unit (MPU). The term “electronic controller” as used herein refers to hardware that executes a software program, and does not include a human. Preferably, the electric circuit board56further includes a data storage device (memory) that provided on the electric circuit board56. The data storage device (memory) stores various control programs and information used for various control processes including power generation control, power storage control, hub rotation detection control, etc. The data storage device includes any computer storage device or any non-transitory computer-readable medium with the sole exception of a transitory, propagating signal. For example, the data storage device includes a nonvolatile memory and a volatile memory. The nonvolatile memory includes, for example, at least one of a read-only memory (ROM), an erasable programmable read only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), and a flash memory. The volatile memory includes, for example, a random access memory (RAM). As seen inFIG.5, the hub assembly10A further comprises a detected part60and a rotation detection sensor62. The rotation detection sensor62is configured to detect the detected part60. The detected part60is disposed on a rotating body. Here, the detected part60is disposed on the end wall18of the hub body14. On the other hand, the rotation detection sensor62is provided to the housing54. Here, the rotation detection sensor62disposed at a position separated from the electric circuit board56. In particular, the rotation detection sensor62is arranged at a position separated from the electric circuit board56in a direction parallel to the rotational center axis A1. Thus, the rotation detection sensor62is non-rotatably disposed on the hub axle12. Also, the rotation detection sensor62can be placed near the detected part60. In other words, the rotation detection sensor62does not rotate with the hub body14. With this arrangement, the electric component52includes the rotation detection sensor62. The rotation detection sensor62is electrically connected to the electronic controller58via the electric circuit board56. The electronic controller58is configured to receive a detection signal from the rotation detection sensor62. Thus, the electronic controller58can determine information with respect to the rotation of the hub body14on the hub axle12. In the illustrated embodiment, the rotation detection sensor62includes a magnetic sensor, and the detected part60includes a magnet. Thus, the magnetic sensor detects movement of the magnet, which rotates together with the hub body14. In other words, with this arrangement, the rotation detection sensor62is configured to detect the detected part60to detect rotation of the hub body14around the rotational center axis A1. The electronic controller58is configured to receive a detection signal from the rotation detection sensor62. Here, the magnet of the detected part60is an annular member with alternating S-pole sections and N-pole sections. The detected part60is fixed to the end wall18of the hub body14. In this way, the rotation detection sensor62can detect a rotational amount and a rotational direction of the hub body14. However, the detected part60is not limited to the illustrated annular member. For example, the detected part60can be formed of a single non-annular magnet, or two or more magnets that are circumferentially spaced apart about the rotational center axis A1. In the case of using two or more circumferentially spaced magnets, a back yoke can be provided and the circumferentially spaced magnets can be provided to the back yoke. In this way, the circumferentially spaced magnets can be easily installed in the hub10. The term “sensor” as used herein refers to a hardware device or instrument designed to detect the presence or absence of a particular event, object, substance, or a change in its environment, and to emit a signal in response. The term “sensor” as used herein do not include a human. As seen inFIG.5, the hub assembly10A further comprises an electric power generator70. The electric power generator70is configured to generate electric power by rotation of the hub body14. Also, in the illustrated embodiment, the electric component52includes at least one capacitor72that is electrically connected to the electric power generator70. Here, the electric component52comprises two capacitors72. The capacitors72are examples of an electric power storage of the electric component52. The capacitors72are preferably disposed in the housing54of the hub assembly10A. Thus, the capacitors72are non-rotatably supported on the hub axle12by the housing54. The electric circuit board56is electrically connected to the rotation detection sensor62and the capacitor72. In this way, the capacitor72provides electrical power to the electric circuit board56and other electric components electrically connected to the electric circuit board56. For example, the capacitor72provides electrical power to the rotation detection sensor62. Also, the electronic controller58of the electric circuit board56is configured to control the input and output of electric power from the capacitor72. The electric power generator70is provided to the hub body14. More specifically, the electric power generator70is provided to the hub body14between the hub axle12and a center portion of the hub body14. In the illustrated embodiment, the hub body14is rotatably mounted on the axle12to rotate around the rotational center axis A1of the electric power generator70. The electric power generator70is configured to generate electric power by rotation of the hub body14relative to the hub axle12. The electronic controller58of the electric circuit board56is electrically connected to the electric power generator70for controlling the electric power output of the electric power generator70. Thus, the electric power generated by the electric power generator70can be stored and/or supplied directly to other components such as the rotation detection sensor62, the rear derailleur RD, etc. In the illustrated embodiment, the electric power generator70further includes a stator74and a rotor76. The stator74is non-rotatable with respect to the hub axle12. On the other hand, the rotor76is rotatably mounted on the hub axle12to rotate around a rotational center axis A1of the electric power generator70. In particular, the rotor76is provided to the hub body14so as to rotate with the hub body14. Thus, when the hub body14rotates with respect to the hub axle12, the rotor76rotates with respect to the stator74for power generation. Namely, an induced electromotive force is generated on the stator74by the rotation of the rotor76and an electrical current flow out of the stator74of the electric power generator70. As seen inFIG.5, the stator74includes an armature that is disposed on the hub axle12. The armature of the stator74includes a winding coil74A and a bobbin74B. The winding coil74A is wound on the bobbin74B for supporting the winding coil74A. The bobbin74B is non-rotatably coupled to the hub axle12. The bobbin74B has a cylindrical trunk portion, a first flange portion and a second flange portion. The cylindrical trunk portion has an outside circumference on which the winding coil74A is wound. The first flange portion and the second flange portion are formed on both axial end portions of the cylindrical trunk portion. The winding coil74A is made of a conductive metal wire material, such as a copper wire or an aluminum alloy wire. The winding coil74A is electrically connected to the electric circuit board56. In this way, electric power generated in the winding coil74A is transmitted to the electric circuit board56of the electric component52. The electric circuit board56then regulates the electric power received from the winding coil74A to selectively store the electric power in the capacitors72and/or to selectively transmit the electric power outside of the hub assembly10A via an electrical cable78. The electrical cable78is electrically connected the electric power generator70via the electric circuit board56. In this way, the electrical cable78can provide electric power generated by the hub assembly10A to the rear derailleur RD, the battery pack BP or another electric component. The electrical cable78can also be used to transmit signals from the electronic controller58of the electric circuit board56to the rear derailleur RD or another electric component using power line communication (PLC). The armature of the stator74further includes a plurality of first yoke74C and a plurality of second yoke74D. The first yokes74C are arranged in the circumferential direction of the hub axle12. Likewise, the second yokes74D are arranged in the circumferential direction of the hub axle12and alternate with the first yokes74C. The winding coil74A is located between the first yokes74C and the second yokes74D in the axial direction of the hub axle12. Here, the first yokes74C and the second yokes74D are fitted to grooves of the bobbin74B so that the first yokes74C and the second yokes74D alternate in a circumferential direction around the rotational center axis A1. The first yokes74C and the second yokes74D can be attached to the bobbin74B by an adhesive, for example. Each of the first yokes74C can be a laminated yoke made up of a plurality of laminate pieces or can be a single piece. In the case of laminated yokes, the laminate pieces of the first yokes74C are laminated together in the circumferential direction about the rotational center axis A1. The laminate pieces of the first yokes74C are made of, for example, silicon steel sheets (more specifically, non-oriented silicon steel sheets) on the surface of which an oxide film has been formed. The laminate pieces of the first yokes74C are examples of a plate-like member. Likewise, the second yokes74D can be a laminated yoke made up of a plurality of laminate pieces or can be a single piece. In the case of laminated yokes, the laminate pieces of the second yokes74D are laminated together in the circumferential direction about the rotational center axis A1. The laminate pieces of the second yokes74D are made of, for example, silicon steel sheets (more specifically, non-oriented silicon steel sheets) on the surface of which an oxide film has been formed. The laminate pieces of the second yokes74D are examples of a plate-like member. The rotor76includes at least one magnet. Here, in the illustrated embodiment, the rotor76includes a plurality of first magnet parts76A and a plurality of second magnet parts76B arranged inside a tubular support76C. The tubular support76C is fixedly coupled to the inside of the hub body14so that the magnet (rotor76) and the hub body14rotate together around the hub axle12. The tubular support76C has the function of a back yoke. The back yoke is a member having a high magnetic permeability, which is arranged on the opposite side of the magnetized surface. By using the back yoke, a high generated magnetic field can be obtained. The tubular support76C can be omitted. Alternatively, the hub body14can have the magnet (rotor76) such that the hub body14partially forms the electric power generator70. The first magnet parts76A and the second magnet parts76B are arranged so that S-poles and N-poles of the first magnet parts76A and the second magnet parts76B are alternately arranged in the circumferential direction of the hub axle12. Therefore, the S-poles of the first magnet parts76A are not aligned with the S-poles of the second magnet parts76B, and the N-poles of the first magnet parts76A are not aligned with the N-poles of the second magnet parts76B in the axial direction of the hub axle12. As mentioned above, the winding coil74A is illustrated as being fixed with respect to the hub axle12, and the magnet (rotor76) is illustrated as being fixed with respect to the hub body14. Alternatively, the winding coil74A can be fixed with respect to the hub body14and the magnet (rotor76) can be fixed with respect to the hub axle12. The hub assembly10A comprises a user input device80. The user input device80can be, for example, a reset switch that forces power off to the electric component52. Alternatively, the user input device80can be configures to volume change one or more parameters such as, for example, a threshold value. Here, the user input device80is a push switch that includes an operated member80A and a base member80B. The operated member80A is movably relative to the base member80B. The base member80B includes an electrical circuit that is normally in either an open state or a closed state. The open state or the closed state of the electrical circuit is changed to the other state in response to the movement of the operated member80A being moved (e.g., pushed in the illustrated embodiment) relative to the base member80B. When a user operates (e.g., pushes) the operated member80A, an input signal is produced that is transmitted to the electric component52via an electrical cable82. In this way, the user input device80is electrically coupled to the electric component52. In particular, in the illustrated embodiment, the user input device80is electrically connected to the electric circuit board56via the electrical cable82. In this way, the user input device80is electrically connected to the electric circuit board56. With this arrangement, the user input device80does not include a wireless communication receiver. In the illustrated embodiment, the hub axle has a cable receiving passageway12ffor receiving the electrical cable82. The cable receiving passageway12faxially extends between the electric component52and the user input device80. Thus, the user input device80is spaced from in an axial direction with respect to the electric component38. The user input device80is configured to be operated by a user without having to disassemble the hub assembly10A. Also, preferably, the user input device80is configured to be operated by a user while the hub assembly10A is mounted to the vehicle body VB of the human-powered vehicle V. Here, the user input device80is disposed outside of the hub body14. In particular, the user input device80is disposed inside of the sprocket support body24. Preferably, the user input device80is disposed between the first bearing30and the axial end12aof the hub axle12. Also, preferably, the user input device80is located on an axial outward side of the double nut34with respect to the rotational center axis A1, and at least partly aligned with the double nut34in the axial direction. Preferably, the first tool engagement structure36bis located radially outside the user input device80. More preferably, the second tool engagement structure38bis located radially outside the user input device80. In this way, the user input device80operated by a user. The user input device80is an electric component (e.g., an electric switch) that is located adjacent the first axial end12aof the hub axle12. Alternatively, the user input device80(i.e., the electric component) can be located adjacent the second axial end12bof the hub axle12. Thus, broadly speaking, in the hub assembly10A, an electric component52is located adjacent an axial end of the hub axle12on an axial outward side of the double nut34with respect to the rotational center axis A1. Here, as seen inFIG.5, the hub assembly10A further comprises an end cap84that disposed on an axial end of the hub axle12. Here, the end cap84is disposed on the first axial end12aof the hub axle12. The end cap84supports the user input device80to the hub axle12. The user input device80is operably accessible through an opening84ain the end cap84. Also, the electrical cable78enters the hub assembly10A thorough an opening54bof the end cap84. Then, the electrical cable78extends axially along the hub axle12and enters the housing54of the electric component52. Preferably, as in the illustrated embodiment, the electrical cable78is disposed in a cable receiving passageway12gof the hub axle12as seen inFIG.5. Here, the cable receiving passageway12gis an axially extending recess or groove. In this way, the electrical cable78can be located in the cable receiving passageway12gthat extends from the electric component52to the first axial end12aof the hub axle12. The end cap84further includes a rotation restriction part84c. The rotation restriction part84cis configured to couple the hub axle12to the vehicle body VB of the human-powered vehicle V so that rotation of the hub axle12relative to the vehicle body VB is restricted. The rotation restriction part84cengages the rear frame body RB so that rotation of the hub axle12relative to the rear frame body RB is restricted. Thus, the rotation restriction part84cis detachably attached to the hub axle12. Referring now toFIG.10, the hub assembly10A is electrically connected to the rear derailleur RD by the electrical cable78. Here, optionally, a cover90is snap-fitted onto the rear frame body RB or cover the U-shaped axle attachments that each have an open-ended slot or dropout that receives a portion of the skewer16a. Thus, the hub assembly10A cannot be removed from the rear frame body RB without removing the cover90. Removing the cover90reminds a user to disconnect the electrical cable78from the rear derailleur RD before removing the hub assembly10A from the rear frame body RB. The same configuration can be adopted for other electric components other than the rear derailleur RD. Referring now toFIG.11, the hub assembly10B will now be briefly discussed. Similar to the hub assembly10A, the hub assembly10B is a hub dynamo for providing electric power to one or more components of the human-powered vehicle V. The structure of the hub assembly10B is the same as the structure of the hub assembly10A, except that the hub assembly10B is not configured with a sprocket support structure. Thus, for the sake of brevity, the parts of the hub assembly10B that are the same as the corresponding parts of the hub assembly10A will not be discussed again with respect to the hub assembly10B. Thus, the following description will focus on the differences of the hub assembly10B from the hub assembly10A. Basically, the hub assembly10B comprises a hub axle12′ and a hub body14′. The hub body14′ is rotatably mounted on the hub axle12′ to rotate around a rotational center axis A1′ of the hub assembly10B. The hub assembly10B further comprises a wheel holding mechanism16′ that is the same as the wheel holding mechanism16but shorter in the axial direction. The hub assembly10B further comprises a first bearing30′ and a second bearing32′. The first bearing30′ rotatably supports a first end of the hub body14′ on the hub axle12′. In particular, the first bearing30′ rotatably supports an end wall18′ of the hub body14′. The second bearing32′ rotatably supporting a second end of the hub body14′ on the hub axle12′. Here, the hub assembly10B further comprises a double nut34′. The double nut34′ is threaded onto the hub axle12′. The double nut34′ includes a first nut36′ and a second nut38′. Preferably, the first nut36′ and the second nut38′ are at least partially disposed inside of the hub body14′ (i.e., a rotating body). Here, the first nut36′ is a part of the first bearing30′ similar to the first embodiment. In particular, the first nut36′ includes an inner race of the first bearing30′. More specifically, the first bearing30′ includes an inner race30a′ (the first nut36′), an outer race30b′ and a plurality of roller elements30c′. The inner race30a′ (the first nut36′) is threadedly engaged to the hub axle12′. The outer race30b′ supports the end wall18′ of the hub axle12′. The roller elements30c′ are disposed between the inner race30a′ and the outer race30b′. Similar to the hub assembly10A, the hub assembly10B further includes comprises an electric component52′, an electric power generator70′ and a user input device80′. The electric component52′ is identical to the electric component52, which is discussed above. The electric power generator70′ is identical to the electric power generator70, which is discussed above. The user input device80′ is identical to the user input device80, which is discussed above. However, a modified end cap84′ is used to mount the user input device80′ to the hub axle12′. Here, the end cap84′ is configured so that an electrical cable78′ of the electric component52′ extends upwardly from the hub axle12′ where the hub assembly10B is mounted to the human-powered vehicle V. Referring now toFIG.12, a modified hub assembly110is illustrated in accordance with an alternative embodiment. In view of the similarity between the hub assembly110and the hub assembly10A, the parts of the hub assembly110that are identical to the hub assembly10A will be given the same reference symbol used for the hub assembly10A. Thus, the following description will focus on the differences of the hub assembly110from the hub assembly10A. Basically, the hub assembly110comprises a hub axle112and a hub body114. The hub body114is rotatably mounted on the hub axle112to rotate around a rotational center axis A1of the hub assembly110. Here, the hub axle112and the hub body114have been modified to have an electric component152and a user input device180where the user input device180is provided to the hub body114. Thus, in this embodiment, the user input device180is disposed inside of the hub body114. Since the hub body114rotates relative to the electric component152, the user input device180will rotate with the hub body114. The user input device180can be electrically connected to the electric component152by using a mechanical connection in which a brush provided on one of the electric component152and the user input device180rotates relative to a resistor provided on the other one of the electric component152and the user input device180. Alternatively, short-range wireless communication can be used to transmit an input signal from the user input device180to the electric component152. In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts unless otherwise stated. As used herein, the following directional terms “frame facing side”, “non-frame facing side”, “forward”, “rearward”, “front”, “rear”, “up”, “down”, “above”, “below”, “upward”, “downward”, “top”, “bottom”, “side”, “vertical”, “horizontal”, “perpendicular” and “transverse” as well as any other similar directional terms refer to those directions of a human-powered vehicle (e.g., bicycle) in an upright, riding position and equipped with the hub assembly. Accordingly, these directional terms, as utilized to describe the hub assembly should be interpreted relative to a human-powered vehicle (e.g., bicycle) in an upright riding position on a horizontal surface and that is equipped with the hub assembly. The terms “left” and “right” are used to indicate the “right” when referencing from the right side as viewed from the rear of the human-powered vehicle (e.g., bicycle), and the “left” when referencing from the left side as viewed from the rear of the human-powered vehicle (e.g., bicycle). The phrase “at least one of” as used in this disclosure means “one or more” of a desired choice. For one example, the phrase “at least one of” as used in this disclosure means “only one single choice” or “both of two choices” if the number of its choices is two. For another example, the phrase “at least one of” as used in this disclosure means “only one single choice” or “any combination of equal to or more than two choices” if the number of its choices is equal to or more than three. Also, the term “and/or” as used in this disclosure means “either one or both of”. Also, it will be understood that although the terms “first” and “second” may be used herein to describe various components, these components should not be limited by these terms. These terms are only used to distinguish one component from another. Thus, for example, a first component discussed above could be termed a second component and vice versa without departing from the teachings of the present invention. The term “attached” or “attaching”, as used herein, encompasses configurations in which an element is directly secured to another element by affixing the element directly to the other element; configurations in which the element is indirectly secured to the other element by affixing the element to the intermediate member(s) which in turn are affixed to the other element; and configurations in which one element is integral with another element, i.e. one element is essentially part of the other element. This definition also applies to words of similar meaning, for example, “joined”, “connected”, “coupled”, “mounted”, “bonded”, “fixed” and their derivatives. Finally, terms of degree such as “substantially”, “about” and “approximately” as used herein mean an amount of deviation of the modified term such that the end result is not significantly changed. While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, unless specifically stated otherwise, the size, shape, location or orientation of the various components can be changed as needed and/or desired so long as the changes do not substantially affect their intended function. Unless specifically stated otherwise, components that are shown directly connected or contacting each other can have intermediate structures disposed between them so long as the changes do not substantially affect their intended function. The functions of one element can be performed by two, and vice versa unless specifically stated otherwise. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such feature(s). Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. | 50,463 |
11858293 | DETAILED DESCRIPTION In the following figures, corresponding components and elements carry the same reference numerals. For the sake of clarity, not all reference numerals are repeated in all figures. An attachment10according to the invention is shown inFIG.1, wherein the vehicle wheel12is not shown inFIG.1(the vehicle wheel12is, however, shown together with the attachment10inFIGS.5to8, for example). The attachment10serves to enable vehicle operation with limited tire function. The vehicle wheel12is a vehicle wheel12of a motor vehicle, wherein the motor vehicle is not shown. Driving operation with limited tire function means in the present case driving operation in which a tire14of the vehicle wheel12(see, for example,FIGS.5to8) cannot be operated with the properties that it exhibits under usual road conditions and the usual tire condition. This can mean, for example, driving with a flat tire14or also operation of the vehicle in icy or snowy conditions. The preferred field of application of the present invention is to enable driving with a flat tire14. The embodiment shown inFIGS.17to19is suitable in particular for enabling driving operation in snowy or icy conditions. The attachment10generally comprises a base body20and a fastening device24for fastening the attachment10to a rim of the vehicle wheel12. The vehicle wheel12includes a wheel disc26and a rim105to which the tire14is attached, wherein the rim105is made up of a rim mouth107and a rim flange40(see, for example,FIG.8). The base body20, when seen in an axial direction28, is circular or largely annular in shape (see, for example,FIG.1). This means that the base body20in its assembled state, as is shown, for example, inFIG.1, in which it is also mounted on the vehicle wheel12in driving operation, has the shape just mentioned. In the present case, axial direction28means the direction of the axis of rotation of the vehicle wheel12. A radial direction30means the direction orthogonal to the axis of rotation of the vehicle wheel12. The tire14of the vehicle wheel12is thus arranged radially outwards, when seen from the wheel disc26of the vehicle wheel12. A bolt circle33(see, for example,FIG.6) of the vehicle wheel12, for example, is located radially inwards. The fastening device24can comprise at least one detachable fastening means32, advantageously a plurality of detachable fastening means (see, for example,FIGS.1to11). The fastening device24can also be so configured that the detachable fastening means32in at least two positions P1 and P2 which are arranged offset relative to one another in the radial direction30can each be connected to the base body20in positions P1 and P2 which are adapted to a specific rim diameter (seeFIG.16, which shows such an exemplary embodiment in a representation corresponding to the representation ofFIG.2). Advantageously, the fastening device24is so configured that it is adaptable in respect of a rim diameter. This can be achieved, for example, via fastening means32which are movable, in particular as shown inFIG.1displaceable, in the radial direction30. InFIG.1, the fastening means32of the fastening device24are each detachably fastened to holding lugs34. The fastening of the fastening means32to the holding lugs34is so configured that the fastening means32are displaceable in the radial direction relative to the base body20, or relative to the holding lugs34. The holding lugs34are fixedly connected to the base body20. As a result of the displacement of the fastening means32, the attachment10can be adapted to different rim diameters. It is, however, also conceivable to achieve an adaptable fastening device24by pivoting fastening means32. Preferably, however, the fastening means32are displaceable in the radial direction30as well as in the axial direction28relative to the base body20or relative to the holding lugs34. The fastening means32can be spring mounted relative to the holding lugs34. Likewise, the holding lugs34can be spring mounted relative to the base body20. It is additionally advantageous if the fastening device24comprises a coupling mechanism36. This coupling mechanism36, as is shown schematically inFIG.1, for example, can couple a movement of at least two movable, preferably (as shown inFIG.1) all of the movable, fastening means32in the radial direction30and/or in the axial direction28. Preferably, the coupling mechanism36is so configured that the movement of the coupled movable fastening means32is uniform, that is to say they move radially (or axially) inwards or radially (or axially) outwards at the same speed. Such a coupling mechanism36can be combined with all the embodiments described here which comprise fastening means32, and such combinations are subject-matter of the present invention. In a preferred embodiment (as is to be seen, for example, inFIGS.3,4A,4B,8and9A-9B), the fastening device24, or the fastening means32thereof, comprise or comprises a hook portion38which is configured to engage behind a portion40, in particular a rim flange40, of the rim105of the vehicle wheel12(this engagement is shown, for example, inFIG.8). Preferably, the fastening device24has a contact portion42or a plurality of contact portions42(the contact portions42are clearly visible inFIG.3, for example), which is preferably arranged on the hook portion38. The contact portions advantageously have a resilient, elastic coating44which serves to prevent damage to the portion of the rim105, in particular of the rim flange40. The contact portion42, or the hook portion38, can, as is clearly visible inFIG.3and also in particular inFIGS.9A and9B, be configured to be curved in a circumferential direction46, in order to conform to, or rest flat against, the rim flange40when the attachment10is mounted on the rim105. The fastening device24is preferably so configured that it contacts, in particular via the hook portions38and/or the contact portions42, the rim105, in particular the rim flange40, over at least a sixth (seeFIGS.9A and9B), preferably a quarter, preferably a third, preferably half, of the circumferential extent thereof when the attachment10is mounted on the vehicle wheel12. In the embodiment ofFIGS.9A and9B, the fastening means32have prolongations which are extended and curved in the circumferential direction46and which permit broad, flat contacting of the rim flange40, so that the contact portions42of the respective fastening means32rest on the rim flange40over at least a sixth of the circumferential extent thereof. The fastening device24is preferably so configured that the attachment10, on fastening to the rim105of the vehicle wheel12, is urged in the axial direction28towards the wheel disc26(see, for example, the curved form of the hook portions inFIG.3). Such urging of the attachment in the direction of the wheel disc26is preferably achieved by a corresponding form of the fastening means32or the contact portion42of the fastening device24, in particular the hook portion38. The fastening device24advantageously comprises at least one clamping surface50which, when seen in the axial direction28, slopes radially inwards, preferably in a linear or arcuate manner, wherein the fastening device24is so configured that the clamping surface50, on fastening of the attachment10to the rim105of the vehicle wheel12, moves, in particular is displaced, radially inwards, and the clamping surface50is so configured that the attachment10, on fastening to the rim105of the vehicle wheel12, is urged in the axial direction28towards the wheel disc26. Such a clamping surface50is configured, for example inFIG.3, as part of the contact portions42or of the hook portions38. In the embodiment shown inFIG.3, the clamping surfaces50are so curved that the attachment10, when the fastening means32move radially inwards on mounting of the attachment10on the rim105, is urged by the curve of the clamping surfaces50in the axial direction28towards the vehicle wheel12. To that end, the clamping surfaces50do not, however, have to be curved, as shown inFIG.3. They can also be, for example, straight and slope radially inwards, when seen from an outer side52of the attachment10. For the function of the clamping surfaces50, it is sufficient that they slope radially inwards when seen from the outer side52of the attachment10, looking in the axial direction28. The base body20can, as can be seen, for example, inFIG.3, comprise a rim-side part56and a part58which is remote from the rim and can be detached from the rim-side part. The base body20can thus, for example in the embodiment ofFIG.3, be divided into two parts56and58having largely the shape of an annular disc. The base body20, or optionally the rim-side part56and the part58remote from the rim, advantageously comprises or comprise at least two circumferential segments60. In the example ofFIG.1, the rim-side part56and the part58remote from the rim each comprise four circumferential segments60. One of these circumferential segments60of the attachment10, which is shown inFIG.1, is shown inFIG.2in a detailed representation. In the case of the attachment10shown inFIG.1, the circumferential segments60are connected together by an interlocking holding means62. A prolongation64in dovetail form in the circumferential direction46is thereby inserted into a corresponding recess66of the adjacent segment60. Via screw holes68, screws can be screwed into corresponding screw receivers70on the recess66and the segments60thus fixedly connected together. The use of screws in combination with the screw holes68and the screw receivers70is not essential; instead, other fastening mechanisms, such as, for example, clips or clamps, can also be used. The holding means62shown, for example, inFIG.1having the prolongations64in dovetail form and the corresponding recesses66represents a possible embodiment of an engagement structure70in the circumferential direction46for the detachable connection of the circumferential segments60. The circumferential segments60can also be connected together in the circumferential direction46via a, preferably detachable, folding mechanism74. Such an embodiment is shown, for example, inFIG.10. It is advantageous if the rim-side part56and the part58remote from the rim, or a segment60of each of the rim-side part56and the part58remote from the rim, form in the assembled state a receiving portion80in which a tread body84, or a segment86of the tread body84(which in respect of its circumferential extent is formed corresponding to the circumferential segments60of the base body20), can be inserted on assembly into the assembled state in such a manner that it is held in an interlocking manner, in particular via an interlocking engagement88. Preferably, the attachment10is formed with a tread body84which is shock-absorbing. Preferably, the tread body84is formed of an elastically resilient material, for example rubber or another elastically resilient polymer. Alternatively or in addition, the tread body84can also have an elastically resilient structure, in particular a structure comprising voids92and/or holes94or openings94(seeFIG.4A). InFIG.22, one of the segments86of the tread body84is shown with such openings94and a further segment86of the tread body84is shown without such openings94. Preferably, however, the tread body84is uniform over its entire circumferential extent, that is to say formed either with openings94or without openings94. A running surface100, that is to say the contact surface of the attachment10with the road, can be formed by the tread body84, or the radially outer surface thereof. In an embodiment variant, as is shown, for example, inFIGS.17to19, a radially outer running surface100of the attachment10extends, when seen in the direction of the vehicle wheel12in the axial direction28, into a rim mouth of the rim105, when the attachment10is fastened to the rim105of the vehicle wheel12. InFIG.8, the rim105is marked with a corresponding reference numeral, and a rim mouth is designated with reference numeral107. The form with such a running surface100can of course also be combined with the segments60which are detachably connected together, as shown, for example, inFIG.1. The attachment10can also have an additional fastening element110. The additional fastening element110is provided to fasten the attachment10in the middle region of the wheel disc26. To that end, the additional fastening element110can be configured, for example, to fasten the attachment10to the wheel disc26in the region of the bolt circle33, in particular at the bolt circle33(as shown inFIG.20) and/or at a central opening109(the central opening109is provided with a reference numeral inFIG.6, for example) of the wheel disc26and/or at a spoke112of the wheel disc26. Such an additional fastening element110can, as shown inFIG.20, be formed in one piece with the base body20of the attachment10. Alternatively, however, it is likewise possible for the additional fastening element110to be detachably fastened to the attachment10. Preferably, the fastening of the additional fastening element110is such that the additional fastening element110is movable, preferably displaceable and/or pivotable, relative to the attachment10. For example, the additional fastening element110can be in such a form that it can be pushed into the base body20of the attachment10or it can be in foldable form. The additional fastening element110can also have a joint in the region of the bolt circle32, so that it consists, for example, of two individual elements. The additional fastening element110can be combined with the different embodiments of the base body20of the attachment10. As is shown inFIGS.21to23, it can be advantageous if the base body20has openings115. These openings115can on the one hand reduce the weight of the base body20and thus of the attachment10. On the other hand, these openings115can serve to make the attachment10easily foldable (seeFIG.23). In the folded state, elements protruding from the surface of the base body20, such as, for example, the fastening device24, can easily be folded into the openings115(seeFIG.23). The present invention also provides an attachment set120for a vehicle wheel12, characterized in that it comprises an attachment10afor fastening to the rim105of the vehicle12on the vehicle side, and a further attachment10bfor fastening to the rim105of the vehicle wheel12on the side remote from the vehicle, wherein at least one of the two attachments10a,10bis configured as described above. Preferably, both attachments10a,10b, as shown inFIG.24, are formed according to one of the further embodiments described herein. Preferably, the attachment set120comprises a connecting element130with which the two attachments10a,10bof the attachment set120can be fastened, in particular clamped, in a loss-proof manner on opposite sides of the vehicle wheel12and mutually against the vehicle wheel12, in order to permit final fastening via the fastening means24. To that end, the connecting element130can be so configured, for example, that it can be hooked into the two attachments10a,10b. If the connecting element130is to clamp both attachments10a,10bagainst the vehicle wheel12, then the connecting element130can be in such a form that it can be shortened via a screw mechanism or in such a form that it can be shortened by being pushed in. In the variant which can be shortened by being pushed in, pushing in should be possible with low resistance and removal should be possible only after actuation of a detachment mechanism, in order to prevent unintentional detachment. The connecting element130can also be in resilient form so that it is tensioned on fitting and then clamps the two attachments10a,10bagainst the vehicle wheel12by its residual stress. The invention also provides a system140comprising a vehicle wheel12and an attachment10or an attachment set120for a vehicle wheel12, wherein the attachment10or the attachment set120is configured according to one of the embodiments described herein. Preferably, in the system140, the attachment10, or at least one of the attachments has a recess150(see, for example,FIG.14orFIG.26) via which the attachment10can be screwed to the wheel disc26of the vehicle wheel12, wherein the wheel disc26of the vehicle wheel12comprises a screw hole160for receiving a corresponding fastening screw170, as is shown schematically inFIG.26. Alternatively, the attachment10, or at least one of the attachments10, can be capable of being connected to the wheel disc26of the vehicle wheel12via a bolt-and-hole connection180, which is preferably of self-tensioning and/or self-locking form, as is shown schematically inFIG.27. | 16,696 |
11858294 | DETAILED DESCRIPTION The disclosure and various features and advantageous details thereof are explained more fully with reference to the exemplary, and therefore non-limiting, embodiments illustrated in the accompanying drawings and detailed in the following description. It should be understood, however, that the detailed description and the specific examples, while indicating the preferred embodiments, are given by way of illustration only and not by way of limitation. Various substitutions, modifications, additions and/or rearrangements within the spirit and/or scope of the underlying inventive concept will become apparent to those skilled in the art from this disclosure. Embodiments described herein provide an internally braced bicycle disc wheel. Embodiments further provide a manufacturing method to make a very stiff and light bicycle disc wheel that includes internal braces (e.g., carbon fiber ribs). The internal cross bracing allows the disc panels to be lighter while keeping the stiffness and strength. According to one embodiment, a disc wheel according to the teachings herein can be an all composite material disc wheel. In this context, an “all composite material” disc wheel refers to a wheel having a wheel disc that is made entirely of a composite material from the center opening of the wheel disc to a radially outer edge of the wheel disc. For example, an “all carbon fiber” disc wheel refers to a wheel having a wheel disc that is made entirely of a carbon fiber composite from the center opening of the wheel disc to a radially outer edge of the wheel disc. Furthermore, embodiments described herein can be spokeless. A rider's power can be transferred from the hub to the outer perimeter of the wheel by the disc side panels rather than by spokes. FIG.1andFIG.2are diagrammatic representations of one embodiment of a disc type bicycle wheel10which is generally circular or disc shaped, and includes a hub portion12, a tire engaging portion14at the wheel's radial perimeter and first and second axially spaced, opposite side outer surfaces16,18that radially extend from the tire engaging portion14to the hub portion12. A portion of first and second side outer surfaces16,18may comprise a brake engaging portion. The brake engaging portion may have a radial extent that is slightly larger than the height of a typical bicycle brake caliper. Hub portion12defines a hub opening in which a hub can be installed at the wheel's radial center. The hub may include an axle portion that is rotatable independently of the remainder of the hub, and a flange portion that extends radially outward for a short distance to engage a portion of the hub portion12of the wheel10. The flange portion of the hub may be coupled to wheel10with fasteners or other mechanisms. The tire engaging portion14is configured to receive a tire that can be mounted thereto. According to one embodiment, tire engaging portion14is shaped to mount a clincher tire. According to another embodiment, tire engaging portion14is shaped to mount a non-clincher tire, such as a tubular tire that does not have tire beads. In the embodiment illustrated, tire engaging portion comprises a first circumferential lip20, a second circumferential lip22and a generally concavely disposed tire facing tire bed24that extends in a generally axial direction between the first and second circumferential lips20,22, and around the wheel10. The first side outer surface16forms the majority of the first outer side of the wheel10extending between the hub portion12and the tire engaging portion14. The second side outer surface18forms the majority of the second outer side of the wheel10, which is axially opposed to the first outer side of the wheel10, extending between the hub portion12and the tire engaging portion14. First and second side surfaces16,18may have a planer, convex, concave or other shape. First and second side surfaces16,18can include surface features such as dimples or other features. According to one embodiment, wheel10is generally symmetrical about a radially extending plane, so that the first and second side surfaces16,18are generally mirror-images of each other. In other embodiments, first and second side surfaces16,18may have different shapes such that wheel10is asymmetrical about a radially extending plane. Wheel10can be formed from disc panels that are molded or assembled together to form a disc wheel with internal braces. The disc panels may have a variety of configurations, some non-limiting examples of which are discussed below in conjunction withFIGS.3-8. FIG.3illustrates a partially exploded cutaway view of one embodiment of disc wheel10. In the illustrated embodiment, disc wheel10comprises a first disc panel32and a second disc panel34that can be coupled together to form a disc wheel. First disc panel32includes a first side panel33having first side outer surface16(FIG.1andFIG.2) and first side inner surface36. Second disc panel34includes a second disc side panel35having second side outer surface18and second side inner surface38that faces first side inner surface36. The first side outer surface16extends from a radial perimeter of first disc panel32to hub opening45and second side outer surface18extends from the radial perimeter of first disc panel32to hub opening45. First side inner surface36and second side inner surface18extend between hub portion12and tire engaging portion14. According to one embodiment, first side inner surface36and second side inner surface38may have a planer, convex, concave or other shape. Hub portion12includes a hub center40, a hub index42and a disc panel hub flange44. Hub portion12forms a hub opening45through wheel10. Hub opening is shaped to receive a hub. In one embodiment, the portion of hub opening45formed by hub center40is shaped, proximate to inner surface38, to receive hub index42and act as a hub index receiving area. During assembly, hub index42can slip inside of hub center40to help ensure that disc panels32,34are aligned and concentric to the wheel center. In addition or in the alternative, disc panel32and disc panel34may include other alignment features to facilitate alignment of the disc panels. A set of ribs46extend between first side inner surface36and second side inner surface38. Ribs46may be molded in panel32or panel34or molded separately and bonded to panel32and panel34. A first side of each rib46may follow the contour of first side inner surface36and a second side of each rib may follow the contour of second side inner surface38. The ribs46are configured to provide structural support to wheel10both laterally (axially) and in compression (radially). The ribs46may have a variety of shapes and sizes. In the embodiment ofFIG.3, the ribs each extend primarily radially from an inner radius that is spaced from hub center40to the radially inner side of tire engaging portion14. In other embodiments, the radially inner ends of ribs46may terminate at hub center40. Moreover, the radially outer ends of ribs46may be spaced from the radially inner side of tire engaging portion14. According to one embodiment, first disc panel32is molded as a single panel that includes a circumferential wall that provides tire bed24, circumferential outer lip20, circumferential outer lip22, side panel33, hub center40extending axially inward from side panel33, hub flange44extending radially outward from hub center40at the end of hub center40that is distal from side panel33, and molded-in ribs46. Second disc panel34is molded as a single panel that includes side panel35and hub index42that projects axially inward from side panel35. Disc panels32,34are coupled together after molding, such as by gluing or bonding with another agent. To this end, disc panels32,34may be formed with bonding surfaces so that they can be bonded together. For example, a circumferential flat bonding surface50to which disc panel34can be bonded is disposed on the inner side of disc panel32proximate to the radially outer edge of disc panel32. As another example, surface52of hub flange44that faces second side inner surface38can provide a large bonding surface to which the opposite disc panel34can be bonded. Further, ribs46may comprise surfaces54that face second side inner surface38and can be used as bonding surfaces to which the second side inner surface38can be bonded. If panel32includes molded-in ribs, such ribs may have a bonding surface to which inner surface36can be bonded. As another example, the radially outer surface of hub index42may be bonded to a radially inner surface41of hub center40. In addition or in the alternative, disc panel32and disc panel34may be coupled together using other mechanisms, such as with fasteners. The foregoing example in which tire bed24, circumferential outer lip20, circumferential outer lip22, side panel33, hub center40extending axially inward from side panel33, hub flange44extending radially outward from hub center40at the end of hub center40that is distal from side panel33, and molded-in ribs46are molded as a panel is provided by way of example and not limitation. Various parts of the wheel can be formed separately and joined together. For example, in some embodiments, ribs46may be molded separately from disc panels32and34. In such an embodiment, they can be bonded or otherwise coupled to disc panel32or disc panel34before disc panels32,34are bonded together. FIG.4depicts another embodiment of a disc panel60. Disc panel60can be coupled to a second disc panel, such as second disc panel34, to form a wheel. In the embodiment illustrated, disc panel60includes a side panel66having an outer surface and inner surface67. The outer surface may be similar to outer surface16discussed above and extend from an outer perimeter of disc panel60to the center opening (e.g., hub opening63). The inner surface67extends between a hub portion and tire engaging portion64. The outer surface and inner surface67of panel66can have a variety of shapes, such as planer, concave, convex or other shapes. Disc panel60further comprises a hub center62and disc panel hub flange64. A hub opening63through hub center62is shaped to receive a hub. The portion of hub center62distal from side panel66may be shaped to receive a hub index (e.g., hub index42) and act as a hub index receiving area. During assembly, the hub index can slip inside of hub center62to help ensure that the disc panels being assembled into a wheel are concentric to the wheel center. In addition or in the alternative, disc panel60may include other alignment features to facilitate alignment of the disc panels. An inner set of radially extending ribs68and an outer set of radially extending ribs70extend axially from inner surface67. A ring-shaped rib72that is concentric about the center of panel66also extends axially from inner surface67. Ribs68,70,72extend a sufficient distance so that they may be bonded to a facing panel. A first side of each rib68,70,72may follow the contour of inner surface67and a second side of each rib may be shaped to follow the contour of the inner surface of an opposite panel (e.g., side panel35ofFIG.3) where the ribs are to bond to the opposite panel. The ribs68,70,72are configured to provide structural support to a wheel both laterally (axially) and in compression (radially). The ribs68,70,72may have a variety of shapes and sizes. In the embodiment ofFIG.4, the ribs68each extend primarily radially from an inner radius that is spaced from hub center40to an outer radius that is less than the radius of rib72. In other embodiments, the radially inner ends of ribs68may terminate at hub center40or the radially outer ends of ribs68may terminate at rib72. Further, the ribs70each extend primarily radially from an inner radius that is spaced from rib72to an outer radius that is spaced from the inner side of tire engaging portion64. In other embodiments, the radially inner ends of ribs70may terminate at rib72or the radially outer ends of ribs70may terminate at the radially inner side of tire engaging portion64. According to one embodiment, disc panel60is molded as a single panel that includes a circumferential wall that provides a tire bed or other wheel outer perimeter surface, a first circumferential outer lip82, a second circumferential outer lip84, side panel66, hub center62extending axially inward, hub flange64, and molded-in ribs60,70,72. Disc panel60and a second disc panel (e.g., disc panel34ofFIG.3) can be bonded together after molding, such as by gluing or bonding with another agent. To this end, disc panels60and the second disc panel may be formed with bonding surfaces so that they can be bonded together. For example, the inner side portion of disc panel60proximate to the radially outer edge can provide a circumferential bonding surface74to which the opposite disc panel can be bonded. As another example, the surface of hub flange64that faces the opposite panel can provide a large bonding surface to which the opposite panel can be bonded. Further, ribs68,70,72may comprise surfaces76,78,80, respectively, that face second side inner surface of the opposite panel and can be used as bonding surfaces to which the inner surface of the opposite panel can be bonded. Ribs may also be molded in the opposite panel. Such ribs may have a bonding surface to which inner surface67can be bonded. As another example, the radially outer surface of a hub index (e.g., hub index42) may be bonded to a radially inner surface of hub center62. In addition or in the alternative, disc panel60and an opposite disc panel may be coupled together using other mechanisms, such as with fasteners. In some embodiments, various portions of panel60may be formed separately and then assembled. By way of example, but not limitation, ribs68,70,72may be molded separately from disc panel60and the second disc panel and then bonded to disc panel60or the second disc panel before disc panel60and the second disc panel are bonded together. FIG.5depicts another embodiment of an inner side of a disc panel100. Disc panel100can be coupled to a second disc panel, such as second disc panel34or other disc panel, to form a wheel. Disc panel100includes a disc side panel102having a side outer surface and inner surface103. The side outer surface may be similar to outer surface16discussed above and extend from an outer perimeter to a central opening (e.g., hub opening113). Inner surface103extends between a hub portion and tire engaging portion104. The side outer surface and inner surface103of disc panel100can have a variety of shapes, such as planer, concave, convex or other shape. Disc panel100further comprises a hub center112and disc hub flange114. A hub opening113through hub center112can be shaped to receive a hub. The portion of hub center112distal from side panel102may be shaped to receive a hub index (e.g., hub index42) and act as a hub index receiving area. During assembly, the hub index can slip inside of hub center112to help ensure that the disc panels being assembled into a wheel are concentric to the wheel center. In addition or in the alternative, disc panel100and the opposite disc panel may include other alignment features to facilitate alignment of the disc panels. A set of ribs110extend axially inward from inner surface103a sufficient distance so that ribs110can be bonded to an inner surface of a facing panel (e.g., panel35ofFIG.3). A first side of each rib110may follow the contour of inner surface103and a second side of each rib110may be shaped to follow the contour of the inner surface of an opposite panel (e.g., the inner surface of panel35ofFIG.3) where the ribs are to bond to the opposite panel. The ribs110are configured to provide structural support to a wheel both laterally (axially) and in compression (radially). In the embodiment ofFIG.5, the ribs110each extend primarily radially from an inner radius that is spaced from hub center112to an outer radius that is spaced from the radially inner side of tire engaging portion104. In other embodiments, the radially inner ends of ribs110may terminate at hub center112or, as illustrated inFIG.3, the radially outer ends of ribs110may terminate at the radially inner side of the tire engaging portion104. According to one embodiment, disc panel100is molded as a single disc panel that includes a tire bed or other wheel outer perimeter surface, a first circumferential outer lip120, a second circumferential outer lip122, side panel102, hub center112, hub flange114, and molded-in ribs110. Disc panel100and a second disc panel (e.g., disc panel34ofFIG.3) can be bonded together after molding, such as by gluing or bonding with another agent. To this end, disc panel100and the second disc panel may be formed with bonding surfaces so that they can be bonded together. For example, the inner side portion of disc panel100proximate to the radially outer edge can provide a circumferential bonding surface124to which the opposite disc panel can be bonded. As another example, the surface of hub flange114that faces the opposite panel can provide a large bonding surface to which the opposite panel can be bonded. Further, ribs110may comprise surfaces111that face an inner surface of the opposite panel and can be used as bonding surfaces to which the other panel can be bonded. If ribs are molded in the opposite panel, such ribs may have a bonding surface to which inner surface103can be bonded. As another example, the radially outer surface of a hub index (e.g., hub index42) may be bonded to a radially inner surface of hub center112. In addition or in the alternative, disc panel100and a second disc panel may be coupled together using other mechanisms, such as fasteners. In some embodiments, various portions of disc panel100may be formed separately and then assembled together. By way of example, but not limitation, ribs110may be molded separately from disc panel100or the second disc panel and then bonded to disc panel100or the second disc panel before the disc panels are bonded together. FIG.6depicts another embodiment of an inner side of a disc panel150. Disc panel150is another example of a first disc panel that can be joined to the second disc panel, such as second disc panel34or other disc panel, to form a wheel. Disc panel150includes a disc side panel152having a side outer surface and inner surface153. The side outer surface may be similar to outer surface16discussed above and may extend from an outer perimeter of disc panel150to a central opening (e.g., hub opening163). Inner surface153may extend between a hub portion and tire engaging portion154. The outer surface and inner surface153of panel152can have a variety of shapes, such as planer, concave, convex or other shape. Disc panel150may further comprise a hub center162and disc hub flange164. A hub opening163through hub center162is shaped to receive a hub. The portion of hub center162distal from side panel152may be shaped to receive a hub index (e.g., hub index42) and act as a hub index receiving area. During assembly, the hub index can slip inside of hub center162to help ensure that the disc panels being assembled into a wheel are concentric to the wheel center. In addition or in the alternative, disc panel150and the opposite disc panel may include other alignment features to facilitate alignment of the disc panels. A set of right angled ribs170,171extend axially inward from inner surface153a sufficient distance so that ribs170,171can be bonded to an inner surface of a facing panel (e.g., panel34). In the embodiment ofFIG.6, the ribs170and171are placed to form a set of “X” patterns. A first side of each rib170,171may follow the contour of inner surface153and a second side of each rib170,171may be shaped to follow the contour of the inner surface of an opposite panel (e.g., panel35ofFIG.3) where the ribs are to bond to the opposite panel. The ribs170,171are configured to provide structural support to a wheel both laterally (axially) and in compression (radially). According to one embodiment, disc panel150is molded as a single panel that includes a tire bed or other wheel outer perimeter surface, a first circumferential outer lip172, a second circumferential outer lip174, side panel152, hub center162, hub flange164extending radially outward from hub center162, and molded-in ribs170,171. Disc panel150and a second disc panel (e.g., disc panel34ofFIG.3) can be bonded together after molding, such as by gluing or bonding with another agent. To this end, disc panel150and the second disc panel may be formed with bonding surfaces so that they can be bonded together. For example, the inner side portion of disc panel150proximate to the radially outer edge can provide a circumferential bonding surface176to which the opposite disc panel can be bonded. As another example, the surface of hub flange164that faces the opposite panel can provide a large bonding surface to which the opposite panel can be bonded. Further, ribs170,171may comprise surfaces180,181that face an inner surface of the opposite panel and can be used as bonding surfaces to which the other panel can be bonded. If ribs are molded in the opposite panel, such ribs may have a bonding surface to which inner surface153can be bonded. As another example, the radially outer surface of a hub index (e.g., hub index42) may be bonded to a radially inner surface of hub center162. In addition or in the alternative, panel150and an opposite disc panel may be coupled together using other mechanisms, such as fasteners. In some embodiments, various portions of disc panel150may be formed separately and then be assembled together. By way of example, but not limitation, ribs110may be molded separately from disc panel100or the second disc panel and then bonded to disc panel100or the second disc panel before the disc panels are bonded together. FIG.7andFIG.8illustrate, respectively, another embodiment of a first disc panel200and a second disc panel250that can be assembled into a disc wheel. Disc panel200is similar to disc panel100but has fewer ribs210. Disc panel250is similar to disc panel34, but includes ribs260. Ribs210and ribs250are spaced so that, when first disc panel200and second disc panel250are assembled, ribs210and ribs260are positioned between each other. Disc panel250includes a disc side panel252having an outer surface and inner surface253. The side outer surface may be similar to outer surface18discussed above. The side outer surface may extend radially from a radially outer perimeter of disc panel250to a central opening (e.g., a hub opening). The side outer surface and inner surface253of panel252can have a variety of shapes, such as planer, concave, convex or other shape. A hub index254projects axially inward from side panel252and forms a portion of a hub opening that is shaped to receive a hub. During assembly, the hub index254can slip inside of a hub center (e.g., hub center212ofFIG.7) to help ensure that the disc panels being assembled into a wheel are concentric to the wheel center. In addition or in the alternative, disc panels200and250may include other alignment features to facilitate alignment of the disc panels. A set of ribs260extend axially inward from inner surface253a sufficient distance so that ribs260can be bonded to an inner surface of a facing panel (e.g., the inner surface of side panel202of disc panel200). A first side of each rib260may follow the contour of inner surface253and a second side of each rib260may be shaped to follow the contour of the inner surface of an opposite panel202where the ribs are to bond to the opposite panel. The ribs260are configured to provide structural support to a wheel both laterally (axially) and in compression (radially). In the embodiment ofFIG.8, the ribs260each extend primarily radially from an inner radius that is spaced from hub index254to an outer radius that is spaced from the radially outer edge of disc panel250. In other embodiments, the radially inner ends of ribs260may terminate at hub index254or the radially outer ends of ribs260may terminate at another position. According to one embodiment, disc panel250is molded as a single panel that includes side panel252, hub index254and molded-in ribs260. Disc panel250and disc panel200can be bonded together after molding, such as by gluing or bonding with another agent. To this end, disc panel200and disc panel250may be formed with bonding surfaces so that they can be bonded together. For example, the inner side portion of disc panel200proximate to the radially outer edge can provide a circumferential bonding surface224to which circumferential bonding surface264on the inner side of disc panel250can be bonded. As another example, the surface of hub flange214that faces panel252provides a large bonding surface to which a bonding surface266of panel260can be bonded. Further, ribs210may comprise surfaces211to which the inner surface253of panel252can be bonded. Similarly ribs260may include bonding surfaces262to which the inner surface of panel202can be bonded. As another example, the radially outer surface of a hub index254may be bonded to a radially inner surface of hub center212. In addition or in the alternative, disc panels200and250may be coupled together using other mechanisms, such as with fasteners. In some embodiments various portions of disc panels200and250may be formed separately and then assembled together. By way of example, but not limitation, ribs210,260may be molded separately from disc panels200,250and then bonded to disc panel200or disc panel250prior to assembly of the disc panels into a wheel. Disc panels and wheels with internal ribs, such as disc panels and wheels described above, can be formed of composite materials, such as fiber reinforced polymers. By way of example, but not limitation, disc panels and wheels with internal ribs may be formed from fiberglass composite material or carbon fiber composite material. Internal cross-ribs, that is ribs that extend laterally from side panel to side panel, allow the panels to be lighter while retaining stiffness and strength. Accordingly, an all composite material disc wheel, such as an all carbon fiber disc wheel, with relatively thin walls can be formed without requiring a structural core material, such as a honeycomb material. In other embodiments, a disc wheel with internal ribs or other internal braces may include a structural core material. According to one embodiment, ribs or other braces can be molded into a part by use of a “trapped rubber” process. For example, the ribs can be molded into a disc panel using shaped pieces of silicone or other flexible, expanding rubber or other material to position and support braces during the molding process. The material for the shaped pieces can be selected to withstand the molding temperatures and pressures, while remaining flexible enough so that the shaped pieces can be removed after molding. One embodiment of a “trapped rubber” molding process is discussed below. FIG.9is a sectional view of one embodiment of a mold300for molding a disc panel.FIG.10is a partially exploded view of mold300.FIG.11illustrates one embodiment of a portion of mold300. Mold300comprises a plurality of mold pieces that form a mold cavity320shaped to mold a disc panel. Mold300may be formed from any number of pieces. The pieces may be made of a variety of materials, such as aluminum or other materials, capable of withstanding the temperatures and pressures used in the molding processes. In the embodiment illustrated, mold300comprises a mold portion302, a mold portion304and a center pin306. Mold portion302, mold portion304or center pin may be formed of one or more parts. In the embodiment illustrated, for example, mold portion302includes mold piece305and mold pieces303. Center pin306comprises first portion310and second portion312. Center pin first portion310can be coupled to mold piece305with fastener314and center pin second portion312can be coupled to mold piece304with fastener316. Mold portion302and center pin306provide molding surface to shape a hub portion, side panel and tire engaging portion of a disc panel. Mold portion304provides a molding surface to shape the bonding surfaces of the disc panel to match the inner side of the opposite disc panel. Mold portion302and mold portion304can be pressed together under heat to cure a composite material into a disc panel having molded-in ribs. More particularly, the inner surface322of mold piece305provides a molding surface to create the outer shape of a side panel. Surface322may be concave, convex, planer or have another shape to achieve a desired side panel outer surface shape. Inside surface324at the radially outer periphery of mold cavity320provides a molding surface to shape a tire bed (e.g., tire bed24) or other wheel circumferential perimeter wall. The radially outer surface328of pin306provides a molding surface that defines the shape of the hub opening through a hub center. The inside surface326of mold portion304may be convex, concave, planer or have another shape. According to one embodiment, insider surface326is shaped like the inside surface of an opposite panel. For example, if mold300is shaped to a mold disc panel that will be bonded to a disc panel34(FIG.3), then inside surface326may be shaped like inside surface38of panel34. As illustrated inFIG.11, mold portion302and center pin306can be assembled to provide a mold area with molding surfaces322,324,328. For example, center pin portion310can be coupled to mold piece305with fastener314and center pin portion312placed on center pin portion310. Carbon fiber composite material can be placed on the molding surfaces. For example, as illustrated inFIG.12, composite panel material350, such as carbon fiber composite material or other composite material, extends from edge354to edge364can be positioned over molding surfaces322,324,328. Carbon fiber panel material350includes material to form side panel360, tire bed362, hub center portion364, hub flange366, and an extension358. Extension358can provide a circumferential bonding surface when panel material350has fully cured into a disc panel. The panel material350may comprise, for example, one or more layers of pre-impregnated composite materials (e.g., one or more layers of pre-preg carbon fiber composite material). According to one embodiment, a center cut sheet of composite material, such as carbon fiber composite material, is positioned on surface322to form a side panel360that extends from inner radius372to outer radius374. Additional layers of composite material can be positioned over the molding surfaces to extend panel material350from radius374to edge356and from radius372to edge354. At this point, the panel material350could be fully cured into a disc panel without molded-in ribs. For example, panel material can be cured into a disc panel similar to disc panels32,60,100,150or200, but without the respective ribs. Separately molded ribs can then be bonded to the inner surface of the disc panel to form a disc panel32,60,100,150,200or another disc panel. In another embodiment, internal ribs are molded in. For example, ribs formed of a composite material can be arranged on the inner surface of side panel360. With the ribs in place, panel material350and the ribs can then be baked under pressure and temperature to mold a disc panel with internal ribs. In one embodiment, the ribs are wrapped on shaped rib support pieces formed from silicone or other similar flexible, expanding material that can withstand the temperatures and pressures of the molding process. The material used for the rib support pieces may also be selected so that the ribs do not bond to the rib support pieces during curing. The shaped rib support pieces with the ribs wrapped thereon can be placed on the inside surface of side panel350prior to baking. The rib support pieces support the ribs and maintain the ribs in desired positions as the panel is backed. Furthermore, the rib support pieces may expand during the backing process to assert additional pressure on the ribs and panel material. The ribs bond to the inside surface of panel360during baking as the ribs cure and thus become molded into the panel. The rib support pieces can then be removed after the disc panel has cured. The shape, placement and wrapping of the rib support pieces can be selected to control the resulting internal rib pattern. The rib support pieces can be shaped, positioned and wrapped to form, for example, ribs46,68,70,72,110,170,171,210or other ribs or braces that extend axially inward from the inner surface of a side panel. FIG.13illustrates one embodiment of shaped rib support pieces380. In the illustrated embodiment, each rib support piece380is a “pie piece” shape and has a radially inner end382generally shaped to conform to molding surface328of center pin306, a radially outer end having a surface generally shaped to conform to molding surface324, a surface386that will face molding surface322during molding, a surface388that will faces mold portion304during molding and surfaces390that extend between inner end382, outer end384and surfaces324,326. The surfaces of a rib support piece380, such as changes in height or other features. Shaped rib support pieces380can be made of silicone or other flexible, expanding rubber or other material selected to withstand the temperatures and pressures of the molding process while remaining flexible enough so that the shaped pieces can be removed from the molded disc panel without breaking the molded part. A rib formed from a composite material, such as a pre-preg carbon fiber ply, can be wrapped on a rib support piece380over a surface490. The rib can be folded over to at least partially overlap surface386and surface388. The rib may also be wrapped to at least partially overlap radially inner end382and radially outer end384of the adjacent rib support piece380. Thus, ribs may include a portion of ply that gets folded over such that it will overlap multiple surfaces of the adjacent shaped rib support piece380. FIG.14illustrates one embodiment of a cross-section of a rib support piece380with a rib400wrapped over a surface390(FIG.13). Rib400comprises a portion402folded over surface386and a portion404folded over surface388. During a molding operation, portion402is pressed against an inner surface of a side panel (for example, the inner surface of side panel360) such that rib400and side panel mold together as the composite material cures. The height “h” of the rib support piece is sufficient so that portion404can be shaped by molding surface326(FIG.9) during the molding process. InFIG.14, rib400is wrapped on a single rib support piece380to form a “C” shaped rib. However, one or more layers of composite material can also be folded over an adjacent rib support piece to create an “I”-beam shaped rib. FIG.15illustrates a view of one embodiment of mold portion302with several rib support pieces380and ribs arranged on the panel material350that extends from edge345to edge356. In this example, each rib400is wrapped on an adjacent rib support piece380. Rib portions404a,404band404cmay be folded over to overlap the surface388of the adjacent rib support piece380(rib portion404ais shown fully folded over, but rib portions404band404care depicted, for the purposes of illustration, as not yet fully folded over). A rib400may also be folded over surface386of the adjacent rib support piece380(e.g., each rib400may include a portion402as shown inFIG.14that folds over the adjacent rib support piece). In some embodiments, a rib400may also be folded over the radially inner end382(FIG.13) or radially outer end384(FIG.13) of the rib support piece380. During curing, the portion of a rib400that is folded over rib support piece surface386(e.g., portion402ofFIG.14) will bond to the inner surface of side panel360while the portion of the rib that is folded over rib support piece surface388(e.g., rib portions404a,404b,404c) will be shaped to provide bonding surfaces that match the contour of the inside surface of an opposite panel. Similarly, if a portion of a rib400is folded over inner end382, that portion will bond to the hub center and, if a portion of the rib400, is folded over the radially outer end384, that portion will bond to the radially inner surface of the tire engaging portion. FIG.16is a perspective view of one embodiment of mold portion302with rib support pieces380and ribs400arranged on panel material350(inFIG.15, only hub flange366and extension358of panel material350are visible). With the rib support pieces380and ribs400in place as shown inFIG.15, the mold portion304can be lowered on to complete mold300. Fastener316may be used to further secure center pin306(seeFIG.10). Mold300is placed in a press and heat and pressure applied to cure panel material350and ribs400. In some embodiments, the baking process can occur at over 100 psi. In any case, the cooking process can occur as appropriate for the resin system being used. As one of ordinary skill in the art will appreciate, resin systems may be flexible in their cure cycles. For example, using a particular resin system, a manufacturer can cure a part at 230 F for 1 hour or at 280 F in 3 minutes using the same resin. The process may be relatively slow (temperature reduced, time increased) to allow the silicone to expand but to prevent the silicone (or other material) from expanding and breaking the molds. The temperature/time selection can depend at least in part on the robustness of the molds. In some embodiments, the mold may be robust enough that the expansion of higher temperatures could be contained without breaking the mold such that higher temperatures/shorter times can be used. Shaped pieces of expandable material, such as rib support pieces380, facilitate bonding and shaping of composite material by expanding to put axial, radial and circumferential (perpendicular to axial and radial) pressure on the composite material. For example, rib support pieces380can expand axially to press flange366and extension358against molding surface326and press side panel360against molding surface322. Moreover, axial expansion can cause a shaped piece380to press a rib portion402against panel material350and press a rib portion404against molding surface326. Shaped pieces can also expand radially to press tire bed362against molding surface324and center portion364against molding surface328. If a rib400is folded over radially inner end382, radial expansion of support piece380can cause the rib support piece380to press that portion of the rib400against the outer surface of hub center portion364. Similarly, if a rib400is folded over radially outer end384, radial expansion of a support piece380can cause the support piece380to press that portion of the rib against the radially inner surface of tire bed362. A rib support piece380can expand circumferentially to put pressure on the portions of ribs400sandwiched between support pieces380. When the disc panel has finished its heat cycle, it can be removed from the heat/pressure and allowed to cool. Because the rib support pieces are flexible, they can be wriggled out from between the ribs without breaking the ribs or other portions of the molded part. The molded disc panel with molded-in internal ribs can be removed from the mold. Using the arrangement ofFIG.15, the molded disc panel removed from the mold can be similar to disc panel32, but with a different configuration of ribs. For example, in contrast to ribs46depicted inFIG.3, the radially inner ends of ribs400are bonded to hub center portion364and the radially outer ends of ribs400are bonded to the radially inner side of the tire engaging portion. A complimentary disc panel, such as disc panel32can also be molded, with or without ribs, using an appropriate mold shape. The separately molded disc panels can then be joined to form an all composite material disc wheel, such as an all carbon fiber disc wheel. FIG.17illustrates another example of shaped pieces that can be used to achieve a desired rib configuration. The embodiment ofFIG.17includes rib support piece410and shaped spacers412. Rib support piece410and spacers412can be made of silicone or other flexible, expanding rubber or other material selected to withstand the temperatures and pressures of the molding process while remaining flexible so that they can be removed from the molded disc panel. Although only one rib support piece410is illustrated, multiple rib support pieces410may be used in a molding process. A rib that has not been fully cured can be wrapped over surface414to fold over surfaces416and418, similar to as illustrated inFIG.14with respect to shaped piece380. The rib may also be wrapped over the radially inner end420and radially outer end422the support piece410. This process may be repeated for multiple ribs. Spacers412can be placed in the mold about the portion of the panel material that forms the center hub. Rib support pieces with ribs disposed thereon may be placed in a mold. Spacers412achieve separation of the ribs from the center hub portion. Thus, the embodiment ofFIG.16may be used to create, for example, the rib pattern ofFIG.3. FIG.18illustrates another example of shaped pieces that can be used to achieve a desired rib configuration. In the embodiment ofFIG.18, shaped pieces430and432can be stacked to form a pie piece shaped rib support piece. A composite material may be positioned over surfaces434and436and folded over surfaces338,440(e.g., similar to portions402,404ofFIG.14). The composite material may also be folded over the radially inner end442or radially outer end444. In this embodiment, composite material can also be disposed between pieces430and432. In this manner, a cross-rib with a circumferentially extending portion (e.g., the portion between pieces430and432) can be created. In other embodiments, shaped pieces of material (e.g., rib support pieces or spacers) may be formed from a metal or other material that expands under the temperatures used in the molding process. A shaped piece can be formed of multiple sub-pieces assembled together with fasteners or other mechanisms so that the shaped piece can be disassembled and removed from the disc panel when the disc panel has fully cured. Thus, as one of ordinary skill in the art will appreciate from the foregoing, shaped pieces of various materials can be shaped to achieve a variety of rib configurations, including, but not limited to those depicted inFIGS.3-8. As discussed above, disc panels can be formed with molded-in ribs. In other embodiments, the ribs can be molded separately from the disc panels and then bonded to the panels after the panels are molded.FIG.19illustrates several non-limiting examples of ribs501,502,503,504,505,506,507that can be molded independent of the side panels and glued in after the fact. These examples include “I” beam shaped ribs (e.g., rib501) and “C” shaped ribs (e.g., ribs502,504,505,506,507). Disc wheels formed as discussed herein may be coreless in that they do not have a core formed of structural foam, a honeycomb material or other structural material in addition to the ribs between the side panels. For example, in some embodiments there is simply air between the internal components. In other embodiments, a core material may be added. Moreover, while ribs are used as the primary example of internal braces, other braces may be used. For example, a sheet of carbon fiber composite material or other composite material can be disposed in a wave (e.g., a sine wave) with the crests of the waves contacting the inner surface of a first side panel. The wave shape can be formed in a mold using appropriate shaped pieces. The wave structure can be molded into the first panel at the first set of wave crests. After molding, a second disc panel can be bonded to the opposite set of wave crests. The wave structure can thus provide an internal brace for a disc wheel. As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, article, or apparatus. Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present). Additionally, any examples or illustrations given herein are not to be regarded in any way as restrictions on, limits to, or express definitions of, any term or terms with which they are utilized. Instead, these examples or illustrations are to be regarded as being described with respect to one particular embodiment and as illustrative only. Those of ordinary skill in the art will appreciate that any term or terms with which these examples or illustrations are utilized will encompass other embodiments which may or may not be given therewith or elsewhere in the specification and all such embodiments are intended to be included within the scope of that term or terms. Language designating such nonlimiting examples and illustrations includes, but is not limited to: “for example,” “for instance,” “e.g.,” “in one embodiment.” Although specific embodiments have been described, these embodiments are merely illustrative, and not restrictive of the invention. The description herein of illustrated embodiments of the invention is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. Rather, the description is intended to describe illustrative embodiments, features and functions in order to provide a person of ordinary skill in the art context to understand the invention without limiting the invention to any particularly described embodiment, feature or function, including any such embodiment feature or function described in the Abstract or Summary. While specific embodiments of, and examples for, the invention are described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the invention, as those skilled in the relevant art will recognize and appreciate. As indicated, these modifications may be made to the invention in light of the foregoing description of illustrated embodiments of the invention and are to be included within the spirit and scope of the invention. Thus, while the invention has been described herein with reference to particular embodiments thereof, a latitude of modification, various changes and substitutions are intended in the foregoing disclosures, and it will be appreciated that in some instances some features of embodiments of the invention will be employed without a corresponding use of other features without departing from the scope and spirit of the invention as set forth. Reference throughout this specification to “one embodiment”, “an embodiment”, or “a specific embodiment” or similar terminology means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment and may not necessarily be present in all embodiments. Thus, respective appearances of the phrases “in one embodiment”, “in an embodiment”, or “in a specific embodiment” or similar terminology in various places throughout this specification are not necessarily referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any particular embodiment may be combined in any suitable manner with one or more other embodiments. It is to be understood that other variations and modifications of the embodiments described and illustrated herein are possible in light of the teachings herein and are to be considered as part of the spirit and scope of the invention. In the description herein, numerous specific details are provided, such as examples of components and/or methods, to provide a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that an embodiment may be able to be practiced without one or more of the specific details, or with other apparatus, systems, assemblies, methods, components, materials, parts, and/or the like. In other instances, well-known structures, components, systems, materials, or operations are not specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention. While the invention may be illustrated by using a particular embodiment, this is not and does not limit the invention to any particular embodiment and a person of ordinary skill in the art will recognize that additional embodiments are readily understandable and are a part of this invention. Any dimensions provided are provided by way of example and other embodiments may be sized as needed or desired. It will also be appreciated that one or more of the elements depicted in the drawings/figures can also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Benefits, other advantages, and solutions to problems have been described above with regard to specific embodiments. However, the benefits, advantages, solutions to problems, and any component(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential feature or component. | 49,834 |
11858295 | DETAILED DESCRIPTION OF EMBODIMENTS Referring to the attached figures, a tyre for motor vehicle wheels, in particular wheels of “all terrain” motor vehicles, according to the present invention is generally indicated at1. The structure of the tyre1is by itself of a conventional type and comprises a carcass, a tread band located at a crown portion of the carcass, a pair of axially opposite sidewalls, ending in beads reinforced with bead cores and associated bead fillings. Preferably, the tyre also comprises a belt structure interposed between carcass and tread band. The carcass comprises one or more carcass plies anchored to the bead cores, whereas the belt structure comprises two radially superimposed belt strips. The belt strips are formed by rubberized fabric segments incorporating metal chords, which are arranged parallel to one another in each strip and crossed relative to the chords of adjacent strips, preferably with a symmetrical inclination relative to the equatorial plane. Preferably, the belt structure also comprises, in a radially outer position, a third belt strip provided with chords oriented substantially parallel to the equatorial plane. The tyre1preferably has a H/C ratio between the cross section height and the section maximum width comprised between 0.50 and 0.90. For ensuring a high mileage and providing at the same time high performance, particularly as far as on-road handling is concerned, along the entire tyre life, the tread2has overall a void-to-rubber ratio which is low in combination with a tyre also intended for off-road use, namely a void-to-rubber ratio smaller than 0.5, preferably smaller than 0.47, for example equal to about 0.4. Preferably, the overall void-to-rubber ratio of the tread2is greater than 0.30. Referring to the exemplary embodiment shown in the figures, the tread band2comprises a central annular portion A1and two shoulder annular portions A2, A3. The central annular portion A1, located across the equatorial plane X-X, is separated from the shoulder annular portions A2, A3by two circumferential grooves3,4. The circumferential grooves3,4are mainly provided for ensuring draining of water in the footprint area, particularly when the tyre is running on a straight path. To this end, the circumferential grooves3,4may have a width greater than or equal to about 7 mm. Preferably, the circumferential grooves3,4may have a width smaller than or equal to about 20 mm, more preferably smaller than or equal to about 15 mm. Preferably, the circumferential grooves3,4may have a depth greater than or equal to about 10 mm, more preferably greater than or equal to about 15 mm, in any case smaller than or equal to about 30 mm. The choice of providing the circumferential grooves3,4with a significant depth allows good draining features to be achieved. Preferably, the circumferential grooves3,4do not have circumferentially a straight course, but a zig-zagging one instead. In other words, the circumferential grooves3,4preferably extend along the entire circumferential development of the tyre1with a course forming a broken line, comprising first circumferential segments, which are substantially inclined relative to the equatorial plane X-X, and second circumferential segments, which are inclined relative to the equatorial plane X-X, but counter-inclined relative to the first circumferential segments. The second circumferential segments circumferentially alternate with the first circumferential segments. The traction ability of the tread band2in the advancing direction of the tyre1is thus increased. The central annular portion A1has three circumferential rows8,9and10of blocks20,21, whereas each shoulder annular portion A2; A3has one row,11,12respectively, of shoulder blocks. The central annular portion A1is designed so as to keep a large amount of rubber to the ground at the most central portion, i.e. near to the equatorial plane X-X, of the tyre1. The central annular portion A1has three rows8,9,10of blocks, more specifically a circumferential row8of central blocks20and two circumferential rows9,10of lateral blocks21, opposed to each other relative to the circumferential row8of central blocks20. In the embodiment shown in the figures, the circumferential row8of central blocks20is located substantially across the equatorial plane X-X, as better described below. The circumferential row8has a plurality of central blocks20, wherein each block is circumferentially separated form a subsequent central block20by a first transverse groove23arranged according to a substantially axial direction. Each circumferential row9,10has a plurality of lateral blocks21, wherein each lateral block21is separated from the circumferentially subsequent lateral block21by a second transverse groove24arranged according to a substantially axial direction. The circumferential rows9,10are located axially outwardly relative to the circumferential row8, so that the circumferential row9is located between the circumferential groove3and the circumferential row8, and the circumferential row10is located between the circumferential row8and the circumferential groove4. Preferably all of the central blocks20and the lateral blocks21of the central annular portion A1are spaced apart from one another. In other words, the central blocks10and the lateral block21do not have mutual contact points. The central blocks20and the lateral blocks21of the central annular portion A1are mutually spaced apart and arranged so as to define in the central annular portion A1a tread pattern characterized by a void-to-rubber ratio preferably greater than 0.3, more preferably equal to or smaller than 0.4. Preferably, the central blocks20and the lateral blocks21have a substantially elongate shape in the circumferential direction. Preferably, the central blocks20and the lateral blocks21have a dimension in circumferential direction which is greater than 2% of the development extension of the tread of the tyre. In the embodiment shown in the figures each central block20extends across the equatorial plane X-X, so as to have a first and a second portion20a;20blocated opposite to each other relative to the equatorial plane X-X itself. Preferably, the first and the second portion20a;20bof each central block20are circumferentially staggered. In the embodiment shown in the figures the circumferential block20is substantially S-shaped. Each first and second portion20a;20bof a central block20has a second transverse wall18facing a respective first transverse groove23so as to be at least partially opposed to the second transverse wall18of the central block20being subsequent in circumferential direction. Preferably, two second transverse walls18of two circumferentially subsequent central blocks20facing the same first transverse groove23also oppose at least partially each other. In the embodiment shown inFIGS.1,3and4, two second transverse walls18of two circumferentially subsequent central blocks20facing the same transverse groove23oppose each other over at most 50%, preferably at most 40%, of the axial dimension of each second transverse wall. The partially opposed arrangement of the second transverse walls18of two central blocks20allows the mobility of the same blocks in circumferential direction to be reduced, thus contributing to increasing the compactness of the central portion A1of the tread band2. For not excessively increasing the stiffness of the central blocks20, they may have at least one lightening notch33. In the embodiment shown inFIGS.1,3and4two lightening notches33for each central block20are provided. Preferably, the lightening notch33extends between a lateral wall of the central block20and the equatorial plane X-X. In the embodiment shown inFIGS.1,3and4the lightening hole33has a plan section of substantially triangular shape, wherein a base of the triangle is located at a lateral wall of the central block20. The lightening notch33extends radially from a top surface of the central block20. Preferably, the lightening notch33does not extend over the whole height of the central block20, but has a radial dimension which smaller than the height of the block itself. Preferably, the lateral blocks21of the circumferential rows9and10, leaving out their orientation, have substantially the same shape, therefore the description of the lateral blocks21of the circumferential row9holds true also for the lateral blocks21of the circumferential row10. Referring to the embodiment shown in the figures, each lateral block21has an elongate portion13and a head portion14located at an end of the elongate portion13. The elongate portion13has an extension in circumferential direction greater than the extension in circumferential direction of the head portion14. Preferably, the elongate portion13has an extension in circumferential direction equal to about 1.5-3 times the extension in circumferential direction of the head portion14. The elongate portion13a dimension S1in axial direction and the head portion14has a dimension S2in axial direction, where S2>S1. The mutual arrangement and the axial dimension of the elongate portion13and the head portion14are such that each lateral block21is substantially L- or P-shaped. The elongate portion13extends substantially in circumferential direction. Preferably, the elongate portion13extends according to an extension direction forming an angle α relative to the equatorial plane X-X comprised between 0° and 30°, even more preferably between 5° and 20°. Referring to the embodiment shown inFIGS.1,3and4, the lateral blocks21of the circumferential row9of lateral blocks have head portions14arranged in the circumferential so as to be oppositely oriented relative to the head portions14of the lateral blocks21of the circumferential row10. Preferably, the head portion14of each lateral block21extends in axial direction so as to be axially opposed to one of the first and the second portion20a;20bof the central block20being subsequent in axial direction. Preferably, the head portion14of each lateral block21extends in axial direction so as to be circumferentially opposed to one of the first and the second portion20a;20bof the central block20being subsequent in circumferential direction. Each central block20is thus enclosed in circumferential direction between two head portions14of two lateral blocks21located opposite to each other relative to the equatorial plane X-X. In this way the mobility of the blocks20in circumferential direction is further constrained and the compactness of the central portion A1of the tread band2is thus increased. In the embodiment shown in the figures the elongate portion13has an axially outer lateral wall15facing one of the circumferential grooves3,4, and an axially inner lateral wall16opposed to one of said first and second portions20a,20bof an axially subsequent central block20. The head portion14has a first transverse wall17located so as to form with the axially inner lateral wall16a concavity34which points towards the equatorial plane X-X. The concavity34faces the first or the second portion20a;20bof the central block20being subsequent in axial direction, surrounding the same at least partially. In this way the first and the second portion20a,20bof the central block20are always constrained in their movements, both when entering and when leaving the footprint area, also in axial direction, with a further advantage to the compactness of the central portion A1of the tread band2. The first transverse wall17of the head portion14faces the first transverse groove23and is located opposite to the second transverse wall18. In the embodiment shown in theFIGS.1,3and4the first transverse wall17of the head portion is located opposite to the second transverse wall18of a central block20over at least ¼ of the axial dimension of the second transverse wall18itself. In this way each second transverse wall18of each central block20is located opposite to a first transverse wall17of the head portion14of a lateral block21being subsequent in axial direction and, at the same time, to a second transverse wall18of the central block20being subsequent in circumferential direction. As mentioned above, the circumferential grooves3,4separate the central annular portion A1respectively from the shoulder portions A2, A3. In detail, the shoulder annular portion A2has a row11of shoulder blocks22separated from each other by shoulder transverse grooves25. Preferably, the shoulder transverse grooves25, at least in a first segment thereof, may be substantially arranged according radial planes of the tyre1. Preferably, the shoulder transverse grooves25do not have a constant width, but a width which decreases moving axially away from tyre edge. Even more preferably, they have stepwise decreasing width. In particular, referring to the embodiment shown in the figures, each shoulder transverse groove25comprises segments having different widths: a first segment, closer to the equatorial plane X-X, may have a width comprised between 3 mm and 15 mm, and a second segment, more spaced apart from the equatorial plane X-X, may have a width comprised between 8 mm and 20 mm. The shoulder transverse grooves25further comprise a third segment, located between said first and second segments, having a width whose value lies in-between the width values characterizing said first and second segments. Moreover, the shoulder transverse grooves25preferably have a depth greater than 8 mm, preferably comprised between 10 mm and 17 mm. According to the embodiment shown in the figures, the shoulder blocks22have substantially a rectangular shape. In their axially outermost portion the shoulder blocks22are arranged substantially perpendicularly to the equatorial plane X-X. The shoulder blocks22end substantially facing the central portion A1with an axially inner end formed by two sides35,36which extend according a substantially circumferential direction and are preferably axially staggered relative to each other. Referring to the row12of lateral blocks22of the shoulder portion A3, it can be noted that such row is totally similar to the row11of blocks22of the shoulder region A2, therefore the description made with reference to the lateral blocks22of the row11holds true for the lateral blocks22of row12as well. Preferably, in the tread band2the number of shoulder blocks22is greater than the number of lateral blocks21. Preferably, the number of shoulder blocks22is twice the number of lateral blocks21. In the tread band2the number of lateral blocks21of each row9,10is substantially the same as the number of central blocks20. The decreasing number of blocks moving towards the equatorial plane X-X, in conjunction with their mutual arrangement and with the presence of portions of the central blocks20having a shape suitable for insertion into cavities formed in the lateral blocks21when entering in the footprint area, results in a high compactness of the most central portion of the tread band, which is advantageous for improving the driving performance on dry ground, reducing the noise level, and increasing the grip on yielding terrains, such as sand and/or snow. For increasing the draining and mud removal ability when leaving the footprint area, the shoulder transverse grooves25are aligned with the second transverse grooves24so as to form a substantially continuous channel between the annular shoulder portions A2, A3and the central annular portion A1. On the contrary, for not reducing the compactness of the central portion A1with the formation of continuous transverse channels having an excessive extension, the second transverse grooves24are circumferentially staggered relative to the first transverse grooves23. Preferably, according to the present invention, the blocks20,21,22may be provided with sipes30. The sipes30may have a depth comprised between 2 and 15 mm, for example equal to 3 mm, and a width smaller than 2 mm. Preferably, the sipes30of the shoulder blocks22are usually provided in the axially innermost portion of the blocks22and have a substantially Z-shaped course, with the two segments having a greater extension arranged substantially according to the extension direction of the block. In other words, the sipes30have two substantially straight segments, arranged substantially orthogonally to the equatorial plane X-X, joined with each other by a segment having a smaller extension as compared to the extension of said two substantially straight segments and arranged substantially orthogonally thereto. Each of the two substantially straight segments has an extension which is greater, preferably about 2-3 times greater, than the extension of the other segment, arranged substantially orthogonally to said two substantially straight segments. The sipes30provided in the lateral blocks21of the circumferential grooves9also have a substantially Z-shaped course, but with a different orientation. In particular, the two segments with a greater extension are mutually arranged substantially according to parallel directions, whereas the segment with a smaller extension is counter-inclined relative to said two segments with a greater extension. The sipes30provided in the central blocks20also have a substantially Z-shaped course, but preferably with a different orientation as compared to the sipes in the blocks of the circumferential rows9and10. In particular, in the embodiment shown inFIGS.3and4, the sipes30of the row of central blocks20are counter-inclined relative the sipes30of the circumferential row9of lateral blocks21. According to an embodiment shown inFIG.3, it can be noted that the grooves oriented in circumferential direction may have reinforcing elements37, which extend radially and project form the walls of the blocks20,21,22facing said grooves. The reinforcing elements37extend from the bottom of the grooves without reaching the top of the blocks20,21,22from which they laterally project. Preferably, the reinforcing elements37have a radial dimension comprised between 3 mm and 10 mm, preferably equal to about 5 mm. Preferably, the reinforcing elements37have a half-conical shape, with the base located at the groove bottom. The reinforcing elements37further strengthen the base of the blocks20,21,22and additionally prevent the trapping of stones within the circumferential grooves, particularly on dirt paths and/or rocky grounds. Tyres having size 245/70 R17, model Scorpion ATR, presently marketed by the Applicant (Comparison) were compared with tyres having the same size and a tread pattern made according to the embodiment of the invention shown in the figures (Invention). Both tyres were fitted to a 7J17″ rim inflated at a pressure of 2.4 bar. A Toyota Hilux motor vehicle was equipped with four tyres made according to the invention and then with four comparison tyres. Tests of the running behavior, both on-road, on dry and wet grounds, and off-road, particularly on muddy terrains and terrains with gravel and cobblestones, were performed. The on-road running behavior test, on dry, wet and snow-cowered grounds, is performed on predetermined paths, typically tracks closed to traffic. By simulating some characteristic maneuvers (such as change of lane, overtaking, slalom between traffic cones, entering and leaving a bend) at a constant speed, as well as during acceleration and deceleration, the test driver evaluates the performances of the tyre by giving a score to the behavior of the latter during the aforementioned maneuvers. The off-road running behavior tests are also performed on predetermined paths, closed to traffic, which comprise different kinds of terrains (i.e. mud, cobblestones, etc.). Also in this case the test driver, performing some maneuvers on the different terrains, evaluates, by giving a score, the traction, handling, controllability, and rear axle directionality of the tyre during the test. Moreover, two different kinds of noise tests outside the vehicle were performed, one with instruments and the other subjective. The test results are reported in Table I, where the evaluation scores are expressed in percentage, setting to 100 the values referred to the comparison tyre. The evaluation scale represents a subjective evaluation made by the test driver which tests one after the other the tyre sets under comparison. TABLE IComparisonInventionMud100119Gravel and cobblestones100104Aquaplaning on bends100106Aquaplaning on a straight path100104Behavior on dry ground100100Behavior on wet ground100116Braking on snow100115Traction on snow100120 In Table I values greater than 100 indicate and improvement relative to the comparison tyre. The tyre of the invention has thus shown a substantial overall improvement relative to the comparison tyre. | 20,820 |
11858296 | DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings. FIG.1is a schematic cross-sectional view showing a tire1according to the present embodiment in a normal state, wherein the internal structure thereof is omitted. As shown inFIG.1, the tire1is suitably used, for example, as a pneumatic tire for a passenger car. The tire1is not limited to a pneumatic tire for a passenger car, and can be used, for example, as various tires such as a pneumatic tire for a heavy-duty vehicle, a pneumatic tire for a motorcycle, and an airless tire the interior of which is not filled with pressurized air. In the case where the tire1is a pneumatic tire, the “normal state” is a state where the tire1is fitted on a normal rim and adjusted to a normal internal pressure and no load is applied to the tire1. In the present specification, unless otherwise specified, dimensions and the like of components of the tire1are values measured in the normal state. If there is a standard system including a standard on which the tire1is based, the “normal rim” is a rim that is defined for each tire by the standard, and is, for example, the “standard rim” in the JATMA standard, the “Design Rim” in the TRA standard, or the “Measuring Rim” in the ETRTO standard. If there is no standard system including a standard on which the tire1is based, the “normal rim” is a rim that is defined for each tire by the manufacturer or the like. If there is a standard system including a standard on which the tire1is based, the “normal internal pressure” is an air pressure that is defined for each tire by each standard, and is the “maximum air pressure” in the JATMA standard, the maximum value indicated in the table “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” in the TRA standard, or the “INFLATION PRESSURE” in the ETRTO standard. If there is no standard system including a standard on which the tire1is based, the “normal internal pressure” is an air pressure that is defined for each tire by the manufacturer or the like. The tire1according to the present embodiment includes a tread portion2which comes into contact with a road surface during running, a sidewall portion3which is disposed inward of the tread portion2in the tire radial direction, and a bead portion4which is disposed inward of the sidewall portion3in the tire radial direction. The bead portion4is a portion fitted to a rim when the tire1is mounted on the rim. The sidewall portion3is a portion connecting the tread portion2and the bead portion4. FIG.2is a partial side view of the sidewall portion3. As shown inFIG.1andFIG.2, in the tire1according to the present embodiment, a mark5is provided on a surface3aof the sidewall portion3so as to be raised from the surface3a. On the sidewall portion3, for example, a plurality of marks5including a first mark5A composed of a character, a second mark5B composed of a character, and a third mark5C composed of a character are aligned adjacently in the tire circumferential direction. The mark5is not limited to such a plurality of marks5aligned adjacently in the tire circumferential direction, and may be composed of, for example, one mark5. In addition, the mark5may be, for example, a symbol, a figure, or the like instead of a character. FIG.3is an enlarged view of the mark5inFIG.2.FIG.4is a cross-sectional view taken along a line A-A inFIG.3, andFIG.5is a cross-sectional view taken along a line B-B inFIG.3. As shown inFIG.2toFIG.5, the mark5of the present embodiment includes a curved surface portion6which is curved so as to project in a direction substantially perpendicular to the surface3aof the sidewall portion3, and a flat surface portion7which is provided on at least one side in the tire circumferential direction of the curved surface portion6and whose raised height h from the surface3agradually decreases with increasing distance in the tire circumferential direction from the curved surface portion6. The curved surface portion6is curved, for example, such that a curved portion appears in a tire meridian cross-section including the curved surface portion6. In such a mark5, a contrast is clarified by the curved surface portion6and the flat surface portion7whose raised height h gradually decreases, regardless of the position in the tire radial direction at which the mark5is disposed, so that the visibility of the mark5can be improved. In addition, in the mark5, when light is applied to the curved surface portion6, the reflected light smoothly moves in accordance with the angle of the applied light, so that the mark5produces a soft impression and has excellent design properties. Therefore, the tire1according to the present embodiment can achieve both desired visibility and design properties of the mark5provided on the sidewall portion3. In a more preferable mode, a boundary line8between the curved surface portion6and the flat surface portion7is a curved line which is curved so as to project on the curved surface portion6side when being viewed in the tire axial direction. Such a boundary line8can improve the design properties of the mark5. The flat surface portion7is preferably provided on both sides in the tire circumferential direction of the curved surface portion6. The flat surface portion7of the present embodiment includes a first flat surface portion7A provided on one side in the tire circumferential direction of the curved surface portion6, and a second flat surface portion7B provided on the other side in the tire circumferential direction of the curved surface portion6. In the case where a plurality of marks5are aligned, each mark5preferably includes the first flat surface portion7A and the second flat surface portion7B. A length L1in the tire circumferential direction of the first flat surface portion7A is preferably not less than 15% of a width Win the tire circumferential direction of the mark5. When the length L1of the first flat surface portion7A is not less than 15% of the width W of the mark5, the design properties of the boundary line8between the first flat surface portion7A and the curved surface portion6can be improved. From such a viewpoint, the length L1of the first flat surface portion7A is more preferably not less than 20% of the width W of the mark5and further preferably not less than 25% of the width W of the mark5. A length L2in the tire circumferential direction of the second flat surface portion7B is preferably not less than 40% of the width W of the mark5. When the length L2of the second flat surface portion7B is not less than 40% of the width W of the mark5, the design properties of the boundary line8between the second flat surface portion7B and the curved surface portion6can be improved. From such a viewpoint, the length L2of the second flat surface portion7B is more preferably not less than 43% of the width W of the mark5and further preferably not less than 46% of the width W of the mark5. The sum (L1+L2) of the length L1of the first flat surface portion7A and the length L2of the second flat surface portion7B is preferably not greater than 90% of the width W of the mark5. When the sum (L1+L2) of the lengths is not greater than 90% of the width W of the mark5, the visibility of the curved surface portion6can be improved. From such a viewpoint, the sum (L1+L2) of the lengths is more preferably not greater than 85% of the width W of the mark5and further preferably not greater than 80% of the width W of the mark5. The length L1of the first flat surface portion7A may be, for example, different from or equal to the length L2of the second flat surface portion7B. InFIG.3, the length L1of the first flat surface portion7A is smaller than the length L2of the second flat surface portion7B. Such a flat surface portion7can give a dynamic impression to the mark5and improve the design properties of the mark5. When the length L1of the first flat surface portion7A is equal to the length L2of the second flat surface portion7B, a contrast that is uniform regardless of the direction in which the mark5is viewed can be produced, so that the visibility of the mark5can be improved. The length L1of the first flat surface portion7A and the length L2of the second flat surface portion7B are preferably determined as appropriate such that the curved surface portion6can be formed at a continuous position in the tire radial direction of the mark5. Since the curved surface portion6is formed continuously in the tire radial direction, the visibility of such a mark5can be improved. As shown inFIG.2andFIG.3, in the case where a plurality of marks5are aligned, the length L1of the first flat surface portion7A and the length L2of the second flat surface portion7B may be, for example, different from or equal to each other in each of the marks5. When the length L1of the first flat surface portion7A and the length L2of the second flat surface portion7B of each mark5are different from each other, the curved surface portion6can be formed at an appropriate position in each mark5, so that the visibility of each mark5can be improved. When the length L1of the first flat surface portion7A and the length L2of the second flat surface portion7B of each mark5are equal to each other, a sense of unity can be given to the marks5, so that the design properties of the marks5can be improved. The second flat surface portion7B of one mark5out of two marks5adjacent to each other in the tire circumferential direction and the first flat surface portion7A of the other mark5integrally form, for example, one pattern. In this case, the length L2of the second flat surface portion7B of the one mark5and the length L1of the first flat surface portion7A of the other mark5may be, for example, different from or equal to each other. When the length L2of the second flat surface portion7B of the one mark5and the length L1of the first flat surface portion7A of the other mark5are different from each other, directivity is given to the pattern formed by the second flat surface portion7B of the one mark5and the first flat surface portion7A of the other mark5, so that the design properties of the marks5as a whole can be improved. When the length L2of the second flat surface portion7B of the one mark5and the length L1of the first flat surface portion7A of the other mark5are equal to each other, the balance between each mark5can be improved, so that the visibility of the marks5as a whole can be improved. As shown inFIG.4, the maximum raised height h of the mark5is preferably 14% to 24% of a height H in the tire radial direction of the mark5. When the raised height h is not less than 14% of the height H, the visibility of the mark5can be improved. From such a viewpoint, the raised height h is more preferably not less than 15% of the height H and further preferably not less than 17% of the height H. When the raised height h is not greater than 24% of the height H, the mark5can be inhibited from excessively protruding, so that the durability of the mark5can be improved. From such a viewpoint, the raised height h is more preferably not greater than 23% of the height H and further preferably not greater than 21% of the height H. The contour of the curved surface portion6of the present embodiment in the tire meridian cross-section has a constant radius of curvature R1. Such a curved surface portion6can form the boundary line8with the flat surface portion7in a parabolic shape and give a harmonious impression to the mark5, so that the design properties of the mark5can be improved. The radius of curvature R1of the curved surface portion6is preferably 65% to 105% of the height H in the tire radial direction of the mark5. When the radius of curvature R1is not less than 65% of the height H, the raised height h of the mark5can be inhibited from being excessively large, so that the durability of the mark5can be improved. From such a viewpoint, the radius of curvature R1is more preferably not less than 80% of the height H and further preferably not less than 90% of the height H. When the radius of curvature R1is not greater than 105% of the height H, the raised height h of the mark5can be increased, so that the visibility of the mark5can be improved. From such a viewpoint, the radius of curvature R1is more preferably not greater than 100% of the height H and further preferably not greater than 95% of the height H. In the case where a plurality of marks5are aligned, the radii of curvature R1of the curved surface portions6of the respective marks5may be, for example, different from each other in accordance with the height H of each mark5, or may be equal to each other. When the radii of curvature R1of the curved surface portions6of the respective marks5are different from each other, a radius of curvature R1suitable for each mark5can be adopted, so that the visibility of each mark5can be improved. When the radii of curvature R1of the curved surface portions6of the respective marks5are equal to each other, a sense of unity can be given to the respective marks5aligned, so that the design properties of the marks5can be improved. FIG.6shows another embodiment of the cross-sectional view taken along the line A-A inFIG.3. As shown inFIG.6, the contour of the curved surface portion6in the tire meridian cross-section has a plurality of radii of curvature, in this embodiment, two radii of curvature R2and R3. The kinds of radii of curvature are not limited to two, and may be, for example, three or more. Such a curved surface portion6can form the boundary line8with the flat surface portion7as an arbitrary curved line. In the curved surface portion6of this embodiment, a curved line having the smaller radius of curvature R3is formed on each of both sides in the tire radial direction of the larger radius of curvature R2. However, the curved surface portion6may have, for example, the larger radius of curvature R2on one side in the tire radial direction and the smaller radius of curvature R3on the other side in the tire radial direction. In this case, for example, the curved surface portion6preferably has the larger radius of curvature R2on the tire maximum width position side. Such a curved surface portion6can exhibit excellent visibility even when the mark5is disposed at a position where the sidewall portion3is inclined relative to the tire radial direction. In the tire according to the present disclosure, the flat surface portion preferably includes a first flat surface portion provided on one side in the tire circumferential direction of the curved surface portion, and a second flat surface portion provided on another side in the tire circumferential direction of the curved surface portion. In the tire according to the present disclosure, a length in the tire circumferential direction of the first flat surface portion is preferably smaller than a length in the tire circumferential direction of the second flat surface portion. In the tire according to the present disclosure, the length in the tire circumferential direction of the first flat surface portion is preferably equal to the length in the tire circumferential direction of the second flat surface portion. In the tire according to the present disclosure, a boundary line between the curved surface portion and the flat surface portion is preferably a curved line curved so as to project on the curved surface portion side when being viewed in a tire axial direction. In the tire according to the present disclosure, a contour of the curved surface portion in a tire meridian cross-section preferably has a plurality of radii of curvature. In the tire according to the present disclosure, the contour of the curved surface portion in the tire meridian cross-section preferably has a constant radius of curvature. In the tire according to the present disclosure, preferably, a plurality of the marks are aligned adjacently in the tire circumferential direction on the sidewall portion, each of the plurality of the marks includes the first flat surface portion and the second flat surface portion, and the length in the tire circumferential direction of the second flat surface portion of one of the two marks adjacent to each other in the tire circumferential direction and the length in the tire circumferential direction of the first flat surface portion of the other are different from each other. In the tire according to the present disclosure, the mark includes the curved surface portion curved so as to project in the direction substantially perpendicular to the surface, and the flat surface portion provided on at least one side in the tire circumferential direction of the curved surface portion, and the raised height of the flat surface portion from the surface gradually decreases with increasing distance in the tire circumferential direction from the curved surface portion. In such a mark, a contrast is clarified by the curved surface portion and the flat surface portion whose height gradually decreases, regardless of the position in the tire radial direction at which the mark is disposed, so that the visibility of the mark can be improved. In addition, in the mark, when light is applied to the curved surface portion, the reflected light smoothly moves in accordance with the angle of the applied light, so that the mark produces a soft impression and has excellent design properties. Therefore, the tire according to the present disclosure can achieve both desired visibility and design properties of the mark provided on the sidewall portion. Although the particularly preferred embodiments of the present disclosure have been described in detail above, the present disclosure is not limited to the above-described embodiments, and various modifications can be made to implement the present disclosure. | 17,866 |
11858297 | DETAILED DESCRIPTION Embodiments of the present technology will be described with reference to the drawings. However, the present technology is not limited to those embodiments. Additionally, in other embodiments, constituents described in the embodiments below may be combined or a constituent may be omitted. Herein, “tire lateral direction” refers to the direction that is parallel with a tire rotation axis of a pneumatic tire. “Inward in the tire lateral direction” refers to the direction toward the tire equatorial plane in the tire lateral direction. “Outward in the tire lateral direction” refers to the direction away from the tire equatorial plane in the tire lateral direction. Furthermore, “tire radial direction” refers to the direction orthogonal to the tire rotation axis. “Inward in the tire radial direction” refers to the direction toward the tire rotation axis in the tire radial direction. “Outward in the tire radial direction” refers to the direction away from the tire rotation axis in the tire radial direction. “Tire circumferential direction” refers to the direction of rotation about the tire rotation axis. “Tire equatorial plane” refers to a plane that is orthogonal to the tire rotation axis and runs centrally in the tire lateral direction. “Tire equator line” refers to the centerline where the tire equatorial plane intersects the surface of the tread portion of the pneumatic tire. A pneumatic tire1of the present embodiment is a tubeless tire. The pneumatic tire1of the present embodiment is a heavy duty pneumatic tire mountable on a truck or a bus. “Truck and bus tire” (heavy duty pneumatic tire) refers to a tire specified in Section C of the JATMA YEAR BOOK published by the Japan Automobile Tyre Manufacturers Association, Inc. (JATMA). Note that the pneumatic tire1may be mountable on a passenger vehicle or mountable on a light truck. First Embodiment FIG.1is a meridian cross-sectional view illustrating a main portion of the pneumatic tire1according to an embodiment. “Meridian cross-section” refers to a cross section that passes through the tire rotation axis. In the pneumatic tire1illustrated inFIG.1, when viewed in the meridian cross-section, a tread portion2is disposed in the outermost portion in the tire radial direction. The surface of the tread portion2is formed as a tread surface3, which is the portion that comes into contact with a road surface when a vehicle mounted with the pneumatic tire1is running. A plurality of circumferential main grooves15are formed in the tread surface3in the tire lateral direction. The circumferential main grooves extend in the tire circumferential direction. Though not illustrated in the drawings, a plurality of lug grooves may be formed in the tread surface3in the tire circumferential direction. The lug grooves extend in a direction that intersects the circumferential main grooves15. A plurality of land portions10are defined in the tread surface3by the circumferential main grooves15and the lug grooves. Note that the number of the circumferential main grooves15and the interval between the lug grooves in the tire circumferential direction, the length and angle of the lug grooves, the groove width and groove depth of the each groove, and the like are preferably set as appropriate. In other words, the tread pattern formed in the tread surface3is preferably set as appropriate. Ends of the tread portion2in the tire lateral direction are formed as shoulder portions4. Sidewall portions5are disposed from the shoulder portions4to predetermined positions inward in the tire radial direction. In other words, the sidewall portions5are disposed at two positions on either side of the pneumatic tire1in the tire lateral direction. Furthermore, a bead portion20is located inward of each of the sidewall portions5in the tire radial direction. The bead portions20are disposed at two positions on either side of the tire equatorial plane CL in a similar manner as the sidewall portions5. In other words, the pair of bead portions20are disposed on both sides of the tire equatorial plane CL in the tire lateral direction. Each of the pair of bead portions20is provided with a bead core21. The bead core21is formed by winding a bead wire21A (seeFIG.4), which is a steel wire, into an annular shape. The bead portion20is configured to be mounted on a 15° tapered specified rim. Here, “specified rim” refers to an “applicable rim” specified by the Japan Automobile Tyre Manufacturers Association (JATMA), a “Design Rim” specified by the Tire and Rim Association (TRA), or a “Measuring Rim” specified by the European Tyre and Rim Technical Organisation (ETRTO). That is, the pneumatic tire1according to the present embodiment can be mounted on a specified rim in which a portion to which the bead portion20engages is inclined at an inclination angle of 15° with respect to the rotation axis. A belt layer7is provided inward of the tread portion2in the tire radial direction. The belt layer7, for example, is a multilayer structure including four belts71,72,73and74. The belts71,72,73and74are made by performing a rolling process on coating rubber-covered belt cords made of steel. An inclination angle of the belts71,72,73and74with respect to the tire circumferential direction is set in a range from 15° to 70°, for example. At least two of the belts of the belt layer7are disposed so that the belt cords of the different layers are arranged in a criss-cross manner. The belt cords of the second and third belts72and73from the tire inner circumferential side, which function as strength layers, are arranged in a criss-cross manner. The belt cords of the first and second belts71and72from the tire inner circumferential side are inclined in the same direction. The belt cords of the third and fourth belts73and74from the tire inner circumferential side are also inclined in the same direction. A carcass layer6including cords of a radial ply is provided in a continuous manner inward of the belt layer7in the tire radial direction and inside the sidewall portions5. The carcass layer6is supported by the pair of bead cores21. The carcass layer6has a single layer structure made of one carcass ply and is disposed between the bead cores21on either side in the tire lateral direction in a toroidal shape in the tire circumferential direction, constituting the framework of the pneumatic tire1. Specifically, the carcass layer6is disposed from one bead portion20to the other bead portion20located on either side in the tire lateral direction and turns back outward in the tire lateral direction along the bead cores21at the bead portions20, wrapping around the bead cores21. In other words, the carcass layer6is disposed from the inner side of the bead core21in the tire lateral direction, passes the inner side of the bead core21in the tire radial direction, and extends to the outer side of the bead core21in the tire lateral direction, with the carcass layer6being folded back around the bead core21at the bead portion20. The carcass ply of the carcass layer6disposed in this manner is made by performing a rolling process on coating rubber-covered carcass cords6A (seeFIG.4) made of steel. Hereinafter, for the carcass layer6located at the bead portion20that is folded back at the bead core21, the portion disposed further inward than the bead core21in the tire lateral direction is defined, as appropriate, as a body portion61, and the portion that is formed by the carcass layer6being folded back at the bead core21and disposed further outward than the bead core21in the tire lateral direction is defined, as appropriate, as a folded back portion62. Additionally, an innerliner8is formed along the carcass layer6inward of the carcass layer6or on the inner side of the carcass layer6in the pneumatic tire1. The innerliner8is the tire inner surface, i.e. the inner circumferential surface of the carcass layer6, reaches the lower portions of the bead cores21and/or bead toes of the pair of bead portions20at both end portions in the tire lateral direction, and extends in the tire circumferential direction in a toroidal shape. The innerliner8suppresses the permeation of air molecules and thus includes no cords. FIG.2is a detailed view of the portion Z ofFIG.1. A steel cord reinforcing layer35including a steel cord is disposed in the portion where the carcass layer6is folded back around the bead core21. The steel cord reinforcing layer35is disposed adjacent to the outer surface of the carcass layer6folded back at the bead core21and reinforces the carcass layer6. The steel cord reinforcing layer35is disposed layering on the carcass layer6on the outer side of the folded back portion62of the carcass layer6. Also, in a similar manner to that of the carcass layer6, the steel cord reinforcing layer35is folded back around the bead core21from the inner side to the outer side in the tire lateral direction and is disposed continuously in the tire circumferential direction. That is, the steel cord reinforcing layer35is located inward of the carcass layer6in the tire lateral direction at the portion where the carcass layer6is located inward of the bead core21in the tire lateral direction and is located outward of the carcass layer6in the tire lateral direction at the portion where the carcass layer6is located further outward than the bead core21in the tire lateral direction. The bead core21is formed by winding a bead wire21A (seeFIG.4) into an annular shape. The bead core21when viewed in a meridian cross-section has a substantially hexagonal cross-sectional shape. Specifically, the bead core21includes a bottom side22corresponding to the inner surface in the tire radial direction and a top side23corresponding to the outer surface in the tire radial direction. The bottom side22and the top side23are substantially parallel with one another and are inclined in a direction inward in the tire radial direction as they extend from the outer side to the inner side in the tire lateral direction. Additionally, in the bead core21, the outer end of the bottom side22and the outer end of the top side23in the tire lateral direction are defined as a bottom outer corner portion22B and a top outer corner portion23B, respectively. The bead core21also includes an outer projection corner portion24that projects located at a position outward from the outer corner portions22B and23B in the tire lateral direction. Furthermore, in the bead core21, the inner end of the bottom side22and the inner end of the top side23in the tire lateral direction are defined as a bottom inner corner portion22A and a top inner corner portion23A, respectively. The bead core21also includes an inner projection corner portion25that projects located at a position inward from the outer corner portions22A and23A in the tire lateral direction. In this way, the bead core21is formed with a substantially hexagonal cross-sectional shape. The bottom side22is the surface of the bead core21facing inward in the tire radial direction of the bead core21, and the top side23is the surface of the bead core21facing outward in the tire radial direction. In the present embodiment, as viewed in the meridian cross-section of the pneumatic tire1, out of the six sides of the substantially hexagonal bead core21, the bottom side22and the top side23are long in length. The bottom side22or the top side23may be the longest side. Additionally, a bead base portion26, which is the inner circumferential surface of the bead portion20, is inclined in a direction inward in the tire radial direction as it extends from the outer side to the inner side in the tire lateral direction, in a similar manner to that of the bottom side22and the top side23of the bead core21. Note that the inner circumferential surface of the bead portion20is the surface of the bead portion20facing inward in the tire radial direction and forming the inner contour in the tire radial direction. In other words, the bead base portion26is inclined so that a bead toe portion28, which is the inner end portion of the bead base portion26in the tire lateral direction, is located further inward in the tire radial direction than a bead heel portion27, which is the outer end portion of the bead base portion26in the tire lateral direction. The bead base portion26is provided as an engaging portion that engages to come into contact with a specified rim when the pneumatic tire according to the present embodiment 1 is mounted on the specified rim. The bead base portion26includes a rim cushion rubber29. The rim cushion rubber29is a rubber layer that constitutes the contact surface with the specified rim. The rim cushion rubber29is disposed both inward in the tire radial direction and outward in the tire lateral direction of the bead core21and the folded back portion62. The bead base portion26is formed by the rim cushion rubber29. In the bead portion20, a bead outer surface portion40is formed curved in a direction projecting outward in the tire lateral direction. In other words, the bead outer surface portion40, which is a surface of the pneumatic tire1located on the side exposed to the outside air, is curved projecting outward in the tire lateral direction in the region of the bead portion20. The bead heel portion27, which is the outer end of the bead base portion26in the tire lateral direction, is an intersection point H between the bead outer surface portion40and the bead base portion26. In the bead portion20, a tire inner surface50is formed curved in a direction projecting inward in the tire lateral direction. In other words, the tire inner surface50, which is a surface of the pneumatic tire1located on the side filled with air, is curved projecting inward in the tire lateral direction in the region of the bead portion20. The bead toe portion28, which is another end portion of the bead base portion26, is an intersection point between the tire inner surface50and the bead base portion26. Additionally, the bead portion20is provided with a cover member30that covers the bead core21, with at least a portion of the cover member30disposed in the space between the body portion61and the folded back portion62of the carcass layer6. The cover member30mainly includes a bead rubber layer K called a bead filler. The bead rubber layer K is disposed within the bead portion20with the inner side in the tire lateral direction being disposed along the body portion61of the carcass layer6and the outer side in the tire lateral direction being disposed to extend further outward in the tire radial direction than an outer edge portion62E of the folded back portion62of the carcass layer6that faces outward in the tire radial direction. A reinforcing rubber layer S is disposed within the bead portion20adjacent to the outer surface of the bead rubber layer K in the tire lateral direction, the outer edge portion62E of the folded back portion62facing outward in the tire radial direction, and an outer edge portion35Ea of the steel cord reinforcing layer35in the tire lateral direction facing outward in the tire radial direction. In a meridian cross section, the reinforcing rubber layer S is disposed to extend in the tire radial direction along the outer surface of the bead rubber layer K in the tire lateral direction. The reinforcing rubber layer S has a JIS-A hardness greater than the JIS-A hardness of the bead rubber layer K and less than the JIS-A hardness of the coating rubber of the carcass layer6and the JIS-A hardness of the steel cord reinforcing layer35. In an embodiment in which the bead rubber layer K includes two layers, the JIS-A hardness of the reinforcing rubber layer S is greater than the hardness of the bead rubber layer K on the side adjacent to the reinforcing rubber layer S. Note that the JIS-A hardness is a value measured by a type A durometer according to JIS K6253-3:2012. The outer edge portion62E of the folded back portion62is disposed further outward in the tire radial direction than the outer edge portion35Ea of the steel cord reinforcing layer35. An outer edge portion SE of the reinforcing rubber layer S is disposed further outward in the tire radial direction than the outer edge portion62E of the folded back portion62. An inner edge portion on the inner side of the steel cord reinforcing layer35in the tire lateral direction that faces outward in the tire radial direction is disposed further outward in the tire radial direction than the outer edge portion35Ea and terminates partway along the body portion61of the carcass layer6. FIG.3is an enlarged view of a portion illustrated inFIG.2.FIG.4is a detailed view of a bead core. The specified values of the dimensions and the like of constituents of the bead portion20according to the present embodiment will be described below while referring toFIGS.2to4. The specified values described below are specified values when the pneumatic tire1is not mounted on a specified rim. That is, the specified values are specified values of the pneumatic tire1in an attitude before being mounted on a specified rim, or in other words, the specified values in the meridian cross-section of the pneumatic tire1after vulcanization molding by a mold. As illustrated inFIG.3, in the meridian cross-section of the bead portion20, a first line segment D, a second line segment F, and a third line segment J are specified. The first line segment D is a straight line that is parallel with the innermost bottom side22of the bead core21in the tire radial direction and passes through an outermost outer projection point E of the bead core21in the tire lateral direction. The second line segment F is a straight line that is orthogonal with the first line segment D at the position of the outer projection point E. The third line segment J is a straight line that is orthogonal with the first line segment D and passes through the intersection point H of the rim cushion rubber29. As illustrated inFIG.3, the intersection point H of the rim cushion rubber29corresponds to the bead heel portion27of the rim cushion rubber29described above. Specifically, the intersection point H is the point where a side P and a curved line G meet. The side P is the outer side of the bead base portion26in the tire lateral direction that forms the contour of the inner surface of the bead portion20in the tire radial direction. The curved line G is a curved line that forms the bead outer surface portion40that forms the contour of the outer surface of the bead portion20in the tire lateral direction located further outward in the tire lateral direction than the bead base portion26. Note that the bottom side22of the bead core21corresponds to the inner surface of the bead core21in the tire radial direction as described above. Specifically, as illustrated inFIG.4, looking at the bead wire21A that forms the bead core21, the bottom side22is a tangent line shared by a bead wire21Ac and a bead wire21Ad. The bead wire21Ac is the bead wire of the bead wires21A that form the bead core21located at the innermost in the tire lateral direction and innermost in the tire radial direction. The bead wire21Ad is the bead wire of the bead wires21A located at the outermost in the tire lateral direction and innermost in the tire radial direction. Accordingly, the first line segment D is a straight line parallel with this tangent line. Additionally, the outer projection point E corresponds to the outer projection corner portion24described above. Specifically, as illustrated inFIG.4, looking at the bead wire21A that forms the bead core21, the outer projection point E is an outermost point on the contour of a bead wire21Aa in the tire lateral direction, the bead wire21Aa is located at the outermost in the tire lateral direction among the bead wires21A that form the bead core21. Thus, the first line segment D is a straight line passing through the center of the bead wire21Aa, and the second line segment F is a tangent line of the contour of the bead wire21Aa. In the present embodiment, a distance A between the second line segment F and the third line segment J is from 2.0 mm to 4.0 mm. In the present embodiment, a shortest distance B between an innermost inner projection point Q of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 0.6 mm to 1.4 mm. The inner projection point Q corresponds to the inner projection corner portion25described above. Specifically, as illustrated inFIG.4, looking at the bead wire21A that forms the bead core21, the inner projection point Q is an innermost point on the contour of a bead wire21Ab in the tire lateral direction, the bead wire21Ab is located at the innermost in the tire lateral direction among the bead wires21A that form the bead core21. Accordingly, the shortest distance B is the shortest distance between the contour of the bead wire21Ab and the carcass cords6A. In the present embodiment, a shortest distance C between an innermost end R of the bottom side22of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 1.2 mm to 2.2 mm. As illustrated inFIG.4, the innermost end R of the bottom side22in the tire lateral direction is a point on the contour of the bead wire21Ac that forms the bottom side22. Accordingly, the shortest distance C is the shortest distance between the contour of the bead wire21Ac and the carcass cords6A. In this way, the pneumatic tire1of the present embodiment includes the pair of bead cores21disposed on either side in the tire lateral direction, each one of the pair of bead cores21being formed by the bead wire21A being wound a plurality of times in the tire circumferential direction, the carcass layer6including an each end portion folded back on each one of the pair of bead cores21, the cover member30covering the bead core21disposed on a folded back inner side of the carcass layer6, the steel cord reinforcing layer35disposed adjacent to the folded back outer surface of the carcass layer6, and the rim cushion rubber29disposed adjacent to the outer surface of the steel cord reinforcing layer35and including the bead base portion26and the bead outer surface portion40, the bead base portion26forming the contour of the inner surface of the bead portion20in the tire radial direction, and the bead outer surface portion40forming the contour of the outer surface of the bead portion20in the tire lateral direction continuous to the outer end of the bead base portion26in the tire lateral direction via the intersection point H, wherein in a meridian cross-section under a state with the pneumatic tire1not mounted on a rim, a line segment being parallel with the innermost bottom side22of the bead core21in the tire radial direction and passing through the outermost outer projection point E of the bead core21in the tire lateral direction is specified as the first line segment D, a line segment being orthogonal with the first line segment D at the position of the outer projection point E is specified as the second line segment F, and a line segment being orthogonal with the first line segment D and passing through the intersection point H of the rim cushion rubber29is specified as the third line segment J, the distance A between the second line segment F and the third line segment J is from 2.0 mm to 4.0 mm, the shortest distance B between the innermost inner projection point Q of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 0.6 mm to 1.4 mm, and the shortest distance C between the innermost end R of the bottom side22of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 1.2 mm to 2.2 mm. According to the pneumatic tire1, by the shortest distance B being 0.6 mm or greater and the shortest distance C being 1.2 mm or greater, the excessive restriction of the carcass layer6is alleviated when the pneumatic tire1is formed via vulcanization. Thus, the outward-acting pressure on the bead core21in the tire lateral direction during vulcanization can be reduced, and pressing on the bead core21to the bead heel portion27side can be suppressed. As a result, the bead core21can be disposed close to the bead toe portion28. When the shortest distance B is greater than 1.4 mm and the shortest distance C is greater than 2.2 mm, the restricting force on the carcass layer6is dramatically decreased. This may incite unpreferable cracking from the outer edge portion62E of the folded back carcass layer6. By setting the distance A to 2.0 mm or greater, the bead core21can be disposed close to the bead toe portion28, and the lifting of the bead toe portion28can be prevented. Additionally, by setting the distance A to 4.0 mm or less, an excessive increase in the rubber volume between the bead core21and the steel cord reinforcing layer35located outward of the bead core in the tire lateral direction is suppressed. This allows the heat build-up of the bead portion20to be suppressed to within an incident-free predetermined range. As illustrated inFIG.3, the pneumatic tire1of the present embodiment includes the cover member30. The cover member30includes a bead cover layer L surrounding the bead core21and a filler cover layer M disposed adjacent to the outer surface of the bead cover layer L and along the inner surface of the carcass layer6. The filler cover layer M is disposed to extend outward in the tire radial direction along the carcass layer6beyond an area X of 15 mm or greater centered on the inner projection point Q of the bead core21. Preferably, the JIS-A hardness of the rubber layer constituting the filler cover layer M is from 68 to 76 and the JIS-A hardness of the rubber layer constituting the filler cover layer M is less than the JIS-A hardness of the rubber layer that constitutes the bead cover layer L. The JIS-A hardness of the rubber layer is a value measured by a type A durometer according to JIS K6253-3:2012. According to the pneumatic tire1, by disposing the filler cover layer M, an effect of alleviating restriction on the carcass layer6can be significantly obtained. As a result, the bead core21can be disposed close to the bead toe portion28and distance A can be ensured. When the JIS-A hardness of the rubber layer constituting the filler cover layer M is 68 or greater, the excessive rubber flow can be suppressed during vulcanization. As a result, the bead core21can be disposed close to the bead toe portion28. When the JIS-A hardness of the rubber layer constituting the filler cover layer M is 76 or less, an effect of alleviating the restricting force on the carcass layer6during vulcanization can be ensured. As a result, the bead core21can be disposed close to the bead toe portion28. By the JIS-A hardness of the rubber layer constituting the filler cover layer M being less (softer) than the JIS-A hardness of the rubber layer constituting the bead cover layer L, an effect of alleviating the restricting force on the carcass layer6during vulcanization and an effect of suppressing the excessive rubber flow can be obtained in a compatible manner. Additionally, in the pneumatic tire1of the present embodiment, one of the filler cover layer M or the bead cover layer L is preferably a two-layer structure laminating a rubber layer and a nylon reinforcing layer, and the thickness of the rubber layer associated with the shortest distance B is preferably 0.5 mm or greater. The nylon reinforcing layer includes nylon fibers disposed in parallel in a rubber layer. Additionally, the rubber layer includes a simple rubber layer or a rubber layer that includes short fibers. In the pneumatic tire1, one of the filler cover layer M or the bead cover layer L is a two-layer structure laminating a rubber layer and a nylon reinforcing layer, so that the shortest distances B and C can be secured without deteriorating the heat build-up. When the thickness of the rubber layer associated with the shortest distance B is 0.5 mm or greater, an effect of alleviating the restricting force on the carcass layer6during vulcanization can be sufficiently ensured. As a result, the bead core21can be disposed close to the bead toe portion28. Second Embodiment FIG.5is a meridian cross-sectional view illustrating a main portion of a pneumatic tire according to a second embodiment.FIG.6is a detailed view of the portion Z ofFIG.5.FIG.7is an enlarged view of a portion illustrated inFIG.6. The second embodiment has a similar configuration to that of the first embodiment described above except that an organic fiber reinforced layer9is provided. Thus, in the following description of the second embodiment, constituents identical to those of the first embodiment have the same reference sign, and detailed descriptions thereof are omitted. The organic fiber reinforcing layer9is called a nylon chafer and is disposed further outward in the tire lateral direction than the folded back portion62of the carcass layer6. The organic fiber reinforced layer9includes an inner reinforcing layer91disposed adjacent to the steel cord reinforcing layer35and an outer reinforcing layer92disposed adjacent to the outer surface of the inner reinforcing layer91. The inner reinforcing layer91is disposed layering on the steel cord reinforcing layer35on the outer side in the tire lateral direction of the portion of the steel cord reinforcing layer35that is folded back along the carcass layer6. Also, in a similar manner to that of the carcass layer6and the steel cord reinforcing layer35, the inner reinforcing layer91is folded back around the bead core21from the inner side to the outer side in the tire lateral direction and is disposed continuously in the tire circumferential direction. The outer reinforcing layer92is disposed layering on the inner reinforcing layer91on the outer side in the tire lateral direction of the portion of the inner reinforcing layer91that is folded back. Also, in a similar manner to that of the carcass layer6, the steel cord reinforcing layer35, and the inner reinforcing layer91, the outer reinforcing layer92is folded back around the bead core21from the inner side to the outer side in the tire lateral direction and is disposed continuously in the tire circumferential direction. The reinforcing rubber layer S is disposed within the bead portion20adjacent to the outer surface of the bead rubber layer K in the tire lateral direction, the inner surface of the organic fiber reinforced layer9in the tire lateral direction, outer edge portions91Ea and92Ea facing outward in the tire radial direction, the outer edge portion62E of the folded back portion62facing outward in the tire radial direction, and an outer edge portion35Ea of the steel cord reinforcing layer35in the tire lateral direction facing outward in the tire radial direction. In a meridian cross section, the reinforcing rubber layer S is disposed to extend in the tire radial direction along the outer surface of the bead rubber layer K in the tire lateral direction. The reinforcing rubber layer S has JIS-A hardness greater than the hardness of the bead rubber layer K and less than the JIS-A hardness of the coating rubber of the carcass layer6and the JIS-A hardness of the steel cord reinforcing layer35. In an embodiment in which the bead rubber layer K includes two layers, the JIS-A hardness of the reinforcing rubber layer S is greater than the hardness of the bead rubber layer K on the side adjacent to the reinforcing rubber layer S. Note that the JIS-A hardness is a value measured by a type A durometer according to JIS K6253-3:2012. The outer edge portions91Ea and92Ea of the organic fiber reinforced layer9are disposed further outward in the tire lateral direction than the folded back portion62(the outer edge portion62E) of the carcass layer6and are disposed further outward in the tire radial direction than the folded back portion62of the carcass layer6. Inner edge portions91Eb and92Eb, on the inner side of the organic fiber reinforced layer9in the tire lateral direction, that face outward in the tire radial direction are disposed further inward in the tire radial direction than the outer edge portion35Ea and terminate partway along the steel cord reinforcing layer35. In this way, the pneumatic tire1of the present embodiment includes the pair of bead cores21disposed on either side in the tire lateral direction, each one of the pair of bead cores21being formed by the bead wire21A being wound a plurality of times in the tire circumferential direction, the carcass layer6including an each end portion folded back on each one of the pair of bead cores21, the cover member30covering the bead cores21disposed on a folded back inner side of the carcass layer6, the steel cord reinforcing layer35disposed adjacent to the folded back outer surface of the carcass layer6, at least one organic fiber reinforced layer9disposed along the outer surface of the steel cord reinforcing layer35, and the rim cushion rubber29disposed adjacent to the outer surface of the organic fiber reinforced layer9and including the bead base portion26and the bead outer surface portion40, the bead base portion26forming the contour of the inner surface of the bead portion20in the tire radial direction, and the bead outer surface portion40forming the contour of the outer surface of the bead portion20in the tire lateral direction continuous to the outer end of the bead base portion26in the tire lateral direction via the intersection point H, wherein in a meridian cross-section under a state with the pneumatic tire1not mounted on a rim, a line segment being parallel with the innermost bottom side22of the bead core21in the tire radial direction and passing through the outermost outer projection point E of the bead core21in the tire lateral direction is specified as the first line segment D, a line segment being orthogonal with the first line segment D at the position of the outer projection point E is specified as the second line segment F, and a line segment being orthogonal with the first line segment D and passing through the intersection point H of the rim cushion rubber29is specified as the third line segment J, the number of organic fiber reinforced layer9is from 1 to 3, and the thickness d per each of the at least one organic fiber reinforced layer9is from 0.7 mm to 1.2 mm, the distance A between the second line segment F and the third line segment J is from n×d+2.0 mm to n×d+4.0 mm, the shortest distance B between the innermost inner projection point Q of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 0.6 mm to 1.4 mm, and the shortest distance C between the innermost end R of the bottom side22of the bead core21in the tire lateral direction and the carcass cords6A of the carcass layer6is from 1.2 mm to 2.2 mm. According to the pneumatic tire1, by the shortest distance B being 0.6 mm or greater and the shortest distance C being 1.2 mm or greater, the excessive restriction of the carcass layer6is alleviated when the pneumatic tire1is formed via vulcanization. Thus, the outward-acting pressure on the bead core21in the tire lateral direction during vulcanization can be reduced, and pressing on the bead core21to the bead heel portion27side can be suppressed. As a result, the bead core21can be disposed close to the bead toe portion28. When the shortest distance B is greater than 1.4 mm and the shortest distance C is greater than 2.2 mm, the restricting force on the carcass layer6is dramatically decreased. This may incite unpreferable cracking from the outer edge portion62E of the folded back carcass layer6. By setting the distance A to n×d+2.0 mm or greater, the bead core21can be disposed close to the bead toe portion28, and the lifting of the bead toe portion28can be prevented. Additionally, by setting the distance A to n×d+4.0 mm or less, an excessive increase in the rubber volume between the bead core21and the steel cord reinforcing layer35located outward of the bead core in the tire lateral direction is suppressed. This allows the heat build-up of the bead portion20to be suppressed to within an incident-free predetermined range. As illustrated inFIG.7, the pneumatic tire1of the present embodiment includes the cover member30. The cover member30includes the bead cover layer L surrounding the bead core21and the filler cover layer M disposed adjacent to the outer surface of the bead cover layer L and along the inner surface of the carcass layer6. The filler cover layer M is disposed to extend outward in the tire radial direction along the carcass layer6beyond an area X of 15 mm or greater centered on the inner projection point Q of the bead core21. Preferably, the JIS-A hardness of the rubber layer constituting the filler cover layer M is from 68 to 76 and is less than the JIS-A hardness of the rubber layer constituting the bead cover layer L. The JIS-A hardness of the rubber layer is a value measured by a type A durometer according to JIS K6253-3:2012. According to the pneumatic tire1, by disposing the filler cover layer M, an effect of alleviating restriction on the carcass layer6can be significantly obtained. As a result, the bead core21can be disposed close to the bead toe portion28and distance A can be ensured. When the JIS-A hardness of the rubber layer constituting the filler cover layer M is 68 or greater, the excessive rubber flow can be suppressed during vulcanization. As a result, the bead core21can be disposed close to the bead toe portion28. When the JIS-A hardness of the rubber layer constituting the filler cover layer M is 76 or less, an effect of alleviating the restricting force on the carcass layer6during vulcanization can be ensured. As a result, the bead core21can be disposed close to the bead toe portion28. By the JIS-A hardness of the rubber layer constituting the filler cover layer M being less (softer) than the JIS-A hardness of the rubber layer constituting the bead cover layer L, an effect of alleviating the restricting force on the carcass layer6during vulcanization and an effect of suppressing the excessive rubber flow can be obtained in a compatible manner. Additionally, in the pneumatic tire1of the present embodiment, one of the filler cover layer M or the bead cover layer L is preferably a two-layer structure laminating a rubber layer and a nylon reinforcing layer, and the thickness of the rubber layer associated with the shortest distance B is preferably 0.5 mm or greater. The nylon reinforcing layer includes nylon fibers disposed in parallel in a rubber layer. Additionally, the rubber layer includes a simple rubber layer or a rubber layer that includes short fibers. In the pneumatic tire1, one of the filler cover layer M or the bead cover layer L is a two-layer structure laminating a rubber layer and a nylon reinforcing layer, so that the shortest distances B and C can be secured without deteriorating the heat build-up. When the thickness of the rubber layer associated with the shortest distance B is 0.5 mm or greater, an effect of alleviating the restricting force on the carcass layer6during vulcanization can be sufficiently ensured. As a result, the bead core21can be disposed close to the bead toe portion28. Examples In the examples, performance tests for lifting amount reduction performance on bead toe portion, separation durability performance on outer edge portion of carcass layer folded back portion, and heat build-up resistance performance on bead portion were performed on a plurality of types of pneumatic tires with different conditions (seeFIGS.8A-8B and9A-9B). In the performance tests, a pneumatic tire having a size of 275/70R22.5 size is mounted on a specified rim, the internal pressure is set to 75% of the specified air pressure, and loaded with 1.4 times the specified load. Evaluation is performed after running for 40000 km on an indoor drum testing machine at a running speed of 49 km/h. Here, “specified rim” refers to an “applicable rim” specified by the Japan Automobile Tyre Manufacturers Association Inc. (JATMA), a “Design Rim” specified by the Tire and Rim Association, Inc. (TRA), or a “Measuring Rim” specified by the European Tyre and Rim Technical Organisation (ETRTO). “Specified air pressure” refers to a “maximum air pressure” specified by JATMA, the maximum value in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified by TRA, or “INFLATION PRESSURES” specified by ETRTO. “Specified load” refers a “maximum load capacity” specified by JATMA, the maximum value in “TIRE LOAD LIMITS AT VARIOUS COLD INFLATION PRESSURES” specified by TRA, or “LOAD CAPACITY” specified by ETRTO. For the evaluation of the lifting amount reduction performance on bead toe portion, the lifting amount is measured by calculating the amount of change in the bead toe inner circumferential length before and after the running test. The measurement results are expressed as index values and evaluated as shown inFIGS.8A-8B, with Conventional Example 1 being assigned as the reference (100). In this evaluation, larger values indicate excellent lifting amount reduction performance on bead toe portion, and 115 or greater indicates an improved lifting amount reduction performance on bead toe portion. Also, the measurement results are expressed as index values and evaluated as shown inFIGS.9A-9B, with Conventional Example 2 being assigned as the reference (100). In this evaluation, larger values indicate excellent lifting amount reduction performance on bead toe portion, and 160 or greater indicates an improved lifting amount reduction performance on bead toe portion. For the evaluation of the separation durability performance on outer edge portion of carcass layer folded back portion, after the running test, at eight section in the tire circumferential direction as viewed in the meridian cross-section, the sum of the lengths of cracks originating from the outer edge portion of the carcass layer folded back portion is measured. The measurement results are expressed as index values and evaluated as shown inFIGS.8A-8B, with Conventional Example 1 being assigned as the reference (100). In this evaluation, larger values indicate excellent separation durability performance on outer edge portion of carcass layer folded back portion, and 85 or greater indicates that the separation durability performance can be suppressed to within an incident-free range. The measurement results are expressed as index values and evaluated as also shown inFIGS.9A-9B, with Conventional Example 2 being assigned as the reference (100). In this evaluation, larger values indicate excellent separation durability performance on outer edge portion of carcass layer folded back portion, and 83 or greater indicates that the separation durability performance can be suppressed to within an incident-free range. For the evaluation of heat build-up resistance performance on bead portion, the maximum value for the amount of heat build-up in the bead portion during running is measured via thermography. The measurement results are expressed as index values and evaluated as shown inFIGS.8A-8B and9A-9B, with Conventional Examples 1 and 2, respectively, being assigned as the reference (100). In this evaluation, larger values indicate excellent heat build-up resistance performance on bead portion, and 80 or greater indicates that heat build-up in the bead portion can be suppressed to within an incident-free range. As indicated inFIGS.8A-8B, Conventional Example 1, Comparative Examples 1 to 3, and Examples 1 to 6 do not include an organic fiber reinforced layer. As indicated inFIGS.9A-9B, Conventional Example 2, Comparative Examples 4 to 6, and Examples 7 to 10 include an organic fiber reinforced layer. As indicated by the test results ofFIGS.8A-8B and9A-9B, the pneumatic tires of Examples 1 to 10 have enhanced lifting amount reduction performance on bead toe portion, maintained separation durability performance on outer edge portion of carcass layer folded back portion, and maintained heat build-up resistance performance on bead portion within a permissible range. | 44,199 |
11858298 | DETAILED DESCRIPTION OF THE EMBODIMENTS Hereinafter, a first embodiment of the present invention will be explained while referencing the drawings.FIG.1is a view showing a half section in a tire-width direction of a tire1according to the present embodiment.FIG.2is an enlarged cross-sectional view of a portion on the inner side in the tire-radial direction of the tire1inFIG.1. Generally, the basic structure of the tire is left/right symmetric in the cross section of the tire-width direction; therefore, a cross-sectional view of the right half is shown herein. In the drawings, the reference symbol S1is the tire equatorial plane. The tire equatorial plane S1is a plane orthogonal to the tire rotation axis, and is positioned in the center of the tire-width direction. Herein, tire-width direction is a direction parallel to the tire rotation axis, and is the left/right direction of the paper plane of the cross-sectional view inFIG.1. InFIG.1, it is illustrated as the tire-width direction X. Then, inner-side of tire-width direction is a direction approaching the tire equatorial plane S1, and is the left side of the paper plane inFIG.1. Outer side of tire-width direction is a direction distancing from the tire equatorial plane S1, and is the right side of the paper plane inFIG.1. In addition, tire-radial direction is a direction perpendicular to the tire rotation axis, and is the vertical direction in the paper plane ofFIG.1. InFIG.1, it is illustrated as the tire-radial direction Y. Then, outer-side of tire-radial direction is a direction distancing from the tire rotation axis, and is the upper side of the paper plane inFIG.1. Inner-side of tire-radial direction is a direction approaching the tire rotation axis, and is the lower side of the paper plane inFIG.1. The same also applies toFIGS.2and5. The tire1is a tire for trucks and buses, for example, and includes a pair of beads11provided at both sides in the tire width direction, tread12forming a contact patch with the road surface, and a pair of sidewalls13which extends between the pair of beads11and the tread12. The bead11includes an annular bead core21formed by wrapping around several times bead wires made of metal coated with rubber, and a bead filler22of tapered shape extending to the outer side in the tire-radial direction of the bead core21. The bead core21is a member which plays a role of fixing a tire1filled with air to the rim of a wheel which is not illustrated. The bead filler22is a member provided in order to raise the rigidity of the peripheral part of the bead11and to ensure high maneuverability and stability. A carcass ply23constituting a ply serving as the skeleton of the tire is embedded inside of the tire1. The carcass ply23extends from one bead core21to the other bead core21. In other words, the carcass ply23is embedded in the tire1between the pair of bead cores21, in a form passing through the pair of side walls13and the tread12. As shown inFIG.1, the carcass ply23includes a ply body24which extends from one bead core21to the other bead core21, and extends between the tread12and bead11, and a ply folding part25which is folded around the bead core21. Herein, a folding end25A of the ply folding part25is positioned more to an inner side in the tire-radial direction than a tire-radial direction outside end22A of the bead filler22. The carcass ply23is configured by a plurality of ply cords extending in a tire-width direction. In addition, a plurality of ply cords is arranged side by side in a tire circumferential direction. This ply cord is configured by a metal steel cord, or an insulated organic fiber cord such as polyester or polyamide, or the like, and is covered by rubber. In the tread12, a plurality of layers of steel belts26is provided in the outer side in the tire radial direction of the carcass ply23. The steel belt26is configured by a plurality of steel cords covered by rubber. By providing the steel belts26, the rigidity of the tire is ensured, and the contact state of the road surface with the tread12improves. In the present embodiment, although four layers of steel belts26are provided, the number of layered steel belt26is not limited thereto. The tread rubber28is provided at the outer side in the tire-radial direction of the steel belt26. A tread pattern28A is provided to the outer surface of the tread rubber28. The outer surface of the tread rubber28serves as a contact surface which contacts with the road surface. In the vicinity of the outer side in the tire-width direction of the tread12, in a region between the carcass ply23, and the steel belts26/tread rubber28, a shoulder pad38is provided. The shoulder pad38extends until a region of the outer side in the tire-radial direction of the side wall13, and part thereof forms an interface between side wall rubber30described later. In other words, in the region of the outer side in the tire-radial direction of the side wall13, a part of the shoulder pad38is present on the inner side in the tire width direction of the side wall rubber30. The shoulder pad38consists of a rubber member having cushioning, and exhibits a cushion function between the carcass ply23and steel belt26. In addition, since the shoulder pad38consists of rubber having a characteristic of low heat buildup, it is possible to suppress heat generation effectively, by extending until the side wall13. In the bead11, side wall13and tread12, an inner liner29serving as a rubber layer constituting an inside wall surface of the tire1is provided to a tire inner cavity side of the carcass ply23. The inner liner29is configured by air permeation resistant rubber, whereby the air inside the tire inner cavity is prevented from leaking to outside. In the side wall13, the side wall rubber30constituting the outer wall surface of the tire1is provided to the outer side in the tire-width direction of the carcass ply23. This side wall rubber30is a portion which bends the most upon the tire1exhibiting a cushioning action, and usually flexible rubber having fatigue resistance is adopted therein. On the inner side in the tire radial direction of the carcass ply23provided around the bead core21of the bead11, a steel chafer31serving as a reinforcement ply is provided so as to cover at least part of the carcass ply23. The steel chafer31also extends to the outer side in the tire-width direction of the ply folding part25of the carcass ply23. The end31A on the outer side in the tire-width direction of the steel chafer31is positioned more to the inner side in the tire-radial direction than the folding end25A of the carcass ply23. The end29A on the inner side in the tire-radial direction of the aforementioned inner liner29curves so as to cover a portion of a corner on the inner side in the tire-width direction of the steel chafer31. The steel chafer31is a metal reinforcement layer configured by a steel cord made of metal, and is covered by rubber. As shown inFIG.2, the rim strip rubber32is provided at the inner side in the tire-radial direction of the steel chafer31. The rim strip rubber32is provided in a form such that covers the bead core21from the inner side in the tire-radial direction. The rim strip rubber32covers the end29A on the inner side in the tire-radial direction of the inner liner29. The rim strip rubber32is arranged along the outer surface of the tire, and connects with the side-wall rubber30. The rim strip rubber32and side-wall rubber30are rubber members constituting the outer surface of the tire. Then, at the outer side in the tire-radial direction of the end part31A of the steel chafer31, which is at the outer side in the tire-width direction of the folding part25of the carcass ply23and bead filler22, a first pad35is provided. The first pad35is provided to the outer side in the tire-width direction of at least the folding end25A of the carcass ply23. The outer side in the tire-radial direction of the first pad35is formed so as to taper as approaching the outer side in the tire-radial direction. The first pad35has a portion with a thickness of at least 2 mm. The first pad35has non-uniform thickness. The cross-sectional shape of the first pad35has thick places and thin places. Furthermore, a second pad36is provided so as to cover the outer side in the tire-width direction of the first pad35. In more detail, the second pad36is provided so as to cover the outer side in the tire-width direction of part of the steel chafer31, the first pad35, and part of the bead filler22. The outer side in the tire-radial direction of the second pad36is formed so as to taper as approaching the outer side in the tire-radial direction. In addition, the inner side in the tire-radial direction of the second pad36is formed so as to taper as approaching the inner side in the tire-radial direction. The position of the tire-radial direction outside end36A of the second pad36is positioned more to the outer side in the tire-radial direction than the position of the tire-radial direction outside end35A of the first pad35. The second pad36has a portion with a thickness of at least 2 mm. The second pad36has a non-uniform thickness. The cross-sectional shape of the second pad36has a thick place and a thin place. Then, the side-wall rubber30is arranged at the outer side in the tire-width direction in a region of the outer side in the tire-radial direction of the second pad36, and the rim strip rubber32is arranged at an outer side in the tire-width direction in a region on the inner side in the tire-radial direction of the second pad36. In other words, the side-wall rubber30covers a part on the outer side in the tire-width direction of the rim strip rubber32and a part on the outer side in the tire-width direction of the second pad36. The first pad35and second pad36configure a pad member34, and this pad member34is configured from rubber of modulus equal or higher than the modulus of the bead filler22. In more detail, the second pad36is configured by rubber of equal to or higher modulus than the bead filler22, and the first pad35is configured by rubber of even higher modulus than the second pad36. The first pad35and second pad36have a function of mitigating sudden distortion caused by the local rigidity point of change at the folding end25A of the carcass ply23and the end part31A of the steel chafer31. The rubber sheet37serving as a reinforced rubber sheet is arranged in the vicinity of the folding end25A of the carcass ply23, between the bead filler22and pad member34. The rubber sheet37is arranged so as to cover the folding end25A of the carcass ply23from the inner side in the tire-width direction. The rubber sheet37is configured from rubber of higher modulus than the bead filler22. More preferably, it is configured from rubber of a modulus substantially equal to that of the first pad35. Generally, at the folding end25A of the carcass ply23, stress tends to concentrate. However, by providing the rubber sheet37serving as the aforementioned reinforced rubber sheet, it becomes possible to effectively suppress the concentration of stress. It should be noted that the rubber sheet37preferably adopts a form arranged so as to cover the folding end25A of the carcass ply23from the inner side in the tire-width direction as shown inFIG.2; however, a configuration covering the folding end25A of the carcass ply23from the outer side in the tire-width direction may be adopted. Even in this case, it is possible to mitigate the concentration of stress. The rubber sheet37is a sheet having a thickness of no more than 2 mm. The rubber sheet37has a constant thickness. The rubber sheet37has a cross-sectional shape prior to pasting which is a rectangular shape. Herein, when explaining by rearranging the relationship between the rim strip rubber32and the members at the circumference thereof, the rim strip rubber32is arranged at least at the tire-width direction outer side of the ply folding part25of the carcass ply23folded back around the bead core21. In the present embodiment, the rim strip rubber32covers a part of the tire-width direction outer side of the pad member34arranged at the outer side in the tire-width direction of the folding part25of the carcass ply23. In addition, the rim strip rubber32covers the end29A on the inner side in the tire-radial direction of the inner liner29covering a portion of a corner on the inner side in the tire-width direction of the steel chafer31. Then, the sidewall rubber30covers a part on the outer side in the tire-width direction of the rim strip rubber32, and a part on the outer side in the tire-width direction of the pad member34. By providing such a pad member34, it is possible to effectively suppress concentration of stress, at the periphery of a connecting part of the rim strip rubber32and side-wall rubber30. Herein, when discussing the modulus of each rubber element, if establishing the modulus of the second pad36as a reference, the side-wall rubber30is preferably established with a modulus of 0.4 to 0.7 times that of the second pad36. In addition, the first pad35is preferably established with a modulus of 1.0 to 1.2 times that of the second pad36. Then, if establishing the modulus of the second pad36as a reference, the rim strip rubber32is preferably established with a modulus of 0.8 to 1.2 times that of the second pad36. By establishing as such a modulus, it is possible to keep a balance of flexibility as a tire and rigidity in the vicinity of the bead11. It should be noted that the modulus indicates 100% elongation modulus (M100) under a 23° C. atmosphere, measured in accordance with “3.7 stress at a given elongation, S” of JIS K6251:2010. As shown inFIG.2, the RFID tag40as an electronic component is embedded in the tire1of the present embodiment. FIG.3Ashows an example of the RFID tag40according to the present embodiment. The RFID tag40is covered by the protective member43. InFIG.3A, the RFID tag40is covered and hidden by the coating rubber sheet431configuring the protective member43.FIG.3Bis a cross-sectional view along the line b-b inFIG.3A, andFIG.3Cis a cross-sectional view along the line c-c inFIG.3A. In the present embodiment, as shown inFIGS.3A to3C, the RFID tag40is covered by the coating rubber sheets431,432configuring the protective member43. The RFID tag40is a passive-type transponder equipped with an RFID chip41, and a plurality of antennas42for performing communication with external equipment. The RFID tag40performs wireless communication with a reader (not illustrated) as the external equipment. In a storage part inside the RFID chip41, identification information such as a manufacturing number and part number is stored. As the antenna42, a coil-shaped spring antenna, plate-shaped antenna, and various types of rod-shaped antennas can be used. In addition, it may be an antenna formed by printing a predetermined pattern on a flexible substrate. When considering the communicability and flexibility, a coil-shaped spring antenna is the most preferable as the antenna42. The antenna42is set to the optimized antenna length according to the frequency band, etc. used. The protective member43is configured from two coating rubber sheets431,432which interpose and protect the RFID tag40. As shown inFIGS.3A to3C, the RFID tag40according to the present embodiment has a structure in which two thin pin-shaped antennas42extend mostly concentrically at both sides of the RFID chip41. For this reason, the RFID tag40has a longitudinal direction which is long in the extending direction of the two antennas42. The protective member43has a thin band-like shape which generally follows the shape of the RFID tag40. As shown inFIGS.1and2, the RFID tag40is embedded between the second pad36an rim strip rubber32. In the present embodiment, the RFID tag40is embedded between the second pad36and rim strip rubber32, at a position neighboring the tire-radial direction outside end32A of the rim strip rubber32, and covered by the end30B on the inner side in the tire-radial direction of the side-wall rubber30. The RFID tag40is preferably embedded between the second pad36and rim strip rubber32, so that the longitudinal direction thereof becomes the direction of the tangential line relative to the circumferential direction of the tire1, i.e. direction orthogonal to the paper plane of the cross-sectional view ofFIGS.1and2. By embedding in this way, also when the tire1is mounted to a vehicle wheel and a load is exerted to deform the tire1, the stress from this load hardly acts on the RFID tag40. The RFID tag40includes the RFID chip41, and antenna42extending linearly from the RFID chip41to both side of the RFID chip41, and a central axis of the antenna42overlaps with the RFID chip41. As the rubber employed in the protective member43covering the RFID tag40, rubber having a modulus equivalent to at least the second pad36or a lower modulus is used. For example, as rubber which can be used in the protective member43, if establishing the modulus of the second pad36as a reference, it is preferable to use rubber with a modulus of 0.7 to 1.1 times that. By being covered by the coating rubber sheet (431,432) constituting the protective member43in this way, the RFID tag40hardly receives direct stress generated during deformation of the tire1, and for this reason, deforming and breaking are suppressed and communication performance is maintained. FIG.4is an enlarged cross-sectional view showing the results of in-plane distribution simulation of strain energy, in a case of assembling the tire including the rubber structure resembling the rubber structure of the tire1according to the present embodiment to a rim, and applying 100% load. InFIG.4, the same reference symbol is attached to constituent elements identical to the tire1according to the present embodiment shown inFIGS.1and2. It should be noted that, in the tire shown inFIG.4, the bead filler22is configured from a first bead filler221covering an outer circumference of the bead core21, and a second bead filler222arranged at the outer side in the tire-radial direction of the first bead filler221. The second bead filler222is configured from rubber of higher modulus than the inner liner29and side-wall rubber30. Then, the first bead filler221is configured from rubber of even higher modulus than the second bead filler222. FIG.4displays by dividing the region in five, according to the magnitude of the strain energy. Herein, a region having the highest strain energy is defined as level5, a region having high strain energy is defined as level4, a region in which the strain energy somewhat declined is defined as level3, a region in which the strain energy further declined is defined as level2, and the region in which the strain energy declined the most is defined as level1.FIG.4displays by dividing the regions with bold dotted lines as the boundary. At the boundary surface between the second pad36and rim strip rubber32, an outer side in the tire-radial direction becomes a region of mostly level1, and is a region having low strain energy, and thus is preferable upon arranging the RFID tag40. For example, when comparing with a case of the RFID tag being embedded in the region of level3of the tire shown inFIG.4, the results of the shear strain value decreasing by on the order of 15% is obtained by simulation. Due to being embedded at a position at which distortion hardly concentrates in this way, an improvement in the durability of the RFID tag40is achieved. In addition, the region of level1is on the outer side in the tire-width direction, and neighbors the side-wall13; therefore, sufficient communication performance is exhibited. Herein, the RFID tag40is installed prior to the vulcanization step in the manufacturing process of the tire. In the present embodiment, the RFID tag40is installed at a portion corresponding to the position shown inFIG.2of the second pad36or rim strip rubber32prior to being vulcanized. At this time, since the second pad36and rim strip rubber32are in the raw rubber state prior to vulcanization, the RFID tag40may be pasted to the second pad36or rim strip rubber32using the adhesiveness thereof. Alternatively, in the case of the adhesiveness being low or the like, it may be pasted using an adhesive or the like. After pasting the RFID tag40, the RFID tag40is interposed by the second pad36and rim strip rubber32. Subsequently, a green tire assembled through a molding process of turn up which folds back each constituent member including the RFID tag40and at least the first pad35, second pad36, rim strip rubber32and side-wall rubber30so as to surround the bead core21and bead filler22at the end on the inner side in the tire-radial direction, is vulcanized in a vulcanization process to manufacture the tire1. In the tire1according to the present embodiment, the first pad35and second pad36are arranged as a two-layer rubber member between the RFID tag40and ply folding part25of the carcass ply23. For this reason, even if deformation occurs in the first pad35by the ply folding part25in the aforementioned turn-up process, for example, the stress from this deformation is mitigated by the second pad36and hardly acts on the RFID tag40. The RFID tag40hardly moves and is retained at a set position, a result of which an improvement in layout precision of the RFID tag40is thereby achieved. In addition, by the position of the RFID tag40being retained in this way, a gap hardly occurs between the second pad36and rim strip rubber32, or the occurring gap is small. For this reason, rubber flows into this gap during vulcanization, and the shape of the second pad36and/or rim strip rubber32is suppressed from deforming. The manufacturing method of the tire1according to the present embodiment includes: a step of interposing the RFID tag40between the second pad36and rim strip rubber32; and a step of folding back the RFID tag40and each constituent member including at least the first pad35, second pad36, rim strip rubber32and side-wall rubber30so as to surround the bead core21and bead filler22, as mentioned above. It is thereby possible to arrange the RFID tag40so as to hardly receive influence from the carcass ply23. In the present embodiment, the position of the tire-radial direction outside end36A of the second pad36is located more to the outer side in the tire-radial direction than the position of the tire-radial direction outside end35A of the first pad35. The first pad35is held down to the second pad36during the aforementioned molding step of the tire1and deformation is suppressed, a result of which the RFID tag40comes to even more hardly move, and it is thereby possible to effectively obtain an improvement in layout precision. In addition, in the present embodiment, the side-wall rubber30covers part on the outer side in the tire-width direction of the rim strip rubber32and part on the outer side in the tire-width direction of the second pad36. Since the boundary between the second pad36and rim strip rubber32is covered by the side-wall rubber30, the position of the RFID tag40embedded at the boundary surface between the rim strip rubber32and second pad36is strongly retained. The RFID tag40according to the present embodiment is preferably arranged in the following such predetermined region at the boundary surface between the second pad36and rim strip rubber32. As shown inFIG.2, for the RFID tag40, the distance from the folding end25A of the ply folding part25of the carcass ply23is set to at least 5 mm. In other words, the RFID tag40is arranged at a position distanced at least 5 mm from the folding end25A. For example, the distance D is specifically set on the order of 15 mm. Since the RFID tag40comes to even more hardly receive the influence from the carcass ply23during the aforementioned molding step of the tire1, it is thereby possible to more effectively obtain an improvement in layout precision. In addition, in the case of the carcass ply23being made of metal, there is a possibility of the communication performance declining if the RFID tag40makes contact with the carcass ply23; however, communication performance is maintained by the distance D being secure at 5 mm or greater. It should be noted that the distance D is secured at 5 mm or greater in the tire1after molding. Therefore, at a stage before molding, the position of the RFID tag40is adjusted so that the distance D after molding is secured at 5 mm or greater. As shown inFIG.2, the RFID tag40is arranged in a region from the tire-radial direction outside end32A of the rim strip rubber32until 20 mm to the inner side in the tire-radial direction. The RFID tag40is thereby embedded at a position at which distortion hardly concentrates; therefore, an improvement in durability is achieved. It should be noted, as a specific example, the RFID tag40is arranged with a distance on the order of 10 mm from the tire-radial direction outside end32A of the rim strip rubber32to the inner side in the tire-radial direction. It should be noted that, for the RFID tag40, as shown inFIG.2, the entirety thereof may be arranged in a region from the tire-radial direction outside end32A of the rim strip rubber32until 20 mm to the inner side in the tire-radial direction, and at least a part thereof may be arranged in this region. In addition, in the case of the RFID tag40being covered by the coating rubber sheets431,432constituting the protective member43as in the present embodiment, the entirety of the coating rubber sheets431,432may be arranged in a region from the tire-radial direction outside end32A of the rim strip rubber32until 20 mm to the inner side in the tire-radial direction. According to the tire1according to the present embodiment explained above, the following effects are exerted. (1) The tire1according to the present embodiment includes: the pair of beads11having the pair of annular bead cores21arranged to be separated in the tire-width direction, and the bead filler22extending to the outer side in the tire-radial direction of the bead core21; the carcass ply23which extends from the bead core21of one bead11to the bead core21of the other bead11, and is folded back around each of the bead cores21, and further includes: the first pad35arranged at the outer side in the tire-width direction of the folding end25A of the carcass ply23which was folded back; the second pad36arranged on the outer side in the tire-width direction of the first pad35; and the rim strip rubber32arranged at least at part on the outer side in the tire-width direction of the second pad36, in which the RFID tag40is provided as an electronic component between the second pad36and the rim strip rubber32. It is thereby possible to arrange the RFID tag40so as to hardly receive influence from the carcass ply23, and possible to achieve an improvement in layout precision of the RFID tag40. In addition, due to being embedded at a position at which distortion hardly concentrates, it is possible to improve the durability of the RFID tag40. In addition, since the RFID tag40is embedded at a position on the outer side in the tire-width direction and contacting the side-wall13, sufficient communication performance of the RFID tag40is exhibited. (2) In the tire1according to the present embodiment, the position of the tire-radial direction outside end36A of the second pad36is located more to the outer side in the tire-radial direction than the position of the tire-radial direction outside end35A of the first pad35. The first pad35is held down to the second pad36during the molding step of the tire1and deformation is suppressed, a result of which the RFID tag40comes to even more hardly move, and it is thereby possible to effectively obtain an improvement in layout precision. (3) In the tire1according to the present embodiment, the RFID tag40is arranged at a position distanced by at least 5 mm from the folding end25A of the carcass ply23. Since the RFID tag40comes to even more hardly receive the influence from the carcass ply23during the molding step of the tire1, it is thereby possible to more effectively obtain an improvement in layout precision. In addition, even in the case of the carcass ply23being made of metal, it is possible to maintain the communication performance of the RFID tag40. (4) In the tire1according to the present embodiment, for the RFID tag40, at least a part thereof is arranged in a region from the tire-radial direction outside end32A of the rim strip rubber32until 20 mm to the inner side in the tire-radial direction. The RFID tag40is thereby embedded at a position at which distortion hardly concentrates; therefore, an improvement in durability is achieved. (5) The tire1according to the present embodiment includes the side-wall rubber30, and this side-wall rubber30is positioned at the outer side in the tire-width direction of at least part of part on the outer side in the tire-width direction of the rim strip rubber32, and the second pad36. Since the boundary between the second pad36and rim strip rubber32is covered by the side-wall rubber30, it is thereby possible to strongly retain the position of the RFID tag40embedded at the boundary surface between the rim strip rubber32and second pad36. (6) In the tire1according to the present embodiment, the RFID tag40is covered by the coating rubber sheets431,432constituting the protective member43. The RFID tag40thereby hardly receives direct stress generated during deformation of the tire1, and for this reason, deforming and breaking are suppressed and communication performance is maintained. (7) In the tire1according to the present embodiment, if establishing the modulus of the second pad36as a reference, the rim strip rubber32is preferably established with a modulus of 0.8 to 1.2 times that of this second pad36. It is thereby possible to keep the balance between flexibility as a tire and rigidity in the vicinity of the bead11. (8) In the tire1according to the present embodiment, if establishing the modulus of the second pad36as a reference, the coating rubber sheets431,432covering the RFID tag40is preferably rubber having a modulus of 0.7 to 1.1 times that of the second pad36. The RFID tag40thereby hardly receives direct stress generated during deformation of the tire1, and for this reason, deforming and breaking are suppressed and communication performance is maintained. (9) In the tire1according to the present embodiment, the steel chafer31is provided so as to cover at least part of the carcass ply23, and the rim strip rubber32is provided at the inner side in the tire-radial direction of the steel chafer31. The carcass ply23is thereby reinforced by the steel chafer31, and the steel chafer31is protected by the rim strip rubber32. Next, another embodiment of the present invention will be explained by referencingFIG.5. It should be noted that, in the following explanation, the same reference symbols are attached for configurations which are the same as the above embodiment, explanations of these configurations are omitted, and only points of difference from the above embodiment will be explained. An RFID tag40of the other embodiment shown inFIG.5is arranged more to the inner side in the tire-radial direction than in the above-mentioned embodiment. This RFID tag40is arranged at a position almost identical to the end30B on the inner side in the radial direction of the side-wall rubber30in the tire-radial direction, which is a position somewhat more to the inner side in the tire-radial direction than the folding end25A of the ply folding part25of the carcass ply23. Other than this, it is equipped with the same configuration as the above-mentioned embodiment. Also in this embodiment, the RFID tag40is provided between the second pad36and rim strip rubber32; therefore, the effect of the above (1) is similarly exerted. In addition, the effects of the above (2), (5) and (6) are also similarly exerted. It should be noted that the present invention is not limited to the above-mentioned embodiments, and even if including modifications, improvements, etc. within a scope which can achieve the object of the present invention, it is also encompassed in the scope of the present invention. For example, in the above-mentioned embodiment, the RFID tag40is covered by the coating rubber sheets431,432constituting the protective member43; however, it may be embedded to be sandwiched directly between the second pad36and rim strip rubber32, without covering by the coating rubber sheets431,432. In addition, in the embodiment, the RFID tag40is embedded in the tire as an electronic component; however, the electronic component according to the present invention embedded in the tire is not limited to an RFID tag. For example, it may be various electronic components, piezoelectric elements, or strain sensors such as sensors performing wireless communication. Although the tire of the present invention can be adopted as various types of tires such as for cars, light trucks, trucks and buses, it is particularly suitable as a tire of a truck, bus, etc. (1) The tire (for example, tire1) of the present invention includes: a pair of beads (for example, the beads11) having a pair of annular bead cores (for example, the bead cores21) arranged to be separated in the tire-width direction and a bead filler (for example, the bead filler22) extending to an outer side in a tire-radial direction of the bead core; a carcass ply (for example, the carcass ply23) extending from one of the bead cores to another of the bead cores, and folded back around each of the bead cores; a first pad (for example, the first pad35) disposed at an outer side in a tire-width direction of a folding end (for example, the folding end25A) of the carcass ply which is folded back; a second pad (for example, the second pad36) disposed at an outer side in the tire-width direction of the first pad; and rim strip rubber (for example, the rim strip rubber32) disposed at least at a part on an outer side in the tire-width direction of the second pad, in which an electronic component (for example, the RFID tag40) is provided to interpose the second pad and the rim strip rubber. (2) In the tire of (1), the position of the tire-radial direction outside end (for example, tire-radial direction outside end36A) of the second pad is located more to the outer side in the tire-radial direction than the position of the tire-radial direction outside end (for example, tire-radial direction outside end35A) of the first pad. (3) In the tire of (1) or (2), the electronic component is arranged at a position distanced at least 5 mm from the folding end (for example, folding end25A) of the carcass ply. (4) In the tire of any of (1) to (3), at least part of the electronic component is arranged in a region from the tire-radial direction outside end (for example, tire-radial direction outside end32A) of the rim strip rubber until 20 mm to the inner side in the tire-radial direction. (5) In the tire of any of (1) to (4) further includes the side-wall rubber (for example, side-wall rubber30), and the side-wall rubber is positioned to the outer side in the tire-width direction of at least part of the rim strip rubber and the second pad. (6) In the tire of any of (1) to (5), the electronic component is covered by the coating rubber sheet (for example, coating rubber sheets431,432). (7) In the tire of any of (1) to (6), if establishing the modulus of the second pad as a reference, the rim strip rubber has a modulus of 0.8 to 1.2 times that of this second pad. (8) In the tire of (6), if establishing the modulus of the second pad as a reference, the coating rubber sheet has a modulus of 0.7 to 1.1 times that of this second pad. (9) In the tire of any of (1) to (8), the steel chafer (for example, steel chafer31) is provided so as to cover at least part of the carcass ply, and the rim strip rubber is provided at an inner side in the tire-radial direction of the steel chafer. (10) In the tire of (9), the first pad is provided at the outer side in the tire-radial direction of the end (for example, end31A) of the steel chafer, and at the outer side in the tire-width direction of the folding part (for example, folding part25) of the carcass ply and the bead filler. (11) In the tire of (9) or (10), the second pad is provided so as to cover the outer side in the tire-width direction of part of the steel chafer, the first pad, and part of the bead filler. (12) In the tire of any of (1) to (11), the electronic component is embedded in the tire so that a longitudinal direction thereof becomes the direction of a tangential line relative to the circumferential direction of the tire. (13) In the tire of any of (1) to (12), the electronic component includes an RFID chip (for example, RFID chip41), and an antenna (for example, antenna42) extending linearly from the RFID chip to both sides of the RFID chip, and a central axis of the antenna overlaps the RFID chip. | 37,039 |
11858299 | DETAILED DESCRIPTION Referring generally to the aforementioned figures, various exemplary embodiments of an invention may now be described in detail. Where the various figures may describe embodiments sharing various common elements and features with other embodiments, similar elements and features are given the same reference numerals and redundant description thereof may be omitted below. Referring initially toFIG.1, an exemplary embodiment of a system100as disclosed herein includes a computing device102that is onboard a vehicle and configured to at least obtain data and perform relevant computations as disclosed herein. The computing device may be portable or otherwise modular as part of a distributed vehicle data collection and control system (as shown), or otherwise may be integrally provided with respect to a central vehicle data collection control system (not shown). The device may include a processor104and memory106having program logic108residing thereon. One or more TPMS sensors118are provided, otherwise similar to TPMS sensors as are conventionally known in the art but as disclosed herein having reporting logic that may in a particular embodiment be modified for read outs of 1 psi or less as further described below, and which also measure tire contained air temperature (i.e., the temperature of the air in the tire cavity). The illustrated embodiment further includes an ambient temperature sensor116, an engine sensor114configured for example to provide sensed barometric pressure signals, a position sensor112such as a global positioning system (GPS) device or the like, and a DC power source110. The system may further include distributed program logic such as for example a smartphone app122residing on a mobile user computing device and executable to generate a user interface124for real-time accurate pressure display or associated real time notifications (e.g., via a visual and/or audio indicator), with the user device being functionally linked to the onboard device via a communications network120. System programming information may be provided on-board by the driver or from a fleet manager, and may include for example unique identifiers for one or more sensors, a tire position for one or more of the sensors, and a reference (or target) tire pressure. Effective tire inflation pressure calculations as disclosed herein can be provided to the wireless app122on the (for example) WiFi or Bluetooth enabled mobile device for user monitoring and manual actuation (via user interface124) of inflation/deflation of the tire, regardless of the tire temperature, and without the need for a pressure gage. Additionally, or in the alternative, command signals may be provided by the onboard device102directly to a tire inflation system126for automatic actuation of inflation/deflation of the tire. The effective tire inflation pressure measurements may be provided to a central control module for the vehicle, wherein for example an indicator light may be illuminated on the vehicle's dashboard in addition to (or alternatively to) the wireless communications with a mobile device. In an exemplary embodiment, a system as disclosed herein includes TPMS sensors118having reporting logic that is modified to report event-based changes to approach predetermined and discrete levels, such as for example changes in tire inflation pressure corresponding to each 1 psi. One of skill in the art may appreciate that conventional TPMS sensors report at fixed intervals of time, often in intervals of five to ten minutes to prolong battery life. For various embodiments of a TPMS sensor as disclosed herein, the reporting logic would be changed from ‘per unit time’ to a ‘per unit pressure’. If the pressure changed by more than, for example, 1 psi, the sensor would report immediately. If the pressure does not sufficiently change, it does not use up battery life by reporting needlessly. The change in tire inflation pressure is the important metric in such an example, wherein when the user is in the process of inflating a tire the sensor would report with each 1 psi increase in pressure, which would be picked up by the TPMS RF receiver117and reported back to the firmware logic processor108, which would further calculate the effective tire inflation pressure and report it in real-time to the driver's mobile device for display or other action. A case study was performed by the inventors wherein actual time-based sensor data was retrieved and back-calculations were implemented to determine how often an event-based sensor as disclosed above would have transmitted in the same time period. The case study was based on two months of time-based data at five-minute intervals from a super-regional semi-truck. Over 90,078 minutes, the time-based TPMS data produced 18,001 readings. Calculations according to the case study determined that an event-based TPMS operating at a 1 psi interval over the same time period would have recorded 2,323 times for the right front steer tire and 2,501 times for the left front steer tire, and from 1,073 to 1,626 times for the eight drive tires. In other words, the number of sensor transmissions would have been reduced to approximately 12-14% of the time-based transmissions for steer tires and approximately 6-9% of the time-based transmissions for drive tires. Those of skill in the art will readily appreciate the benefits of extending battery life many times over the conventional five-minute transmissions. In addition, the inventors noted from the results of the case study that the 1 psi event-based readings fully describe areas of rapidly changing pressures. Accordingly, another advantage is that for very rapid changes in pressure, e.g., a loss of inflation due to a road hazard or an increase in inflation due to adding air, the event-based sensor as disclosed herein would more fully describe the event. The TPMS sensors may in an embodiment further be provided with unique identifiers, wherein the onboard device processor can distinguish between signals provided from respective TPMS sensors on the same vehicle, and further in certain embodiments wherein a central fleet management server130and/or fleet maintenance supervisor client device140may distinguish between signals provided from tires and associated TPMS sensors across a plurality of vehicles. The onboard device processor may communicate directly with the fleet management server as shown inFIG.1, or alternatively the driver's mobile device or truck-mounted computing device with app122may be configured to transmit onboard device output data to the fleet management server and/or client device. Signals received from a particular TPMS sensor may be stored in onboard device memory, or an equivalent data storage unit functionally linked to the onboard device processor, for selective retrieval as needed for calculations according to the method disclosed herein. As previously noted, the TPMS sensor may preferably be configured to produce output signals corresponding only to detected changes in the tire contained inflation pressure, wherein the last received value for the contained inflation pressure is further preferably maintained in retrievable form for subsequent calculations even if the monitored value does not change. Referring next toFIG.2, an embodiment of the firmware logic108as disclosed herein is provided to generate an effective tire pressure measurement214to the user interface124. The logic obtains instantaneous values for the sensed ambient temperature202and the sensed barometric pressure204, which may for example be stored in memory and selectively retrieved, and calculates effective values206for both, or at least the sensed ambient temperature, for example as moving averages over a defined period of time. In a preferred embodiment, the moving averages are determined over 24 hours. While the aforementioned 24-hour period may typically consist of data captured locally over the previous day, in an alternative embodiment the moving average may incorporate not only sensed ambient measurements over a previous time period but may further encompass expected ambient temperatures to be encountered in an upcoming time period. Many trucks for example will travel based on a fixed route for which ambient temperatures may be forecast with reasonable accuracy, and values for which may optionally be input to the algorithm if sufficient communications with for example the fleet management server or a third-party weather service provider are available. The algorithm-based, effective values (e.g., moving averages) are combined with sensed values for the tire's contained air temperature208and the contained tire inflation pressure210as obtained from one or more TPMS sensors118, and applied in a program block212for calculation of an isochoric tire pressure value, with respect to the Ideal Gas Law. One of skill in the art will readily appreciate that the Ideal Gas Law is represented as: PV=nRT, wherein: P=absolute pressure as measured in Pascals; V=volume as measured in cubic meters; n=moles; R=ideal gas constant, or 8.314 N m/mol K; and T=temperature. When comparing two thermal states of the same gas in a fixed volume (e.g., in a rigid tire casing), V1=V2, the equation simplifies to: P1T1=P2T2 Where P is absolute pressure and T is absolute temperature. We may further assume a thermal state 1 to be the reference or ‘cold’ state where the tire casing, the contained air temperature and the ambient air temperature are all at equilibrium, and a thermal state 2 to be an arbitrary ‘hot’ state where the tire casing, the contained air temperature and the ambient air temperature may be at different values. By putting P in psi and in terms of gage pressure, putting T in ° F., and solving for an effective tire inflation pressure Peff, the resultant equation yields: Peff=(Teff+460)(Phot+Patm)(Tcat+460)-Patm Where: Peffrepresents an effective value with respect to instantaneous value Pcoldas described below; and Teffrepresents an effective value with respect to instantaneous value Tambas described below. Pcold (psig) is the predetermined inflation pressure for a given application, as recommended to safely carry the associated load. This is also known as the target pressure, in gage pressure. The target pressure may change based on tire load and may be set (manually or automatically) based on the axle load. In certain embodiments the payload for the vehicle may be at least periodically measured for this purpose and provided by one or more dedicated sensors (not shown). The target pressure may further be determined based at least in part on a predetermined pressure-load curve corresponding to the tire size. The target pressure may further be defined based at least in part on a type of road surface to be driven upon, and/or a speed of the vehicle, as for example a lower target pressure is sufficient for slower speeds. The target pressure can only be measured when the tire is completely cool; when the tire casing, its contained air, and the surrounding ambient temperature are equal. If the vehicle has been in operation, especially at highway speeds, it could take up to three hours to cool. Patm(psig) is the atmospheric pressure and can be obtained from an internal sensor, or otherwise approximated by a value of 14.7 psi. Pressure can change by for example ½ to 1 psi due to weather conditions, and ½ psi per 1000 ft of altitude. These effects can also be managed in a like manner as disclosed herein. TCAT(° F.) is the contained air temperature or the temperature of the air in the tire cavity. TCATand Photmay be measurements from an internal TPMS sensor. Care must be taken to not mount the sensor against or near the wheel or the tire casing so that the measured temperature is truly representative of the cavity air. The 460° value is necessarily added to convert from an absolute temperature scale to the Fahrenheit scale. Tamb (° F.) is the vehicle's instantaneous ambient or surrounding temperature and should be measured in the vicinity of the vehicle, but not in a location that would be affected by engine or brake heat. One way is to collect the vehicle's ‘outside temperature’ signal from its CAN bus. Alternatively, an ambient temperature sensor can be added, for example as an extra TPMS sensor, to a location on the truck that is not exposed to elevated engine, powertrain or brake heat. Yet another alternative may include, where GPS-based latitude and longitude values are available, and if there is data streaming, to collect from a weather service. For a truly perfect pressure calculation and for the purposes of this invention, Teffis the effective ambient temperature (e.g., as a moving average over 24 hours), and not the instantaneous ambient temperature Tamb. The ambient temperature may preferably be stored in data storage such as internal memory of the onboard device for data analysis. FIG.3illustrates representative effects of tire temperature on inflation pressure. As tire contained air temperatures rise above the associated ambient temperature due to vehicle operation, tire inflation pressure also increases 1.9 psi per 10° F. rise in temperature for a tire with a starting (target or reference or cold inflation) pressure of 80 psi, 2.5 psi per 10° F. rise in temperature for a tire with a starting pressure of 110 psi, and 3.0 psi per 10° F. rise in temperature for a tire with a starting cold inflation pressure of 130 psi, or 1 psi for 36 psi passenger tire per 10° F. Steer tires in long-haul applications may typically rise 50-60° F. One of skill in the art may appreciate, at least in view of the aforementioned findings, that tires with higher pressure changes will demonstrate higher changes for corresponding changes in temperature than tires with lower target inflations. As a percentage of target pressure, the change may be 2¼ to 2½% per 10° F. in temperature change. Tire temperatures can change for many different reasons. One set of examples include vehicle operating conditions such as vehicle speed, tire load, brake heat, engine heat, and/or exhaust system heat. Another set of examples include environmental conditions such as daily temperature fluctuations, weather fronts, cross-country traveling, and/or sun loads/pavement heat. Referring toFIG.4, the graph presented therein is an example of actual tire temperature data collected on a 295/75R22.5 steer tire at two loads: 6,150 and 6,600 lbs. Increases in load of 450 lbs (7%) increase temperatures by 4-9° F., and worse as the speed increases. Increases in tire temperatures for sustained (1 hour or more) speeds of 65-75 mph can be 65-75° F., or even higher if driven over 75 mph. Since the ambient temperature changed over the course of these measurements, the increase in tire temperature is referenced to the current ambient temperature. FIGS.5and6further illustrate the importance of implementing an effective calculation (e.g., moving average) for the sensed ambient temperature and the sensed barometric pressure as disclosed herein. In the present example as shown inFIG.5, instantaneous ambient temperatures (in ° F.) are captured over a month in Tucson, Arizona, and plotted hourly with an overlay corresponding to a moving 24-hour average thereof. The large variations in temperature across each 24-hour period are readily apparent.FIG.6illustrates an example of how the cold inflation pressure varies over the course of the same month due to the ambient temperature fluctuations. If the cold inflation pressure calculation is based on a moving 24-hour average temperature, the pressure fluctuations are significantly reduced, leading to a higher level of precision. In view of the preceding illustrations and discussion regarding exemplary structure, and with reference to a flowchart as shown inFIG.7, an embodiment of a method700for tire pressure monitoring may now be further described. One or more TPMS sensors are provided702, with the sensors being preferably modified to provide event-based output signals, such as for example to provide outputs based on changes corresponding to discrete levels per unit pressure. Such sensors may be distinguished from conventional TPMS sensors as previously discussed herein and which provide output signals on, e.g., a per unit time basis. The method further involves at704collecting input signals and/or corresponding instantaneous data relating to sensed values for a tire contained air temperature, a tire contained inflation pressure, and an ambient temperature. At least the ambient temperature may be averaged over a defined time period such as 24 hours706. The effective ambient temperature may be combined with the tire contained air temperature, the tire contained inflation pressure, and a barometric pressure (which may optionally be fixed or otherwise sensed and even averaged over a time period) to determine a real or “effective” tire inflation pressure according to at least the Ideal Gas Law707. In an embodiment the effective tire inflation pressure may be continuously or periodically collected and displayed on for example a user interface. In another embodiment, the system may for each determination of the effective tire inflation pressure further compare the determined value against one or more previous values to identify violations or changes in the value over time708. As one example, the method may involve determining whether the current effective tire inflation pressure has varied with respect to an immediately preceding calculation of the effective tire inflation pressure. As another example, the method may involve determining whether the current effective tire inflation pressure has extended beyond an acceptable range of values or is otherwise distinguished from an expected or acceptable value. In accordance with certain such examples, initial user inputs may be required so that user-specified sensor ID's are assigned to specific tire positions and specific tire inflation pressures. If no such change or violation is detected, the method returns to step704. If such a change or violation is detected, the method may include generating real-time notifications709to a user interface and/or to a central server130such as e.g. associated with a fleet management system. In various embodiments the method may further include data streaming even where changes are not detected, wherein calculated cold inflation values can be displayed in real-time on the local user interface and/or a remote display (e.g., associated with the fleet management server), and further displayed data may include the contained air temperature, the ambient temperature, “hot” tire inflation pressure, etc., within the scope of the present disclosure. Where the data is streamed to or otherwise obtained by a central server, the system and method may further include obtaining such data from a plurality of devices associated with a respective plurality of vehicles. The fleet data can be processed centrally for the monitoring of tire status, and generation of alarms where one or more of the monitored conditions exceed an allowable range. In certain embodiments, the onboard device or central control system for the vehicle may be coupled to a tire inflation system (710—“yes”). In one example, the method involves generating a user interface prompt, such as in concert with a real-time notification that the effective tire inflation pressure has changed, wherein the user can selectively issue a command signal to the tire inflation system and actuate tire inflation or deflation to correct the monitored tire inflation condition711. In another example, the method involves automatically generating a control signal to the tire inflation system for actuating tire inflation or deflation based on the detected change or violation711. Throughout the specification and claims, the following terms take at least the meanings explicitly associated herein, unless the context dictates otherwise. The meanings identified below do not necessarily limit the terms, but merely provide illustrative examples for the terms. The meaning of “a,” “an,” and “the” may include plural references, and the meaning of “in” may include “in” and “on.” The phrase “in one embodiment,” as used herein does not necessarily refer to the same embodiment, although it may. Whereas preferred embodiments of the present invention may typically be described herein with respect to commercial trucking applications, the invention is not expressly limited thereto and the term “vehicle” as used herein unless otherwise stated may refer to an automobile, truck, or any equivalent thereof, whether self-propelled or otherwise, as may include one or more tires and therefore require tire inflation monitoring and potential correction. Whereas preferred embodiments of the present invention may typically be described herein with respect to onboard devices that communicate with a smartphone app associated with a driver of a commercial vehicle, the term “user” as used herein unless otherwise stated may refer to a driver, passenger, mechanic, technician, fleet management personnel, or any other person or entity as may be, e.g., associated with a device having a user interface for providing features and steps as disclosed herein. Depending on the embodiment, certain acts, events, or functions of any processes, techniques, or algorithms as described herein can be performed in a different sequence, can be added, merged, or left out altogether (e.g., not all described acts or events are necessary for the practice of the process or algorithm). The various illustrative logical blocks, modules, and algorithm steps described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. The described functionality can be implemented in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the disclosure. The various illustrative logical blocks and modules described in connection with the embodiments disclosed herein can be implemented or performed by a machine, such as a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor can be a microprocessor, but in the alternative, the processor can be a controller, microcontroller, or state machine, combinations of the same, or the like. A processor can also be implemented as a combination of computing devices, e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. The steps of a method, process, or algorithm described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of computer-readable medium known in the art. An exemplary computer-readable medium can be coupled to the processor such that the processor can read information from, and write information to, the memory/storage medium. In the alternative, the medium can be integral to the processor. The processor and the medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the medium can reside as discrete components in a user terminal. Conditional language used herein, such as, among others, “can,” “might,” “may,” “e.g.,” and the like, unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and/or states. Thus, such conditional language is not generally intended to imply that features, elements and/or states are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without author input or prompting, whether these features, elements and/or states are included or are to be performed in any particular embodiment. The term “communications network” as used herein with respect to data communication between two or more parties or otherwise between communications network interfaces associated with two or more parties may refer to any one of, or a combination of any two or more of, telecommunications networks (whether wired, wireless, cellular or the like), a global network such as the Internet, local networks, network links, Internet Service Providers (ISP's), and intermediate communication interfaces. The previous detailed description has been provided for the purposes of illustration and description. Thus, although there have been described particular embodiments of a new and useful invention, it is not intended that such references be construed as limitations upon the scope of this invention except as set forth in the following claims. | 25,818 |
11858300 | It is to be expressly understood that the description and drawings are only for the purpose of illustrating certain embodiments and are an aid for understanding. They are not intended to be limitative. DETAILED DESCRIPTION OF EMBODIMENTS FIG.1shows an example of a vehicle10comprising wheels201-204in accordance with an embodiment. In this embodiment, the vehicle10is a material-handling vehicle, which is an industrial vehicle designed to travel off-road to move (e.g., transport) and/or otherwise handle materials (e.g., goods and products), such as during their manufacturing, storage, distribution, consumption, and/or disposal. More particularly, in this embodiment, the material-handling vehicle10is a forklift. As further discussed later, in this embodiment, the wheels201-204may be non-pneumatic and designed to enhance their use and performance and/or use and performance of the forklift10, including, for example, to exhibit less rolling resistance, be more energy-efficient, and/or allow the forklift10to travel faster and/or with improved ride comfort. For example, elastic deformation of the wheels201-204as they roll may be better managed (e.g., reduced), which may improve their thermal behavior and/or may be combined with ways to better distribute or dissipate heat (e.g., by increasing thermal conductivity). In this embodiment, the forklift10comprises a frame12, a powertrain14, a steering system16, the wheels201-204, a work implement22, and a user interface24, which enable a user of the forklift10to control the forklift10on an underlying surface15(e.g., a floor, soil or another ground surface, etc.), including to steer the forklift10and perform work using the work implement22. The forklift10has a longitudinal direction, a widthwise direction, and a heightwise direction. The powertrain14is configured for generating motive power and transmitting motive power to respective ones of the wheels201-204to propel the forklift10on the underlying surface15. To that end, the powertrain14comprises a prime mover26, which is a source of motive power that comprises one or more motors. For example, in this embodiment, the prime mover comprises an electric motor. The forklift10is thus an electric forklift. In other embodiments, the prime mover may comprise another type of motor (e.g., an internal combustion engine) or a combination of different types of motor (e.g., an internal combustion engine and an electric motor). The prime mover is in a driving relationship with respective ones of the wheels201-204. That is, the powertrain14transmits motive power generated by the prime mover to respective ones of the wheels201-204(e.g., via a transmission and/or a differential) in order to drive (i.e., impart motion to) them. The steering system16is configured to enable the user to steer the forklift10on the underlying surface15. To that end, the steering system16comprises a steering device28that is operable by the user to direct the forklift10along a desired course on the underlying surface15. In this embodiment, the steering device28comprises a steering wheel. The steering device28may any other steering component that can be operated by the user to steer the forklift10in other embodiments. The steering system16responds to the user interacting with the steering device28by turning respective ones of the wheels201-204to change their orientation relative to the frame12of the forklift10in order to cause the forklift10to move in a desired direction. In this example, rear ones of the wheels201-204are turnable in response to input of the user at the steering device28to change their orientation relative to the frame12of the forklift10in order to steer the forklift10on the ground. More particularly, in this example, each of the rear ones of the wheels201-204is pivotable about a steering axis of the forklift10in response to input of the user at the steering device28in order to steer the forklift10on the ground. Front ones of the wheels201-204are not turned relative to the frame12of the forklift10by the steering system16. The work implement22is used to perform work. In this embodiment, the work implement22comprises a fork23that can be raised and lowered to lift or lower objects to be transported or otherwise handled. In other embodiments, for other types of vehicles, the work implement22may comprise a platform, an arm, a grapple, or any other type of implement. The user interface24allows the user to interact with the forklift10. More particularly, the user interface24comprises an accelerator, a brake control, and the steering device28that are operated by the user to control motion of the forklift10on the underlying surface15and operate the work implement22. The user interface24may also comprise an instrument panel (e.g., a dashboard) which provides indicators (e.g., a speedometer indicator, a tachometer indicator, etc.) to convey information to the user. The wheels201-204engage the underlying surface15for traction of the forklift10. Each wheel20icomprises a wheel body32for connecting the wheel20ito an axle17of the forklift10and a tire34disposed around the wheel body32for contacting the underlying surface15. With additional reference toFIGS.2and3, the wheel20ihas: an axial direction defined by an axis of rotation35of the wheel20i, which may also be referred to as a lateral, widthwise, or “Y” direction; a radial direction, which may also be referred to as a “Z” direction; and a circumferential direction, which may also be referred to as a “X” direction. The axis of rotation35of the wheel20icorresponds to an axis of rotation of the tire34and an axis of rotation of the wheel body32, and the axial direction, the radial direction and the circumferential direction of the wheel20irespectively correspond to an axial (i.e., lateral or widthwise) direction, a radial direction, and a circumferential direction of each of the tire34and the wheel body32. The wheel20ihas an outer diameter DWand a width WW. It comprises an inboard lateral side54for facing a center of the forklift10in the widthwise direction of the forklift10and an outboard lateral side49opposite the inboard lateral side54. The wheel20ihas an area of contact25with the underlying surface15iwhich may be referred to as a “contact patch” of the wheel20iwith the underlying surface15. The contact patch25of the wheel20i, which is a contact interface between the tire34and the underlying surface15, has a dimension LC, referred to as a “length”, in the circumferential direction of the wheel20iand a dimension WC, referred to as a “width”, in the lateral direction of the wheel20i. The wheel body32is a central structure of the wheel20idisposed radially inwardly of the tire34. In this embodiment, the wheel body32comprises a rigid material, such as a metallic material (e.g., steel), providing strength to the wheel20i. The wheel body32comprises a hub36to secure the wheel20ito the axle17of the forklift10. For instance, the hub36may be fastened to the axle17of the forklift10via fasteners. The tire34comprises an outer surface37for contacting the underlying surface15, an inner surface39for facing the wheel body32and the axis of rotation35of the wheel,20i, and lateral surfaces411,412opposite one another and spaced from one another in the lateral direction of the tire34. It has an outer diameter DT, an inner diameter dTand a width WT. The outer surface37of the tire34comprises a tread40. In this example, the tread40comprises a pattern of traction elements441-44Tto enhance traction on the underlying surface15. The pattern of traction elements441-44Tcomprises traction projections421-42Pand traction recesses431-43Rbetween the traction projections421-42P. Any suitable design for the pattern of traction elements441-44Tmay be used. In other examples, the tread40may be smooth, i.e., with no pattern of traction elements such as the pattern of traction elements441-44T. The tire34is mounted about the wheel body32. For example, the tire34may be moved laterally relative to the wheel body32to press-fit the tire34onto the wheel body32(e.g., using a press such as a hydraulic press). In embodiments in which the inner surface39of the tire34that is configured to contact the wheel body32comprises an elastomeric material (e.g., rubber) such that an interface between the wheel body32and the tire34is a metallic material to elastomeric material interface, the tire34can be secured to the wheel body32by one or more locking elements (e.g., side ring and/or lock rings) of the wheel body32, as shown inFIG.4A, or as another example, as shown inFIG.4B, the tire34may be secured to the wheel body32by a locking element of the tire34such as a locking nose55configured to fit into a corresponding groove in the wheel body32(shown more clearly inFIGS.7A and7B). In embodiments in which the inner surface39of the tire34comprises a metallic material such that the interface between the wheel body32and the tire34is a metallic-material-to-metallic-material interface, as shown inFIG.5, the tire34may be press-fit onto the wheel body32and secured to the wheel body32via metal-to-metal interference between the tire34and the wheel body32achieved by the press-fit. In such examples, the tire34may be referred to as a “press-on” tire. In this embodiment, the tire34is a non-pneumatic tire. The non-pneumatic tire34is a compliant wheel structure that is not supported by gas (e.g., air) pressure and that is resiliently deformable (i.e., changeable in configuration) as the wheel20icontacts the underlying surface15. In this example, the tire34may also be referred to as a “solid” or “resilient” tire. More particularly, in this embodiment, the tire34comprises a plurality of layers501-50Lthat are structurally different and arranged in the radial direction of the tire34. For example, in various embodiments, respective ones of the layers501-50Lof the tire34may include different structures, such as structures comprising different materials and/or having different shapes. An outer one of the layers501-50L, namely the layer501, comprises the outer surface37and the tread40of the tire34. In that sense, the outer layer501can be referred to as a “tread layer”. An inner one of the layers501-50L, namely the layer50L, comprises the inner surface39of the tire34. In some cases, depending on how the tire34is constructed, the inner surface39of the tire34may be part of a “heel” or “inner heel” of the tire34, and thus the inner layer50Lcan be referred to as a “heel layer” or “inner heel layer”. As shown inFIG.7A, the layer50Lmay comprise the locking nose55which protrudes radially inwardly to engage the wheel body32. In some embodiments, there may be one or more intermediate ones of the layers501-50Lbetween the tread layer501and the inner layer50L. Each of one or more of the layers501-50Lof the tire34comprises elastomeric material. The elastomeric material of a layer50xcan include any polymeric material with suitable elasticity. For example, the elastomeric material of the layer50xmay include rubber. Any suitable rubber compound may be used. As another example, in some cases, the elastomeric material of the layer50xmay include another elastomer in addition to or instead of rubber (e.g., a thermoplastic elastomer (TPE), such as thermoplastic polyurethane (TPU)). In some embodiments, where it includes elastomeric material, given its proximity to the wheel body32when the tire34is mounted about the wheel body32, the inner layer50Lmay include reinforcements271-27N(e.g., cables) embedded in its elastomeric material which may provide tension about the wheel body32. In this embodiment, the layers501-50Lof the tire34are configured to enhance use and performance of the tire34, including, for example, such that the tire34may exhibit less rolling resistance, be more energy-efficient and/or allow the forklift10to travel faster. For instance, the layers501-50Lof the tire34may be configured such that elastic deformation of the tire34as it rolls may be better managed (e.g., reduced), which may improve its thermal behavior and/or may be combined with ways to better distribute or dissipate heat (e.g., by increasing thermal conductivity). For example, in some embodiments, this may be achieved by decoupling (i.e., substantially reduce or eliminate an interrelationship of) elastic deformations of respective ones of the layers501-50L. The elastic deformation of the tire34as it rolls depends on various factors. For example, this may include a stiffness of the tire34in a given direction of the tire34, which refers to a rigidity of the tire34in that given direction, i.e., a resistance of the tire34to elastic deformation in that given direction when loaded, such as: a radial stiffness of the tire34, which refers to a rigidity of the tire34in its radial direction, i.e., a resistance of the tire34to elastic deformation in its radial direction when loaded; a circumferential stiffness of the tire34, which refers to a rigidity of the tire34in its circumferential direction, i.e., a resistance of the tire34to elastic deformation in its circumferential direction when loaded; and/or a lateral stiffness of the tire34, which refers to a rigidity of the tire34in its lateral direction, i.e., a resistance of the tire34to elastic deformation in its lateral direction when loaded. For each layer50xof the tire34, a radial stiffness of the layer50xof the tire34, which refers to a rigidity of the layer50xin the tire's radial direction (i.e., a resistance of the layer50xto elastic deformation in the tire's radial direction when loaded); a circumferential stiffness of the layer50xof the tire34, which refers to a rigidity of the layer50xin the tire's circumferential direction (i.e., a resistance of the layer50xto elastic deformation in the tire's circumferential direction when loaded) and/or a lateral stiffness of the layer50xof the tire34, which refers to a rigidity of the layer50xin the tire's lateral direction (i.e., a resistance of the layer50xto elastic deformation in the tire's lateral direction when loaded), may thus influence the elastic deformation of the tire34. As another example, a resistance to shear of the layers501-50Lof the tire34can affect the elastic deformation of the tire34. Examples of embodiments in which the layers501-50Lof the tire34are configured to enhance use and performance of the tire34will now be discussed. 1. Decoupling (e.g., Stiffening) Intermediate Layer In some embodiments, as shown inFIGS.6A and7A, an intermediate layer50jof the tire34′ may be configured to decouple (i.e., substantially reduce or eliminate an interrelationship of) elastic deformations of respective ones of the layers501-50Lof the tire34′, such as, for instance, adjacent layers50i,50k′ of the tire34′ between which it is disposed and/or itself and a given one of the adjacent layers50i-50k′ of the tire34′. In that sense, the intermediate layer50jmay be referred to as a “decoupling layer”. Decoupling of the elastic deformations of respective ones of the layers501-50Lof the tire34′ by the intermediate layer50jof the tire34′ may be effected in various ways. For example, in some embodiments, the intermediate layer50jof the tire34′ may be stiffer in a given direction of the tire34′ than at least one of the adjacent layers50i,50k′ of the tire34′. A stiffness of the intermediate layer50jof the tire34′ in the given direction of the tire34′ is thus greater than a stiffness of at least one of the adjacent layers50i,50k′ of the tire34′ in the given direction of the tire34′. This may limit elastic deformation of the intermediate layer50jof the tire34′ in the given direction of the tire34′ as the tire34′ rolls. In that sense, the intermediate layer50jmay also be referred to as a “stiffening layer”. For instance, in some embodiments: the intermediate layer50jof the tire34′ may be stiffer in the radial direction of the tire34′ than at least one of the adjacent layers50i,50k′ of the tire34′, i.e., the radial stiffness of the intermediate layer50jof the tire34′ is greater than the radial stiffness of at least one of the adjacent layers50i,50k′ of the tire34′; the intermediate layer50jof the tire34′ may be stiffer in the circumferential direction of the tire34′ than at least one of the adjacent layers50i,50k′ of the tire34′, i.e., the circumferential stiffness of the intermediate layer50jof the tire34′ is greater than the circumferential stiffness of at least one of the adjacent layers50i,50k′ of the tire34′; and/or the intermediate layer50jof the tire34′ may be stiffer in the lateral direction of the tire34′ than at least one of the adjacent layers50i,50k′ of the tire34′, i.e., the lateral stiffness of the intermediate layer50jof the tire34′ is greater than the lateral stiffness of at least one of the adjacent layers50i,50k′ of the tire34′. In this embodiment, the intermediate layer50jof the tire34′ is stiffer than an outwardly-adjacent layer50iof the tire34′ (i.e., a given one of the layers501-50Lof the tire34′ that is adjacent to and disposed radially outwardly relative to the intermediate layer50jof the tire34′). For example, in some embodiments, a ratio of the stiffness of the intermediate layer50jof the tire34′ in a given direction of the tire34′ over the stiffness of the outwardly-adjacent layer50iof the tire34′ in the given direction of the tire34′ may be at least 1.1, in some cases at least 1.2, in some cases at least 1.3, in some cases at least 1.4, in some cases at least 1.5 and in some cases even more. More particularly, in this embodiment, the stiffness of the intermediate layer50jof the tire34′ in the given direction of the tire34′ is greater than the stiffness of the outwardly-adjacent layer50iof the tire34′ in the given direction of the tire34′ but less than the stiffness of an inwardly-adjacent layer50k′ of the tire34′ (i.e., a given one of the layers501-50Lof the tire34′ that is adjacent to and disposed radially inwardly relative to the intermediate layer50jof the tire34′) in the given direction of the tire34′. For example, in some embodiments, a ratio of the stiffness of the intermediate layer50jof the tire34′ in the given direction of the tire34′ over the stiffness of the inwardly-adjacent layer50k′ of the tire34′ in the given direction of the tire34′ may be no more than 0.9, in some cases no more than 0.8, in some cases no more than 0.7, and in some cases even less. In this example of implementation, the outwardly-adjacent layer50iof the tire34′ is the outer one of the layers501-50L(i.e., tread layer) of the tire34′ comprising the outer surface37of the tire and the inwardly-adjacent layer50k′ of the tire34′ is the inner one of the layers501-50Lof the tire34′ comprising the inner surface39′ of the tire34′ such that the stiffness of the tire34′ in the given direction of the tire34′ increases inwardly from the outer one of the layers501-50Lof the tire34′ to the inner one of the layers501-50Lof the tire34′. In this embodiment, the intermediate layer50jof the tire34′ is stiffer in plural directions of the tire34′ than at least one of the adjacent layers50i,50k′ of the tire34′. Notably, in this embodiment, the radial stiffness of the intermediate layer50jof the tire34′ may be greater than the radial stiffness of the outwardly-adjacent layer50iof the tire34′; the circumferential stiffness of the intermediate layer50jof the tire34′ may be greater than the circumferential stiffness of the outwardly-adjacent layer50iof the tire34′; and/or the lateral stiffness of the intermediate layer50jof the tire34′ may be greater than the lateral stiffness of the outwardly-adjacent layer50iof the tire34′. Differences between the radial stiffness, the circumferential stiffness or the lateral stiffness of the intermediate layer50jof the tire34′ and the radial stiffness, the circumferential stiffness or the lateral stiffness of the outwardly-adjacent layer50iof the tire34′ may be as discussed above. Similarly, this would also apply to the radial stiffness, the circumferential stiffness or the lateral stiffness of the intermediate layer50jof the tire34′ compared to the radial stiffness, the circumferential stiffness or the lateral stiffness of the inwardly-adjacent layer50k′ of the tire34′. In some examples of implementation, the intermediate layer50jof the tire34′ being stiffer in the circumferential direction of the tire34′ than the outwardly-adjacent layer50iof the tire34′ and, if applicable, the inwardly-adjacent layer50k′ of the tire34′ may contribute significantly to its decoupling effect. For instance, in some cases, the intermediate layer50jof the tire34′ being stiffer in the circumferential direction of the tire34′ than the outwardly-adjacent layer50iof the tire34′ and, if applicable, the inwardly-adjacent layer50k′ of the tire34′ may contribute more to its decoupling effect than having the intermediate layer50jof the tire34′ stiffer in the lateral direction of the tire34′ than the outwardly-adjacent layer50iof the tire34′ and, if applicable, the inwardly-adjacent layer50k′ of the tire34′. The intermediate layer50jof the tire34′ that is stiffer than the outwardly-adjacent layer50iof the tire34′ may be implemented in various ways. For example, in this embodiment, the intermediate layer50jof the tire34′ comprises a material MSthat is stiffer than a material MEiof the outwardly-adjacent layer50iof the tire34′. For instance, in some embodiments, a ratio of a modulus of elasticity (e.g., Young's modulus) of the material MSof the intermediate layer50jof the tire34′ over a modulus of elasticity of the material MEiof the outwardly-adjacent layer50iof the tire34′ may be at least 2, in some cases at least 10, in some cases at least 50, in some cases at least 500, in some cases at least 1000, in some cases at least 2000, and in some cases even more. In this embodiment, the material MSof the intermediate layer50jof the tire34′ is a metallic material, the material MEiof the outwardly-adjacent layer50iof the tire34′ is an elastomeric material, and a material MEkof the inwardly-adjacent layer50k′ of the tire34′ is an elastomeric material. In this example, the metallic material MSof the intermediate layer50jof the tire34′ is steel, and each of the elastomeric materials MEi, MEkof the adjacent layers50i,50k′ of the tire34′ is rubber. In some cases, the rubber MEiof the outwardly-adjacent layer50iof the tire34′ may be identical to the rubber MEkof the inwardly-adjacent layer50k′ of the tire34′. In other cases, the rubber MEiof the outwardly-adjacent layer50iof the tire34′ may be different from the rubber MEkof the inwardly-adjacent layer50k′ of the tire34′. In addition to the metallic material MS, in this embodiment, the intermediate layer50jof the tire34′ also comprises an elastomeric material MEj. More particularly, in this embodiment, the intermediate layer50jof the tire34′ comprises a plurality of reinforcing members611-61Rthat include respective parts of its metallic material MSand are spaced from one another by respective parts of its elastomeric material MEj. In this example, the elastomeric material MEjof the intermediate layer50jof the tire34′ is rubber. In some cases, the rubber MEjof the intermediate layer50jof the tire34′ may be identical to the rubber MEiof the outwardly-adjacent layer50iof the tire34′ and/or the rubber MEkof the inwardly-adjacent layer50k′ of the tire34′. In other cases, the rubber MEJof the intermediate layer50jof the tire34′ may be different from the rubber MEiof the outwardly-adjacent layer50iof the tire34′ and/or the rubber MEkof the inwardly-adjacent layer50k′ of the tire34′. In this embodiment, the reinforcing members611-61Rof the intermediate layer50jof the tire34′ are elongated. More particularly, in this embodiment, the reinforcing members611-61Rare reinforcing cables. Each of the reinforcing cables611-61Rmay be a cord or wire rope including a plurality of strands or wires or another type of cable. The reinforcing cables611-61Rare configured to restrict elastic deformation of the elastomeric material MEjof the intermediate layer50jprimarily along a given direction of the tire34′. To that end, the reinforcing cables611-61Rare disposed such as to extend along a direction in which restriction of elastic deformation of the elastomeric material MEjof the intermediate layer50jis primarily desired. More particularly, in this embodiment, the reinforcing cables611-61Rextend transversally to the circumferential direction of the tire34′. In this example, the reinforcing cables611-61Rextend transversally to the circumferential direction of the tire34′ and the radial direction of the tire34′. Specifically, in this example, the reinforcing cables611-61Rextend substantially normal to the circumferential direction of the tire34′ and the radial direction of the tire34′. In this case, the reinforcing cables611-61Rextend substantially parallel to the lateral direction of the tire34′ such that elastic deformation of the elastomeric material MEjof the intermediate layer50jis restricted in the lateral direction of the tire34′. In this example, as shown inFIG.8, the reinforcing cables611-61Rextend for at least a significant part (e.g., a significant part, such as a majority, or an entirety) of the width WTof the tire34′,34″. For instance, in some embodiments, a ratio of a length LCBof each reinforcing cable61xover the width WTof the tire34′,34″ may be at least 0.5, in some cases at least 0.6, in some cases at least 0.7, in some cases at least 0.8, in some cases at least 0.9, and in some cases even more (e.g., 0.95 or more). In some cases, the length LCBof each reinforcing cable61xmay correspond to the width WTof the tire34′,34″. For instance, the reinforcing cables611-61Rmay extend across the tire34′,34″ such that they constitute part of each of the lateral surfaces411,412of the tire34′,34″. Also, in this embodiment, respective ones of the reinforcing cables611-61Rare spaced apart from one another in the circumferential direction of the tire34′,34″. In this example, the reinforcing cables611-61Rare distributed around the tire34′,34″. Furthermore, in this embodiment, respective ones of the reinforcing cables611-61Rare spaced apart from one another in the radial direction of the tire34′,34″. In this example, as shown inFIG.9, the reinforcing cables611-61Rare disposed in rows671-67Nthat are spaced in the radial direction of the tire34′,34″. The reinforcing cables611-61Rmay be disposed in any number of rows, such as one row (i.e., a single row), two rows, three rows, five rows, ten rows, fifteen rows or more. In this embodiment, the intermediate layer50jof the tire34′,34″ is configured to decouple the elastic deformations of the outwardly-adjacent layer50k′50k″ of the tire34′,34″ and the intermediate layer50jof the tire34′,34″. More specifically, the reinforcing cables611-61Rof the intermediate layer50jmay substantially reduce the interrelationship between the elastic deformations of the intermediate and outwardly-adjacent layers50j,50iof the tire34′,34″, notably due to a restrictive effect of the reinforcing cables611-61Rof the intermediate layer50jon the elastic deformation of the elastomeric material MEjof the intermediate layer50j. In contrast, in a conventional tire where an intermediate layer would not comprise reinforcing cables like the reinforcing cables611-61Rof the intermediate layer50j, elastic deformation of the intermediate layer of the conventional tire and elastic deformation of an outwardly-adjacent layer of the conventional tire would be strongly interrelated due to their adjacency and relatively low stiffness (e.g., compared to an inner layer of the conventional tire which is a stiffest of the conventional tire's layers) such that the elastic deformation of the outwardly-adjacent layer of the conventional tire would substantially guide the elastic deformation of the intermediate layer of the conventional tire. However, in this embodiment, because the reinforcing cables611-61Rof the intermediate layer50jrestrict the elastic deformation of the elastomeric material MEjof the intermediate layer50jin a given direction of the tire34′,34″ (e.g., the lateral direction of the tire34′,34″), the elastic deformation of the intermediate layer50jis decoupled from the elastic deformation of the outwardly-adjacent layer50j. In this example of implementation, the intermediate layer50jof the tire34′,34″ is a middle layer502and the adjacent layers50i,50k′,50k″ of the tire34′,34″ are the tread layer501and the heel layer503′,503″. There is no inner heel layer in this case, which allows the tire34′,34″ to contain less rubber (e.g., akin to a “low-profile” tire). Furthermore, in this example of implementation, a spacing between adjacent ones of the rows671-67N(such as the rows671,672) measured in the radial direction of the tire34′,34″ is similar to a spacing between adjacent ones of the reinforcing cables611-61Rin a given one of the rows671-67N. In other words, in this example the reinforcing cables611-61Rare spaced similarly in the radial direction of the tire34′,34″ and in the circumferential direction of the tire34′,34″. For instance, in some cases, a ratio of the spacing between adjacent ones of the rows671-67Nmeasured in the radial direction of the tire34′,34″ over the spacing between adjacent ones of the reinforcing cables611-61Rin a given one of the rows671-67Nmay be at least 0.8, in some cases at least 0.9, in some cases at least 0.95 and in some cases even more (e.g., 1). The tire34′,34″ may be manufactured in various ways. In this example, the tire34′,34″ is manufactured by layering plies of the material of respective ones of the layers501-50Latop one another to form the tire34′,34″. For instance, multiple plies of the rubber of the heel layer50Lare first layered onto (e.g., wound about) a cylindrical mold until a desired thickness of that layer is achieved. Then, multiple plies of the material of the intermediate layer50j, including the rubber MEjand the reinforcing cables611-61Rembedded therein, are layered atop the material of the heel layer50L. This may be done for example by producing pre-calendered layers of the rubber ME, containing the reinforcing cables611-61R. In other examples, the rubber MEjof the intermediate layer50jmay be layered atop the material of the heel layer50Land the reinforcing cables611-61Rmay then be placed at a desired location (i.e., at a desired thickness) of the intermediate layer50jand additional plies of the rubber ME, of the intermediate layer50jcan then be layered atop the reinforcing cables611-61Ras desired. After layering the material of the intermediate layer50j, multiple plies of the rubber of the tread layer501are layered over the material MEjof the intermediate layer50j. This assembly may then be placed in a second mold (which can be coated with a release agent prior to use) such as to form a desired geometry of the tire34′,34″ (e.g., its tread). The second mold is then heated such that the material of the layers501-50Lacquires the shape of the mold and the rubber of respective ones of the layers501-50Lis vulcanized. In a variant, as shown inFIGS.6B and7B, the intermediate layer50jof the tire34″ is the middle layer502and disposed between the tread layer501and the heel layer503″, while the tire34″ comprises an inner heel layer504″ that includes the inner surface39″ of the tire34″. Also, in this variant, the elastomeric material of the tread layer501and the elastomeric material of the middle layer502may have less energy dissipation under deformation (e.g., lower tan δ values) which may bring lower hysteresis, lower heat buildup, and lower rolling resistance. The intermediate layer50jof the tire34″ that is stiffer may be implemented in any other suitable way in other embodiments. For example, in some embodiments, as shown inFIGS.10and11, the intermediate layer50j′″ of the tire34′″ is an outer middle layer502′″ and the adjacent layers50i,50kof the tire34′″ are the tread layer501and an inner middle layer503′″ that is disposed next to the heel layer504″. In this embodiment, the intermediate layer50j′″ of the tire34′″ comprises the reinforcing members611-61Rthat include respective parts of its metallic material MSand are spaced from one another by respective parts of its elastomeric material MEj. In this case, the reinforcing members611-61Rare reinforcing cables extending substantially parallel to the circumferential direction of the tire34′″ (i.e., “at 0° ”) and provided as a single row (i.e., the reinforcing cables611-61Rare not spaced in the tire's radial direction). Thus, in this case, the reinforcing members611-61Rmay restrict elastic deformation of the elastomeric material MEjof the intermediate layer50j′″ primarily in the circumferential direction of the tire34′″. In this embodiment, the intermediate layer50j′″ of the tire34′″ is stiffer than the outwardly-adjacent layer50iof the tire34′″ and stiffer than the inwardly-adjacent layer50kof the tire34′″. That is, the outer middle layer502′″ of the tire34′″ is stiffer than the tread layer501of the tire34′″ and stiffer than the inner middle layer503′″ of the tire34′″. Notably, in this embodiment, the radial stiffness of the intermediate layer50j′″ of the tire34′″ may be greater than the radial stiffness of the outwardly-adjacent layer50iof the tire34′″ and greater than the radial stiffness of the inwardly-adjacent layer50kof the tire34′″; the circumferential stiffness of the intermediate layer50j′″ of the tire34′″ may be greater than the circumferential stiffness of the outwardly-adjacent layer50iof the tire34′″ and greater than the circumferential stiffness of the inwardly-adjacent layer50kof the tire34′″; and/or the lateral stiffness of the intermediate layer50j′″ of the tire34′″ may be greater than the lateral stiffness of the outwardly-adjacent layer50iof the tire34′″ and greater than the lateral stiffness of the inwardly-adjacent layer50kof the tire34′″. Thus, in this example, the intermediate layer50j′″ of the tire34′″ may decouple the elastic deformations of the outwardly-adjacent layer50iand the inwardly-adjacent layer50k(which, in this embodiment, are those layers501-50Lof the tire34′″ that are least stiff). As such, in this embodiment, the intermediate layer50j′″ of the tire34′″ may be referred to as a “separation layer” since it separates given ones of the layers501-50Lof the tire34′″ that are less stiff than the intermediate layer50j′″ of the tire34′″. In a variant of the tire ofFIGS.10and11, as shown inFIG.12A, the reinforcing cables61i-61Rmay instead extend substantially parallel to the lateral direction of the tire34″ (i.e., “at 90° ”). In other variants, as shown inFIG.12B, the reinforcing cables611-61Rmay be biased such that they extend along a direction that is not parallel to the circumferential direction or the lateral direction of the tire34′″. For instance, the reinforcing cables611-61Rmay extend at an angle ϕ relative to a circumferential axis CA of the tire34′″ (which extends along the circumferential direction of the tire34″). In some cases, the angle ϕ defined by the reinforcing cables611-61Rmay be at least 15°, in some cases at least 30°, in some cases at least 45°, in some cases at least 60°, in some cases at least 75°, and in some cases even more (e.g., 80°). In such cases, the reinforcing cables611-61Rmay restrict elastic deformation of the elastomeric material MEjof the intermediate layer50j′″ primarily in a direction other than the circumferential direction or the lateral direction of the tire34′″. As another example, in some embodiments, as shown inFIGS.13and14, where the reinforcing cables611″-61Rare disposed in the rows671″,671″-67N″,67N″″ that are spaced in the radial direction of the tire34, respective ones of the reinforcing cables611″-61Rof a given one of the rows671″,671″-67N″,67N″″ may be configured differently from respective ones of the reinforcing cables611″-61Rof another one of the rows671″,671″″-67N″,67N″″ (e.g., an adjacent row). For instance, in some embodiments, as shown inFIG.13, a spacing S of respective ones of the reinforcing cables611″-61Rthat are spaced apart from one another in the circumferential direction of the tire34may vary. For example, in this embodiment, the spacing S of respective ones of the reinforcing cables611″-61Rof the row671″ is different from the spacing S of respective ones of the reinforcing cables611″-61Rof the row672″. In this case, the spacing S of respective ones of the reinforcing cables611″-61Rof the row671″ is greater than from the spacing S of respective ones of the reinforcing cables611″″-61Rof the row672″. In some embodiments, as shown inFIG.14, a diameter of respective ones of the reinforcing cables611″″-61Rthat are spaced apart from one another in the circumferential direction of the tire34may vary. For example, in this embodiment, the diameter of respective ones of the reinforcing cables611″-61Rof the row671″ is different from the diameter of respective ones of the reinforcing cables611″-61Rof the row672″″. In this case, the diameter of respective ones of the reinforcing cables611″″-61Rof the row671″ is less than from the diameter of respective ones of the reinforcing cables611″″-61Rof the row672″″. As another example, in some embodiments, as shown inFIGS.15and16, the intermediate layer50j′″″ of the tire34′ may comprise a reinforcing band66that includes its material MS. The reinforcing band66extends in the circumferential direction of the tire34′″″ and has a width Wbin the lateral direction of the tire34′″″ and a thickness Tbin the radial direction of the tire34′″″. As the material MSis metallic in this case, the reinforcing band66can be referred to as a metallic reinforcing band. Given its stiffening and/or decoupling functionality, the reinforcing band66may also be referred to as a “stiffening band” or a “decoupling band”. The width Wbof the reinforcing band66may be significant in relation to the width WTof the tire34″″′. For example, in some embodiments, a ratio of the width Wbof the reinforcing band66over the width WTof the tire34′″″ may be at least 0.5, in some cases at least 0.6, in some cases at least 0.7, in some cases at least 0.8, in some cases at least 0.9, and in some cases even more (e.g., 0.95 or more). In some cases, the width Wbof the reinforcing band66may correspond to the width WTof the tire34′″″. For instance, the reinforcing band66may extend across the tire34′″″ such that it constitutes part of each of the lateral surfaces411,412′ of the tire34′″″. The thickness Tbof the reinforcing band66may be relatively small in relation to the outer diameter DTof the tire34′″″. For example, in some embodiments, a ratio of the thickness Tbof the reinforcing band66over the outer diameter DTof the tire34′″″ may be no more than 0.02, in some cases no more than 0.015, in some cases no more than 0.01, in some cases no more than 0.008, in some cases no more than 0.005, in some cases no more than 0.003, in some cases no more than 0.001 and in some cases even less. As another example, the thickness Tbof the reinforcing band may be relatively small in relation to a thickness TTof the tread layer501of the tire34. For example, in some embodiments, a ratio of the thickness Tbof the reinforcing band66over the thickness TTof the tread layer501may be no more than 0.25, in some cases no more than 0.15, in some cases no more than 0.1, in some cases no more than 0.05, in some cases no more than 0.02, in some cases no more than 0.015, in some cases no more than 0.01 and in some cases even less. For instance, in some cases, the thickness Tbof the reinforcing band66may be no more than 10 mm, in some cases no more than 8 mm, in some cases no more than 6 mm, in some cases no more than 4 mm, in some cases no more than 2 mm, in some cases no more than 1 mm, in some cases no more than 0.5 mm and in some cases even less. More particularly, in this embodiment, the intermediate layer50j′″″ of the tire34′″″ is an outer middle layer502′″″ and the adjacent layers50i,50kof the tire34′″″ are the tread layer501and an inner middle layer503′″″ that is disposed next to the heel layer504′″″. The metallic reinforcing band66is thus disposed between the tread layer501and the inner middle layer503′″″. As such, in this example, the intermediate layer50j′″″ of the tire34′″″ may decouple the elastic deformations of the outwardly-adjacent layer50iand the inwardly-adjacent layer50k. In this embodiment, the tire34′″″ may be manufactured by layering plies of the material of respective ones of the layers501-50Las discussed above. The reinforcing band66may first be formed as an annular structure having an inner diameter suitable for being installed over the formed layers503′″″,504′. The tread layer501may then be formed over the reinforcing band66by layering plies of its rubber material over the reinforcing band66. As another example, in some embodiments, as shown inFIGS.17and18, the tire34″″″ may be a press-on tire in which the inner layer50Lcomprises a mounting band68configured to mount the tire34″″″ onto the wheel body32, such that the reinforcing band66′ and the mounting band68are spaced from one another in the radial direction of the tire34″″″ (e.g., the tire34″″″ may be viewed as a “double” press-on tire). The mounting band68extends in the circumferential direction of the tire34″″″ and has a width Wmin the lateral direction of the tire34″″″ and a thickness Tmin the radial direction of the tire34″″″. The mounting band68comprises a material Mmthat is stiffer than an elastomeric material MEXof an adjacent one of the layers501-50Lof the tire34′. For example, in this embodiment, a ratio of a modulus of elasticity (e.g., Young's modulus) of the material Mmof the mounting band68over the modulus of elasticity of the material MEXof the adjacent one of the layers501-50Lof the tire34″″″ may be at least 200, in some cases at least 500, in some cases at least 1000, in some cases at least 2000 and in some cases even more. In this embodiment, the material Mmof the mounting band68is a metallic material, in this case steel. The width Wbof the reinforcing band66′ may be significant in relation to the width Wmof the mounting band68. For example, in some embodiments, a ratio of the width Wbof the reinforcing band66′ over the width Wmof the mounting band68may be at least 0.5, in some cases at least 0.6, in some cases at least 0.7, in some cases at least 0.8, in some cases at least 0.9, and in some cases even more (e.g., 0.95 or more). In some cases, the width Wbof the reinforcing band66′ may correspond to the width Wmof the mounting band68. For instance, in this embodiment, each of the reinforcing band66′ and the mounting band68extends across the tire34″″″ such that it constitutes part of each of the lateral surfaces411,412of the tire34″″″. The thickness Tbof the reinforcing band66′ may be related to the thickness Tmof the mounting band68. For example, in some embodiments, a ratio of the thickness Tbof the reinforcing band66′ over the thickness Tmof the mounting band68may be no more than 0.5, in some cases no more than 0.3, in some cases no more than 0.1, in some cases no more than 0.07, in some cases no more than 0.05, and in some cases even less. The stiffness of the reinforcing band66′ may be related to, such as greater than, less than, or substantially equal to, the stiffness of the mounting band68. For example, in some embodiments, a ratio of the stiffness of the reinforcing band66′ in a given direction of the tire34over the stiffness of the mounting band68in the given direction of the tire34″″″ may be at least 1.1, in some cases at least 1.2, in some cases at least 1.5, in some cases at least 2 and in some cases even more, and/or no more than 0.9, in some cases no more than 0.8, in some cases no more than 0.7, and in some cases even less. For example, in some embodiments, a ratio of the modulus of elasticity of the material MSof the reinforcing band66′ over the modulus of elasticity of the material Mmof the mounting band68may be at least 1.1, in some cases at least 1.2, in some cases at least 1.5, in some cases at least 2 and in some cases even more, and/or no more than 1, in some cases no more than 0.9, in some cases no more than 0.8, in some cases no more than 0.7, in some cases no more than 0.6 and in some cases even less. Moreover, the stiffness of the reinforcing band66′ is greater than the stiffness of the layers501,503″″″. For example, in some embodiments, a ratio of the stiffness of the reinforcing band66′ in a given direction of the tire34″″″ over the stiffness of the tread layer501in a given direction of the tire34″″″ may be at least a certain value. As another example, in some embodiments a ratio of the stiffness of the reinforcing band66′ in a given direction of the tire34″″″ over the stiffness of the inner middle layer503″″ in the given direction of the tire34″″″ may be at least a certain value. Moreover, in this embodiment, the stiffness of the tread layer501may be greater than the stiffness of the inner middle layer503″″″. For instance, in some cases, a ratio of the stiffness of the tread layer501in a given direction of the tire34″″″ over the stiffness of the inner middle layer503″″″ in the given direction of the tire34″″″ may be at least 1.1, in some cases at least 1.2, in some cases at least 1.5, in some cases at least 1.8, in some cases at least 2, and in some cases even more. In this embodiment, the inner middle layer503″″″ may be relatively thick. For instance, in some cases, a ratio of a thickness of the inner middle layer503″″″ over the thickness TTof the tread layer501may be at least 0.9, in some cases at least 1, in some cases at least 1.1 and in some cases even more. In this embodiment, the tire34″″″ may be manufactured by first forming the mounting band68as an annular structure having the desired dimensions (e.g., desired inner and outer diameters). The inner middle layer503″″″ may then be formed by layering plies of its material over the mounting band68. The reinforcing band66′, which is formed as an annular structure, is then installed over the inner middle layer503″″″. The tread layer501may then be formed over the reinforcing band66′ by layering plies of its material over the reinforcing band66′. As a variant, in some embodiments, as shown inFIG.19, the thickness Tbof the reinforcing band66″ may be significant in relation to the thickness Tmof the mounting band68. For example, in some embodiments, the ratio of the thickness Tbof the reinforcing band66″ over thickness Tmof the mounting band68may be at least 0.05, in some cases at least 0.1, in some cases at least 0.2, in some cases at least 0.5, in some cases at least 0.7, in some cases at least 0.9, in some cases at least 1, and in some cases even more. As another example, in some embodiments, the material MSof the Intermediate Layer50jmay be any other suitable material, including a nonmetallic material. For instance, in some embodiments, as shown inFIGS.20and21, the material MSof the intermediate layer50j″″″″ may be a polymeric material other than rubber (e.g., stiffer and/or with lower hysteresis than rubber). In this embodiment, the material MSof the intermediate layer50j″″″″ is an elastomeric material other than rubber. In this example, the elastomeric material MSof the intermediate layer50j″″″″ is a thermoplastic elastomer, such as thermoplastic polyurethane. More particularly, in this embodiment, the intermediate layer50j″″″″ of the tire34″″″″ is a middle layer502″″″″ and the adjacent layers50i,50k′ of the tire34″″″″ are the tread layer501and the heel layer503″″″″. The tire34″″″″ thus includes the thermoplastic elastomer MSbetween the rubber of the tread layer501and the rubber of the heel layer503″″″. In this example of implementation, a thickness TSof the thermoplastic elastomer MSof the intermediate layer50j″″″″ of the tire34″″″″ is significant, such that the thermoplastic elastomer MSconstitutes a significant part of the tire34″″″″. For instance, in some embodiments, a ratio of the thickness TSof the thermoplastic elastomer MSof the intermediate layer50j″″″″ of the tire34″″″″ over the outer diameter DTof the tire34″″″″ may be at least 0.1, in some cases at least 0.2, in some cases at least 0.3, in some cases at least 0.4, and in some cases even more (e.g., half or more). In some embodiments, the intermediate layer50j″″″″ of the tire34″″″″ may comprise one or more voids711-71Vdefined by its thermoplastic elastomer MS. Each void71xmay be an opening, a hole or any other hollow space formed by the thermoplastic elastomer MS. Each void71xcan contain air that is non-pressurized (e.g., ambient) or otherwise unnecessary for supporting loading on the tire34″″″″. This may be useful for various purposes. For instance, this may help to provide or control a vertical compliance of the tire34″″″″ and/or to reduce a weight and/or a cost of the tire34″″″″. For example, in some embodiments, a void proportion of the intermediate layer50j″″″″ of the tire34″″″″, which is a ratio of a sum of a volume of each of the one or more voids711-71Vover a volume bounded by the intermediate layer50j″″″″ of the tire34″″″″, may be significant. The volume bounded by the intermediate layer50j″″″″ of the tire34″″″″ is given by π(DBO2−DBI2)WB/4 where DBOis an outer diameter of the intermediate layer50j″″″″ of the tire34, DBIis an inner diameter of the intermediate layer50j″″″″ of the tire34″″″″, and WBis a width of the intermediate layer50j″″″″ of the tire34″″″″ in the lateral direction of the tire34″″″″. For instance, in some embodiments, the void proportion of the intermediate layer50j″″″″ of the tire34″″″″ may be at least 0.1, in some cases at least 0.2, in some cases at least 0.3, in some cases at least 0.4, in some cases at least 0.5 and in some cases even more. The stiffness of the intermediate layer50j″″″″ in a given direction of the tire34″″″″ may be related to the void proportion of the intermediate layer50j″″″″. For instance, a ratio of a modulus of elasticity of the elastomeric material MSof the intermediate layer50j″″″″ over the void proportion of the intermediate layer50j″″″″ may be at least a certain value. In this example of implementation, the intermediate layer50j″″″″ of the tire34″″″″ has a single void71xwhich extends around the tire34″″″″ and is delimited by portions721,722of the thermoplastic elastomer MSof the intermediate layer50j″″″″ of the tire34″″″″ that extend around the tire34″″″″ and constitute parts of the lateral surfaces411,412′ of the tire34″″″″. The portions721,722of the thermoplastic elastomer MSmay be viewed as “columns” interconnecting the tread layer501and the heel layer503″″″″. More particularly, in this case, the portions721,722of the thermoplastic elastomer MSconstitute annular members (e.g., discs with central openings) that interconnect the tread layer501and the heel layer503″″″″. The void71xmay have a size that is significant relative to the tire34″″″″. For instance, in some cases, a ratio WV/WTof a width WVof the void71x(measured in the lateral direction of the tire34″″″″) over the width WTof the tire34″″″″ may be at least 0.1, in some cases at least 0.2, in some cases at least 0.3, in some cases at least 0.4 and in some cases even more. For example, in some cases, the void71xmay be sized such that each of the columns721,722has a same width (measured in the lateral direction of the tire34″″″″). The size of the void71xmay be related to the thickness TSof the elastomeric material MSof the intermediate layer50j″″″″. For instance, in some cases, a ratio WV/TSof the width WVof the void71xover the thickness TSof the elastomeric material MSof the intermediate layer50j″″″″ may be at least a certain value. In this embodiment, the tire34″″″″ may be manufactured by first forming the heel layer503″″″″ by layering plies of the material of the heel layer503″″″″ over a mold as described above. The material MSof the intermediate layer50j″″″″ may then be molded onto the formed heel layer503″″″″ such as to form the portions721,722and the void71xdisposed between the portions721,722. The material of the tread layer501can then be layered as plies onto the portions721,722. In this example, the material MSis retained onto the respective materials of the layers501,503″″″″ by chemical bonding (i.e., a chemical reaction between the material MSand the materials of the layers501,503″″″″). In other examples, an adhesive may be used at an interface between the material MSof the intermediate layer50j″″″″ and the respective materials of the layers501,503″″″″. As a variant, in some embodiments, as shown inFIGS.22A to22C, the voids711-71Vof the intermediate layer50jmay be spaced apart from one another in the circumferential direction of the tire34′″″″″. In this example, the voids711-71Vof the intermediate layer50jextend laterally for at least a majority of the width WTof the tire34′″″″″. More particularly, in this example, the voids711-71Vof the intermediate layer50jextend laterally through the tire34′″″″″, i.e., from its lateral surface411′″″″″ to its lateral surface412. The voids711-71Vof the intermediate layer50jare thus laterally-extending through holes in this case. Also, in this embodiment, the intermediate layer50jcomprising the voids711-71Vis one intermediate layer, which is denoted50j1, and the tire34′″″″″ comprises another intermediate layer50j2that comprises the reinforcing band66′″ as discussed above. In this example, the intermediate layer50j2comprising the reinforcing band66′″ is disposed radially-outwardly of the intermediate layer50jcomprising the voids711-71V. The material MSof the intermediate layer50jmay be any other suitable material in other embodiments. For instance, in some embodiments, it may be a rigid polymeric material (e.g., high-density polyethylene, etc.), a composite material (e.g., fiber-reinforced polymeric material), or any other material that is stiffer than the materials MEi, MEkof each of the adjacent layers501,50kof the tire34′″″″″. In some embodiments such as those discussed above, the elastic deformations of respective ones of the layers501-50Lof the tire34′″″″″ that are decoupled by the intermediate layer50jof the tire34′″″″″ may be radial deflections of the respective ones of the layers501-50Lof the tire34′″″″″ under load. Notably, in some embodiments, the radial deflection of the intermediate layer50jof the tire34′″″″″ that effects decoupling may be small in relation to a total radial deflection of the tire34′″″″″ under load and/or less than the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″″ and/or than the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″ under load. For example, in some embodiments, the radial deflection of the intermediate layer50jof the tire34′″″″″ may be no more than 20%, in some cases no more than 15%, in some cases no more than 10%, and in some cases no more than 5% of the total radial deflection of the tire34′″″″″ under load. In some examples of implementation, the radial deflection of the intermediate layer50jof the tire34′″″″″ may be substantially null (i.e., zero), so that it essentially does not contribute to the total radial deflection of the tire34′″″″″ under load. As another example, in some embodiments, the radial deflection of the intermediate layer50jof the tire34′″″″″ may be no more than half, in some cases no more than one-third, in some cases no more than one-fifth, and in some cases no more than one-tenth of the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″, and/or the radial deflection of the intermediate layer50jof the tire34′″″″″ may be no more than half, in some cases no more than one-third, in some cases no more than one-fifth, and in some cases no more than one-tenth of the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″ under load. Also, in some embodiments, the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″″ and the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″, which are decoupled by the intermediate layer50jof the tire34′″″″″, may be significantly different. For example, in some embodiments, a greater one of the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″″ and the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″ may be at least 25% greater, in some cases at least 50% greater, in some cases at least 75% greater, in some cases 100% greater, and in some cases more than 100% greater than a lesser one of the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″″ and the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″. For instance, in some embodiments, the radial deflection of the inwardly-adjacent layer50kof the tire34′″″″″ may be at least 25% greater, in some cases at least 50%, in some cases at least 75% greater, in some cases 100% greater, and in some cases more than 100% greater than the radial deflection of the outwardly-adjacent layer50iof the tire34′″″″″. For instance, in some embodiments, such as those discussed above in respect ofFIGS.10to12A,15to19and27to32, due to the decoupling function of the intermediate layer50jof the tire34, the radial deflection of the outwardly-adjacent layer50iof the tire34may be approximately 30% of the total radial deflection of the tire34under load while the radial deflection of the inwardly-adjacent layer50kof the tire34may be approximately 65% of the total radial deflection of the tire34under load. For its part, the radial deflection of the intermediate layer50jof the tire34is approximately 5% of the total radial deflection of the tire34under load. For instance, according to a specific example where the total radial deflection of the tire34under load is 16 mm, the radial deflection of the outwardly-adjacent layer50iof the tire34is 4.8 mm, the radial deflection of the inwardly-adjacent layer50kof the tire34is 10.4 mm, and the radial deflection of the intermediate layer50jof the tire34is 0.8 mm. 2. Layer Laterally-Varying in Radial Stiffness In some embodiments, as shown inFIGS.23and24, a layer50xof the tire34″″″″″ may vary in radial stiffness in the lateral direction of the tire34″″″″″. The radial stiffness of the layer50xof the tire34″″″″″ thus varies in the lateral direction of the tire34″″″″″. The layer50xcomprises zones751-75Zthat are distributed in the lateral direction of the tire34″″″″″ and vary in radial stiffness such that the radial stiffness of a zone75jis different from (e.g., greater or less than) the radial stiffness of a zone75iadjacent to the zone75j. For example, in some embodiments, a ratio of the radial stiffness of the zone75jof the layer50xof the tire34″″″″″ over the radial stiffness of the adjacent zone75iof the layer50xof the tire34″″″″″ may be no more than 0.6, in some cases no more than 0.5, in some cases no more than 0.4, in some cases no more than 0.3, in some cases no more than 0.2, and in some cases even less (e.g., zero, i.e., null, in some cases). Each zone75yof the layer50xof the tire34″″″″″ occupies a significant part of the width WTof the tire34″″″″″. For instance, in some embodiments, the zone75yof the layer50xof the tire34″″″″″ may occupy at least 10%, in some cases at least 20%, in some cases at least 30%, in some cases at least 40%, in some cases at least half, and in some cases even more of the width WTof the tire34″″″″″. In this embodiment, the zone752of the layer50xincludes a material MFthat is less stiff than a material MEof each of the adjacent zones751,753of the layer50x. For instance, in some embodiments, a ratio of a modulus of elasticity (e.g., Young's modulus) of the material MFof the zone752of the layer50xover a modulus of elasticity of the material MEof each of the adjacent zones751,753of the layer50xmay be more than 0.6, in some cases no more than 0.5, in some cases no more than 0.4, in some cases no more than 0.3, in some cases no more than 0.2 and in some cases even less (e.g., substantially zero in some cases). In this example of implementation, the material MFof the zone752of the layer50xis a polymeric material, and the material MEof each of the adjacent zones751,753of the layer50xis an elastomeric material. In this embodiment, the polymeric material MFof the zone752of the layer50xis an elastomeric material different from the elastomeric material MEof each of the adjacent zones751,753of the layer50N. In this example, the elastomeric material MFof the zone752of the layer50xand the elastomeric material MEof each of the adjacent zones751,753of the layer50xare different rubbers. In some cases, the rubber MEof the zone751of the layer50xof the tire34″″″″″ may be identical to the rubber MEof the zone753of the layer50xof the tire34″″″″″. In some cases, the rubber MEof the zone751of the layer50xof the tire34″″″″″ may be different from the rubber MEof the zone753of the layer50xof the tire34″″″″″. In this embodiment, the zones751-75Zare substantially equally sized to one another. For instance, each zone75xof the plurality of zones751-75Zhas a width WZin the lateral direction of the tire34″″″″″ that is substantially equal to the width WTof the tire34″″″″″ divided by the number of zones751-75Z. In this example, as the plurality of zones751-75Zincludes three zones751,752,753, the width WZof each zone75xis equal to the width WTof the tire34″″″″″ divided by three (i.e., WT/3). Furthermore, each zone75xhas a thickness that is substantially equal to a thickness of the intermediate layer50j. In other embodiments, the width WZof each zone75xmay vary. For example, in some cases, the width of the zone752may be greater than the width of the zones751,753. In this embodiment, the tire34″″″″″ is manufactured by first forming the heel layer503″″″″″ by layering plies of its material over a mold as discussed above. The layer50xwhich varies in radial stiffness can then be formed by layering the material of respective ones of its zones751-75Zconsecutively for example by forming respective discs of material of each of the zones751-75Z. Finally, the tread layer501would then be formed by layering plies of its material over the layer50x. As a variant, in some embodiments, as shown inFIG.25, each of plural ones of the zones751′-75Zof the layer50xof the tire34′″″″″″ includes the material MFthat is less stiff than the material MEof each of respective ones of the zones751′-75Zof the layer50xbetween which it is disposed. For example, in this embodiment, each of the zones752′,754of the layer50xincludes the material MFthat is less stiff than the material MEof each of respective ones of the zones751′,753′,755of the layer50xbetween which it is disposed. In some embodiments, a zone75jof the layer50xof the tire34″′″″″″ may be a void (i.e., an opening, hole or other hollow space) between zones75i,75kof the layer50xthat are adjacent to it, in which case its radial stiffness is zero (i.e., null) and therefore less than the radial stiffness of each of the zones75i,75kof the layer50xthat are adjacent to it. For example, in some embodiments, as shown inFIG.20, as previously discussed, the intermediate layer50j″″″″ of the tire34″″″″ comprises the zones751-753where the zones751,753are the columns721,722of the thermoplastic elastomer MSof the layer50j″″″″ and the zone752is the void71xwhich extends around the tire34″″″″. As another example, in some embodiments, as shown inFIG.26, each of plural ones of the zones751′-75Zof the layer50xof the tire34′″″″″″ may include a void between respective ones of the zones751′-75Zof the layer50x. For example, in this embodiment, the zones752″,754″ of the layer50xrespectively include voids711,712between respective ones of the zones751′,753,755of the layer50x. The tire34, including its layers501-50L, may be implemented in various other ways in other embodiments. For instance, features of two or more embodiments discussed herein may be combined in some embodiments. As an example, in some embodiments, as shown inFIGS.27and28, the tire34″″″″″″ may be a press-on tire and comprise the mounting band68and the reinforcing band66″″ between which the layer503″″″″″″ comprises the zones751″-753″ that are distributed in the lateral direction of the tire34″″″″″″ and vary in radial stiffness. In this embodiment, the zone752′″ comprises a void71xsuch that the void71xis disposed between the zones751″,753″. Moreover, the void71xcontains non-pressurized air and is disposed between the reinforcing band66″″ and the mounting band68. In this example of implementation, the width WZof each zone751″-75Zis substantially equal such that the void71xhas a width that is substantially equal to the width of the zones751″,753″. In this embodiment, the tire34″″″″″″ is manufactured by forming the mounting band68and the layer503″″″″″″ as a first structure and the reinforcing band66″″ and the tread layer501as a second structure which are then assembled together. For instance, in this example, the mounting band68is first formed as an annular structure according to its desired dimensions (e.g., desired inner and outer diameters). Then, the layer503″″″″″″ is formed on top of the mounting band68by consecutively forming its zones751″-75Zon the mounting band68. Notably, the zone751″ is first formed by layering its material onto the mounting band68and then the zone753″ is formed by layering its material onto the mounting band68at a distance away from the zone751″, in the lateral direction of the tire34″″″″″″, appropriate for obtaining the desired width of the void71x. Then, separately, the reinforcing band66″″ is formed to its desired dimensions and the tread layer501is then formed over the reinforcing band66″″. At this point, the reinforcing band66″″ and the tread layer501can be layered on top of the structure formed by the mounting band68and the layer503″″″″″″. As another example, in some embodiments, as shown inFIGS.29and30, the tire34′″″″″″″ may be a press-on tire and comprise the mounting band68and the reinforcing band66between which the layer503′″″″″″″ comprises the zones751′″-757that are distributed in the lateral direction of the tire34′″″″″″″ and vary in radial stiffness. In this embodiment, the zones752″″,754″″,756respectively comprise voids711′,712′,713′ such that the void711′ is disposed between the zones751′,753′″, the void712′ is disposed between the zones753′″,755′, and the void713′ is disposed between the zones755′,757. Moreover, each one of the voids711′,712′,713′ contains non-pressurized air and is disposed between the reinforcing band66″″ and the mounting band68. In this example of implementation, the width WZof each zone751′″-75Zis substantially equal such that the voids711′,712′,713′ have widths substantially and to the width of the zones751′″,753′″,755′,757. In other examples of implementation, the width WZof the zones751′″-75Zmay vary for each zone75isuch that the voids711′,712′,713′ may have widths different from one another. In this embodiment, the tire34′″″″″″″ is manufactured by forming the mounting band68and the layer503′″″″″″″ as a first structure and the reinforcing band66″″ and the tread layer501as a second structure which are then assembled together. For instance, in this example, the mounting band68is first formed as an annular structure according to its desired dimensions (e.g., desired inner and outer diameters). Then, the layer503′″″″″″″ is formed on top of the mounting band68by consecutively forming its zones751′″-75Zon the mounting band68. Notably, the zone751′″ is first formed by layering its material onto the mounting band68and then the zone753′″ is formed by layering its material onto the mounting band68at a distance away from the zone751′″, in the lateral direction of the tire34′″″″″″″, appropriate for obtaining the desired width of the void711′. The other zones754″″,755′,756,757are formed in a similar manner. Then, separately, the reinforcing band66″″ is formed to its desired dimensions and the tread layer501is then formed over the reinforcing band66″″. At this point, the reinforcing band66″″ and the tread layer501can be layered on top of the structure formed by the mounting band68and the layer503′″″″″″″. As another example, in some embodiments, as shown inFIGS.31and32, the tire34″″″″″″″ may be a press-on tire and comprise the mounting band68and the reinforcing band66between which the layer503″″″″″″″ comprises the zones751″″-753″″ that are distributed in the lateral direction of the tire34″″″″″″″ and vary in radial stiffness. In this embodiment, the zones751″″-753″″ comprise the thermoplastic elastomer MSand the zone752′″″ comprises a void71xdefined by the thermoplastic elastomer MSof the adjacent zones751″″-753″″. As another example, in some embodiments, features discussed above in relation to an intermediate layer50jof the tire34that may be stiffer in the radial direction of the tire34than adjacent layers50i,50kof the tire34between which it is disposed may be implemented by a given one of the layers501-50Lof the tire34that is not an intermediate layer. For instance, in some embodiments, as shown inFIG.33, features discussed above in relation to an intermediate layer50jof the tire34″″″″″″″ that may be stiffer in the radial direction of the tire34″″″″″″″ than adjacent layers50i,50kof the tire34″″″″″″″ between which it is disposed may be implemented by the inner layer50Lof the tire34″″″″″″″. More specifically, in this embodiment, the inner layer50Lcomprises the thermoplastic elastomer MSthat is stiffer, in the radial direction of the tire34″″″″″″″, than the elastomeric material MEiof the tread layer501. The inner layer50Lhas a thickness TLthat may be significant relative to the thickness TTof the tread layer501. For instance, in some cases, a ratio of the thickness TLof the inner layer50Lover the thickness TTof the tread layer501may be at least 0.7, in some cases at least 0.8, in some cases at least 0.9 and in some cases even more. As such, in this embodiment, the tire34′″″″″″″″ is substantially made of the thermoplastic elastomer MSwith the exception of the tread layer501which comprises the material MEi. The rolling resistance of the tire34may be low because of the tire's layers501-50Las implemented in embodiments discussed above. This may allow the tire34to be more energy-efficient. For instance, the rolling resistance of the tire34may be evaluated as a rolling resistance coefficient which is given by a ratio of a rolling resistance force applied on the tire34over a load on the tire34. In some embodiments, the rolling resistance of the tire34may be no more than 14 kgf/tf, in some cases no more than 12 kgf/tf, in some cases no more than 10 kgf/tf, in some cases no more than 8 kgf/tf, in some cases no more than 6 kgf/tf, and in some cases even lower (where kgfrefers to kilogram-force and tfrefers to tonne-force) and/or no more than 14%, in some cases no more than 12%, in some cases no more than 10%, in some cases no more than 8%, in some cases no more than 6%, and in some cases even lower. The rolling resistance of the tire34can be measured according to a standard VDI 2196 test of The Association of German Engineers (Verein Deutscher Ingenieure). By allowing to better manage the elastic deformation of the tire34as it rolls, the layers501-50Lof the tire34may help to improve the thermal behavior of the tire34, such as by reducing heat buildup in elastomeric material of the tire34. In some examples of implementation, such as those discussed above where the tire34comprises the metallic material MSof the intermediate layer50j, heat may also be better distributed or dissipated. The metallic material MSof the intermediate layer50j, which, for instance, may be provided as the metallic reinforcing cables611-61Ror the metallic reinforcing band66, can increase thermal conductivity and thus help to distribute heat laterally within the tire34. In embodiments in which the metallic material MSof the intermediate layer50jextends to one or more of the lateral surfaces411,412of the tire34, heat may be thermally conducted by the metallic material MSto the one or more of the lateral surfaces411,412of the tire34where it can be dissipated by convection. Also, in some examples discussed above where the tire34comprises the voids711-71Vof the intermediate layer50j, such as those where the voids711-71Vopen at a periphery (e.g., the lateral surfaces411,412) of the tire34, this may allow convection into air to lessen the heat buildup. For instance, in some embodiments, a temperature profile of the tire34, which represents a temperature of the tire34at points of a cross-section of the tire34normal to the circumferential direction of the tire34(i.e., the cross-section is taken in a plane containing the radial direction and the lateral direction of the tire34), may have a peak (i.e., maximal) temperature that is low and/or be more uniform in the lateral direction of the tire34. The temperature profile of the tire34may be assessed in various ways. For example, in some cases, a plurality of thermocouples may be inserted within the tire34at different points of the cross-section of the tire34normal to the circumferential direction of the tire34and temperature data, gathered from the thermocouples, can be used to evaluate the temperature profile of the tire34when the tire34is used according to certain parameters. For example, in some embodiments, the temperature profile of the tire34may be assessed after testing of the tire34has been done in accordance with VDI 2196 standards. For example, in some embodiments, the peak temperature of the temperature profile of the tire34may be relatively small. As another example, in some embodiments, a standard deviation for the temperature of the temperature profile along a line extending across the width WTof the tire34in the lateral direction of the tire34may be relatively small. The temperature of the tire34in operation may thus be kept lower in view of the intermediate layer50jof the tire34providing a decoupling or stiffening effect, and this may provide benefits. For example, a working-day-average-speed (WDAS) for the tire34may be allowed to be higher, such as by a provider (e.g., a manufacturer) of the tire34. The WDAS for the tire34refers to an average speed of the vehicle10using the tire34during a working day (i.e., a day of work performed by the vehicle10). Allowing the WDAS for the tire34to be higher therefore entails that the vehicle10can travel faster while it works, which may enhance its efficiency and productivity. In some embodiments, the WDAS for the tire34may be allowed to be greater than 8 km/h, in some cases at least 10 km/h, in some cases at least 12 km/h, in some cases at least 14 km/h, and in some cases even higher (e.g., 15 or 16 km/h or more). Herein, the WDAS allowed for the tire34is specified for an average load of 75% of a maximum load allowed for the tire34at an ambient temperature of 20° C. The maximum load allowed for the tire34may be specified (e.g., explicitly in absolute terms or as a load index) on the tire34itself or elsewhere (e.g., a user manual or warranty). In this case, the maximum load allowed for the tire34is a maximum permitted static load according to the European Tyre and Rim Technical Organization (ETRTO). Each tire has its load index which correspond to the maximum load in kg For instance, in some embodiments, the WDAS for the tire34may be allowed to be at least 10 km/h, in some cases at least 12 km/h, in some cases at least 14 km/h, and in some cases even higher, which would compare well with pneumatic tires but without risk of failure by puncture. This may apply in various embodiments, including those discussed above in respect ofFIGS.6A,7A,6B and7Bwhere the intermediate layer50jof the tire34′,34″ comprises the reinforcing cables611-61R, those discussed above in respect ofFIGS.15and16where the intermediate layer50j′″″ of the tire34′″″ comprises the reinforcing band66, and those discussed above in respect ofFIGS.22A and22Bwherein the intermediate layer50j1of the tire34′″″″″ comprises the voids711-71Vand the intermediate layer50j2of the tire34′″″″″ comprises the reinforcing band66′″. The WDAS for the tire34that is allowed may be specified by the provider of the tire34. As shown inFIG.34, in some embodiments, the WDAS for the tire34that is allowed may be specified as part of information53regarding the tire34which is provided by the provider of the tire34. For example, in this embodiment, the information53regarding the tire34, including the WDAS of the tire34that is allowed, may be conveyed by a tangible medium57. For instance, in some embodiments, the tangible medium57may include a manual (e.g., a user or operator manual) or a warranty for the tire34. The tangible medium57may be a printed medium (e.g., a paper copy) or a computer-readable storage medium (e.g., a semiconductor memory (e.g., read-only memory (ROM) and/or random-access memory (RAM)), a magnetic storage medium, an optical storage medium, and/or any other suitable type of memory). In some cases, the information53regarding the tire34, including the WDAS of the tire34that is allowed, may be conveyed on an internet webpage associated with the provider of the tire34. The WDAS for the tire34that is actually occurring as the vehicle10is used may be calculated in any suitable way. As an example, in some cases, a total distance (in kilometers) travelled by the vehicle10in a working day may be measured, a total time (in hours) worked with the vehicle10in the working day may be determined, and the WDAS for the tire34may be calculated by dividing the total distance covered by the vehicle10by the total time worked with the vehicle in the working day. As another example, in some cases, where the vehicle10essentially performs a number of roundtrips that are substantially identical during a working day, a distance (in kilometers) travelled by the vehicle10per roundtrip may be measured, a total time (in hours) worked with the vehicle10in the working day may be determined, and the WDAS for the tire34may be calculated by multiplying the distance per roundtrip by the number of roundtrips and dividing by the total time worked with the vehicle in the working day. In some embodiments, the tire34may achieve a reduction in heat buildup that enables the WDAS that is allowed for the tire34to be increased as discussed above without excessively stiffening the tire34vertically in order to avoid detrimentally affecting ride comfort. Therefore, the tire34may help to enhance the efficiency and productivity of the vehicle10and maintain or improve the ride comfort. For instance, in some embodiments, the tire34may be such that the WDAS allowed for the tire34is higher while maintaining the radial stiffness of the tire34, i.e., travel faster while maintaining the ride comfort, or such that the WDAS allowed for the tire34is maintained while the radial stiffness of the tire34is lower, i.e., travel as fast while enhancing the ride comfort. As an example, in some embodiments, the WDAS allowed for the tire34may be at least 8 km/h and in some cases at least 10 km/h while the radial stiffness of the tire34may be no more than 210 kg/mm, in some cases no more than 205 kg/mm, and in some cases no more than 200 kg/mm. As another example, in some embodiments, the WDAS allowed for the tire34may be at least 10 km/h and in some cases at least 12 km/h while the radial stiffness of the tire34may be no more than 240 kg/mm, in some cases no more than 235 kg/mm, and in some cases no more than 230 kg/mm. As yet another example, in some embodiments, the WDAS allowed for the tire34may be at least 12 km/h and in some cases at least 14 km/h while the radial stiffness of the tire34may be no more than 260 kg/mm, in some cases no more than 250 kg/mm, and in some cases no more than 240 kg/mm. For instance, in some embodiments, the tire34may be configured such that the WDAS allowed for the tire34and the radial stiffness of the tire34are defined in a crosshatched zone SRS indicated in a chart as shown inFIG.35A, where the crosshatched zone SRS includes and extends above a linear boundary SRSL in that chart. In some cases, the crosshatched zone SRS, including its linear boundary SRSL, that defines the WDAS allowed for the tire34and the radial stiffness of the tire34may be as shown inFIG.35B. Values expressed in units of kg/mm herein can also be expressed in units of N/mm by multiplying them by 9.81 (i.e., 1 kg/mm equals 9.81 N/mm). While in embodiments considered above the wheels201-204are part of the forklift10, a wheel constructed according to principles discussed herein may be used as part of other vehicles in other embodiments. For example, in other embodiments, the material-handling vehicle10may be of another type, i.e., not a forklift. For instance, in other embodiments, as shown inFIGS.36to39, the material-handling vehicle100may be a baggage tractor for transporting baggage (as shown inFIG.36), a reach stacker for moving containers101(as shown inFIG.37) or a pushback tractor for moving aircraft102(as shown inFIG.38). The material-handling vehicle100may also be a non-motorized vehicle in some embodiments, such as a baggage cart as shown inFIG.39. As another example, in other embodiments, the vehicle10may be another type of industrial vehicle that is not a material-handling vehicle. For instance, in some examples, the vehicle10may be a construction vehicle such as an articulated dump truck, a backhoe loader, a compact wheel loader, a telehandler, a wheel loader, an aerial work platform, compaction equipment, a multi-purpose truck, a skid steer loader or a wheel excavator. Certain additional elements that may be needed for operation of some embodiments have not been described or illustrated as they are assumed to be within the purview of those of ordinary skill in the art. Moreover, certain embodiments may be free of, may lack and/or may function without any element that is not specifically disclosed herein. Any feature of any embodiment discussed herein may be combined with any feature of any other embodiment discussed herein in some examples of implementation. In case of any discrepancy, inconsistency, or other difference between terms used herein and terms used in any document incorporated by reference herein, meanings of the terms used herein are to prevail and be used. Although various embodiments and examples have been presented, this was for purposes of description, but should not be limiting. Various modifications and enhancements will become apparent to those of ordinary skill in the art. | 82,781 |
11858301 | DETAILED DESCRIPTION For purposes of describing the invention, reference now will be made in detail to embodiments of the invention, one or more examples of which are illustrated in the drawings. Each example is provided by way of explanation of the invention, not limitation of the invention. In fact, it will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the scope or spirit of the invention. For instance, features illustrated or described as part of one embodiment, can be used with another embodiment to yield a still further embodiment. Thus, it is intended that the present invention covers such modifications and variations as come within the scope of the appended claims and their equivalents. “Axial direction” or the letter “A” in the figures refers to a direction parallel to the axis of rotation of for example, the annular band, tire, and/or wheel as it travels along a road surface. “Radial direction” or the letter “R” in the figures refers to a direction that is orthogonal to axial direction A and extends in the same direction as any radius that extends orthogonally from the axial direction. “Circumferential direction” or the letter “C” in the figures refers to a direction is orthogonal to axial direction A and orthogonal to a radial direction R. “Radial plane” or “meridian plane” means a plane that passes perpendicular to the equatorial plane and through the axis of rotation of the wheel. “Elastic material” or “Elastomer” as used herein refers to a polymer exhibiting rubber-like elasticity, such as a material comprising rubber. “Elastomeric” as used herein refers to a material comprising an elastic material or elastomer, such as a material comprising rubber. “Deflectable” means able to be bent resiliently. “Nominal load” or “desired design load” is a load for which the structure is designed to carry. More specifically, when used in the context of a wheel or tire, “nominal load” refers to the load for which the wheel or tire is designed to carry and operate under. The nominal load or desired design load includes loads up to and including the maximum load specified by the manufacturer and, in the case of a vehicle tire, often indicated by marking on the side of a the tire. A loading condition in excess of the nominal load may be sustained by the structure, but with the possibility of structural damage, accelerated wear, or reduced performance. A loading condition of less than nominal load, but more than an unloaded state, may be considered a nominal load, though deflections will likely be less than deflections at nominal load. “Modulus” or “Modulus of elongation” (MPa) was measured at 10% (MA10) at a temperature of 23° C. based on ASTM Standard D412 on dumb bell test pieces. The measurements were taken in the second elongation; i.e., after an accommodation cycle. These measurements are secant moduli in MPa, based on the original cross section of the test piece. Referring now toFIG.1, an elevation view of an exemplary embodiment of a tire100of the present invention as incorporated onto a hub108is shown.FIG.2is a cross-sectional view taken along a radial plane of tire100between resilient, composite structures102as indicated by line2-2ofFIG.1. During use, tire100rotates about an axis of rotation X that is parallel to axial direction A. Tire100includes a plurality of the deflectable, reinforced structures102that are arranged adjacent to each other along circumferential direction C. Each composite structure102has a width W extending along axial direction A between opposing lateral sides96and98. Each structure102is configured as a spoke-like or web-like component that, for this exemplary embodiment, extends along radial direction R between a resilient, annular band106and a cylindrically-shaped hub108. The construction of each composite structure102is basically identical. Tire100can be incorporated onto e.g., a wheel, hub, or other component positioned within or at opening O to allow tire100to be e.g., mounted onto an axle or other component of a vehicle so that the vehicle may roll across a ground surface. By way of non-limiting examples, such vehicle may include a passenger vehicle, heavy duty truck, light duty truck, all-terrain vehicle, bus, aircraft, agricultural vehicle, mining vehicle, bicycle, motorcycle, and others. Tire100may be attached to e.g., hub108by use of e.g., adhesives, fasteners, and combinations thereof. In still other embodiments, tire100and hub108may be integrally formed together. Other hub or wheel configurations and constructions may be used as well. An annular tread band110is incorporated with resilient annular band106. Tread band110may be e.g., adhered to annular band106or may formed integrally with annular band106. Tread band110provides an outer contact surface112for contact with the ground or other surfaces as tire100rolls across. A variety of shapes and configurations may be used for tread band100including e.g., ribs, blocks, and combinations thereof such that the present invention is not limited to the tread shown in the figures. In other embodiments, annular band106may be constructed entirely from tread band110or integrally with tread band110. Referring now toFIGS.2and3, annular band106may include a plurality of discrete, annular reinforcing elements250that each extend along circumferential direction C around tire100within an elastomeric annular shear layer252. For example, elastomeric layer252may be constructed from one or more rubber materials, polyurethanes, and combinations thereof. Reinforcing elements250may be e.g., cords or cables arranged as more fully described herein. Resilient annular band106is configured to undergo deformation as tire100rolls across a ground surface and portions of band106pass through a contact patch where outer contact surface112makes contact with the ground surface. Through such deformation, annular band106can allow outer contact surface112to become planar in the contact patch. Annular band106with e.g., reinforcement elements250also provides strength to support and carry a nominal load applied to tire100through hub108or other means of attachment to a vehicle. As will be further described, such nominal load may be applied to annular band106through compression, tension, or both, of reinforced structures102. Reinforcing elements250can be constructed from a variety of materials. For example, reinforcing elements250can be constructed from cords or cables that are constructed from polymeric monofilaments such as PET (polyethylene terephthalate), nylon, glass, metals such as, steel, aluminum, titanium, or combinations thereof. By way of additional example, reinforcing elements250could be constructed from a fiber reinforced plastic constructed from elongate composite elements of monofilament appearance made with substantially symmetrical technical fibers, the fibers being of great lengths and impregnated in a thermoset resin having an initial modulus of extension of at least 2.3 GPa, in which the fibers are all parallel to each other. In such embodiment, the elongate composite elements will deform in an elastic manner up to a compressive strain of at least equal to 2%. As used herein, an “elastic deformation” means that the material will return approximately to its original state when the stress is released. By way of example, the fibers could be constructed from glass, certain carbon fibers of low modulus, and combinations thereof. Preferably, the thermoset resin has a glass transition temperature Tggreater than 130° C. Advantageously, the initial modulus of extension of the thermoset resin is at least 3 GPa. Reinforcing elements250could also be constructed from combinations of PET and such elongate composite elements. Additionally, reinforcing elements250could be constructed from hollow tubes made from rigid polymers such as e.g., PET or nylon. Other materials may be used as well. As shown inFIGS.2,3, and4reinforcing elements250are arranged in a particular configuration for this exemplary embodiment as now more fully described with reference thereto. Reinforcing elements250are discrete in that the elastomeric material of annular shear layer252is present between reinforcing elements250to separate the same and provide that such generally do not contact each other along circumferential direction C around tire100. Reinforcing elements250have circular-cross section and are positioned along a plurality of axially-extending rows254within a radial plane of tire100. With reference toFIG.4, “axially-extending” means the geometric center G of reinforcing elements250are generally aligned along axial direction A. As used herein and the claims that follow, “circular-shaped” does not mean the cords are perfectly circular. As will be understood by a person in the art, manufacturing tolerances typically do not allow perfect circularity and the cords may otherwise be deformed slightly during manufacture. Along each row254, reinforcing elements250are uniformly spaced and alternate between reinforcing elements250D1having a first diameter D1and reinforcing elements250D2having a second diameter D2. As shown, second diameter D2is less than first diameter D1. In one exemplary aspect of the present invention second diameter D2is in the range of 25 percent to 50 percent of the first diameter D1. As shown for this exemplary embodiment, for at least a portion of annular band106, alternating rows254have the same width along axial direction A and extend almost the entire width of annular shear band106. Pairs of rows254are radially-adjacent to each other. For example, rows254Aand row254Bare radially adjacent, rows254Band row254Care radially adjacent, and so forth. Reinforcing elements250are arranged so that along radial direction R and along axial direction A, reinforcing elements250D1having a first diameter D1alternate with reinforcing elements250D2having a second diameter D2. Reinforcing elements250are positioned in relatively close proximity to each other within annular shear layer252. In one exemplary aspect, as viewed along the radial plane shown inFIGS.2and3, reinforcing elements250of adjacent rows254are “interlaced.” As used herein, “interlaced” means that an imaginary line parallel to radial direction R that is positioned between reinforcing elements250of a particular row254will intersect a reinforcing element in an adjacent row254. Alternatively or additionally, “interlaced” means that an imaginary line parallel to the axis of rotation of the tire passing through the outer extremity of a reinforcing row that is positioned between reinforcing elements250of a particular row254will intersect a reinforcing element in an adjacent column L2. For example, imaginary line L1is positioned between reinforcing elements254in row254Aand intersects a reinforcing element in row254B. For this exemplary embodiment, reinforcing elements254are also sized and positioned so that an imaginary line parallel to radial direction R and positioned between centers G of the larger reinforcing elements250D1along the same axially-extending row will always intersect at least two of the larger reinforcing elements250D1along non-adjacent, axially-oriented rows250. For example, as shown inFIG.3, line L2is between centers G of larger reinforcing elements250D1in rows254Band254Dand intersects reinforcing elements250D2in rows254Aand254Cand254E. Line L3is between centers G of larger reinforcing elements250D1in rows254Aand254Cand254Eand intersects reinforcing elements250D2in rows254Band254D. Additionally, in another exemplary aspect, annular band106is constructed with a certain volume fraction VF254of annular reinforcing elements254. More particularly, volume fraction VF254is the ratio of the total volume V254of annular reinforcing elements254to the total volume V106of annular shear layer106if no reinforcing elements254were present VF254=V254/V106. This could also be determined as the ratio of the cross-sectional area of reinforcing elements254within a radial plane to the cross-sectional area of annular layer106in the radial plane if no elements254were present. In one exemplary aspect of the invention, VF254is equal to, or greater than, 0.70 (VF254≥0.7). FIG.5provides a cross-sectional view of another exemplary embodiment of annular band106with a plurality of discrete, reinforcing elements350where the elastomeric material of annular shear layer352is present between reinforcing elements350to separate the same and provide that such generally do not contact each other along circumferential direction C around tire100. Reinforcing elements350each have a rectangular cross-section and are positioned along a plurality of axially-extending rows354within a radial plane of tire100. Along each row354, reinforcing elements350are uniformly spaced. As shown for this exemplary embodiment, for at least a portion of annular band106, alternating rows354have the same width along axial direction A and extend almost the entire width of annular shear band106. Reinforcing elements350are positioned in relatively close proximity to each other within annular shear layer352. As with the previous embodiment, adjacent rows of reinforcing elements354are interlaced. For example, imaginary line L1is positioned between reinforcing elements354in row354Dand intersects a reinforcing element354in rows354Cand354E. Additionally, in another exemplary aspect, annular band106is constructed with a certain volume fraction VF354of annular reinforcing elements354. In one exemplary aspect of the invention, VF354is equal to, or greater than, 0.70 (VF354≥0.7). FIG.6provides a cross-sectional view of another exemplary embodiment of annular band106with a plurality of discrete, reinforcing elements250and350where the elastomeric material of annular shear layer252,352is present between reinforcing elements250and350. For this exemplary embodiment, annular shear band106includes at least one set of reinforcing elements250arranged as previously described with reference toFIGS.3and4. Annular band106also includes at least one set of reinforcing elements350arranged as previously described with reference toFIG.5. The sets of reinforcing elements250and350inFIG.6alternate along radial direction R. While two sets of elements250are shown, other configurations may be use as well. For example, two sets of reinforcing elements350and one set of reinforcing elements250may be used. Other configurations may also be applied. FIG.7provides a cross-sectional view of another exemplary embodiment of annular band106with a plurality of discrete, reinforcing elements450where the elastomeric material of annular shear layer452is present between reinforcing elements450to separate the same and provide that such generally do not contact each other along circumferential direction C around tire100. Reinforcing elements450have diamond-shaped cross-section (i.e. a rhombus with two acute angles of less than 45 degrees). For this exemplary embodiment, the diamond-shaped cross-section of reinforcing elements450is horizontal—i.e. each reinforcing element450has a width along axial direction A that is greater than its height along radial direction R. Reinforcing elements450are positioned along a plurality of axially-extending rows454within a radial plane of tire100. Along each row454, reinforcing elements450are uniformly spaced. As shown for this exemplary embodiment, for at least a portion of annular band106, alternating rows454have the same width along axial direction A and extend almost the entire width of annular shear band106. In order to e.g., reduce stress concentrations, reinforcing elements450may include one or more rounded or radius corners459. Reinforcing elements450are positioned in relatively close proximity to each other within annular shear layer452. As with the previous embodiment, adjacent rows of reinforcing elements454are interlaced. For example, imaginary line L1is positioned between reinforcing elements450in row454Eand intersects a reinforcing element450in rows454Band454D. Additionally, in another exemplary aspect, annular band106is constructed with a certain volume fraction VF454of annular reinforcing elements454. In one exemplary aspect of the invention, VF454is equal to, or greater than, 0.70 (VF454≥0.7). Also, reinforcing elements450define geometric centers G. Centers G of reinforcing elements450of adjacent axially-extending rows (e.g., row454Aand454B) are offset from each other along radial direction R while centers G of reinforcing elements450of alternating rows (e.g.454Aand454C) along the radial direction R are aligned with each other along the radial direction R. Centers G of reinforcing elements450in each row are aligned along axial direction A. Each reinforcing element450includes a plurality of discrete, circular shaped cords455constructed from a first material. Cords455are surrounded by a second material457that is different than first material455. For example, in one exemplary embodiment, first material455includes a fiber reinforced plastic as previously described while second material457includes a polyethylene terephthalate (PET). Other non-metallic materials and combinations thereof may be used as well. FIG.8illustrates a cross-sectional view of another exemplary embodiment of annular band106with a plurality of discrete, reinforcing elements550where the elastomeric material of annular shear layer552is present between reinforcing elements550to separate the same and provide that such generally do not contact each other along circumferential direction C around tire100. Reinforcing elements550have a triangular cross-section and are positioned along a plurality of axially-extending rows554within a radial plane of tire100. Along each row554, reinforcing elements550are uniformly spaced. As shown for this exemplary embodiment, for at least a portion of annular band106, alternating rows554have the same width along axial direction A and extend almost the entire width of annular shear band106. Reinforcing elements550are positioned in relatively close proximity to each other within annular shear layer552. An imaginary line parallel to radial direction R will intersect adjacent rows of the plurality of axially extending rows. For example, imaginary line L1that extends within any reinforcing element550will intersect each of rows554A,554B,554C, and554D. Additionally, in another exemplary aspect, annular band106is constructed with a certain volume fraction VF5554of annular reinforcing elements554. In one exemplary aspect of the invention, VF554is equal to, or greater than, 0.70 (VF554≥0.7). As shown inFIG.9, each reinforcing element550defines a geometric center G. A first material551is positioned at center G and is partially or completely surrounded by a second material253that is different than first material551. For example, in one exemplary embodiment, first material551includes a fiber reinforced plastic as previously described while second material253includes a polyethylene terephthalate (PET). Other non-metallic materials and combinations thereof may be used as well. Referring again toFIG.1, as tire100rolls across e.g., a ground surface, multiple structures102near the contact patch may flex under compression as the outer contact surface112passes through the contact patch. Structures102located elsewhere may also incur deflections but the greatest deflection of structures102will likely occur near the contact patch. At the same time, other resilient structures102located at portions along tire100away from the contact patch—such as e.g., opposite to the contact path—may also flex under tension. FIG.10provides a perspective view of a portion of an exemplary reinforced structure102whileFIG.11is a cross-sectional view thereof.FIG.12is another perspective view of structure102ofFIGS.10and11but with portions of various components removed to reveal certain features as further described herein. The cross-sectional profile inFIG.11is continuous along axial direction A as structure102extends axially over tire100from side96to opposing side98. Each structure102includes a radially-outer joint122and a radially-inner joint120. As shown, joints120and122are spaced apart from each other along radial direction R with joint120being radially inward of joint122. By way of example, joint120,122may each be constructed from an elastomeric material that extends continuously along axial direction A of tire100. For this exemplary embodiment, along one side, radially-outer joint122includes a radially-outer connecting surface130that is continuous along axial direction A and has a width along circumferential direction C. Surface130may be slightly curved along circumferential direction C. Connecting surface130can be incorporated with a first component of a tire such as resilient annular band106. For example, connecting surface130can be adhered (e.g., using a cyanoacrylate adhesive), bonded, mechanically connected, and/or integrally formed with annular band106. In other embodiments, radially-outer joint122may be incorporated with e.g., tread band110, annular band106, or combinations thereof. As shown inFIGS.3and4, surface130is slightly concave along circumferential direction C for this exemplary embodiment. Similarly, along an opposing side, radially-inner joint120includes a radially-inner connecting surface128. For this exemplary embodiment, connecting surface128is also continuous along axial direction A and has a width along circumferential direction C. Surface128may be slightly curved along circumferential direction C. Connecting surface128can be incorporated with a second component such as a hub108of a wheel. For example, connecting surface128can be adhered, bonded, mechanically connected, and/or integrally formed with hub108. In other embodiments, radially-inner joint120may be incorporated with e.g., hub108, a wheel, or combinations thereof. As shown inFIGS.10and11, surface128is slightly convex along circumferential direction C for this exemplary embodiment. In one exemplary aspect of the invention, joint120and/or122may be connected with other components of tire100(e.g., with hub108or annular band106) by creating such components from uncured rubber and then curing the rubber components together to form an integral construction. Similarly, in another exemplary aspect, one or more strips of green rubber could be placed between cured or partially cured components and used to cure them together. In another exemplary aspect of the invention, joints120and122are constructed from a relatively soft rubber. In one exemplary embodiment, a rubber having a modulus in the range of 1 MPa to 10 MPa may be used. In still another exemplary embodiment, a rubber having a modulus of about 4.8 MPa may be used. Each resilient structure102has a pair of support legs132and134. Radially-inner support leg132has a radially-inner end136to which radially-inner joint120is connected. Radially-outer support leg134has a radially-outer end138to which radially-outer joint122is connected. Along the length of radially-inner support leg132, radially-inner joint120is spaced apart and discrete from a central joint148. Similarly, along the length of radially-outer support leg134, radially-outer joint122is spaced apart and discrete from central joint148. For this exemplary embodiment, radially-outer support leg134may connected with annular band106by radially-outer joint122. Radially-inner support leg132may be connected with hub108by radially-inner joint120. In certain embodiments, radially-inner support leg132may be slightly different in length than radially-outer support leg134. More particularly, leg132may be shorter than leg134or vice-versa. Having e.g., radially-inner support leg132shorter than radially-outer support leg143may be utilized to better accommodate changes in radius as portions of structures102are affected by the passage of contact surface112through the contact patch. For example, such difference in length may facilitate adjacent structures102“nesting” or deforming together as each structure102pass through the contact patch when tire100rolls across a surface (particularly when overloaded). Legs132,134form a non-zero angle α that is less than 180 degrees when tire100is not loaded. Legs132,134form a central joint side140(same side as angle α) and an opposing leg joint side142of each resilient structure102. Radially-inner leg132extends between central joint148and a radially-inner end136at joint120. Radially-outer leg134extends between central joint148and radially-outer end138at joint122. Continuing withFIGS.10,11, and12, a support membrane104extends continuously between radially-inner support leg132and radially-outer support leg134. By way of example, support membrane104may be constructed from a plurality of reinforcements within e.g., rubber or another elastomeric material. For this exemplary embodiment, support membrane104includes a plurality of elongate, reinforcements144surrounded by a rubber material164(FIG.12). Reinforcements144and rubber material164extends continuously between legs132and134. Support membrane104has a smooth radius of curvature SMRC(FIG.11) between radially-inner support leg132and radially-outer support leg134at knee151of support102. The magnitude for radius of curvature SMRCwill depend on e.g., the overall size of tire100, the height along radial direction R of each support102, and other variables. Reinforcements144are adjacent to one another along axial direction A and extend along radial direction R between radially-outer end138of radially-outer support leg134and radially-inner end136of radially-inner support leg132. In one exemplary aspect, as depicted inFIG.11, a portion of support membrane104including reinforcements144within leg132are substantially within a first plane. Similarly, another portion of membrane104including reinforcements144within leg134are substantially within a second plane that is at a non-zero angle to the first plane. Near radially-inner end136, support membrane104may have a slight radius of curvature providing a concave shape on side140. Near radially-outer end138, support membrane104may have a slight radius of curvature providing a concave shape on side140. In one exemplary aspect, elongate reinforcements144may have a diameter of about 1 mm and may be spaced apart from each other along axial direction A at a pace of about 2 mm as measured at radially inner end136or radially outer end138. Other pacings and diameters may be used as well. In certain exemplary embodiments, reinforcements144may be e.g., constructed from filaments formed by pultrusion of a glass reinforced resin. The filaments may have a modulus in the range of 10 GPa to 100 GPa. In still another embodiment, the filaments may have a modulus e.g., approximately 40 GPa. Other materials for construction of reinforcements144may be used as well including e.g., carbon fiber such as graphite epoxy, glass epoxy, aramid reinforced resins or epoxy, and combinations thereof. Fiber-reinforced plastic reinforcements144or metallic reinforcements144may also be used provided such have sufficient flexural rigidity for the nominal loads to be supported by tire100. In still another embodiment, support membrane104could be constructed as a fiber reinforced plastic. For example, support membrane could be constructed as a layer of fiberglass reinforced resin where the fiberglass is formed of e.g., filaments created by pultrusion of a glass reinforced resin. The filaments may have a modulus in the range of 10 GPa to 100 GPa. In still another embodiment, the filaments may have a modulus e.g., approximately 40 GPa. Other constructions may also be sued for resilient structures102, including membrane104of support legs132and134. Resilient structures102are constructed and reinforced in a manner that allows flexural rigidity such that each may deform resiliently as structures102are placed under tension and compression during operation of tire100. For example, support legs132and134may have a flexural rigidity of approximately 140,000 N-mm2as measured by e.g., ASTM D709. Other values may be used as well depending upon e.g., the application for tire100. Radially-outer end138of support leg134is attached to radially-outer joint122and is allowed to compress or stretch radially-outer joint122during operation of tire100. Similarly, radially-inner end136of support leg132is attached to radially-inner joint120and is allowed to compress or stretch radially-inner joint120during operation of tire100. Each composite structure102also includes central joint148. Central joint148connects with legs132and134and is positioned between them at a bend in support membrane104. Central joint148is located on central joint side140of structures102whereas joints120,122are located on the opposing (along circumferential direction C) leg joint side142. In one exemplary embodiment, central joint148is constructed from an elastomeric material (e.g., rubber) that extends continuously along axial direction A. In one exemplary embodiment, a rubber having a modulus in the range of 1 MPa to 10 MPa can be used. In another exemplary embodiment, a rubber having a modulus of about 4.8 MPa may be used. Central joint148has a thickness along radial direction R that changes along circumferential direction C. In the embodiment of tire100shown inFIG.1, for example, the thickness along radial direction R of central joint148increases along circumferential direction C moving from leg joint side142to central joint side140. Each resilient structure102may have a covering or outer layer152made of a rubber or other elastomeric material. Outer layer152may be placed on both sides140,142of structures102. In one exemplary aspect, each covering152may have a modulus of approximately 5 MPa. Referring now toFIGS.13and14(elastomeric covering152is not shown for purposes of illustration), during operation of tire100as it rolls across a surface, some structures102may be placed in compression while other structures102may be placed in tension. The dashed lines ofFIG.13illustrate a structures102undergoing compression while the dashed lines ofFIG.14illustrate a structure102undergoing tension. While not intending to be bound to any particular theory, the action of structures102during operation of tire100will now be described. During compression as depicted inFIG.13, structure102is deformed or flexed radially inward (towards the axis of rotation X). In such state, central joint148is compressed between support legs132and134. At the same time, radially-outer joint122undergoes highest compression along a portion nearest central joint148and undergoes lowest compression or undergoes tension on an opposing portion farthest from central joint148. Similarly, during compression, radially-inner joint120undergoes compression along a portion nearest central joint148and undergoes tension on an opposing portion farthest from central joint148. Conversely, during tension as depicted inFIG.14, structures102are deformed or flexed radially outward (away from the axis of rotation X). In such state, central joint148is in tension—pulled by support legs132and134. At the same time, radially-outer joint122undergoes highest tension along a portion nearest central joint148and undergoes lowest tension or compression on an opposing portion farthest from central joint148. Similarly, during tension, radially-inner joint120undergoes highest tension along a portion nearest central joint148and undergoes lowest tension or compression on an opposing portion farthest from central joint148. For the embodiment shown, support membrane104of each support structure102is not connected directly to hub108or annular band106. During compression (FIG.13), the distance along radial direction R between radially-inner end136and138can decrease as legs132and134move closer together. During tension (FIG.14), the distance along radial direction R between radially-inner end136and138can increase as legs132and134move apart. In each such case, central joint148can also act somewhat like a hinge so that the angle α between portions of legs132and134may change as tire100rolls across a surface and support legs132and134rotate into, and out of, proximity to the contact patch. While the present subject matter has been described in detail with respect to specific exemplary embodiments and methods thereof, it will be appreciated that those skilled in the art, upon attaining an understanding of the foregoing may readily produce alterations to, variations of, and equivalents to such embodiments. Accordingly, the scope of the present disclosure is by way of example rather than by way of limitation, and the subject disclosure does not preclude inclusion of such modifications, variations and/or additions to the present subject matter as would be readily apparent to one of ordinary skill in the art using the teachings disclosed herein. | 33,005 |
11858302 | DESCRIPTION OF THE PREFERRED EMBODIMENT A gooseneck puck extender10as shown inFIGS.1-6is designed to fit a truck having a puck system mounted under the truck bed102of a towing vehicle100. The puck system has a center socket104and fore receivers106spaced from it, along with aft receivers108. As shown inFIG.7, the fore receivers106are forward of the center socket104in the vehicle's driving direction, and the aft receivers108are rearward of the center socket104. The spacing of the receivers106,108to each other and to the center socket104can vary between vehicles, but the center socket104is typically centered over the rear axle of the truck and located between the fore receivers106and aft receivers108. The puck extender10moves the attachment point for a trailer rearward from the center socket104by spacing the trailer attachment point rearward in the truck bed102. The puck extender10has a central connection portion20, an offset gooseneck portion22, and a base plate70that has an outrigger portion24. The base plate70is a unitary and planar piece of steel that extends throughout the puck extender10and serves as a structural member to which all of the components are connected. The base plate70has an upper surface and a lower surface that define its thickness. The central connection portion20extends through the base plate70and is designed to securely mate with the center socket104on the vehicle. The base plate70completely circumscribes the central connection portion20and the central connection portion extends below the base plate70. The connection between the base plate70and the central connection portion20is typically welded. The central connection portion20has a cylindrical shaft30with captured balls32. As shown inFIG.4, the captured balls32are diametrically opposed, but other configurations are possible, depending on the configuration of the center socket104. The captured balls32can be moved from a retracted position to an extended position where a portion of each ball32extends beyond the cylindrical surface34of the cylindrical shaft30. The captured balls32are moved to the extended position by a locking shaft36. The locking shaft36has a minor diameter38and a major diameter40and is moveable along a vertical axis42between an unlocked position and a locked position. Depending on the position of the locking shaft36on the vertical axis42, the major diameter40or minor diameter38is aligned with the captured balls32. The captured balls32reside in apertures28that are narrowed nearest where they meet the cylindrical surface34, which prevents the balls32from falling out. In the locked position, the major diameter40drives the balls32radially outward to the extended position, as shown inFIG.4. In the unlocked position, the minor diameter38allows the balls32to retract and not extend beyond the cylindrical surface34. The locking shaft36, as shown, is spring-loaded with spring44urging the locking shaft36downwardly to the locked position. The spring44circumscribes the locking shaft36and is trapped between a shoulder39on the locking shaft36and an upper surface41that is internally located within the cylindrical shaft30. The spring-loaded locking shaft36being biased toward the locked position creates a default situation of the central connection portion20being in a locked state and further prevents inadvertent bouncing of the locking shaft36from its locked position during travel. A ramped or radiused surface46connects the major diameter40to the minor diameter38, which creates a smooth transition and acts as an inclined surface on which the balls32ride as the locking shaft36is moved axially between locked and unlocked positions. Movement of the locking shaft36is constrained by pins50,52, with pin50traversing a central aperture48in the cylindrical shaft30. The central aperture48is sized to be just larger than the major diameter40to constrain the locking shaft36while still allowing it to slide freely along the vertical axis42. Pin52, also referred to as a release handle, rests on a top surface54in the locked position. The spring44biases the pin52against the top surface of the cylindrical shaft30. The locking shaft36can be locked in the locked position with a lynch pin56. Other types of locks are contemplated, such as a cotter pin, clevis pin, bolt, spring pin, or similar device. An offset block62is affixed to and overlies the base plate70on the opposite side to which the central connection portion20extends. The offset block22serves as a significant structural reinforcement to the base plate adjacent to where the central connection portion20extends through the base plate70. The offset gooseneck portion22of the base plate70has a gooseneck ball60affixed to the offset block62. The offset block62extends around the cylindrical shaft30and serves as a strong connection between the gooseneck ball60and the cylindrical shaft30in addition to the base plate70. The offset block62is made from structural material, such as thick metal, due to the forces from the gooseneck ball60that get transferred to the rest of the components and those forces being distributed through the base plate70. It should be noted that the gooseneck ball60directly overlies and is in adjacent contact with the base plate through its reinforced connection through the offset block22. The offset block22does not extend above the cylindrical shaft30and the offset block62is below the top surface54of the central shaft30. This maintains a very low profile so there a minimal overturning torque exerted on the base plate70due to forces acting on the gooseneck ball60. The base plate70sits directly upon the truck bed102. In other words, the bottom of the gooseneck ball60is coplanar and overlapping in elevation with the upper portion of the cylindrical shaft30that is received by the center socket104in the towing vehicle100. It is this overlapping elevation between a portion of the gooseneck ball60and the cylindrical shaft30that maintains the very low profile of the puck extender10of this invention. This imparts the most linear transfer of force possible through the base plate70so that forces are linearly transmitted and distributed amongst the puck locks72,74and cylindrical shaft30. Any small amount of bending force that may result from the height of the gooseneck ball60extending above the base plate70solely by the amount of its own height is further supported by the broad flat lower surface of the base plate70contacting the truck bed102. The broad flat surface of the base plate70minimizes stress and potential metal fatigue on the truck bed102because forces are so broadly distributed over the truck bed102. The outrigger portion24of the base plate70connects to puck locks72,74. The outrigger portion24is the expanse of the base plate70extending between the puck locks72,74. The puck locks72,74are located outwardly and forward of the central connection portion20. The puck locks72,74are designed to mate with fore receivers106. The outrigger portion24of the base plate70is designed to provide additional stability to the central connection portion20. In this manner, the puck extender10of the present invention has three interlocking connections with the towing vehicle104when in use. The base plate70is secured to the central connection portion20, commonly by welding to the offset block62. The puck locks72,74can be rotated between a locked position as shown inFIG.1, and an unlocked position. Each puck lock72,74has a T-shaped bolt76that rotates when a locking handle78rotates. The locking handle78is fixed to the T-shaped bolt76through a pin80. The T-shaped bolt76is held to the outrigger portion24of the base plate70through a bushing82. As shown, the bushing82has features designed to mate with receivers106. Each bushing82is held to a base plate aperture68with a nut84. The locking handles78can be retained in the locked position with a lynch pin88that extends through a pin aperture90. In the locked position, a portion of the locking handle78that has the pin aperture90extends through an opening94located on a tab92in the base plate70. This prevents vibration, shifting, or other forces from rotating the locking handle78away from the locked position. Although the tab92is shown, other locking features could be used instead of a tab92as long as such locking feature is able to restrain the locking handle78from leaving the locked position that is shown inFIG.1. To install the gooseneck puck extender10, the user first removes any protective covers from the receivers106and center socket104. If present, the user removes the lynch pins88,56. The user moves the locking handles78to the unlocked position for both puck locks72,74. The user also moves the locking shaft36by pulling up on the release handle52to move it to the unlocked position. This allows the captured balls32to retract inside the cylindrical shaft30and not extend beyond the cylindrical surface34. While in the unlocked position, the user can rotate the locking shaft36(about the vertical axis42) which allows the release handle52to rest on a shoulder58, and thereby holding the locking shaft36in the unlocked position. The user then positions the puck extender10over the center socket104and receivers106and lowers the extender10until it is seated in the socket104and receivers. At that point, the user can then rotate the locking handles78to the locked position and install the lynch pins88. The user can also move the locking shaft36to the locked position, either by releasing the release handle52or rotating it until it falls into a slot59in the shoulder58. As the locking shaft36returns to the locked position, the balls32are driven towards the extended position by the radiused surface46and major surface40. The user can then reinstall the lynch pin56so that the release handle52cannot leave the slot59. If the user has not completely lowered the puck extender10or does not have the alignment correct, the locking shaft36is prevented from reaching the locked position due to interference of the balls32with part of the center socket104. This prevents the user from installing the lynch pin56if alignment issues are present. The same is true for the puck locks72,74which are not able to be rotated into the locked position unless the T-shaped bolts76are fully seated in their respective receivers106. Thus, misaligned conditions have definite indicators that prevent a user from trying to use the puck extender10in a less than fully attached configuration. To remove the puck extender10, the user removes the lynch pins56,88, rotates the locking handles to the unlocked position, and lifts up on the release handle52. At that point, the extender10can be lifted off of the truck bed102. It is understood that while certain aspects of the disclosed subject matter have been shown and described, the disclosed subject matter is not limited thereto and encompasses various other embodiments and aspects. No specific limitation with respect to the specific embodiments disclosed herein is intended or should be inferred. Modifications may be made to the disclosed subject matter as set forth in the following claims. | 11,135 |
11858303 | DETAILED DESCRIPTION OF THE DRAWINGS FIG.1shows schematically the head board of a semi-trailer in accordance with European standards having a red line pneumatic connection1for emergency braking and a yellow line pneumatic connection2for service braking. Four electrical connectors are arranged between the pneumatic connections, namely a 15 pin ISO 12098 connector3with CAN bus, a 7 pin ISO 7638-01 connector4for EBS functionality, a 7 pin ISO 1185 connector5and a 7 pin ISO 3731 connector6. In the first exemplary embodiment of the invention, the ISO12098 connector and the IEEE 802.3ab is re-purposed to provide a high speed data connection whilst ensuring backward compatibility. Other connectors and protocol combinations are possible and within the scope of this invention. The ISO12098 connection has 15 wires, although in principle the invention can be implemented in an electrical interface with at least 4 wires. At a level of generality, one wire or more is connected to ground and one or more carries supply voltage. Each wire within the ISO12098 connector currently carries a discrete signal or is connected to ground. However, in the invention at least 2 wires that currently carry discrete signals can be used as one pair, although it would be possible to use more than two wires if available. This pair of wires is then able to carry a digital differential signal, possibly at a lower voltage, which will allow high data rate transfer. The information associated with the discrete signals can be multiplexed on the digital bus and sent at appropriate intervals. In this way the information is not lost. Depending on how many discrete wire pairs are available, different standard physical layers (e.g. IEEE 802, BroadR-Reach) with associated transfer rates can be used The interface cable is modified in such a way that the 8 wires that conduct discrete signals conform to the relevant standard (ANSI/TIA/EIA-568-A) for a category 5 cable. In this way the cable can carry discrete signals and digital differential signals with a transfer rate up to 1 Gbit/s. In order to facilitate digital communication as well as backward compatibility, an ECU or IC is placed close to the connector on the towing and towed vehicle. This component is configured to automatically detect if the connected communications partner is compatible with digital signals or expects discrete signals. Accordingly, it can switch between a “high speed” and “legacy” mode. The legacy mode is also the “safe” mode that the system enters if there should be any fault with the ECU/IC or other relevant components. In its simplest form this can be achieved by circuit of one depletion type and one enhancement type FET for each discrete wire. The pinning of the ISO12098 connector and those wires preferably used for digital signal transmission is shown in the table below PreferablyWireused forgaugedigital signal#SignalColormm2transmission1Left Turn SignalYellow1.5Yes2Right Turn SignalGreen1.5Yes3Rear fog lampsBlue1.5Yes4Ground (−) for pin 1-3White2.5Noand 5-125Tail lamps, clearanceYeslamps/outline markerBlack1.5lamps, identificationlamps and registrationplate lamp left side6Tail lamps, clearanceYeslamps/outline markerBrown1.5lamps, identificationlamps and registrationplate lamp right side7Stop lampsRed1.5Yes8Reversing lampsPink1.5Yes9+24 V permanentOrange2.5No10Brake wear indicatorGrey1.5Yes11Indication of appliedBlack/White1.5Yesparking brake due toloss of air pressure12Lift AxleBlue/White1.5Yes13ground (−) for pinRed/White2.5No14 and 1514CAN H (ISO11992-3)Green/White1.5No15CAN L (ISO11992-3)Brown/White1.5No Out of the 15 wires available, 10 can be used as wire pairs for digital transmission. As only 4 pairs are required for the IEEE 802.3ab protocol, either 4 pairs are designed to conform with a category 5 cable (impedances, distance per twist, etc.) and 2 wires are left to carry discrete signals or 5 pairs are designed conform to category 5 cable standards and spare wire pair is used for any cable faults for additional safety. The ground and supply wires remain unchanged as do wires already carrying digital signals, such as those for the ISO11992-3 CAN bus. This bus can be used as a safety relevant bus and potentially be used to determine “high speed” and “legacy”. FIG.2shows a flowchart for the determination of whether high speed mode is supported. In the first step201after the trailer and truck are connected and power is switched on, an ISO 11992 CAN connection is established over the ISO 12098 connector between truck and trailer. In the second step202, the ECU sends a message on the bus to see if high speed mode is supported. The ECU then in step203listens for a high speed message supported signal from the counterpart ECU on the truck or trailer, respectively. If, after a predetermined time interval has passed and no confirmation has been received that the counterpart supports a high speed mode, then the ECU selects in step204a digital status reading mode. If a signal is received that confirms that high speed mode is supported, then the ECU selected the IEE 802.3ab Driver in step205. FIG.3shows schematically the arrangement of a connector with the ISO 12098 interface301with the CAN bus (ISO 11992-3) lines connecting directing to the ECU302. The signal lines from the interface301are connected to digital change over303, which is connected directly to the ECU302as well as indirectly via Digital Status Detection304and the IEE 802.3ab Driver305, which is arranged in parallel to the Digital Status Detection304. The ECU302is then further configured to supply control signals to the high power drivers306which control the signals to the vehicle lights308and to a video decoding and compression unit307which receives signals from cameras309. FIG.4shows schematically digital communication between a towing401and towed vehicle402. The vehicle combination is provided with respective ISO 12098 connectors403and404, which are joined by a cable405. A first ECU406is provided on the towing vehicle401, which ECU406receives signals such as video and discrete signals, such as for vehicle lights, as well as supply and ground. The ECU406is connected to the connector403and also connected to the ISO 11992-3 bus407. A second ECU408is provided on the towed vehicle402, which ECU408receives signals such as video and discrete signals, such as for vehicle lights, as well as supply and ground. The ECU408is connected to the connector404and also connected to the ISO 11992-3 bus409. In a first variant, the wires on pins 1, 2, 3, 5, 6, 7, 8 and 10 are used to form four twisted pairs, which conform to the Category 5 standard. Wires 11 and 12 remain as with a conventional ISO 12098 connection. In a second variant, wires 11 and 12 are also used to make a fifth twisted pair, which conforms to the Category 5 standard. FIG.5shows schematically communication between a towing501and towed vehicle502. The vehicle combination is provided with respective ISO 12098 connectors503and504, which are joined by a cable505. The towing vehicle is a legacy vehicle without the ECU shown inFIG.4. The trailer is provided with an ECU508, which ECU508receives signals such as video and discrete signals, such as for vehicle lights, as well as supply and ground. The ECU508is connected to the connector504and also connected to the ISO 11992-3 bus509. However, when the ISO12098 connection is powered, the ECU508detects that the towing vehicle is not able to communicate with high speed data and switches to a legacy mode in which the wires in the connection cable are used conventionally. | 7,609 |
11858304 | FIGS.1-4shows a multi-modal vehicle2. The vehicle2is configured to operate in a first mode as a fixed wing aircraft and a second mode as a land vehicle (i.e. a flying car). The vehicle is reconfigurable to allow operation in the first mode and the second mode. FIGS.1and2shows the vehicle2in the first mode (e.g. a flying mode), in which it is configured to operate as a fixed wing aircraft4(e.g. in a similar fashion to a conventional aeroplane). The vehicle2comprises one or more lift generating surfaces, which generate lift when the vehicle2travels a first direction6, thereby permitting flight of the vehicle2. FIGS.3and4shows the vehicle2in the second mode (e.g. a driving mode), in which it is configured to operate as a ground vehicle8(e.g. in a similar fashion to a car etc.). The vehicle comprises one or more ground engaging features (e.g. wheels24,24a) configured to drive the vehicle over the ground in a second direction10. The first direction6in which the vehicle operates in the flying mode is different to the second direction10in which the vehicle2travels in the driving mode (i.e. such that direction of the vehicle2during normal flight is in a different direction to the conventional driving direction). The first direction6may be substantially opposite to the second direction10. In an embodiment, the vehicle2comprises a first end12configured to face the direction of flight during the flying mode and a second end14configured face the direction of travel during the driving mode. Therefore, the first end12leads the second end14of the vehicle2during flight and the second14leads the first end12of the vehicle2during driving. Whilst it is appreciated the vehicle2may have a reverse gear in the ground mode (i.e. the vehicle may be able to travel in the flying direction), normal operation of the vehicle2(e.g. a forward gear) is configurated to operate in the direction substantially opposite to the flying direction. During operation of the vehicle2, the operator16will face the first direction6when in the flying mode and will face the second direction10when in the driving mode. Additionally, conventional features of ground vehicles (e.g. headlights, brake lights, indicators, wing mirrors) will also be arranged in an orientation/position that represents a ground vehicle facing the second direction10, for example, the head lights will face the second direction10and tail/brake lights will face the first direction6. Similarly, conventional features of aircraft (e.g. navigation lights, landing lights, ailerons, flaps) will be arranged in an orientation/position that represents an aircraft facing the first direction6. The vehicle2comprises a chassis (not shown). The chassis is configured to support and connect the various components of the vehicle, for example, a power plant, a transmission system, a control system, a battery, and electrical system, and/or other components of conventional aircraft or land vehicles. The vehicle2comprises a body18. The body18is configured to provide a housing for the chassis/internal components and/or an operator16of the vehicle2. In some embodiments, the body18comprises an aerodynamic surface shaped to provide a lift generating surface when the vehicle2is operating in the flying mode. As shown inFIGS.2and4, the body is substantially aerofoil shaped along a longitudinal axis thereof. For example, the body18may have a longitudinal cross-section comprising a teardrop shape. The leading edge of the aerofoil (e.g. the thicker end of the aerofoil) faces the first direction6and the trailing edge (i.e. the thinner end of the aerofoil) faces the second direction10. Therefore, as the vehicle2travels in the first direction6, airflow over the body18generates lift, and therefore contributes to the total lift generated in the flying mode. Additionally, or alternatively, the body18is shaped to a provide downforce when the vehicle2is travelling in the second direction10. For example, airflow over the aerofoil shape of the body18when travelling in the second direction10will generate a downwards force, thereby providing downforce. The shape of the body18provides lift when travelling in the first direction6to aid flight of the vehicle2and/or downforce when travelling in the second direction10to provide greater traction to the wheels24,24aagainst the ground. However, due to the effect of shape of the body18when travelling in opposing directions, little or no downforce is generated during flying and little or no lift is generated during driving. The vehicle2thereby provides improved/optimal aerodynamic properties in both the flying mode and the driving mode, without requiring a compromise in the aerodynamic properties in the flying or driving mode. The body18may be angled/tilted in upward direction, such that the first end of the vehicle2is raised in an upward direction (e.g. increasing the angle of attack). This may increase the amount of lift and/or increase the amount of downforce generated by the body18. Additionally, this raises the position of the operator16such that the view of operator16is not obscured by the vehicle, for example, this allows the operator16to more easily see over the second end14of the vehicle2whilst driving. The aerodynamic properties of the body18may be optimised by selecting an appropriate angle of attack/incidence (i.e. the angle between the chord line of the aerofoil and the longitudinal axis of the vehicle). Additionally or alternatively, the aerodynamic properties of the body18may be optimised by selecting an appropriate shape/size of the body aerofoil. The body18may be shaped in profile so as to define, for air passing over the body in the first direction, a low-pressure or suction surface (i.e. on its upper side) and a high-pressure surface (i.e. on its underside). The shape of the body18may be configured to provide an optimum/peak performance (e.g. generate max lift or an optimum drag/lift ratio) in one or more flight condition, for example, a take off condition, a cruise condition or a landing condition. For example, the body18is configured to provide an optimum drag/lift ratio at specified airspeed during take-off/landing/cruise. Additionally or alternatively, the body18is configured to provide an optimum/peak performance (e.g. generate max downforce or an optimum drag/downforce ratio for road use) in or more driving condition. For example, the body18is configured to provide the optimum drag/downforce ratio at a specified speed or speed range whilst diving. The body18may comprise one or more lightweight materials. The body18may comprise fibre-reinforced composites, for example, carbon fibre reinforced composites. In other embodiments, the body18comprises a lightweight aluminium alloy. The vehicle2comprises a propulsion means configured to propel the vehicle the in flying mode. The propulsion means may comprise a conventional aircraft propulsion means, for example, a propeller22. In other embodiments, the vehicle2comprises one or more of: a contra-rotating propeller; a turbo-prop; turbo-jet; or a turbofan engine. The vehicle2comprises a propulsion means configured to propel the vehicle2in the driving mode. The propulsion means may comprise a conventional vehicle engine, for example a petrol engine, a diesel engine, an electrical engine, or hybrids thereof. The propulsion means comprise one or more ground engaging features configured to apply traction to the ground, for example, a plurality of wheels24,24a. In an embodiment, the vehicle2comprises a single power plant to provide power for both the driving and flying propulsion means. The vehicle2may comprise a transmission system configured selectively transmit power from the engine to the driving propulsion means and the flying propulsion means (e.g. selectively transmit power between the wheels24,24aand the propeller22). Therefore, only a single engine is required to power the vehicle2, thus reducing weight and saving on fuel requirements etc. The flying mode propulsion means is provided proximal the first end12of the vehicle2, thus providing a ‘puller’ type configuration. In an embodiment, the propulsion means comprises a propeller22at a first end12of the body18. Such a configuration allows substantially unbroken airflow to flow into the propeller22, thus reducing noise etc. The propeller22comprises a plurality of blades26(e.g. aerofoils) to provide the propulsive force in use. As shown inFIG.3, the blades26may be foldable and/or retractable such that the blades26can be moved from an extended configuration in which they form a propeller arrangement, to a second retracted position configured to reduce the size of the propeller22. For example, in the retracted position the blades26may be configured to substantially lie flat against a rotor hub28and/or the body18of the vehicle2. In other embodiments, the blades26are removable/detachable, for example, such that the operator16can remove the blades26and stow them elsewhere on the vehicle2. The vehicle2comprises a plurality of wheels24,24aconfigured to engage the ground when in the land mode and during take-off/landing of the vehicle2in the flying mode. The vehicle2may comprise four wheels24,24aarranged in a typical car like arrangement, (e.g. two wheels24at the first end12and two wheels24aat the second end14). In the illustrated embodiment, one or more wheels24aat the second end14of vehicle2, are moveable in an upward direction from an extend position (seeFIGS.3and4) to a retracted position (seeFIGS.1and2). The movable, or retractable, wheels24aallow the first end12of the vehicle to be lower than the second end14of the vehicle2, thus allowing the vehicle2to operate in a ‘tail dragger’ configuration. This may increase the angle of attack of lift generating surfaces (i.e. the body18, wings26etc.) in the flying mode, thus generating more lift during take-off and landing. The wheels24,24amay be attached to the vehicle2via a suspension member34to provide mechanical damping of the one or more wheel24,24a. The suspension member34may comprise a double/single ‘wishbone’ type configuration. The suspension member may be movable/pivotable to permit one or more the retractable wheels24ato move to the retracted position. The illustrated vehicle2also comprises an auxiliary wheel30located at central portion of the body18proximal the second end14. The auxiliary wheel30is located at a higher position on the vehicle body18relative to the wheels24, such that the auxiliary wheel30does not contact the ground when the retractable wheels24aare in the extended position. However, when the retractable wheels24aare moved upwards into the retracted position, the auxiliary wheel30contacts the ground. The retractable wheels24amay then be moved further upwards, so that they do not contact the ground and the second end14of the vehicle2is supported by the auxiliary wheel30alone. The auxiliary wheel30may be retractable. For example, the auxiliary wheel30may be movable in a longitudinal direction to a retracted position30a(FIG.1) substantially contained with the vehicle body18. In other embodiments the auxiliary wheel30, perhaps in an extended state, is located at the same height as the retractable wheels24ain their extended position, such that the auxiliary wheel30and the wheels24,24aengage the ground concurrently. The auxiliary wheel30may then be withdrawn from engagement with the ground by moving to the retracted position30a. The auxiliary wheel30may be rotatable about a substantially vertical axis, for example, to provide a ‘castor’ type wheel. The auxiliary wheel30and retractable wheel24aarrangement allows increased/free roll of the second end14of the vehicle2during take off. Therefore, the operator16has a feel for the aerodynamic forces over the lifting surfaces as the vehicle takes off, before the wheels24and/or auxiliary wheel30leave the ground. In other embodiments, the retractable wheel(s)24aand the auxiliary wheel30(if present) are located at the first end12of the vehicle2, thus allowing the vehicle2to operate in a ‘tricycle’ configuration. In this embodiment, the auxiliary wheel30may be in retracted state during the driving mode and then may extend downwards in the flight mode (e.g. during take-off) so that the body18of the vehicle2remains substantially level. The auxiliary wheel30may then retracted during flight. One of the more of the wheels24,24amay comprise a fairing32. The fairing32is configurated to cover or surround at least a portion of the wheel and thereby reduce aerodynamic drag during flying/driving. For example, the fairing32may substantially cover the entire wheel, leaving only a small portion of the wheel24,24aextending from beneath the fairing. The fairing32may be aerodynamically shaped (e.g. substantially wedge or teardrop shaped), with the thinner, leading edge of the fairing32facing the first direction6. One or more the wheels24,24amay be rotatable about a vertical axis in the flying mode (i.e. as in conventional ground vehicles), allowing rotation of the fairing32Therefore, the fairing32may guide air flowing past the vehicle2and act as a rudder during the flying mode. The steering system of the ground vehicle thus provides the rudder system of the aircraft. The position of the fairing32is fixed relative to the wheels24,24a. The fairing32thus rotates in unison with the wheel24,24a. In an embodiment, the retractable wheels24aproximal the second end14of the vehicle2each comprise a fairing32. Thus the fairings32and/or retractable wheels24aacts as a rudder at a rearward end of the aircraft4. The vehicle2comprises one or more aerofoils configured to provide lift during the flying mode. The one or more aerofoils may additionally provide downforce to the vehicle during the driving mode. The vehicle2comprises one or more aerofoils configured to act as a conventional wing36during the flying mode. The leading edge of the wing36is directed toward the first end12of the vehicle, thereby generating lift when the vehicle2travels in the first direction6. In an embodiment, the vehicle2comprises a wing36located each side of a central portion thereof (i.e. such that the centre of lift is proximal the centre of mass). The wing36may be shaped such that the surface of the wing36is substantially continuous with the surface of the body18(i.e. the joint between the wing36and the body18forms a curve with a large radius of curvature), to form a ‘blended wing body’ aircraft (i.e. there is no distinct boundary between the wing36and the body18). In some embodiments, the body18may comprise a partial wing extending from a side thereof (not shown). The partial wing may extend from the first end12of the vehicle2toward the second end14, tapering in the transverse direction toward the first end12. The wing36is blended into the partial wing, such that partial wing and the wing36provide a continuous lifting surface. The wing36is retractable. This allows the wings of the vehicle2to be retracted during the driving mode and/or storage. This decreases the operational footprint of the vehicle2during driving and, and thereby reduces the probability of collisions etc, as well as increasing the roll stability of the vehicle2. In an embodiment, the wing36is arranged in a telescoping arrangement. The wing36comprises a first wing portion38which is connected to the body18of vehicle and may be integrally formed therewith. The first wing portion38may comprise one or more control surface38a(e.g. aileron) to allow control of the aircraft during the flying mode. The first wing portion38may be ‘blended’ with the body18of the vehicle2. The first wing portion38may telescopically receive a second wing portion40. The second wing portion40may comprise one or more ailerons40a. The second wing portion40may telescopically receive a third wing portion42. The third wing portion42may comprise one or more ailerons. The first wing portion38and the second wing portion40may be substantially hollow in order to telescopically receive connected wing portions. Thus, in the retracted state, the second wing portion40and the third wing portion42are substantially contained within the first wing portion38. A portion of the second and third wing portions40,42may be contained with the body18(i.e. the first wing portion38is shorter than the second/third wing portion) to allow the first wing portion38to have a reduced transverse length. It is appreciated that any number of telescopic wing portions may be provided in order to reach a desired length of wing, whilst still maintaining a reduced footprint. The wing36may comprise an actuator to move the wing36between the retracted and the extended position. This may allow automatic/semi-automatic extension/retracted of the wing36. In other embodiments, the wing36is manually extendable/retractable. The wings36may comprise a locking means to prevent relative movement between the first/second/third wing portions, thereby securing the wing36in the extended or retracted position. The outermost end of the wing36(e.g. the outermost end of the third wing portion42) may comprise a wingtip device44. The wing tip device44is configured to prevent vortices generating at the wing tip during flight, thus reducing drag. The wing tip device44may further protect the end of the wing36from damage and/or may act to cap the end of the first wing portion38when the wing36is retracted, preventing water etc. entering the body during the driving mode. In an embodiment, the wingtip device44comprises a ‘wingtip fence’. The wingtip fence comprises a substantially vertical plate extending above and below the plane of the wing36. In other embodiments, the wing36may comprise one or more other conventional wingtip devices44, for example: a winglet; a sharklet; a canted winglet; a split tip; or a raked wingtip. The vehicle2may comprise one more auxiliary aerofoil. The auxiliary aerofoil may be distal from the wings and is configured to provide lift and/or control of the vehicle from other locations thereof. The auxiliary aerofoil may help distribute the lifting force about the vehicle2and/or bring the centre of lift proximal/into alignment with the centre of mass, thereby providing greater aerodynamic stability. In the illustrated embodiment, a first auxiliary aerofoil46is provided proximal the first end12of the vehicle. The first auxiliary aerofoil46is configured to extend transversely to the axis of the vehicle. As shown inFIG.2, first auxiliary aerofoil46is spaced from a lower surface of the body18, and offset from the first end12and the propeller, such that there is no contact therebetween. The first auxiliary aerofoil46may be retractable, thereby allowing for a more compact configuration during the driving mode and/or storage. The first auxiliary aerofoil46comprises a first member48affixed to the vehicle. A second member50is telescoping received within the first member48. The first member48and/or the second member50may comprise one or more control surface50a(e.g. ailerons) at a rearward edge thereof. As illustrated, only the second member50comprises a control surface50a, such that when the aerofoil46is in a retracted state, the control surface50ais contained within the first member48, thereby protecting the control surface50afrom damage. In the illustrated embodiment, a second auxiliary aerofoil52is also proximal the second end14of the vehicle2. The second auxiliary aerofoil52is configured to extend transversely to the axis of the vehicle. As shown inFIG.4, second auxiliary aerofoil52is offset from the body18toward the second direction10. In some embodiments, the second auxiliary aerofoil52is retractable (e.g. in a telescoping arrangement as in the first auxiliary aerofoil46). The second auxiliary aerofoil52may comprise one or more control surfaces. In an embodiment, a third auxiliary aerofoil (not shown) is provided on an underside of the body18. The third auxiliary aerofoil may be located toward the second end14of the vehicle2, adjacent the second auxiliary aerofoil52. The third auxiliary aerofoil may comprise a forward-swept/reverse-delta (e.g. straight leading edge, receding trailing edge) shaped wing. The third auxiliary aerofoil may comprises an wing-tip device and/or control surface. The auxiliary aerofoil(s)46,52are rotatable about the transverse axis. The auxiliary aerofoil(s)46,52may be rotatable between a first position where they are configured to generate lift and a second position where they are configured to generate downforce. For example, as shown inFIGS.1and2, the auxiliary aerofoils46,52are in a first position where the leading edge of each aerofoil46,52is facing generally the first direction6, thereby generating lift during the flying mode. The first and second aerofoils46,52may act as auxiliary wings and/or control surfaces in the flying mode. As shown inFIGS.3and4, auxiliary aerofoils46,52have been rotated substantially 180 degrees so that the leading edge of the aerofoil is facing generally the second direction10, generating an aerodynamic force in a downward direction (e.g. downforce) in the driving mode. It should be understood that the change in angle of attack resulting from rotating the auxiliary aerofoils46,52by 180 degrees, and/or an asymmetric shape of the aerofoils, will provide the change from lift to downforce despite the leading edge being the same in both configurations described. The first auxiliary aerofoil46may provide a rear spoiler and the second aerofoil52may provide a front spoiler in the driving mode. Additionally or alternatively, the first and second aerofoils46,52may provide a rear and front bumper respectively. The auxiliary aerofoil(s) may comprise an actuator configured to provide rotation of the aerofoil(s). In other embodiments, the auxiliary aerofoil(s) are mounted via a bearing or like and may be manually rotated into the position. The auxiliary aerofoil(s) may have a locking mechanism configured to lock the auxiliary aerofoil(s) at a desirable angle. One or both of the auxiliary aerofoils46,52may rotate to an angle during the flying or driving mode to generate or adjust lift/downforce/drag as required. For example, at least one of the auxiliary aerofoils46,52may rotate to increase angle of attack (i.e. to a more vertical direction) to increase the drag and/or lift during take-off or landing, thereby acting as ‘flaps’. In other examples, one or more auxiliary aerofoils46,52may rotate to provide or increase a negative angle of attack to create more downforce for the vehicle2while driving (e.g. when cornering). The vehicle2may have a controller configured to determine the correct rotational position of the auxiliary aerofoil(s)46,52depending on the mode of operation and/or flight/driving conditions. For example, the controller may be configured to rotate one or more auxiliary aerofoils46,52into the correct position when a flight mode, driving mode, take-off mode or landing mode is selected by the operator16. In other examples, the controller may detect the vehicle2being driven at a given threshold speed/angular velocity, and rotate one or more auxiliary aerofoils46,52to increase the downforce. In other embodiments, the angle of one or more auxiliary aerofoils46,52may be adjusted manually (either by hand or the actuator) to adjust the aerodynamic properties of the vehicle2. For example, the operator may adjust the angle of one or more auxiliary aerofoils46,52to allow ‘trim’ of the lift generating configuration (e.g. fine adjustment of the pitch orientation). One or more of the auxiliary aerofoils46,52may be mounted eccentrically, such that the act of rotating an aerofoil46,52also changes its longitudinal position relative to the body18of the vehicle2. For example, shown inFIGS.1and2, the first auxiliary aerofoil46is offset from the propeller22so as not to interfere with the propeller blades26. However, as shown inFIGS.3and4, when the first auxiliary aerofoil46is rotated, it extends past a point where the propeller blades26would be located (when not retracted). As shown inFIGS.1and2, the vehicle2comprises a first set of controls54configured to control the vehicle in the flying mode. The first set of controls54comprise conventional aircraft control systems and/or indicators. As illustrated, aa control wheel/yoke56and rudder pedals58are provided. The first set of controls54may also include other standard controls and instruments for aircraft such as radar display, altitude indicator, attitude indicator, throttle levers, airspeed indicators etc. The first set of controls54are arranged such that the operator16is substantially facing the direction of normal operation during flight (i.e. toward the first end12of the aircraft and the first direction6). As shown inFIGS.3and4, the vehicle2also comprises a second set of controls60configured to control the vehicle2in the driving mode. The second set of controls60comprise conventional ground vehicle (e.g. a car) control systems including a steering wheel62and brake/accelerator/clutch pedals64. Again, other standard controls and instruments for road vehicles, for example a gearstick, speedometer; indicator levers etc can be provided as part of the second set60of controls. The second set of controls60are arranged such that the operator16is substantially facing the direction of normal operation during driving (i.e. toward the forward end12of the ground vehicle and the second direction10). As such, the first set of controls54and the second set of controls60are configured to face different directions (e.g. opposing directions). The first set of controls54and the second set of controls60can respectively be considered a flying control system54and a driving control system60. Both control systems54,60may be operatively linked, such that a single component of the vehicle can be controlled by a particular control from either control system54,60. For example, a yoke56in the flying control system54and a steering wheel62in the driving control system60could both be configured to control the retractable wheels24a, to allow rudder control whilst flying and to allow turning whilst driving respectively. It is appreciated that other features of the control systems54,60may be linked, thereby providing a degree of redundancy in the event of the failure of one or more controls of either control system54,60. The separate control systems54,60for the flying mode and the driving mode allow separate controls to be used for each mode, thereby reducing the risk of using the incorrect control etc. This also allows each control system54,60to be specialised for the driving mode and the flying mode respectively. The control systems54,60are located in a cabin or cockpit66. The cockpit66may provide a substantially enclosed environment for the operator16to operate the vehicle2and the protect the operator16from the external environment. The cockpit66may comprise a door or the like to allow the operator16to enter the vehicle2. The body18may comprise a portion of increased transverse width to accommodate the cockpit66. The cockpit66comprises a canopy68configured to protect the operator16from wind, weather and debris etc. The canopy68is substantially transparent and therefore acts as a windscreen/windshield. The canopy68may be dome like, thereby offering a substantially 360 degree field of view and allowing the operator16to see out of the vehicle2when facing different directions whilst operating the vehicle2in the flying mode and the driving mode respectively. In other embodiments, only select portions of the canopy68are transparent. For example, an upper portion of the canopy68may be opaque and/or discrete windscreens may be provided for operation in the flying and driving modes respectively. The canopy68is aerodynamically shaped in order to reduce drag. The canopy68may comprise an ovoid or tear drop like shape. The shape/surface of the canopy68may be blended with the shape/surface of the body18(i.e. to provide a substantially continuous surface), in order to reduce drag at the interface between the body18and the canopy68. The canopy68may form part of the leading edge of the aerofoil shaped body18(e.g. the canopy68provides additional height to increase the ‘thickness’ of the aerofoil). The canopy68may be openable/removable to allow the operator to enter/exit the vehicle. The canopy68may comprise openable portions, for example, windows or ventilation openings. The cockpit66comprises a seat70or the like configured to support the operator16during operation of the vehicle2. The seat70comprises conventional apparatus used in vehicle/aircraft seats, for example, seat belts, posture adjustment means, heaters etc. The seat70is movable between a first position where the operator can use the aircraft controls54and a second position in which the operator can use the driving controls60. The seat70may rotatable, for example, so that the user can simply rotate within the chair. Additionally, or alternatively, the seat70is moveable so that the operator can adjust the position of the seat70relative to the controls (e.g. for correct arm/leg distance to steering wheel/pedals). In other embodiments, a plurality of seats70may be provided, with each of the seat configured to position the operator in front of the respective controls. Further seats or the like may be provided for passengers. The further seats may be rotatable/movable, such that the passengers can face the direction of travel as required. It will be appreciated the vehicle comprises other conventional features of ground vehicles and/or aircraft, as required by statute or regulation in various states or via international agreements. In the present embodiment, the ground vehicle comprises a car, however, it can be appreciated this is merely exemplary and the vehicle may comprise any suitable ground vehicle, for example: a van; a lorry; a motorcycle; a bus; a minibus; a military vehicle etc. The ground vehicle may therefore comprise any number of wheels or axles in accordance with the type of vehicle. Operation of the Invention The operation of the invention will now be described according to the embodiments inFIGS.1-4. The vehicle2may begin a journey in a first mode as a ground vehicle8(e.g. a car), as shown inFIGS.3and4. The wings36are in a retracted state, and the auxiliary aerofoils46,52are in a retracted state and arranged with the leading edge facing the second direction10, thus generating downforce. All four of the wheels24,24aengage the ground, and the auxiliary wheel30is in a retracted state30awithin the body. The propeller blades26are stored in a retracted configuration. The operator16will drive the vehicle to a first location, for example, a suitable location for taking off the vehicle in the flying mode. The vehicle2is driven in the second direction10with the operator16facing said direction. The vehicle2may be turned using the wheels24aat the second end14thereof. Operation of the ground vehicle is otherwise conventional and will not be described further. Once the vehicle2has reached the intended take off location, the vehicle2will be reconfigured to operate as a fixed wing aircraft4. As shown inFIGS.1and2, the wings36will be moved outward into the extended position. The auxiliary aerofoils46,52are rotated by substantially 180 degrees, such that the leading edges faces the first direction6. The auxiliary wheel30is moved into the extended position30outside of the body, and the retractable wheels24aare moved in an upwards direction, such that the second end14of the vehicle rests on the auxiliary wheel30. The second end14of the vehicle may be lowered, depending on the configuration of the retractable wheels24a/auxiliary wheel30. The propeller blades26are moved to the extended position to define a propeller22. The operator will then move to face to first direction6(e.g. via the movable seat) in order operate the fixed wing aircraft4. The vehicle2may then take off. Control of the yaw is provided by the wheel fairings32provided on the retractable wheels24aon the second end14of the vehicle2. Control of the pitch and roll is provided by the ailerons40aon the wings36and/or auxiliary wings46,52. The vehicle2will otherwise operate as a conventional fixed wing aircraft. Once landed, the vehicle2can be reconfigured by the driving mode, for further driving and/or storage. In an embodiment, the vehicle may take-off/land in a vertical take-off and landing (VTOL) configuration. The vehicle2may comprise a jack pivotally mounted to an underside thereof. The jack may then pivot beneath the vehicle and engage the ground to raise the first end12of the vehicle upward into an angled/vertical position. A plurality of legs (e.g. four) pivotably attached to the vehicle may then rotate into engagement with ground to support the vehicle2. The jack is then retracted, leaving the legs to support the vehicle. The vehicle2would then take off in an angled/vertical direction, and once airborne, the legs would be retracted (e.g. to lie flat against the vehicle). In order to land, the process will be substantially reversed. | 33,174 |
11858305 | DETAILED DESCRIPTION OF THE INVENTION FIG.1shows a roll stabilizer10formed as a stabilizer bar11with connecting portions20arranged at each end. Each connecting portion20has three bores30. However, two, four or more bores are also conceivable. FIG.2shows a connecting portion20. This is configured such that three bores30are arranged on a circle arc31, wherein the center point of the circle arc31constitutes the pivot point50of the wheel-carrying parts52(seeFIG.3). The lever arm51between the pivot point50and each bore30is constant in length. The spring rate of the stabilizer bar11can be adjusted by varying the bore30used for connection (seeFIG.3). For example, one spring rate of the stabilizer bar11is achieved if, in each case in mirror-symmetrically corresponding fashion, the bore30closest to the open end of the stabilizer bar11is used for connection to the wheel-carrying parts52. The spring rate of the stabilizer bar11may be increased by using a middle bore30in one of the two connecting portions20, wherein a mirror-symmetrically non-corresponding connection exists. FIG.3shows the vehicle chassis40with the stabilizer bar11which is mounted by the connecting element41at the connecting portion20and at the pivot point50. The connecting portion20has three bores30which are arranged correspondingly to the connecting portion20of the stabilizer bar11. Each formed connection portion20is integrally formed on the roll stabilizer bar11and includes a bifurcated end13including two opposing connecting segments14and a space15disposed between the two opposing connecting segments14that is sized to receive the connecting element41. In an installation situation, the lever arm51exists between the bore30and the pivot point50. The used bore30of the connecting portion20is here mirror-symmetrically corresponding or mirror-symmetrically non-corresponding in the connecting portions20. For example, connection is possible at both connecting portions20in the bore30closest to the open end of the connecting portion20. The stabilizer bar11(not shown) can however also be connected by a combination of two mirror-symmetrically non-corresponding bores30, for example the combination of the bore closest to the open end of the connecting portion20and a middle bore30in the opposite connecting portion20. Depending on the combination of bores30used on each side of the stabilizer at the connecting portions20, different spring rates may thus be set. To summarize, the invention proposes a refined roll stabilizer in the form of a stabilizer bar. At least two bores in the connecting portion of the stabilizer bar are arranged on a circle arc, wherein the center point of the circle arc constitutes the pivot point50of the connection to the connecting element41. The person skilled in the art will suitably modify the above-described exemplary embodiments or combine these with one another without deviating from the core of the invention. | 2,941 |
11858306 | DETAILED DESCRIPTION Embodiments of the present disclosure are described herein. It should be appreciated that like drawing numbers appearing in different drawing views identify identical, or functionally similar, structural elements. Also, it is to be understood that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the embodiments. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations. The terminology used herein is for the purpose of describing particular aspects only, and is not intended to limit the scope of the present disclosure. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this disclosure belongs. Although any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the disclosure, the following example methods, devices, and materials are now described. FIG.1shows a stabilizer bar10with a disconnect unit18in a first connected position or state andFIG.2shows the stabilizer bar10and disconnect unit18in a second disconnected position or state.FIGS.3and4show cross-sectional views of the disconnect unit18in the respective first connected position and the second disconnected position.FIG.5shows an exploded perspective view of the stabilizer bar10and disconnect unit18.FIGS.6A and6Bshow perspective views of a tulip24of the disconnect unit18.FIG.7shows a perspective view of a housing22of the disconnect unit18.FIG.8shows a perspective view of a pin42of the disconnect unit18.FIG.9shows an exploded perspective view of the pin42.FIG.10shows a perspective view of a portion of the disconnect unit18that includes a nut30, a threaded rod28, and a bearing26.FIG.11shows an exploded perspective view of the disconnect unit portion ofFIG.10.FIG.12is a cross-section view taken fromFIG.3. The following discussion should be read in light ofFIGS.1through12. The stabilizer bar includes a left side-bar12and a right side-bar14. An outboard end of the left side-bar12is connected to a left wheel suspension (not shown). Similarly, an outboard end of the right side-bar14is connected to a right wheel suspension (not shown). The stabilizer bar10is connected to the vehicle frame or body (not shown) by mounting bushings16. The disconnect unit18selectively connects and disconnects inboard ends of the side-bars12,14to one another torsionally. An electrical connector20connects to a vehicle wiring harness. Power is supplied via the electrical connector20to disconnect the left and right side-bars12,14as discussed below. When the stabilizer bar10is in the first connected position or state, vertical displacement of one of the vehicle wheels imposes a torque on the corresponding side-bar. That torque is transmitted to the opposite side-bar and tends to displace the opposite wheel vertically in the same direction, resisting a tendency of the vehicle to tip when rounding a corner. When the stabilizer bar10is in the second disconnected position or state, no torque is transmitted via the stabilizer bar10. The second disconnected position enables each wheel to displace vertically without impacting vertical displacement of the other wheel. A further discussion of how the disconnect unit18enables the first connected position and the second disconnected position now follows. Referring toFIG.3which shows the disconnect unit18in the first connected position, left side-bar12is torsionally coupled or fixed to a hollow housing22. Right side-bar14is torsionally coupled or fixed to a tulip24which is supported within the housing22by a bearing26. Therefore, in the first connected position, the left side-bar12is torsionally coupled to the right side-bar14. The bearing26serves to align the housing22and tulip24and also to allow relative rotation between the housing22and tulip24. A ball screw actuator inside the housing includes a threaded rod28and a nut30. A sleeve57(seeFIG.11) fixed within a bore59of the nut30is formed with internal threads58. A set of balls56engage the threaded rod28and the internal threads58of the sleeve57such that the nut30moves axially in response to rotation of the threaded rod28. The motor54, which can also be referred to as an electronically controlled actuator, includes a stator32fixed to the housing22and a rotor34fixed to a motor shaft35. The motor shaft35is supported by bearings60,62arranged at each end. The motor shaft35is coupled to the threaded rod28via coupling66such that the motor shaft35and threaded rod28rotate in unison. The threaded rod28is supported by a bearing64arranged within the tulip24. In alternative embodiments, other types of actuators, such as lead screws or solenoids, may be used. A compression spring36biases the nut30to the right with respect to the housing22such that the nut30is disposed within the tulip24. The friction imposed by the ball screw actuator is low such that, when no power is provided to the motor54, the spring36pushes the nut30to the right causing the threaded rod28and the rotor34to rotate. The housing22defines a set of at least two axial grooves38(three in the illustrated embodiment). The tulip24defines a set of axial slots40(best seen inFIGS.6A and6B). The slots40are open ended on the left side of the tulip24. A set of at least two pins42extend radially from the nut30. Each of the pins42are disposed within corresponding bores68of the nut30via a press-fit or a threaded interface. The bores68are designed as blind bores, but any suitable bore arrangement is plausible. The number of pins42can be equal to both the number of axial grooves38in the housing and the number of slots40in the tulip24. Furthermore, each of the pins42can correspond with one of the axial grooves38and one of the slots40. Around each pin42, an outer bearing44engages a corresponding axial groove38of the housing22and an inner bearing46engages a corresponding slot40of the tulip24. The inner and outer bearings46,44facilitate a rotating or non-sliding interface with the respective tulip24and housing22. The bearings could be plain bearings that incorporate bushings or rolling element bearings. In other embodiments the pins42could simply slide in with respect to the grooves38and slots40without such bearings. A torque path Tp is shown inFIG.3that illustrates the torsional coupling of the left side-bar12to the right side-bar14. Torque is transmitted from the left side-bar12to the housing22, to the outer bearings44, to the inner bearings46, to the tulip24, and finally, to the right side-bar14. Torque is transmitted from the right side-bar14to the left side-bar12through the same sequence of parts in the opposite order. A cover48extends over the housing22and is sealably fixed to the housing22via a threaded interface that includes outer threads70of the housing22and inner threads74of the cover48. Other suitable means of sealably attaching the cover48to the housing22are possible, including, but not limited to a welded joint. A seal50arranged radially between the cover48and the tulip24prevents dirt from getting into the housing cavity and prevents grease from getting out of a housing cavity52formed by the cover and the housing22. FIG.4illustrates the disconnect unit18in the second disconnected position or state. To enter this second disconnected position, electric power is supplied to the motor54via the electrical connector20that is disposed within an opening72of the housing22. This causes the rotor34and threaded rod28to rotate and, in turn, causes the nut30to move axially to the left, compressing the spring36. Once the inner bearings46have moved beyond the open end of the slot40, the torque transmission path is interrupted. In this second disconnected position, the left side-bar12can rotate relative to the right side-bar14. To transition from the second disconnected position to the first connected position, electric power is withdrawn from the motor54. The spring36pushes the nut30back toward the position shown inFIG.3. If the slots40are aligned with the grooves38, then the transition will occur right away. In some situations, the grooves38and slots40may not be lined up at the moment that the power is withdrawn. However, the grooves38and slots40will line up once the vehicle is on a level surface and is not turning. The shape of the open end of the slots40may be contoured to facilitate re-engagement. In alternative embodiments, the motor54may be commanded to rotate in the opposite direction as opposed to simply being de-energized. It should be stated that a radial position of the pins42relative to the rotational axis76of the disconnect unit18remains the same in both the first connected and second disconnected positions. Furthermore, it is the axial position of the pins42relative to the rotational axis76of the disconnect unit18that changes from the first connected position to the second disconnected position; stated otherwise, the pins42move axially along the rotational axis76when the disconnect unit18changes from the first connected position to the second disconnected position. FIG.12is a cross-sectional view taken fromFIG.3which shows the radial position of the pins42relative to the cover48, housing22, and tulip24with the disconnect unit in the first connected position. The bores68of the nut30, the axial grooves38of the housing22, and the slots of the tulip24can be arranged in various angular configurations to achieve a robust and noise-free assembly. In one example embodiment, the angular span between the respective bores68, respective axial grooves38, and respective slots40can be equal, or in the illustrated embodiment, equal to 120 degrees. To address potential torsional lash and resultant noise and/or durability issues, torsionally pre-loaded pins42can be achieved by unequal angular spans amongst the circumferential arrays of the bores68, the respective axial grooves38, or the respective slots40. In an example embodiment, three angles A1-A3 that define angular positions of three slots40A-40C of the tulip24are unequal. Such an unequal angle arrangement of the slots40A-40C can be described as a non-symmetrical arrangement. In a further aspect, a first angle A1 between first and second slots40A,40B and a second angle A2 between second and third slots40B,40C are configured to be less than 120 degrees and a third angle A3 between the first and third slots40A, is configured to be greater than 120 degrees. The pins42can be pre-loaded via the following installation sequence. The housing22, nut30, and tulip24can be angularly adjusted so that a first bore68A, a first axial groove38A, and the first slot40A are all aligned, allowing installation of a first pin42A. A torque can be applied to the tulip24or the housing22in a first direction to achieve alignment of a second bore68B, a second axial groove38B, and a second slot40B so that a second pin42B can be installed in the second bore68B. After the second pin42B is installed, a torque can be applied to the tulip24or the housing22in a second direction, opposite the first direction, to achieve alignment of a third bore68C, a third axial groove28C, and a third slot40C so that a third pin42C can be installed in the third bore68C. The first, second, and third pins42A-42C can either be pressed into the corresponding bores68A-68C or threaded in. While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the spirit and scope of the disclosure. As previously described, the features of various embodiments can be combined to form further embodiments of the disclosure that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. As such, to the extent any embodiments are described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics, these embodiments are not outside the scope of the disclosure and can be desirable for particular applications. | 13,464 |
11858307 | DETAILED DESCRIPTION While aspects of the subject matter of the present disclosure may be embodied in a variety of forms, the following description and accompanying drawings are merely intended to disclose some of these forms as specific examples of the subject matter. Accordingly, the subject matter of this disclosure is not intended to be limited to the forms or embodiments so described and illustrated. The present disclosure includes an air management system for a vehicle having a first pneumatic circuit having a first leveling valve configured to adjust independently the height of a first side of the vehicle, a second pneumatic circuit having a second leveling valve configured to adjust independently the height of a second side of the vehicle, and a cross-flow mechanism connecting the first leveling valve with the second leveling valve. The first and second leveling valves establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle, e.g., when the ride height control arms on both sides of the vehicle are in a neutral position or when an electronic-actuated valve is set in a neutral mode. The first and second leveling valves are configured to be set to the neutral position or neutral mode under all driving conditions including when the vehicle is traveling at a velocity substantially above zero miles-per-hour. As used herein, the terms “neutral position” and “neutral mode” are defined as the state in which neither leveling valve is supplying air from the air supply tank to the air springs or removing air from the air springs to the atmosphere, and each of the leveling valves are in pneumatic communication with each other. As used herein, the term “active mode” is defined as the state in which the valve is independently adjusting the height or air pressure of one or more air springs in one pneumatic circuit while the valve is not in pneumatic communication with any components of another pneumatic circuit. As used herein, a “cross-flow mechanism” or “cross-flow system” includes any components necessary to establish pneumatic communication between a first pneumatic circuit and a second pneumatic circuit, wherein the first and second pneumatic circuits are provided on opposite sides of a vehicle, i.e., left and right sides. The cross-flow mechanism or cross-flow system may include a cross-flow air line connecting a first leveling valve and a second leveling valve connected to a cross-flow port on each leveling valve, in which the cross-flow air line is not directly connected to a supply tank or a supply line connected to the supply tank. The cross-flow mechanism or cross-flow system may also include a cross-flow controller device connected to each of the first leveling valve and the second leveling valve. The cross-flow mechanism or cross-flow system may also include electrical sensors, e.g., air pressure sensors631, air flow sensors632, ride height sensors, stability control sensors. As used herein, the “response position” is defined as the state in which one or more leveling valves on each side of the vehicle are adjusting the air pressure of air springs independently in the pneumatic circuits. As used herein, “dead band” refers to range of rotation in which a disk surface of a rotary disk completely overlies the reservoir cavity of the lower housing such that the leveling valve is neither supplying air from the air supply tank to the air springs or removing air from the air springs to the atmosphere. In one example, each leveling valve includes a housing, a valve element disposed in a bore of the housing, and a control arm pivotably connected to the housing such that it pivots from a neutral position to one or more response positions to induce rotation or movement of the valve element. In another example, each leveling valve includes a housing and a ride height sensor electrically connected thereto instead of a control arm. In another example, each leveling valve includes a housing, a valve element disposed in a bore of the housing, a control arm pivotably connected to the housing to induce movement or rotation of the valve element, and a sensor disposed in the housing to detect movement of the control arm. In another example, each leveling valve may include a housing, a valve element, and a motor (e.g., stepper motor) to induce rotation or movement of the valve element. The valve element may be selected from the group consisting of a plunger, a rotary disk, and a poppet. In one example, the first and second leveling valves establish pneumatic communication between the first and second pneumatic circuits when the control arm of both the first and second level valves are set in the neutral position, and the first and second leveling valves are configured to prevent pneumatic communication between the first and second pneumatic circuits when the control arm of one of the first and second leveling valves is set to the one or more response positions. In one example, the first pneumatic circuit includes a first set of air springs disposed on a first side of the vehicle, a first supply tank, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with the first supply tank; and the second pneumatic circuit includes a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. In another example, the first and second pneumatic circuits may be supplied air by a common air supply tank such that the air management system only includes only one air supply tank to provide air flow to air springs on both sides of the vehicle. In one example, the air lines are provided to supply equal volumes of air to maintain symmetry within the pneumatic circuits on both sides of the vehicle. The air lines are of substantially the same (e.g., within ±10% or ±5% or ±2% or ±1%) or equal diameter and/or length. The supply lines are of substantially the same (e.g., within ±10% or ±5% or ±2% or ±1%) or equal diameter and/or length. FIGS.1A-Cshow configurations of air management systems for a vehicle as disclosed herein, indicated by reference number100. The air management assembly100includes a first pneumatic circuit disposed on a first side of a vehicle1, a second pneumatic circuit disposed on a second side of the vehicle1, and a cross-flow line38pneumatically connecting the first and second pneumatic circuits. The vehicle1can have front and rear driven and/or non-driven wheeled axles2and3, which are supported in a known manner on the chassis1by pairs of air bags (also referred to interchangeably as air springs)4and5,6and7,8and9and10and11, positioned as illustrated on either side of the axles2and3. The present invention is not limited to having the particular number of axle(s), air bags (air springs), air lines/hoses, air supply tank(s) that are shown in the drawings, as these elements vary depending on the type of vehicle that is used as would be immediately clear to a person skilled in the art. In another example, the first and second pneumatic circuits may be supplied air by a common air supply tank such that the air management system100only includes only one air supply tank to provide air flow to air springs4-11on both sides of the vehicle1. InFIGS.1A-C, air springs4,5,8, and9are positioned on the first side of the vehicle1and connected together by separate air lines12,13, and18-21to form a first set of air springs. Air springs4,5,8and9and separate air lines12,13, and18-21are supplied air by a valve hose28, which is connected to a first leveling valve16. A supply hose30extends directly from the first leveling valve16to a first supply tank32for supplying air to the first leveling valve16. The supply hose30is also provided with a pressure protection valve34. Accordingly, air springs4,5,8, and9, separate air lines12,13, and18-21, valve hose28, first leveling valve16, supply hose30, pressure protection valve34(not required in some vehicles or air management systems), and the first supply tank32form the first pneumatic circuit adapted for adjusting independently the height of the first side of the vehicle1. In some embodiments (not shown), the air management assembly100may comprise a single air supply tank to deliver air simultaneously to both the first and second pneumatic circuits and a single pressure protection valve connected to the air supply tank by a single hose and connected to the first and second pneumatic circuits through two supply hoses. The single pressure protection valve is configured to supply sufficient air pressure to both the first and second pneumatic circuits in the event of a leak or failure within the air management system100. The single pressure protection valve is configured to have a larger air capacity to the dual pressure protection valves34in order to provide sufficient air to both the first and second pneumatic circuits simultaneously. Air springs6,7,10, and11are positioned on a second side of the vehicle1and connected together by separate air lines14,15, and22-25to form a second set of air springs. Air springs6,7,10, and11and separate air lines14,15, and22-25are supplied air by a valve hose29, which is connected to a second level valve17. A supply hose31extends directly from the second leveling valve17to a second supply tank33for supplying air to the second leveling valve17. The supply hose31is also provided with a pressure protection valve35. Accordingly, air springs6,7,10,11, separate air lines14,15, and22-25, valve hose29, second leveling valve17, supply hose31, the pressure protection valve35, and the second supply tank33form the second pneumatic circuit adapted for adjusting independently the height of the second side of the vehicle1. Both the first pneumatic circuit and the second pneumatic circuit are independently operable so that the first leveling valve16independently delivers air to or purges air from the first side of the vehicle1and the second leveling valve17independently delivers air to or purges air from the second side of vehicle1. To ensure a balanced supply air of substantially the same volume and pressure to each air spring, the separate air lines12,13, and18-21on the first side of the vehicle1and the separate air lines14,15, and22-25on the second side of the vehicle1are of substantially the same size (internal diameter) and length. In the illustrated configuration, the separate air lines18-21and22-25each have a bore diameter of about 12 mm (½ inch). Other sizes may be used with similar results provided the size and length of the air lines in each set or group (e.g. 18 to 25, 28 and 29, 30 and 30 31 etc.) are the same. For similar reasons, the valve hoses28and29are of substantially the same size or internal diameter and length, and the supply hoses30and31are of substantially the same size or internal diameter and length. The provision of the separate air lines18-21and21-25and the connection of these lines to the separately supplied leveling valves16and17ensure that an equal volume of air is rapidly supplied to each of the air springs so that the internal pressure of the air springs respond appropriately to changes in road conditions relayed to the valves16and17. Thus, the rate of change for the internal pressure of the first set of air springs is substantially symmetrical to the rate of change for the internal pressure of the second set of air springs. The first control valve16and the second control valve17each include control arms16a,17alinked to a rigid bar36mounted underneath the air springs9and11. The control arms16a,17aare each configured to move up and down in response to compression and extension of the air springs, which actuates the first and second control valves16,17to either supply or purge air to and from the air springs. Both the first and second leveling valves16,17neither supply air from the supply tank to the air springs nor remove air from the air springs to the atmosphere when the control arms16a,17aare in a neutral position. A cross-flow line38extends from the first leveling valve16to the second leveling valve17to connect the first and second leveling valves. As shown inFIG.1A, the cross-flow line38is not directly connected supply lines30,31or the air supply tanks32,33. When the control arms16a,17aare both in the neutral position, the first and second leveling valves16,17are in pneumatic communication with each other such that there is pneumatic communication between the first and second pneumatic circuits via the cross-flow line38to equalize air pressure between air springs4,5,8, and9on the first side of the vehicle1and air springs6,7,10,11on the second side of the vehicle. As a result, the first and second pneumatic circuits are linked together as a common circuit when the control arms16a,17aare both in the neutral position. By maintaining equal air pressure between the first and second sets of air springs, the first and second leveling valves16,17equilibrate the pressure between the two sides of the vehicle when both control arms16a,17aare in the neutral position. In the illustrated embodiment, only a single cross-flow line38is needed to establish pneumatic communication between the first and second pneumatic circuits such that air flows between the left and right sides of the vehicle. The first and second leveling valves16,17only permit pneumatic communication with each other via the cross-flow line38when the control arms16a,17aare both in the neutral position. In other words, the first and second leveling valves16a,17aprevent pneumatic communication between the first and second pneumatic circuits when either one of the control arms16a,17ais not in the neutral position. By not establishing communication between the first and second pneumatic circuits when either one of the control arms16a,17aare moving up and down from the neutral position, the first and second leveling valves16,17are able to purge air from or supply air to the air springs independently. Accordingly, when the vehicle1is negotiating a sharp turn that shifts the vehicle's center of gravity, one of the first and second leveling valves16,17supplies air to the set of air springs that have been contracted from the weight shift of the vehicle1, while the other one of the first and second leveling valves16,17purges air from the other set of air springs that have been extended from the weight shift of the vehicle without any cross-flow between the first16and second17leveling valves. In this state, the first and second leveling valves16,17may overcompensate for the dynamic weight shift of the vehicle by either supplying too much air to one set of air springs or removing too much air from the other set of air springs, resulting in a slight pressure difference between the first and second sets of air springs. This slight pressure difference between the first and second sets of air springs may not trigger either control arm16a,17ato pivot away from the neutral position as the vehicle1pulls away from the turn, which would keep the vehicle1in an unlevel state if not for the mechanism described in the present disclosure. According to the present disclosure, because the first and second leveling valves16,17communicate with each other when both control arms16a,17aare in the neutral position via cross-flow38, the slight pressure difference between first and second sets of air springs is eliminated as air passes via the cross-flow line38from the set of air springs at higher pressure to the set of air springs at lower pressure, thereby reaching an equilibrium state. FIG.2schematically illustrates a leveling valve50according to one configuration of the present invention. The leveling valve50includes a housing60and a control arm70. The housing60includes a supply port61connected to the supply tank, an exhaust port62connected to the atmosphere, an air spring port63connected to the air springs on one respective side of the vehicle, and a cross-flow port64connected to a second leveling valve on another side of the vehicle. WhileFIG.2illustrates the housing60having one air spring port, the housing60may include two or more air spring ports to communicate with multiple sets of air springs disposed on a respective side of the vehicle. Further, the relative positioning of the ports with respect to each other and with respect to the control arm may be varied and is not intended to be limited to the configuration illustrated inFIG.2. As shown inFIG.2, the control arm70is connected to the housing60and pivots about the housing60between a plurality of positions in response to compression and extension of the air springs disposed on one side of the vehicle. When the air springs compress, the control arm70pivots upward from a horizontal position to a first position, which establishes communication between the supply port61and the air spring port63of the housing. Consequently, air is supplied from the supply tank to the respective air springs, thereby increasing the air pressure of the air springs. When the respective air springs extend, the control arm70pivots downward from a horizontal position to a second position, which establishes communication between the exhaust port62and the air spring port63of the housing60. Accordingly, air is removed from the air springs and released to the atmosphere, thereby decreasing the air pressure of the air springs. When the control arm70pivots away from the neutral position in either direction, the air spring port63does not communicate with the cross-flow port64. At the neutral position, the control arm70is substantially oriented in a horizontal position such that the control arm70extends parallel to the ground surface. When the control arm70is set in the neutral position, the air spring port63communicates neither with the supply port61nor the exhaust port62. The air spring port63, instead, communicates with the cross-flow port64when the control arm70is set in the neutral position so that the leveling valve50may communicate with another leveling valve disposed on an opposite side of the vehicle (as shown inFIG.1A-C). According to one exemplary configuration, the leveling valve may include a rotary member (not shown), such as a disk, received in a central bore (not shown) of the housing, in which the central bore is pneumatically connected to each port of the housing. The rotary member is rotatably connected to the control arm so that pivoting movement of the control arm induces rotation of the rotary member. The rotary member may rotate between a plurality of positions to alter communication between the ports of the housing. Each leveling valve is a symmetrically dynamic equalized volume and pressure distributing valve having at least one rotary member (not shown) having different sized grooves or through holes so as to deliver or purge air to the air springs when actuated in a response position, or to cut off air flow to the purge and supply ports when actuated in a neutral position and to open pneumatic communication at the cross-flow port in the neutral position. Accordingly, if a leveling valve on one side of the vehicle is in a neutral position, but the leveling valve on the opposite side of the vehicle is not in a neutral position, then there is no pneumatic communication between the two leveling valves. Only once both leveling valves are actuated to the neutral position is pneumatic communication between the pneumatic circuits on the opposite sides of the vehicle established. Establishing cross-flow when neither leveling valve is independently adjusting the height of a respective side of vehicle mitigates the imbalanced pressure differentials between the air springs on each side of the vehicle. It has been discovered that one factor contributing to these pressure differentials is gravity. For example, when a vehicle is negotiating a turn and experiences a dynamic lateral weight shift, one of the leveling valves responds by supplying air to the compressed air springs, whereas the other one of the leveling valves removes air from the extended air springs. However, the leveling valve that supplies air in response to the lateral weight shift tends to supply air with much greater force to overcome the force of gravity acting against the compressed air springs. As a result, the leveling valve often supplies more air to its set of air springs than the volume of air removed from the other set of air springs on the opposite of the vehicle. Although a pressure differential remains between the air springs on opposite sides of the vehicle, the control arms return to a horizontal, neutral position, in which the supply and purge ports of each leveling valve are closed (e.g., within dead band position), thereby not accounting for the overcompensated air supplied to one of the sets of air springs. The air management system of the present invention provides the unexpected advantage of mitigating the pressure differential between the air springs on each side of the vehicle by linking at least two independent pneumatic circuits to form one common pneumatic circuit when both leveling valves are in a neutral mode. In the present context, a leveling valve is in a “neutral mode” when the leveling valve is neither supplying air from an air supply tank nor purging air into the atmosphere. Accordingly, the air management system of the present invention may adjust each side of the vehicle independently by preventing communication between the first and second pneumatic circuits when at least one of the leveling valves is not in a neutral mode. The air management system of the present invention may also link the first and second pneumatic circuits into one common circuit by establishing cross-flow communication between the first and second pneumatic circuits only when both leveling valves are in a neutral mode. Establishing cross-flow between the air springs on each side of the vehicle allows the overcompensated air springs having greater pressure to release air to the air springs on the other side of the vehicle via the cross-flow line, thereby promoting equilibrium between air springs on both sides of the vehicle. Ultimately, the ability to selectively provide cross-flow when all the leveling valves are set in a neutral mode allows the air management system to maintain a highly stable, safer and more comfortable vehicle ride with better traction. FIGS.3and4show different views of a mechanical-actuated valve according to one configuration of the present invention. The leveling valve300shown inFIGS.3and4includes a valve body310comprising an upper housing320mounted to a lower housing330, wherein a control arm340is attached to a shaft extending through the upper housing320. The upper housing320is mounted to the lower housing330by fasteners (not shown) that are received in mounting holes that extend through corners of the upper housing320and the lower housing330. Referring toFIGS.4and5, the lower housing330comprises at least five ports334a-e, including a supply port334a, which connects to an air tank (not shown), an exhaust port334bfor purging air from the air springs (not shown), a first port334cthat connects to a first set of air springs (not shown), a second port334dthat connects to a second set of air springs (not shown), and a cross-flow port334ethat connects to another leveling valve (not shown). The first and second ports334cand334dare arranged so that first spring port334con one side of the lower housing330coincides with a second spring port334don the other side of the lower housing330. The ports334a-dare further arranged so that supply port334aon one side of the lower housing330coincides with the exhaust port334bon an opposite side of lower housing330. The lower housing330includes separate airflow passages (not shown) to each port334a-eof the lower housing330, so that air supplied from the supply port334aor air purged to the exhaust port334boccurs independently from air flowing through the cross-flow port334e. Referring toFIG.5, the lower housing330includes a first surface336defining a plurality of circular-shaped cavities338a-c. The supply port334ais linked to a supply cavity338aby one airflow passage formed in the lower housing330, and the exhaust port334bis linked to an exhaust cavity338bby a second airflow passed formed in the lower housing330. The cross-flow port334eis linked to a cross-flow cavity338cby a third air flow passage formed in the lower housing330. The first and second spring ports334c,334dmay be linked by a reservoir cavity (not shown) formed in the lowered housing330. FIGS.4and6A-C show a rotary disk350according to one configuration of the present invention. Referring toFIG.4, the rotary disk350is received in a central bore defined between the lower and upper housing. The rotary disk350includes a central aperture352configured to rotatably receive a post (not shown), which extends from the lower housing330and through the upper housing320to connect to the control arm. The rotary disk350is configured to rotate about the post (not shown) within a central bore of the lower housing330, thereby defining the central aperture352as a pivot point. The rotary disk350includes two oblong-shaped slots354spaced around the central aperture352with disk surface353defined therebetween and along the periphery of the rotary disk350. The disk surface353corresponds to regions of the rotary disk350that only includes the solid surface of the rotary disk350, not any void spaces defined by the slots. Accordingly, when the disk surface353of the rotary disk350completely overlaps a respective cavity, air flow is restricted from entering through the respective cavity. The rotary disk350further includes a cross-flow slot355, which is smaller than both the oblong-shaped slots354. The angular position of the rotary disk350changes as the control arm340pivots about the valve body310of the valve300. As shown inFIG.6A, when the control arm340is set to a horizontal position, the rotary disk350is set to a neutral position, in which the disk surface353of the rotary disk350overlies both the supply cavity338aand the exhaust cavity338bof the lower housing330. Thus, at the neutral position, the rotary disk350is set within the dead band range of rotation. Consequently, when the rotary disk350is set at the neutral position, the air springs are connected to neither the supply port334anor the exhaust port334b. However, the cross-flow slot355overlies the cross-flow cavity so that the first and second springs are in communication with the cross-flow port334e. As shown inFIG.6B, due to clockwise rotation of the control arm340, the rotary disk350rotates to an angular position in which the arrangement of slots354,355connects the supply cavity338awith the reservoir cavity (not shown) so that the air springs receive air from the supply tank, thereby increasing the air pressure of the air springs. As shown inFIG.6C, due to counterclockwise rotation of the control arm340, the rotary disk350rotates to an angular position in which the arrangement of slots354,355connects the exhaust cavity338bwith the reservoir cavity (not shown) so that air is removed from the air springs into the atmosphere. In other configurations, one condition for clockwise movement of one rotary disk350may correspond to counterclockwise rotation of another rotary disk350according to the present invention. For example, clockwise rotation of the rotary arm may induce the rotary disk350to rotate to an angular position in which the arrangement of slots354,355connects the exhaust cavity338bwith the spring reservoir cavity (not shown) so that the air springs purge air into the atmosphere, thereby decreasing the air pressure of the air springs. Furthermore, counterclockwise rotation of the rotary arm may induce the rotary disk to rotate to an angular position in which the arrangement of slots354,355connects the supply cavity338awith the spring reservoir cavity (not shown) so that air is supplied from the supply tank to the air springs. FIGS.10,11, and12A-C illustrate a lower housing430according one configuration of the present invention. The lower housing430is configured to mount to the upper housing320shown inFIGS.3and4to form a valve body of a leveling valve. Similar to the configuration shown inFIGS.3-5, the lower housing430comprises at least five ports434a-e, including a supply port434athat connects to an air tank (not shown), an exhaust port434bfor purging air from the air springs (not shown), a first port434cthat connects to a first set of air springs (not shown), a second port434dthat connects to a second set of air springs (not shown), and a cross-flow port434ethat connects to another leveling valve (950). The lower housing430can optionally further include a sixth port434f(shown inFIGS.12A and12B) that connects to a dump valve (not shown), wherein the dump valve is configured to remove all of the air from each air spring of the air management system simultaneously. As shown inFIGS.12A-C, the lower housing430includes separate airflow passages to each port434a-f, including a supply passage432aconnected to the supply port434a, an exhaust passage432bconnected to the exhaust port434b, a first passage432cconnected to the first port434c, a second passage432dconnected to the second port434d, a cross-flow passage432econnected to the cross-flow port434e, and a dump passage432fconnected to the dump port434f. The lower housing430includes a first surface436defining a plurality of circular-shaped blind holes438a-cand a reservoir cavity439. The blind holes438a-cinclude a supply hole438alinked to the supply port434aby the supply passage432a, an exhaust hole438blinked to the exhaust port434bby the exhaust passage432b, and a cross-flow hole438clinked to the cross-flow port434eby the cross-flow passage432e. The lower housing430further includes a central hole438dconfigured to receive a post (not shown) that extends through the upper housing320to receive the control arm. The first passage432c, the second passage432d, and the dump passage432fare interconnected together and extend from the reservoir cavity439. In one example shown inFIG.10, the lower housing430may include an elevated surface437protruded from the first surface436, in which the holes438a-cand cavity439are defined along the elevated surface437. The elevated surface437of the lower housing430is configured to engage a lower surface of the upper housing320to define a chamber therein. FIG.13illustrates a rotary disk450according to a configuration of the present invention. Similar to the configuration shown inFIGS.4and6A-C, the rotary disk450includes a central aperture452, two oblong-shaped slots454, and a cross-flow slot455with disk surface453extending therebetween and along the periphery of the rotary disk450. The central aperture452is disposed between the two oblong-shaped slots454and the cross-flow slot455. The two oblong-shaped slots454are symmetrically spaced from a central axis A-A of the rotary disk455, and the cross-flow slot455overlies the central axis A-A of the rotary disk450, in which the central aperture452is disposed between the oblong-shaped slots454and the cross-flow slot455. The cross-sectional area of the cross-flow slot455is substantially smaller than the cross-sectional area of each oblong-shaped slot454. For example, the cross-sectional area of the cross-flow slot455is at least three, four, five, ten, twenty, thirty, forty or more times smaller than the cross-sectional area of the oblong-shaped slots454. In some non-limiting embodiments (e.g.,FIGS.33-36), the width or diameter of the cross-flow slot455may vary across its depth thereof such that the width or diameter of the cross-flow slot455has a first transverse dimension at a first face of the rotary disk450and a second transverse dimension at a second face of the rotary disk450, in which the first transverse dimension is greater than the second transverse dimension. The rotary disk450is received on the elevated surface437of the lower housing430, and the central aperture452receives a shaft (not shown) extending from the first surface436of the lower housing430to the upper housing (not shown) of the rotary valve. Similar to the configuration shown inFIGS.4and6A-C, the rotary disk450is configured to rotate about the shaft between a plurality of positions including a neutral position, a first angular position, and a second angular position. At the neutral position, the disk surface453of the rotary disk450overlies both the supply hole438aand the exhaust hole438bof the lower housing430such that the air springs are connected to neither the supply port434anor the exhaust port434b. Thus, the rotary disk450is set within the dead band range of rotation when set at a neutral position. At the neutral position, the cross-flow slot455overlies the cross-flow hole438cso that the first and second springs are in communication with the cross-flow port434e. When the rotary disk450is rotated away from the neutral position in a clockwise direction to the first angular position, the oblong-shaped slots454connect the supply hole438awith the reservoir cavity439so that the air springs receive air from the supply tank, thereby increasing the air pressure of the air springs. When the rotary disk450is set at the first angular position, the cross-flow slot455is rotated away from the cross-flow hole438, such that the dead band453overlies the cross-flow hole438c. When the rotary disk450is rotated away from the neutral position in a counter-clockwise direction to the second angular position, the oblong-shaped slots454connect the exhaust hole438bwith the reservoir cavity439so that air is removed from the air springs. When the rotary disk450is set at the second angular position, the cross-flow slot455is rotated away from the cross-flow hole438c, such that dead band453overlies the cross-flow hole438c. Due to the sizing of the cross-flow slot455, the rotary disk450only needs to be slightly rotated about 1° to 2° in either the clockwise or the counter-clockwise direction from the neutral position for the dead band453to completely overlie the cross-flow hole438c. Thus, the rotary disk may transition quickly from allowing cross-flow between the first and second pneumatic circuits to controlling the air flow to one side of the vehicle independently without cross-flow taking place. While the rotary disk is rotating about 1° to 2° in either the clockwise or the counter-clockwise direction from the neutral position, the oblong-shaped slots454are neither in communication with the supply hole438anor the exhaust hole438bof the lower housing430. When the rotation speed of the rotary disk exceeds a predetermined threshold speed, the rotary disk450may rotate from the first angular position to the second angular position without allowing air to flow through the cross-flow hole438cand the cross-flow port434eduring the transition. Accordingly, when the vehicle experiences subsequent dynamic weight shifts, the rotary disk may switch between supplying and removing air to and from the air springs without allowing cross-flow to take place between the first and second pneumatic circuits during the transition. FIGS.14A and14Billustrate a first poppet460according to one configuration used in the present invention. The first poppet460includes a cylindrical-shaped body462extending from a first end464to a second end466. The first poppet460includes a passage463extending through the body462from an first opening463adefined along the first end464to a second opening463bdefined along the second end466. The size of the first opening463ais equivalent to the size of the second opening463b. The first poppet460is disposed in both the supply hole438aand the exhaust hole438bof the lower housing430, in which the first end464projects out of the first surface436of the lower housing430and engages the rotary disk450to provide an air tight seal between the supply and exhaust holes438a,438band the oblong-shaped slots454. In some other configurations (not shown), the size of the first opening463amay be different than the size of the second opening463bsuch that the diameter or width of the passage463varies through its length thereof. In one example, the first opening463amay comprise a first diameter, and the second opening463bmay comprise a second diameter, in which the second diameter is less than the first diameter. FIGS.15A and15Billustrate a second poppet470according to one configuration of the present invention. Similar to the first poppet460, the second poppet470includes a cylindrical-shaped body472extending from a first end474to a second end476. The first poppet470includes a passage473extending through the body472from an first opening473adefined along the first end474to a second opening473bdefined along the second end476. Unlike the first poppet460, the size of the first opening473ain the second poppet470is smaller than the size of the second opening473b. The size and shape of the first opening473aof the second poppet470corresponds to the size and shape of the cross-flow slot455in the rotary disk450. The second poppet470is disposed in the cross-flow hole438cof the lower housing, in which the first end474projects of the first surface436of the lower housing436and engages the rotary disk450to provide an air tight seal between the cross-flow slot455of the rotary disk450and the cross-flow hole438c. In one non-limiting embodiment, the lower housing430may comprise a fourth blind hole (not shown) disposed along the first surface436, whereby the fourth blind hole is aligned with the cross-flow hole438cand the reservoir cavity439is disposed between the fourth blind hole and the cross-flow hole438c. In some embodiments, the fourth blind hole is ninety degrees separated from the supply and exhaust holes438a,438bwith respect to the central hole438dand one-hundred-eighty degrees separated from the cross-flow hole438cwith respect to the central hole438d. The fourth blind hole is not in pneumatic communication with any one of the supply passage432a, exhaust passage432b, first passage432c, second passage432d, cross-flow passage432e, and the dump passage432f. In some embodiments, a third poppet (not shown) may be disposed in the fourth blind hole. In some embodiments, the third poppet may comprise the same configuration as the first poppet460received in the cross-flow hole438csuch that the third poppet comprises a first end configured to project above the first surface436of the lower housing430. When the rotary disk450is received on the first surface436of the lower housing430, the third poppet is configured to engage the rotary disk450such that a bottom surface of the rotary disk450engages four poppets: the pair of first poppets460received in the supply and exhaust holes438a,438b, the second poppet470received in the cross-flow hole, and the third poppet received in the fourth blind hole. By engaging the four poppets that are displaced from each ninety degrees with respect to the center hole438d, the rotary disk450is maintained at a level position. FIG.43illustrates the relationship between the angle of the control arm and the air pressure at the various ports of the lower housing of a leveling valve in an exemplary embodiment according to the present invention. As shown inFIG.43, the x-axis reflects the time of motorized operation in seconds, and the y-axis indicates both the angle of the control arm in degrees (i.e., represented by the solid line) and the air pressure in pressure-per-square-inch-gauge (PSIG) of the various valve ports in response to the changing control arm angle (represented by the dotted or dashed lines). Referring toFIG.43, as the vehicle dynamically encounters a changing road condition, i.e., when the control arm pivots initially away from the neutral position, indicated by the x-axis, the air pressure at the working port (i.e., spring port connected to the air spring) increases exponentially, while the air pressure at the supply port slightly dips. Accordingly, the leveling valve is configured to respond quickly at supplying air pressure to the air spring when the control arm pivots away from the neutral position to a supply position. Then, as the control arm initially pivots back toward the neutral positon, as indicated at about 14 seconds on the x-axis inFIG.43, the air pressure at the spring port levels is maintained at a constant level. Once the leveling arm returns back to the neutral position, as indicated at about 28 seconds on the x-axis inFIG.43, the air pressure at the cross-flow port spikes to about 90 PSIG and the air pressure at the spring port decreases slightly. As a result, the pressure in the connected air spring decreases slightly so that air springs disposed on opposite sides of the vehicle become equal. Then, as the vehicle continues driving and encounters a different changing road condition, i.e., as the control arm rotates away from the neutral position in the opposite direction, starting about 29 seconds on the x-axis inFIG.43, the air pressure at the exhaust port increases such that the air pressure at the spring port decreases exponentially, at a faster rate, compared to the decrease of air pressure when the control arm is set in the neutral position. Accordingly, the air pressure in the connected air spring reduces significantly in response to the control arm switching to an exhaust position. Thus,FIG.43demonstrates that the leveling valve according to the present invention operates according to three unique stages: (i) a supply mode, (ii) an exhaust mode, and (iii) a cross-flow mode. In addition,FIG.43demonstrates that there is no bleed over between the separate stages such that the leveling valve may operate in only one of the three modes at a single time. According to various embodiments,FIG.44illustrates a method900for adjusting air pressure of an air management system100comprising one or more air supply tanks32,33, a first pneumatic circuit disposed on a first side of a vehicle, and a second pneumatic circuit disposed on a second side of the vehicle. As shown inFIG.44, the method900comprises a step910of adjusting independently the air pressure of the first pneumatic circuit by a first leveling valve16. In various embodiments, adjusting independently the air pressure of the first pneumatic circuit includes either supplying air from the one or more air supply tanks32,33to the first pneumatic circuit or removing air from the first pneumatic circuit to the atmosphere. As shown inFIG.44, the method900comprises a step920of adjusting independently the air pressure of the second pneumatic circuit by a second leveling valve17. In various embodiments, adjusting independently the air pressure of the second pneumatic circuit includes either supplying air from the one or more air supply tanks32,33to the second pneumatic circuit or removing air from the second pneumatic circuit to the atmosphere. As shown inFIG.44, the method900comprises a step930of establishing pneumatic communication between the first pneumatic circuit and the second pneumatic circuit only when both the first leveling valve16and the second leveling valve17are set in a neutral mode. In various embodiments, the leveling valve in the neutral mode is neither supplying air from the one or more air supply tanks or removing air into the atmosphere. The air management system may include mechanically- or electronically-actuated leveling valves to control communication between the first and second pneumatic circuits. In one exemplary configuration, the air management system may include a leveling valve disposed at each air spring, in which each leveling valve includes a manifold and a plunger disposed in a chamber of the manifold. The plunger is configured to move in the chamber of the manifold between one or more positions including at least a first position to establish cross-flow between the first and second pneumatic circuits and a second position to adjust independently the height of a respective side of the vehicle. Rather than having a control arm to actuate air flow, the manifold may include an electronic actuator to move the plunger between the one or more positions so that air flow may be supplied or removed from the respective air spring. In one exemplary configuration, the air management system may have a central manifold that includes individual ports connected to each air spring of the air management system. In one exemplary configuration, the leveling valves may consist of one or more solenoid valves that allow air to be adjusted to each side of the vehicle independently while selectively allowing cross-flow between the first and second pneumatic circuits to equalize air pressure between the first and second sets of air springs. The air management system may further include a controller in electrical communication (e.g. wireless or wired) with the leveling valves to control the operation of the electronically-actuated leveling valves. The air management system may further include air pressure sensors631provided in the air lines to sense pressure changes and imbalances and communicate such data to a controller in electrical communication (e.g. wireless or wired) with the leveling valves or to one or more leveling valves themselves. The air management system may further include inputs based on ride height sensors for height control, flow sensors632at one or more of the ports, and communication with electronic systems, e.g., any electronic stability control (ESC), including, but not limited to electronic stability program (ESP), dynamic stability control (DSC), vehicle stability control (VSC), automatic traction control (ATC), and/or roll stability control systems of the vehicle1. Linking actuation of the air management system to a controller that also linked to the ESP, DSC ATC, or VSC of the vehicle enhances the overall safety of the vehicle by syncing braking and steering control with the operation of the air management system. In various configurations, the controller of the air management system is in electrical communication with the leveling valves, sensors, and other vehicle electronic systems (e.g., ESC, ESP, DSC, VSC, ATC, etc). In various embodiments, the controller may receive measurement signals, such as height and pressure measurements of the air springs, transmitted from the sensors. Based on the measurement and data signals, the controller is configured to calculate a current state of each air spring of the air management system and a dynamic operating state of the vehicle. In one configuration, the controller is configured to calculate a pressure differential or a height differential between the air springs of the air management system based on the received measurement and data signals. The controller is configured to actuate the valve in the active mode when the pressure differential or the height differential between the air springs is above a predetermined threshold and actuate the valve in a neutral mode when the pressure differential or height differential is below a predetermined threshold. Accordingly, when there is a substantial height difference between respective sides of the vehicle, the controller is configured to transmit commands to the leveling valves to independently adjust the height of the air springs of its respective pneumatic circuit to bring the vehicle to a level condition at a faster rate. In various embodiments, the controller may transmit commands to the leveling valve to operate in an active mode at any vehicle speed. When there is only a slight height differential between the respective sides of the vehicle that does not trigger a rolling condition, the controller is configured to transmit a command to the leveling valves to be set in the neutral mode and mitigate any pressure differential between the air springs by establishing cross-flow between the air springs. In various embodiments, the controller transmit commands to the leveling valves to operate in the neutral mode at any vehicle speed, including speeds substantially above zero miles-per-hour or kilometers-per-hour. FIGS.7-9illustrate air managements systems comprising a series of air lines, in which the lengths of all the airlines extending between a respective air spring and a control valve have an equal length and internal diameter.FIG.7illustrates an air management system200acomprising a first pneumatic circuit, a second pneumatic circuit, and at least two leveling valves300a. Each pneumatic circuit includes one or more air springs205a, an air supply tank210a, a supply line220aextending between the leveling valve300aand the supply tank210a, and a set of spring lines230aconnecting the one or more air springs205ato the leveling valve300a. The air management system200afurther includes a pressure protection valve240a(not required for all air management systems) connected to each supply line220a. In some configurations of the air management system200a, the spring lines230amay have equal lengths and diameters, and the supply lines220amay have equal lengths and diameters. Each leveling valve300ais mechanically actuated by a control arm305and configured to independently adjust the air flow to one of the first or second pneumatic circuits. The leveling valves300aare linked together by a cross-flow line250ato establish fluid communication between the first and second pneumatic circuits when all leveling valves are set in the neutral mode. Thus, the leveling valves300aare configured to provide cross-flow between first and second pneumatic circuits when neither air is supplied from the air tank to the air springs nor air is removed from the air springs to the atmosphere. FIG.8illustrates an air management system200bcomprising a first pneumatic circuit, a second pneumatic circuit, and at least two leveling valves300b. Each pneumatic circuit includes one or more air springs205b, an air supply tank210b, a supply line220bextending between the leveling valve300band the supply tank210b, and a set of spring lines230bconnecting the one or more air springs205bto the leveling valve300b. In some configurations of the air management system200b, the spring lines230bmay have equal lengths and diameters, and the supply lines220bmay have equal lengths and diameters. The air management system200bfurther includes a pressure protection valve240bconnected to each supply line220b. As shown inFIG.8, the leveling valves300bare electronically-actuated leveling valves connected together by a cross-flow line250b. The electronically-actuated leveling valve is configured to provide cross-flow between first and second pneumatic circuits when neither air is supplied from the air tank to the air springs nor air is removed from the air springs to the atmosphere, i.e., in the neutral mode. FIG.9illustrates an air management system200ccomprising a first pneumatic circuit, a second pneumatic circuit, and at least two leveling valves300c. The air management system200ccomprises one or more air springs205c, a supply air tank210cthat is connected to each leveling valve300cby a respective supply line220c, in which a pressure protection valve240cis incorporated into the supply line220c. Each leveling valve300cis connected to the one or more air springs205cby a series of spring lines230c. In some configurations of the air management system200c, the spring lines230cmay have equal lengths and diameters, and the supply lines220cmay have equal lengths and diameters. The leveling valves300care connected together by a cross-flow line250c. As shown inFIG.9, the leveling valves300care electronically-actuated leveling valves and are in electrical communication with a control unit260. The electrical communication may be established by a wired connection or a wireless connection. The electronically-actuated leveling valve is configured to provide cross-flow between first and second pneumatic circuits when neither air is supplied from the air tank to the air springs nor air is removed from the air springs to the atmosphere, i.e., in the neutral mode. FIGS.16-18illustrate air management systems that sync control of air flow with an electronic control unit.FIG.16shows an air management system500acomprising a first pneumatic circuit510a, a second pneumatic circuit520a, and at least two leveling valves600a. Each pneumatic circuit510a,520a, includes one or more air springs530a. Each leveling valve600ais configured to independently adjust the air flow to one of the first or second pneumatic circuits. The leveling valves600aare linked together by a cross-flow line550ato establish fluid communication between the first and second pneumatic circuits510a,520awhen all leveling valves600aare set in the neutral mode. Each leveling valve600ais mechanically actuated by a control arm610and includes a control arm sensor (not shown) disposed in the housing of the leveling valve600ato detect the position of the control arm. In one example, the control arm sensor may be a potentiometer. The control arm sensor is in electrical communication with a control unit650a, which may be integrated into ESP, DSC or VSC of the vehicle. The electrical communication may be established by a wired connection or a wireless connection. The control arm sensor is configured to detect the position of the control arm and transmit the position of the control arm to the control unit650aas a control arm position input. The control unit650ais configured to determine vehicle height at each respective side of the vehicle based on the control arm position input. FIG.17shows an air management system500bcomprising an air supply tank505b, a first pneumatic circuit510bconnected to the supply tank505b, a second pneumatic circuit520bconnected to the supply tank505b, and at least two leveling valves600b, in which each leveling valve is configured to control independently the air flow to one of the first or second pneumatic circuits510b,520b. In other configurations of the air management system500b, the air management system may have more than one air supply tank505b. Each pneumatic circuit510b,520b, includes one or more air springs530b. Each leveling valve600bincludes a valve element (not shown) configured to move between a plurality of positions including a neutral position, a supply position, and an exhaust position. In one example, the valve element may be a poppet, a plunger, etc. When the valve element is set in the neutral position, the port neither supplies air to the air springs from the air tank nor removes air from the air springs to the atmosphere. Each leveling valve600bis electronically actuated by an electronic actuator620. In one example, the electronic actuator620may be a solenoid, a motor, etc. As shown inFIG.17, the leveling valves600bare connected together by a cross-flow line550bto establish fluid communication between the first and second pneumatic circuits510b,520bwhen all valve elements are set in the neutral position. The air management system further includes a plurality of leveling sensors630, including at least one leveling sensor630disposed at each side of the vehicle to detect vehicle height positions, air pressure of a respective air spring, or any other information pertinent to vehicle stability. The level sensors630are in electrical communication with a control unit650b. The electrical communication may be established by a wired connection or a wireless connection. Each leveling sensor630is configured to transmit measurements to the control unit650bas a vehicle leveling input. The control unit650bis configured to determine vehicle height at each respective side of the vehicle based on the vehicle leveling input. The control unit650bis further configured to control the electronic actuators620at each leveling valve600bto trigger movement of the valve element to a desired position, thereby controlling the air flow to the first and second pneumatic circuits. In one configuration, the control unit650bis configured to actuate the leveling valves600bto establish cross-flow when the pressure differential or height differential between the air springs of the first and second pneumatic circuits510b,520bare within a predetermined threshold. The control unit650is configured to actuate the valves600bin the active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure differential or height differential between the air springs of the first and second pneumatic circuits510b,520bare greater than a predetermined threshold. The control unit650bmay determine the pressure or height differential of the air springs530bbased on measurement signals received from the sensors630. FIG.18shows an air management system comprising an air supply tank505c, a first pneumatic circuit510c, a second pneumatic circuit520c, and a manifold600cthat, in certain embodiments, is disposed at or near the center of the vehicle. In other configurations of the air management system500c, the air management system may have more than one air supply tank505c. The manifold600cis connected to the supply tank505cby one or more supply lines506c. Each pneumatic circuit510c,520c, includes one or more air springs530c. The manifold600cincludes a plurality of ports640, including at least one port640connected to each air spring530cby a spring line535c. The manifold600cincludes a valve element (not shown) disposed at each port640to control the flow of air through the port. In one example, the valve element may be a poppet, a plunger, etc. The valve element is configured to move between a plurality of positions including a neutral position, a supply position, and an exhaust position. When the valve element is set in the neutral position, the port neither supplies air to the air springs from the air tank nor removes air from the air springs to the atmosphere. The manifold600cfurther includes a cross-flow passage (not shown) to establish fluid communication between the first and second pneumatic circuits510c,520cwhen all the valve elements are set in the neutral position. The manifold600cfurther includes an electronic actuator (not shown) disposed at each port to trigger movement of the valve element. In one example, the electronic actuator may be a solenoid, a motor, etc. The air management system500cfurther includes a plurality of leveling sensors630, including at least one leveling sensor630disposed at each side of the vehicle to detect vehicle height positions, air pressure of a respective air spring, or any other information pertinent to vehicle stability. The level sensors630are in electrical communication with a control unit650c. The electrical communication may be established by a wired connection or a wireless connection. Each leveling sensor630is configured to transmit measurements to the control unit650cas a vehicle leveling input. The control unit650cis configured to determine vehicle height at each respective side of the vehicle based on the vehicle leveling input. The control unit650cis further configured to control the electronic actuators at each port640to trigger the movement of the valve element to a desired position, thereby controlling the air flow to the first and second pneumatic circuits510c,520c. In one configuration, the control unit650cis configured to actuate the manifold600cto establish cross-flow when the pressure differential or height differential between the air springs of the first and second pneumatic circuits510c,520care within a predetermined threshold. The control unit650cis configured to actuate the manifold600cin the active mode to independently adjust the air pressure of its associated pneumatic circuit when the pressure differential or height differential between the air springs of the first and second pneumatic circuits510c,520care greater than a predetermined threshold. The control unit650cmay determine the pressure or height differential of the air springs530bbased on measurement signals received from the sensors630. FIGS.19and20illustrate air management systems that sync control of air flow with a control unit associated with each air spring.FIG.19shows an air management system700acomprising an air source702a, a supply air tank704a, a first pneumatic circuit710adisposed on a first side of the vehicle, and a second pneumatic circuit720adisposed on a second side of the vehicle. Each pneumatic circuit710a,720a, includes one or more air springs730a. Each air spring730acomprises a control unit740adisposed within a chamber of the air spring730a. The control unit740acomprises a housing780amounted to a top plate732aof the air spring730a. By being disposed within the air spring730, the control unit740ais not exposed to the outside environment, thereby being protected from damage caused by debris or inclement weather conditions. The control unit740ais configured to adjust the height of the air spring730bto a desired height that is determined based on one or more operating conditions monitored by the control unit740a. The control unit740amay take into account conditions of other air springs730aof the air management system700ain determining the desired height for its associated air spring730a, but the control unit740aadjusts the height of its associated air spring730aindependent to the other control units740aof the air management system700a. As shown inFIG.19, a cross-flow line760aconnects the control unit740aof an air spring730ain the first pneumatic circuit710ato a control unit740aof an air spring730ain the second pneumatic circuit720a. Each control unit740ais configured to provide cross-flow between the two air springs730aof the first and second pneumatic circuits710a,720awhen neither air is supplied from the air source702ato the air springs730anor air is removed from the air springs730ato the atmosphere, i.e., in the neutral mode. Referring toFIGS.19and22, the control unit740acomprises an inlet port741adisposed along a first surface of the housing780a, an outlet port742adisposed along the first surface of the housing780a, a cross-flow port743adisposed along a first surface of the housing780a, and a delivery port744adisposed along a second surface of the housing780a. The control unit740acomprises a valve chamber745aand a plurality of passages751a-754aconnecting the delivery port744a, the inlet port741a, the outlet port742a, and the cross-flow port743ato the valve chamber745a. The inlet port741ais configured to connect to a fitting736adisposed on the top plate732a, thereby establishing pneumatic communication between the air supply tank704aand the control unit740a. The outlet port742ais configured to connect to an exhaust port738adisposed on the top plate732a, thereby establishing pneumatic communication between the atmosphere and the control unit740a. The cross-flow port743ais configured to connect to the cross-flow line760a, thereby establishing pneumatic communication between a control unit740aof a first air spring730aand a control unit740aof a second air spring730a. The delivery port744ais configured to establish pneumatic communication between the valve chamber745aand the chamber of the air spring730asuch that air may be supplied into or released from the chamber of the air spring730a. As shown inFIG.22, the control unit740acomprises a valve746adisposed in the valve chamber745afor selectively controlling the supply and exhaust of air to and from the chamber of the air spring730a. The valve746ais configured to switch between a plurality of modes, including a first mode in which the air is released out of the chamber of the air spring730a, a second mode in which the air is supplied into the chamber of the air spring730a, a neutral mode in which the chamber of the air spring730ais pneumatically connected to the cross-flow line760a. In the first mode, the valve746aestablishes pneumatic communication between the inlet port741aand the delivery port744a. In the second mode, the valve746aestablishes pneumatic communication between the outlet port742aand the delivery port744a. When the valve746ais set in the first or second modes, the valve746ais independently adjusting the height of its associated air spring730a(i.e., active mode) such that the valve746ais not in pneumatic communication with other air springs730aof the air management system700a. In the neutral mode, the valve746aestablishes pneumatic communication between the cross-flow port743aand the delivery port744a, resulting in cross-flow between its associated air spring730aand a second air spring730adisposed on an opposite side of the vehicle. The valve746amay take any suitable form or configuration, such as a two-way, three-way, or variable position valve, to selectively control the flow of air in and out of the chamber of the air spring730aat a plurality of flow rates. In one example (not shown), the valve746acomprises a rotary member disposed in the valve chamber and an electronic actuator operatively linked to the rotary member. In one configuration, the electronic actuator is a stepper motor. The rotary member is configured to rotate between a plurality of positions including a first position establishing pneumatic communication between the inlet port and the delivery port, a second position establishing pneumatic communication between the outlet port and the delivery port, and a third position establishing pneumatic communication between the delivery port and the cross-flow port. The electronic actuator (e.g., stepper motor) is configured to receive energy from a power source and actuate movement of the rotary member between the plurality of positions. In some configurations, the rotary member is a disk comprising a plurality of holes configured to selectively overlie the plurality of passages at the first, second, and third positions, and the stepper motor includes a shaft that is rotatably coupled to the disk. In some configurations, the stepper motor is configured to actuate movement of the rotary member to a plurality of positions such that the volumetric flow rate for supplying or removing air from the chamber may vary at each respective position of the rotary member. Accordingly, the stepper motor may actuate movement of the rotary member to a first position, in which air is supplied or removed from the chamber of the air spring730aat a first rate, and the stepper motor may actuate movement of the rotary member to a second position, in which air is supplied or removed from the chamber of the air spring730aat a second rate that is greater or less than the first rate. In another example (not shown), the valve746amay include a plunger received in the valve chamber745aand a solenoid operatively connected to the plunger. The plunger is configured to slide within the valve chamber745abetween a plurality of positions, including a first position establishing pneumatic communication between the inlet port and the delivery port, a second position establishing pneumatic communication between the outlet port and the delivery port, and a third position establishing pneumatic communication between the delivery port and the cross-flow port. The solenoid is configured to receive energy from a power source and actuate movement of the plunger between the plurality of positions. In some configurations, the solenoid is configured to actuate movement of the plunger to a plurality of positions such that the volumetric flow rate for supplying or removing air from the chamber may vary at each respective position of the plunger. In another example as shownFIGS.26A and26B, the valve746amay include a cylindrical-shaped manifold780and a throttle element790telescopically received in the manifold780such that the throttle element790is in sliding engagement with the interior surface of the manifold780. In one configuration, the manifold780includes a plurality of openings781-783disposed along a surface of the manifold780. The plurality of openings781-783include a first opening781disposed approximate a first end of the manifold780, a second opening782disposed approximate a second end of the manifold780, a third opening783disposed between the first and second openings781,782. The first opening781is configured to provide pneumatic communication between the inlet port741aand the delivery port744aof the control unit740a. The second opening782is configured to provide pneumatic communication between the chamber of the air spring and the outlet port742aof the control unit740a. The third opening783is configured to provide pneumatic communication between the cross-flow port743aand the chamber of the air spring. In one configuration, the throttle element790is configured to receive an electric signal and slide along the longitudinal axis of the manifold780in response to receiving an electric signal. By sliding along the longitudinal axis of the manifold780, the throttle element790is configured to control the exposure of the first, second, and third openings781-783such that the valve746ais configured to selectively supply air, remove air, or establish cross-flow for the associated air spring730a. The displacement of the throttle element790further controls the rate of air flow through the control unit740a. The throttle element790may further be set in a position that isolates the air spring730afrom all other components of air management system700such that the air pressure of the air spring730aremains static. In another configuration (not shown), the throttle element is configured to rotate about the longitudinal axis of the manifold in response to receiving an electric signal. By rotating about the longitudinal axis of the manifold, the manifold is configured to control exposure of the first, second, and third openings such that the valve746ais configured to selectively supply or remove air from the chamber of the air spring. The valve746amay include an electronic actuator configured to trigger movement of the throttle element along the longitudinal axis of the manifold. In another configuration (not shown), the manifold includes a plurality of openings disposed along a surface of the manifold. The plurality of openings include a first opening disposed approximate a first end of the manifold, a second opening disposed approximate a second end of the manifold, a third opening disposed between the first and second openings and disposed on an opposite side of the manifold to the first and second openings, and a fourth opening disposed between the first and second openings. The first opening is in direct pneumatic communication with the inlet port741a. The second opening is in direct pneumatic communication with the outlet port742a. The third opening is in direct pneumatic communication with the delivery port744a. The fourth opening is in direct pneumatic communication with the cross-flow port143a. In one configuration, the throttle element is configured to receive an electric signal and slide along the longitudinal axis of the manifold in response to receiving an electric signal. By sliding along the longitudinal axis of the manifold, the throttle element is configured to control the exposure of the first, second, third, and fourth openings such that the valve746ais configured to selectively supply air, remove air, or establish cross-flow for the associated air spring730a. The displacement of the throttle element further controls the rate of air flow through the control unit740a. The throttle element may further be set in a position that isolates the air spring from all other components of air management system700such that the air pressure of the air spring remains static. In another configuration (not shown), the throttle element is configured to rotate about the longitudinal axis of the manifold in response to receiving an electric signal. By rotating about the longitudinal axis of the manifold, the manifold is configured to control exposure of the first, second, and third openings such that the valve746ais configured to selectively supply or remove air from the chamber of the air spring. The valve746amay include an electronic actuator configured to trigger movement of the throttle element along the longitudinal axis of the manifold. The control unit740acomprises one or more sensors748a, a communication interface749a, and a processing module750aoperatively linked to the one or more sensors748aand the communication interface749a. In some configurations, the control unit740amay comprise a power source (not shown), such as a rechargeable battery and/or a supercapacitor integrated with the housing780aof the control unit740aor external to the housing780aof the control unit740a, to provide operating power to the one or more sensors, communication interface, and processing module. The power source may be operatively linked to the power supply of the vehicle to receive a recharging current. In other configurations (not shown), the housing of the control unit740amay extend above the top plate such that the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside the chamber of the air spring. The one or more sensors748amay be any suitable configuration or device for sensing a condition of the vehicle or any of the components of the air management system. In one example, the one or more sensors748ainclude a height sensor configured to continuously monitor the axial distance between the top plate732aand a base plate734aof the air spring730a. The height sensor is configured to generate a signal indicating a height or distance associated with the air spring730a, such as the axial distance between the top plate732aand the base plate734a. In one configuration, the height sensor may be a ultrasonic sensor, in which sensor transmits ultrasonic waves, detects the waves reflected from base plate734a, and determines the axial separation between the top and base plate based on the detected waves. In another configuration, the height sensor may be an infrared sensor, in which the sensor transmits an infrared light by a transmitter, receives a reflected infrared light by a receiver, and determines the axial separation between the top and base plates based on the amount of infrared radiation reflected back to the receiver. The height sensor may be any other suitable type or configuration for monitoring the height of the air spring730a, such as a potentiometer, linear position transducer, a laser sensor, or an electromagnetic wave sensor. In another example, the one or more sensors may include a pressure sensor configured to continuously monitor the internal air pressure of the air spring730aand generate a signal indicating the internal air pressure of the air spring730a. In one configuration, the pressure sensor is a pressure transducer. The communication interface749amay be any suitable device or component for relaying analog or digital signals to, from, and between the processing module750aand the control units740aof other air springs730aof the air management system700aand/or other vehicle operating systems. In the illustrated configuration shown inFIG.19, the air spring730aincludes a plurality of leads735athat connect the control unit740ato the control units740aof other air springs730aof the air management system700aand other vehicle operating systems, such as a CAN, RSC, ESC, ABS, PTC, AEB, collision avoidance systems, etc. The communication interface749ais configured to receive any signals received from the wired leads735aand relay those signals to the processing module750a. The communication interface749ais configured to receive any signals generated by the processing module750aand transmit those signals over the wired leads to the control units740aof other air springs730aof the air management system700and other vehicle operating systems. Accordingly, the control unit740afor each air spring730amay be in electrical communication with the control units740aof the other air springs730aof the air management system700such that the control unit may directly transmit and receive data or commands to and from the control units740aof the other air springs730awithout relaying the signals through other system components. The processing module750aof the control unit740amay be any suitable device or component for receiving input signals from the one or more sensors748aand the communication interface749aand outputting commands to adjust height of the air spring730ato a desired height based on the received input signals. The processing module750amay comprise one or more processors, central processing units, application specific integrated circuits, microprocessors, digital signal processors, microcontrollers or microcomputers. The processing module750amay further comprise memory, such as read-only memory, to store all necessary software that embodies the control strategy and mathematical formulations for the operation of the control unit740a. The processing module750amay comprise an oscillator and clock circuit for generating clock signals that allow the processing module750ato control the operation of the control unit740a. The processing module750amay comprise a driver module, such as a driving circuit, operatively linked to the valve such that the processing module may selectively actuate valve. The processing module750amay signal the driver module to actuate the valve in any suitable manner, such as by pulse width modulation or hit-and-hold actuation. For example, the processing module750amay alter the rotation of the valve by modulating the electronic signal transmitted from the driver module to the electronic actuator of the valve. The processing module750amay comprise a sensor interface for receiving signals generated by the one or more sensors. The processing module750amay comprise an analog-to-digital converter linked to the sensor interface so that analog signals received from the one or more sensors may be converted to digital signals. In turn, the digital signals are processed by the processing module750ato determine one or more conditions of the air spring730a, such as spring height or internal air pressure. Accordingly, the processing module750ais configured to receive all the necessary inputs to calculate a desired air pressure for the air spring730a, determine the necessary air flow rate to alter the air pressure of the air spring730a, and convey commands in terms of supplying or purging air to the valve746aof the control unit740a. The control unit740aoperates as a closed-loop control system to adjust the height of its associated air spring730ato a desired height based on the monitored operating conditions of the vehicle. In operation, the processing module750areceives inputs from the one or more sensors748a, such as the height sensor and the pressure sensor, to determine the height and the internal air pressure of the air spring730a. The processing module750acommands the communication interface749ato transmit signals indicating the spring height and the internal air pressure of the air spring730ato the control units740aof the other air springs730aof the air management system700a. In return, the communication interface749amay receive data signals from the control units740aof the other air springs730aand relay those data signals as inputs to the processing module750a. The processing module750athen determines the desired air pressure for its associated air spring730abased on inputs from the one or more sensors748aand data signals received from the other air springs730aof the air management system700. In determining the desired air pressure for its associated air spring730a, the processing module750amay take into account the differences in air pressures between all the air springs730aof the air management system700aso that the processing module750amay determine the vehicle pitch and roll rates. The processing module750adetermines the flow rate needed to adjust the internal air pressure of its associated air spring730abased on the vehicle roll and pitch rates. In one configuration, the calculated flow rate is based on how fast the height of the air spring730ais changing in response to a load or displacement (i.e., height differential rate). Based on the height differential rate and the internal pressure of the air spring730aand the differences between heights of the air springs730aof the air management system700a, the processing module750ais configured to determine the desired air pressure and flow rate needed to adjust the air spring730ato provide optimal stability and comfort for the vehicle. After determining the desired air pressure and flow rate, the processing module750ais configured to control the flow rate of air being exhausted from or supplied to its associated air spring730a. While each control unit740amay determine the desired air pressure for its associated air spring730abased at least partly on the spring heights of the other air springs730a, each control unit740aacts independent to other control units740aof the air management system. Accordingly, the air pressure for each air spring730aof the air management system may be adjusted at a different rate, which ultimately orients the vehicle in a stable position at a faster rate. In one configuration, each control unit740ais configured to provide cross-flow between the first and second pneumatic circuits710a,720awhen neither air is supplied from the supply tank704ato the air springs730anor air is removed from the air springs730ato the atmosphere. In operation, each time that the processing module750adetermines that the height or the air pressure of its associated air spring730adoes not need to be adjusted independently, the processing module750aactuates the valve746ato switch to its neutral state establishing pneumatic communication between the delivery port744aand the cross-flow port743a. The processing module750amay determine to actuate the valve746ato its neutral mode based on sensor input signals from its associated sensors748aand data signals from the control units740aof the other air springs730a. In one configuration, the processing module750ais configured to take into account a difference between a spring height of its associated air spring730aand a second spring height of the second air spring730ain determining to actuate the valve between the active mode and the neutral mode. In one configuration, the processing module750ais configured to take into account a difference between the air pressure of its associated air spring730aand a second air pressure of the second air spring730ain determining to actuate the valve746abetween the active mode and the neutral mode. Once each control unit740aactuates its associated valve746ato its neutral mode, then pneumatic communication is established between the air spring730ain the first pneumatic circuit710aand the air spring730ain the second pneumatic circuit720avia the cross-flow line760a. Accordingly, pressure differences between air springs730adisposed on opposite sides of the vehicle are eliminated, providing a more stable ride for the vehicle. In various embodiments, the control unit740is configured to provide cross-flow between the first and second pneumatic circuits when the vehicle is traveling at any speed, include velocities substantially above zero miles-per-hour or kilometers-per-hour, so that the pressure differences between air springs730adisposed on opposite sides of the vehicle are eliminated at any time during vehicle operation. In one configuration, the processing module750ais configured to receive measurement signals, such as height and pressure measurements of the air spring730a, from the one or more sensors748aand data signals from the communication interface749a. The data signals may include measurement signals from control units740aof other air springs730aof the air management system700. Based on the measurement and data signals, the processing module750ais configured to calculate a current state of its associated air spring730a, the current state of the other air springs730aof the air management system700, and a dynamic operating state of the vehicle. Based on the calculated current states of the air springs730aand the dynamic operating state of the vehicle, the processing module750ais configured to determine to actuate the valve746abetween the active mode and the neutral mode. In one configuration, the processing module750ais configured to calculate a pressure differential or a height differential between the air springs730aof the air management system400based on the received measurement and data signals. The processing module750ais configured to actuate the valve746ain the active mode when the pressure differential or the height differential between the air springs730ais above a predetermined threshold and actuate the valve in a neutral mode when the pressure differential or height differential is below a predetermined threshold. Accordingly, when there is a substantial height difference between respective sides of the vehicle, the control unit740ais configured to independently adjust the height of its air spring to bring the vehicle to a level condition at a faster rate. The control unit740amay actuate the valve746ain an active mode at any vehicle speed. On the other hand, when there is only a slight height differential between the respective sides of the vehicle that does not trigger a rolling condition, the control unit740ais configured to mitigate any pressure differential between the air springs by establishing cross-flow between the air springs. The control unit740amay actuate the valve in a neutral mode at any vehicle speed. The current state of an air spring may include the current height of the air spring, the current internal pressure of the air spring, the height differential rate of the air spring, and/or the internal pressure differential rate of the air spring. The dynamic operating state of the vehicle may include the vehicle pitch rate and the vehicle roll rate. Vehicle pitch is a relative displacement between the front and rear of a vehicle, which may be represented by a rotation about a lateral axis passing through the center of mass of the vehicle. Accordingly, the vehicle pitch rate refers to the angular motion velocity of the vehicle about its lateral axis, the axis extending from one side to the opposite side of the vehicle. Vehicle roll is a relative displacement between two sides of a vehicle, which may be represented by a rotation about a longitudinal axis passing through the center mass of the vehicle. Accordingly, the vehicle roll rate refers to the angular motion velocity of the vehicle body relative to its longitudinal axis, i.e., the axis that extends from the back of the vehicle to front. FIG.20shows an air management system700bcomprising a supply air tank704b, a first pneumatic circuit710bdisposed on a first side of the vehicle, and a second pneumatic circuit720bdisposed on a second side of the vehicle. Each pneumatic circuit710b,720b, includes one or more air springs730b. Each air spring730bcomprises a control unit740bdisposed within a chamber of the air spring730b. The air management system700bfurther comprises a system controller770that is operatively linked to the air springs730b. The system controller770allows the air management system700bto selectively supply air to or remove air from each air spring730bof the air management system700b. As shown inFIG.20, a cross-flow line760bconnects the control unit740bof an air spring730bin the first pneumatic circuit710bto a control unit740bof an air spring730bin the second pneumatic circuit720b. The system controller770is configured to command each control unit740bto provide cross-flow between the two air springs730bof the first and second pneumatic circuits710b,720bwhen neither air is supplied from the supply tank704bto the air springs730bnor air is removed from the air springs730bto the atmosphere, i.e., in the neutral mode. As shown inFIG.23, the system controller770comprises a processing module772that may consist of one or more processors, central processing units, application specific integrated circuits, microprocessors, digital signal processors, microcontrollers or microcomputers. The system controller770comprises memory774, such as read-only memory or random-access memory, to store all necessary software that embodies the control strategy and mathematical formulations for the operation of the system controller. The system controller770comprises a communication interface776for relaying signals to, from, and between the processing module772and the control units of other air springs730bof the air management system700band/or other vehicle operating systems. The system controller770comprises a bus778that couples the various components of the system controller to the processing module772. Accordingly, the system controller770is configured to receive all the necessary inputs to calculate a desired air pressure for each air spring730bof the air management system700b, determine the necessary air flow rate to alter the air pressure of each air spring730bof the air management system700b, and convey commands in terms of supplying or purging air to the control unit740bof each air spring730bof the air management system700b. Similar to the control unit740ashown inFIG.22, the control unit740bshown inFIG.24comprises an inlet port741bdisposed along a first surface of the housing780b, an outlet port742bdisposed along the first surface of the housing780b, a cross-flow port743bdisposed along a first surface of the housing780b, a delivery port744bdisposed along a second surface of the housing780b, a valve746bdisposed in a valve chamber745b, one or more sensors748b, a communication interface749b, and a processing module750boperatively linked to the one or more sensors748band the communication interface749b. The control unit740bdiffers from the control unit740ashown inFIG.22in that the communication interface749bcomprises an antenna (not shown) that is configured to communicate wirelessly to the system controller770. The system controller770and the control units740bare linked together to operate as a closed-loop control system to adjust the height of each air spring730bto a desired height based on the monitored operating conditions of the vehicle. In operation, each control unit740btransmits signals indicating the spring height and the internal air pressure of its associated air spring730bto the system controller770. In return, the system controller770determines the desired air pressure and the desired volumetric flow rate to remove and supply air to and from each air spring730bbased on the signals received from the control units740b. In determining the desired air pressure for each air spring730b, the system controller770may take into account the differences in air pressures and spring heights between all the air springs730bof the air management system700b. After determining the desired air pressure and flow rate for each air spring730b, the system controller770transmits commands to the control unit of each air spring730bof the air management system700b, in which the command includes actuating the valves746bof each control unit740bbetween the active and neutral modes. In one configuration, the system controller770is configured to provide cross-flow between the first and second pneumatic circuits710b,720bwhen neither air is supplied from the supply tank704bto the air springs730bnor air is removed from the air springs730bto the atmosphere. In operation, each time that the system controller770determines that the height of the air springs730bdo not need to be adjusted independently, the system controller770transmits command signals to the control units740bto actuate its respective valve746bto its neutral mode. The system controller770may determine to command each control unit740bto switch to its neutral mode based on height measurement signals received from the control units740b. Once each control unit740bactuates its associated valve746bto its neutral mode, then pneumatic communication is established between the air spring730bin the first pneumatic circuit710band the air spring730bin the second pneumatic circuit720bvia the cross-flow line760b. Accordingly, pressure differences between air springs730bdisposed on opposite sides of the vehicle are eliminated, providing a more stable ride for the vehicle. FIG.21Ashows an air management system800comprising a supply air tank804, a first pneumatic circuit810disposed on a first side of the vehicle, and a second pneumatic circuit820disposed on a second side of the vehicle. Each pneumatic circuit810,820includes one or more air springs830. The air management system800further comprises a system controller840and a plurality of valves850operatively linked to the system controller840. Referring toFIG.21A, one of the valves850is deposed in the first pneumatic circuit810, and the other one of the valves850is disposed in the second pneumatic circuit820. The system controller840allows the air management system800to selectively supply air to or remove air from each air spring830of the air management system800by actuating the plurality of valves850. As shown inFIG.21A, a cross-flow line860connects one valve850in the first pneumatic circuit810to a valve850in the second pneumatic circuit820, thereby establishing a pneumatic connection between the air springs830of the first and second pneumatic circuits810,820. Each valve850is configured to switch between a plurality of states, including a first mode in which air is released out of the air spring830, a second mode in which the air is supplied into the spring830, a neutral mode in which the air spring830is pneumatically connected to the cross-flow line860. The system controller840is configured to command each valve850to switch to a neutral mode to provide cross-flow between the two air springs830of the first and second pneumatic circuits810,820when neither air is supplied from the supply tank804to the air springs830nor air is removed from the air springs830to the atmosphere. Referring toFIG.21A, a height sensor870is disposed in the top plate832of each air spring830and is configured to continuously monitor the height of its associated air spring830. The height sensor870may be any suitable device for monitoring the axial height of the air spring, such as the examples described above. Each height sensor870is wired to the system controller840so that each height sensor870may transmit signals indicating the height of its associated air spring830to the system controller840. In other configurations, the air management system800may include an air pressure sensor disposed in the top plate of the832of each air spring830. The air pressure sensor is configured to monitor the air pressure of its associated air spring830and generate a signal indicating the air pressure of its associated air spring. Similar to the system controller shown inFIG.23, the system controller840shown inFIG.25comprises a processing module842for determining the desired air pressure and flow rate for each air spring830of the air management system800, a communication interface846for relaying signals to and from the processing module842and the height sensors of the air springs830, a memory844for storing all necessary software that embodies the control strategy and mathematical formulations for the operation of the system controller840, and a bus848connecting the communication interface846and memory84to the processing module842. The system controller840further comprises a driver module845, such as a driving circuit, operatively linking the processing module842to each valve850such that the system controller840may selectively actuate valve850. The processing module842of the system controller840may signal the driver module845to actuate the valve850in any suitable manner, such as by pulse width modulation or hit-and-hold actuation. Accordingly, the system controller840is configured to receive all the necessary inputs to calculate a desired air pressure for each air spring of the air management system800, determine the necessary air flow rate to alter the air pressure of each air spring830of the air management system800, and actuate at least one of the valves850to adjust the air pressure and height of at least one of the springs830of the air management system800. In one configuration, the system controller840is configured to provide cross-flow between the first and second pneumatic circuits810,820when neither air is supplied from the supply tank804to the air springs830nor air is removed from the air springs830to the atmosphere. In operation, each time that the system controller840determines that air does not need to be removed or added to the air springs830, the system controller840actuates each valve850to its neutral mode. The system controller840may determine to actuate the valves850to the neutral mode when the pressure differentials between the air springs830are within a predetermined tolerance. The system controller840may calculate the pressure differentials between the air springs830based on signals received from the pressure sensors of the air springs830. The system controller840may determine to actuate the valve850to its neutral mode based on height measurement signals received from the height sensors870. The system controller840may take into account the height differences between the air springs830when determining whether to actuate the valves to an active mode (i.e., the first or second modes) or a neutral mode. Once each valve850is actuated to its neutral mode, then pneumatic communication is established between the air spring830in the first pneumatic circuit810and the air spring830in the second pneumatic circuit820via the cross-flow line860. Accordingly, pressure differences between air springs830disposed on opposite sides of the vehicle are eliminated, providing a more stable ride for the vehicle. FIG.21Billustrates an air management system800′ according to one configuration of the present invention. The air management system800′ is similar to the air management system800ofFIG.21Aexcept that the system controller840′ comprises a single valve850′ that is pneumatically connected to each air spring830of the air management system800′. Accordingly, the system controller840′ may selective supply or remove air from the air springs830through the use of only one valve850′. In one configuration, the system controller840′ is configured to calculate a difference between the air pressures of the air springs830based on received measurement signals from the sensor. If the system controller840′ determines that the difference between the air pressures of the air springs830is within a predetermined tolerance, then system controller840′ actuates the valve850′ to set the air pressure of each air spring830to the same air pressure. In each configuration of the air management system shown inFIGS.19-21B, the control units or the system controller may be configured to execute a dump cycle such that the air is released from each air spring of the air management at the same time. In each air management system shown inFIGS.19-21B, the air management system may include a user interface unit operatively linked to the control units or the system controller and configured transmit a command to the system controller or the control units to execute a dump cycle so that air is released from all the air springs. The user interface unit may be disposed in the vehicle dashboard or configured as an application downloaded on a display device, such as a smartphone or hand-held computer. All the configurations of the air management systems described herein may be incorporated with any type of vehicle, trailer, or towable, including but not limited to, sport-utility vehicles, passenger vehicles, racing vehicles, pick-up trucks, dump trucks, freight carriers, trailers of any type including trailers for boats, cattle, horses, heavy equipment, tractors, agriculture implements (e.g., granular spreaders, fertilizer sprayers and other types of sprayers, feeders and spreaders), liquid hauling vehicles, baffled and unbaffled liquid tankers, machinery, towing equipment, rail vehicles, road-rail vehicles, street cars, and any other type of chassis having air bags, etc. The air management systems described herein have been found to significantly increase tire life both in terms of reducing wear and resulting in even wear, even when the tires are not rotated. In one exemplary embodiment, it has been observed that truck tires having an average life of 100,000 km when mounted on trucks that were not equipped with the air management systems described herein, experience significantly reduced wear when mounted on identical trucks that are equipped with the air management systems described herein. In certain embodiments, average truck tire life is extended by at least 20%, and in some instances by up to 30%, 40%, 50%, or more. As such, an unexpected and significant financial, time (reduced time waste in rotating, changing, retreading, and replacing tires), and environmental savings is realized as additional surprising advantages of the inventions of this disclosure. The air management systems described herein have been found to significantly reduce the unsafe effects of wind shears on vehicles traveling at speed, particularly on truck trailers. Wind shears destabilize trucks hauling trailers at highway speeds and have caused such trailers to overturn leading to devastating injuries and losses of life, cargos, and multi-vehicle wrecks. In one exemplary embodiment, trailers and recreational vehicles that are equipped with the air management systems described herein may be significantly more stable and resistant to wind shear forces at highway speeds. As such, an unexpected and significant safety and comfort advantage is realized as additional surprising advantages of the inventions of this disclosure. The air management systems described herein have been found to significantly reduce road noise, vibrations, and discomfort for drivers, passengers as well as live cargo including livestock, horses and the like. In one exemplary embodiment, it has been observed that road noise, vibrations, and discomfort are significantly reduced such that drivers that could previously drive large vehicles only a few hundred miles per day due to discomfort were able to drive significantly longer distances due to the reduction in aches, pains, discomfort and fatigue, which was achieved from very noticeably improved ride quality and stability. As such, an unexpected and significant comfort advantage is realized as additional surprising advantages of the inventions of this disclosure. The air management systems described herein have been found to significantly reduce or even eliminate vehicle nose-diving when braking. Such nose-diving can create unsafe conditions, is highly uncomfortable for drivers and passengers, and puts increased stress on numerous vehicle components. By reducing and in many cases eliminating such nose-diving, an unexpected and significant safety and comfort advantage is realized as additional surprising advantages of the inventions of this disclosure. The air management systems described herein have been found to significantly increase traction resulting in improved handling, even in slippery conditions. In one exemplary embodiment, it has been observed that trucks requiring use of four-wheel drive mode (when not equipped with the air management systems described herein) to drive through uneven and/or slippery terrain were able to be drive through the same terrain in two-wheel drive mode without losing traction and becoming immobilized. As such, an unexpected and significant safety and utility advantage is realized as additional surprising advantages of the inventions of this disclosure. The air management systems described herein may enhance brake performance. In vehicles equipped with electronic stability systems, e.g., any electronic stability control (ESC), including, but not limited to electronic stability program (ESP), dynamic stability control (DSC), vehicle stability control (VSC), automatic traction control (ATC), the air management systems described herein have been found to reduce the incidence rate of such electronic systems applying brakes because the vehicle is maintained in a level and stable position, and thereby avoids activation of such electronic systems, which may enhance brake performance and life. In the present context, the phrase “adjust independently” refers to a state in which the leveling valve is adjusting the air pressure of air springs in one pneumatic circuit while the leveling valve is not in pneumatic communication with any components of another pneumatic circuit. As used herein, the terms “substantially” and “substantial” refer to a considerable degree or extent. When used in conjunction with, for example, an event, circumstance, characteristic, or property, the terms can refer to instances in which the event, circumstance, characteristic, or property occurs precisely as well as instances in which the event, circumstance, characteristic, or property occurs to a close approximation, such as accounting for typical tolerance levels or variability of the examples described herein. As used herein, the term “about” when used in connection with a numerical value should be interpreted to include any values which are within 5% of the recited value. Furthermore, recitation of the term about and approximately with respect to a range of values should he interpreted to include both the upper and lower end of the recited range. As used herein, the terms “attached,” “connected,” or “fastened,” may be interpreted to include two elements that are secured together with or without contacting each other. The present disclosure includes methods, kits, and systems for retrofitting vehicles that have been manufactured without air springs including but not limited to coil spring or leaf spring suspension systems. A symmetrically dynamic equalized volume and pressure distributing air management system may be installed as a retrofit on such vehicles by providing a kit comprising an air tank, a compressor, a symmetrically dynamic equalized volume and pressure distributing pneumatic valve on each of the left and right sides of the vehicle, at least one air spring connected to each symmetrically dynamic equalized volume and pressure distributing pneumatic valve, and a plurality of air hoses connecting the air management system components as described and illustrated herein. In some configurations of the present disclosure, the plurality of air hoses may have equal lengths and diameters. In the appended claims, the term “including” is used as the plain-English equivalent of the respective term “comprising.” The terms “comprising” and “including” are intended herein to be open-ended, including not only the recited elements, but further encompassing any additional elements. Moreover, in the following claims, the terms “first,” “second,” and “third,” etc. are used merely as labels, and are not intended to impose numerical requirements on their objects. Further, the limitations of the following claims are not written in means-plus-function format and are not intended to be interpreted based on 35 U.S.C. § 112(f), unless and until such claim limitations expressly use the phrase “means for” followed by a statement of function void of further structure. Various embodiments of the invention comprise one or more of the following items: 1. An air management system for a vehicle, the air management system comprising: a first pneumatic circuit having a first leveling valve configured to adjust independently the height of a first side of the vehicle; a second pneumatic circuit having a second leveling valve configured to adjust independently the height of a second side of the vehicle; and a cross-flow line connecting the first leveling valve with the second leveling valve; wherein the first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle. 2. The air management system of item 1, wherein the first and second leveling valves each include a housing body and a control arm pivotably connected to a shaft extending through the housing body, and the control arm is configured to pivot from a neutral position to one or more response positions. 3. The air management system of items 1 or 2, wherein the first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the control arm of both the first and second level valves are set in the neutral position, and the first and second leveling valves are configured to prevent pneumatic communication between the first and second pneumatic circuits when the control arm of one of the first and second leveling valves is set to the one or more response positions. 4. The air management system of any of items 1-3, wherein the first and second leveling valves each include a control arm sensor configured to detect the position of the control arm. 5. The air management system of any of items 1-4, further comprising a control unit in electrical communication with each control arm sensor, wherein each control arm sensor is configured to transmit the position of the control arm as a control arm position input to the control unit, and the control unit is configured to determine a vehicle height relative to the axle at the first and second sides of the vehicle based on the control arm position input. 6. The air management system of any of items 1-5, wherein the first pneumatic circuit comprises a first set of air springs disposed on a first side of the vehicle, a first supply tank, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with the first supply tank; and the second pneumatic circuit comprises a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. 7. The air management system of any of items 1-6, wherein the first plurality of air lines and the second plurality of air lines being of the substantially the same diameter and length, and the first supply line and the second supply line being of substantially the same diameter and length. 8. The air management system of any of items 1-7, wherein the first and second leveling valves are each rotary valves comprising a housing body and a rotary disk configured to rotate within the housing body to alter communication between the between the first and second pneumatic circuits. 9. The air management system of any of items 1-8, wherein the first and second leveling valves each include a manifold housing, a valve element disposed in a bore of the manifold housing, and an electronic actuator, wherein the valve element is configured to move in the bore of the manifold housing to one or more positions including at least a neutral position to establish pneumatic communication between the first and second pneumatic circuits and a supply position to supply air to a respective pneumatic circuit from an air supply tank, and an exhaust position to remove air from the respective pneumatic circuit into the atmosphere, and the electronic actuator is configured to trigger movement of the plunger between the one or more positions. 10. The air management system of any of items 1-9, wherein the valve element is selected from the group consisting of a plunger, a rotary disk, and a poppet. 11. The air management system of any of items 1-10, wherein the electronic actuator is selected from the group consisting of a solenoid, a servomotor, and a stepper motor. 12. The air management system of any of items 1-11, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the neutral, supply, and exhaust positions. 13. The air management system of any of items 1-12, further comprising one or more leveling sensors, wherein each leveling sensor is configured to detect vehicle height relative to the axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the first and second sides of the vehicle based on the vehicle leveling input. 14. The air management system of any of items 1-13, wherein the first pneumatic circuit comprises one or more air springs, and the second pneumatic circuit comprises one or more air springs; and wherein the first leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring. 15. The air management system of any of items 1-14, wherein the first and second leveling valves each include, a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator operatively linked to the valve member; wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that a respective leveling valve is configured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the first and second pneumatic circuits. 16. A leveling valve comprising: an upper housing mounted on a lower housing to form a valve body, wherein the valve body defines a chamber extending between the upper housing and the lower housing; the lower housing comprising a plurality of ports communicating with the chamber, wherein the plurality of ports include a supply port, an exhaust port, one or more spring ports, and a cross-flow port; a control arm having a first end attached to a shaft extending through an upper surface of the upper housing, wherein the control arm is configured to rotate about the valve body in response to extension or compression of the vehicle suspension; a rotary disk positioned in the chamber of the valve body and connected to the control arm by the shaft, wherein the rotary disk is configured to rotate about the supporting element within the chamber of the valve body; and wherein the rotary disk is configured to establish communication between the one or more spring ports and the cross-flow port while neither establishing communication between the one or more spring ports and the supply port nor the one or more spring ports and the exhaust port. 17. The leveling valve of item 16, wherein the lower housing comprises a dump port, wherein the cross-flow port is disposed on a first side of the lower housing and the dump port is disposed on a second side of the lower housing opposite to the first side. 18. The leveling valve of any of items 16-17, wherein the control arm induces the rotary disk to rotate between a plurality of angular positions to alter communication between the supply port, the exhaust port, the one or more spring ports, and the cross-flow port, wherein the plurality of angular positions include (i) a neutral position, in which the one or more spring ports pneumatically communicate with the cross-flow port, and neither the supply port nor the exhaust port pneumatically communicates with the one or more spring ports, (ii) a supply position, in which the one or more spring ports pneumatically communicate with the supply port, and neither the exhaust port nor the cross-flow port pneumatically communicates with the one or more spring ports, and (iii) an exhaust position, in which the one or more spring ports pneumatically communicate with the exhaust port, and neither the supply port nor the cross-flow port pneumatically communicates with the one or more spring ports. 19. The leveling valve of any of items 16-18, wherein the lower housing comprises a first surface mating with a lower surface of the upper housing, wherein the first surface defines a supply hole directly communicating with the supply port; an exhaust hole directly communicating with the exhaust port; a reservoir cavity directly communicating with the one or more spring ports. 20. The leveling valve of any of items 16-19, wherein the rotary disk comprises a central aperture for receiving the shaft, a plurality of oblong-shaped slots, and a cross-flow slot, wherein the plurality of oblong-shaped slots and cross-flow slot are spaced around the central aperture with dead band defined there between and along the periphery of the rotary disk. 21. The leveling valve of any of items 16-20, wherein each oblong-shaped cavity is configured to at least partially overlie the reservoir cavity of the lower housing and the cross-flow slot over is configured to overlie the cross-flow hole of the lower housing when the rotary disk is set at the neutral position. 22. The leveling valve of any of items 16-20, wherein the oblong-shaped slots are symmetrically spaced from a central axis extending along a face of the rotary disk, and the cross-flow slot overlies the central axis. 23. A method for controlling stability of a vehicle comprising: providing an air management system comprising: a first pneumatic circuit having a first leveling valve configured to adjust independently the height of a first side of the vehicle; a second pneumatic circuit having a second leveling valve configured to adjust independently the height of a second side of the vehicle; and a cross-flow line connecting the first leveling valve with the second leveling valve; establishing, by the first and second leveling valves, pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle. 24. The method of item 23, wherein the first and second leveling valves each include a housing and a control arm pivotably connected to a shaft extending through the housing, and the control arm is configured to pivot from a neutral position to one or more response positions. 25. The method of item 24, further comprising: establishing, by the first and second leveling valves, pneumatic communication between the first and second pneumatic circuits when the control arm of both the first and second level valves are set in the neutral position, and preventing, by the first and second leveling valves, pneumatic communication between the first and second pneumatic circuits when the control arm of one of the first and second leveling valves is set to the one or more response positions. 26. The method of any of items 23-25, wherein the first pneumatic circuit comprises a first set of air springs disposed on a first side of the vehicle, a first supply tank, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with the first supply tank; and the second pneumatic circuit comprises a second set of air springs disposed on a second side of the vehicle, a second supply tank, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with the second supply tank. 27. The method of any of items 23-26, wherein the first plurality of air lines and the second plurality of air lines being of the substantially the same diameter and length, and the first supply line and the second supply line being of substantially the same diameter and length. 28. The method of any of items 23-27, wherein the first pneumatic circuit comprises one or more air springs, and the second pneumatic circuit comprises one or more air springs; and wherein the first leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring. 29. The method of any of items 23-28, wherein the first and second leveling valves each include, a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator operatively linked to the valve member; wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that a respective leveling valve is configured to selectively: (i) supply air to a respective pneumatic circuit, (ii) remove air from a respective pneumatic circuit, or (iii) establish cross-flow between the first and second pneumatic circuits. 30. A method for adjusting air pressure of an air management system of a vehicle comprising one or more air supply tanks, a first pneumatic circuit disposed on a first side of the vehicle, and a second pneumatic circuit disposed on a second side of the vehicle, the method comprising: adjusting independently the air pressure of the first pneumatic circuit by a first leveling valve such that the first leveling valve is either supplying air from the one or more air supply tanks to the first pneumatic circuit or removing air from the first pneumatic circuit to the atmosphere, adjusting independently the air pressure of the second pneumatic circuit by a second leveling valve such that the second leveling valve is either supplying air from the one or more air supply tanks to the second pneumatic circuit or removing air from the second pneumatic circuit to the atmosphere, and establishing pneumatic communication between the first pneumatic circuit and the second pneumatic circuit only when both the first leveling valve and the second leveling valve are set in a neutral mode such that each leveling valve is neither supplying air from the one or more air supply tanks or removing air into the atmosphere. 31. The method of item 30, wherein each leveling valve includes a housing body comprising a supply port connected to the air supply tank, an exhaust port for purging air into the atmosphere, one or more ports connected to one or more air springs, and a cross-flow port connected to the other one of the first or second leveling valves. 32. The method of item 31, wherein each leveling valve includes a valve element disposed in a chamber of the housing body and an actuator configured to trigger movement of the valve element, wherein the valve element is configured to move between a plurality of positions to alter communication between the plurality of ports. 33. The method of item 32, wherein the plurality of positions include a neutral position to establish pneumatic communication between the first and second pneumatic circuits, a supply position to supply air from the one or more air supply tanks to a respective pneumatic circuit, and an exhaust position to remove air from the respective pneumatic circuit into the atmosphere. 34. The method of items 32 or 33, wherein the valve element is selected from the group consisting of a plunger, a rotary disk, and a poppet. 35. The method of any of items 32-34, wherein the actuator is a control arm pivotably connected to a shaft extending through the housing body and the valve element is a rotary disk. 36. The method of any of items 32-35, wherein the control arm is configured to pivot from a neutral position to one or more response positions, and each leveling valve is set in the neutral mode when the control arm is set in the neutral position, and each leveling valve is adjusting independently the air pressure of a respective pneumatic circuit when the control arm is set to the one or more response positions. 37. The method of any of items 32-36, wherein the actuator is an electronic actuator selected from the group consisting of a solenoid, a servomotor, and a stepper motor. 38. The method of item 37, further comprising a control module in electrical communication with the electronic actuator of each leveling valve, wherein the control module is configured to transmit a command to each electronic actuator to trigger movement of the valve element between the plurality of positions. 39. The method of item 38, further comprising one or more leveling sensors, wherein each leveling sensor is configured to detect vehicle height relative to the axle along a position of the vehicle and transmit the detected vehicle height to the control module as a vehicle leveling input, and the control module is configured to determine a vehicle height relative to the axle at the first and second sides of the vehicle based on the vehicle leveling input. 40. The method of any of items 30-39, wherein the first pneumatic circuit comprises a first set of air springs disposed on the first side of the vehicle, a first plurality of air lines pneumatically connecting the first set of air springs with the first leveling valve, and a first supply line pneumatically connecting the first leveling valve with at least one of the one or more air supply tanks; and the second pneumatic circuit comprises a second set of air springs disposed on the second side of the vehicle, a second plurality of air lines pneumatically connecting the second set of air springs with the second leveling valve, and a second supply line pneumatically connecting the second leveling valve with at least one of the one or more air supply tanks. 41. The method of any of items 30-40, wherein the first pneumatic circuit comprises one or more air springs, and the second pneumatic circuit comprises one or more air springs; and wherein the first leveling valve and the second leveling valve are each an electronically-actuated valve disposed in a chamber of a respective air spring. 42. A control unit associated with an air spring of an air management system for a vehicle, the control unit comprising: a housing configured to be mounted to a top plate of the air spring, wherein the housing comprises a valve chamber; a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a cross-flow line connected to a second air spring of the air management system when the valve is not in the active mode; one or more sensors configured to monitor at least one condition of the air spring and generate a measurement signal indicating the at least one condition of the air spring; a communication interface configured to transmit and receive data signals to and from a second control unit associated with the second air spring of the air management system; and a processing module operatively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is configured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface. 43. The control unit of item 42, wherein the housing comprises: an inlet port configured to receive air flow from an air source, an outlet port configured to release air to the atmosphere, a cross-flow port configured to connect to the cross-flow line connected to the second air spring of the suspension system and a delivery port configured to supply or release air to and from a chamber of the air spring, wherein the valve chamber is connected to the inlet port, the outlet port, and the delivery port by a plurality of passages. 44. The control unit of items 42 or 43, wherein the one or more sensors comprises a height sensor configured to monitor the height of the air spring and generate a signal indicating the height of the air spring. 45. The control unit of item 44, wherein the height sensor is an ultrasonic sensor, an infrared sensor, an electromagnetic wave sensor, or a potentiometer. 46. The control unit of any of items 42-45, wherein the processing module is configured to take into account a difference between a spring height of its associated air spring and a second spring height of the second air spring in determining to actuate the valve between the active mode and the neutral mode. 47. The control unit of any of items 42-46, wherein the valve chamber, the valve, and the processing module are mounted below the top plate and disposed in the chamber of the air spring. 48. The control unit of any of items 42-47, wherein the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside the chamber of the air spring. 49. The control unit of any of items 42-48, wherein the valve comprises a cylindrical-shaped manifold, a valve member disposed in the manifold and in sliding engagement with an interior surface of the manifold, and an electronic actuator operatively linked to the valve member and the processing module; wherein the manifold comprises a plurality of openings disposed along a side surface of the manifold, and the electronic actuator is configured to actuate the valve member to slide along the longitudinal axis of the manifold to control the exposure of the plurality of openings such that the valve switches between the active mode and neutral mode. 50. An air management system for a vehicle, the air management system comprising: a first pneumatic circuit having one or more air springs disposed at a first side of a vehicle; a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle; and one or more cross-flow lines, wherein each cross-flow line extends from an air spring associated with the first pneumatic circuit to an air spring associated with the second pneumatic circuit; wherein each air spring comprises a control unit, and each control unit comprises: a housing configured to be mounted to a top plate of an associated air spring, wherein the housing comprises a valve chamber; a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross-flow line when the valve is not in the active mode; one or more sensors configured to monitor at least one condition of the associated air spring and generate a measurement signal indicating the at least one condition of the associated air spring; a communication interface configured to directly transmit and receive data signals to and from other control units associated with other air springs of the suspension system; and a processing module operatively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is configured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface. 51. The air management system of item 50 comprising a system controller in electrical communication with the communication interface of each control unit of the air management system, and wherein the system controller is configured to: (i) receive measurement signals from each control unit of the air management system, (ii) determine a desired volumetric flow rate for removing or supplying air to and from the chamber of each air spring of the air management system based on the received measurement signals, and (iii) transmit commands to each control unit of the air management system such that each control unit actuates its associated valve between the active mode and the neutral mode. 52. The air management system of items 50 or 51, wherein the housing comprises: an inlet port configured to receive air flow from an air source, an outlet port configured to release air to the atmosphere, a cross-flow port configured to connect to the cross-flow line connected to the second air spring of the air management system and a delivery port configured to supply or release air to and from a chamber of the air spring, wherein the valve chamber is connected to the inlet port, the outlet port, and the delivery port by a plurality of passages. 53. The air management system of any of items 50-52, wherein the valve chamber, the valve, and the processing module are mounted below the top plate and disposed in the chamber of the air spring. 54. The air management system of any of items 50-53, wherein the valve chamber, the valve, and the processing module are mounted above the top plate and disposed outside the chamber of the air spring. 55. A method for controlling the stability of a vehicle comprising an air management system, wherein the air management system comprises a first pneumatic circuit having one or more air springs disposed at a first side of a vehicle; a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle; and one or more cross-flow lines, wherein each cross-flow line extends from an air spring associated with the first pneumatic circuit to an air spring associated with the second pneumatic circuit, the method comprising: monitoring, by a height sensor and an air pressure sensor, a height and an air pressure of a respective air spring; generating, by the height sensor and air pressure sensor, a signal indicating the height and air pressure of the respective air spring; receiving, by a processing module, the signal indicating the height and air pressure of the respective air spring; calculating, by the processing module, a height differential rate and pressure differential rate of the respective air spring based on the received signal indicating the height and air pressure of the respective air spring; determining, by the processing module, whether to adjust the height and air pressure of the air spring independently or establish pneumatic communication between the air spring and a respective cross-flow line; and actuating, by the processing module, a valve to switch to one of the modes: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross-flow line when the valve is not in the active mode; wherein the height sensor, processing module, and the valve are disposed in a chamber of the air spring. 56. A method for reducing vehicle nose-diving when braking, avoiding rollover of a vehicle, trailer or towable due to wind shear or rapidly changing road conditions, increasing tire life of a tire on a vehicle, reducing brake wear of a vehicle, and/or increasing traction of a vehicle, comprising providing a vehicle equipped with an air management system according to any of items 1-55; driving the vehicle under changing road conditions; managing air in a plurality of pneumatic circuits in the vehicle according to any of items 1-55 such that the vehicle experiences at least one of reduced vehicle nose-diving when braking, avoids rollover of the vehicle or a trailer or towable attached thereto, increased tire life of a tire on the vehicle, reduced brake wear of the vehicle, and increased traction of the vehicle. 57. A kit comprising two or more symmetrically dynamic equalized volume and pressure distributing pneumatic valve, at least one air spring configured to be connected to each symmetrically dynamic equalized volume and pressure distributing pneumatic valve, a plurality of air hoses configured to be connect the air management components as described and illustrated in any of items 1-56, and optionally an air tank, a compressor, pressure protection valve, and/or dump valve. 58. An air management system for a vehicle, the air management system comprising: a first pneumatic circuit having a first leveling valve configured to adjust independently the height of a first side of the vehicle; a second pneumatic circuit having a second leveling valve configured to adjust independently the height of a second side of the vehicle; and a cross-flow line connecting the first leveling valve with the second leveling valve; wherein the first and second leveling valves are configured to establish pneumatic communication between the first and second pneumatic circuits when the first leveling valve is not independently adjusting the height of the first side of the vehicle and the second leveling valve is not independently adjusting the height of the second side of the vehicle; wherein the air management system is configured to perform the method of item 30. 59. The air management system of item 58 further comprising the subject matter of any one of items 2-14. 60. An air management system for a vehicle, the air management system comprising: a first pneumatic circuit having one or more air springs disposed at a first side of a vehicle; a second pneumatic circuit having one or more air springs disposed on a second side of a vehicle; and one or more cross-flow lines, wherein each cross-flow line extends from an air spring associated with the first pneumatic circuit to an air spring associated with the second pneumatic circuit; wherein each air spring comprises a control unit, and each control unit comprises: a housing configured to be mounted to a top plate of an associated air spring, wherein the housing comprises a valve chamber; a valve disposed in the valve chamber, wherein the valve is configured to switch between a plurality of modes including: (i) an active mode wherein the valve is adjusting independently a height of the associated air spring, and (ii) a neutral mode wherein the valve is establishing pneumatic communication between the associated air spring and a respective cross-flow line when the valve is not in the active mode; one or more sensors configured to monitor at least one condition of the associated air spring and generate a measurement signal indicating the at least one condition of the associated air spring; a communication interface configured to directly transmit and receive data signals to and from other control units associated with other air springs of the suspension system; and a processing module operatively linked to the valve, the one or more sensors, and the communication interface; wherein the processing module is configured to: (i) receive measurement signals from the one or more sensors and data signals from the communication interface, and (ii) actuate the valve to switch between the active mode and the neutral mode based on the received measurement signals from the one or more sensors and the data signals from the communication interface; wherein wherein the air management system is configured to perform the method of item 55. 61. The air management system of item 60 further comprising the subject matter of any one of items 52-54. The present disclosure includes the ornamental design for a leveling valve, its lower housing, its top housing, one or more rotary disks, a shaft, and any other embodiment of the present disclosure, as shown and described. While the subject matter of this disclosure has been described and shown in considerable detail with reference to certain illustrative embodiments, including various combinations and sub-combinations of features, those skilled in the art will readily appreciate other embodiments and variations and modifications thereof as encompassed within the scope of the present disclosure. Moreover, the descriptions of such embodiments, combinations, and sub-combinations is not intended to convey that the claimed subject matter requires features or combinations of features other than those expressly recited in the claims. Accordingly, the scope of this disclosure is intended to include all modifications and variations encompassed within the spirit and scope of the following appended claims. | 142,097 |
11858308 | The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. FIG.1is a view illustrating that an accommodated heat generation film is spread out in a vehicle warmer according to an exemplary form of the present disclosure.FIG.2is a view illustrating opposite inner ends of a housing in the vehicle warmer in another form of the present disclosure.FIG.7is a vertical cross-sectional view illustrating a state where the heat generation film and a reflective film are spread out from the housing of the vehicle warmer according to one form of the present disclosure. The vehicle warmer according to one form of the present disclosure includes: a housing100, a heat generation film200, an electricity supply unit, and a switching unit. The housing100is provided within a vehicle. The heat generation film200is normally accommodated within the housing100, is spread out from the housing100when in use, and generates heat when electricity is supplied thereto. The electricity supply unit supplies electricity to the heat generation film200. The switching unit is provided between the electricity supply unit and the heat generation film200. When the heat generation film200is spread out from the housing100, the switching unit operates to enable electricity to flow from the electricity supply unit to the heat generation film200. Specifically, the housing100in the form of a parallelepiped extends transversely, and the heat generation film200is rolled up for accommodation within the housing100. The heat generation film200is spread out through a longitudinal hole formed in a first side of the housing100. A hook-shaped fixation portion310and a knob320are provided at the second end portion of the heat generation film200. An occupant in the vehicle spreads out the heat generation film200by pulling the knob320. The heat generation film200is spread out, and then the hook-shaped fixation portion310is engaged with a predetermined portion within the vehicle. Thus, the heat generation film200is prevented from returning to its original position for accommodation within the housing100. In one form of the present disclosure, a shaft130is provided within the housing100in the vehicle warmer. A first end portion of the heat generation film200is connected to the shaft130. The heat generation film200is normally accommodated within the housing100in the state of being rolled up on the shaft130. The shaft130is rotated, and thus a second end portion of the heat generation film200is slid out of the housing100, thereby spreading out the heat generation film200. The first end portion of the heat generation film200is connected to the shaft130and is covered with the shaft cover140. Then, the shaft130is rotated and thus the heat generation film200is wound up on the shaft cover140for accommodation within the housing100. Thereafter, as the shaft130is rotated in an opposite direction, the heat generation film200is unwounded. That is, the heat generation film200is spread out from the housing100through the longitudinal hole formed in the first side of the housing100. In another form, a return spring is provided at a first end portion of the shaft130in the vehicle warmer. When the heat generation film200is spread out, the shaft130is rotated in a first direction. When the heat generation film200is accommodated within the housing100, the shaft130is rotated in a direction opposite to the first direction by an elastic force of the return spring150. The pulling of the knob320by the occupant rotates the heat generation film200in the first direction. Thus, the heat film200is spread out, and the fixation portion310is fixedly engaged with the predetermined portion within the vehicle. Thereafter, when the fixation portion310is disengaged, the shaft130is rotated in the direction opposite to the first direction by the elastic force of the return spring150. Thus, the heat generation film200is normally accommodated within the housing100in the state of being rolled up on the shaft130without performing any operation. In another forms, a reflective film210is provided on a first side surface of the heat generation film200in the vehicle warmer. When the heat generation film200is accommodated within the housing100, the reflective film210is accommodated in a state of being in close contact with the heat generation film200. When the heat generation film200is spread out, the reflective film210is positioned a distance away from the heat generation film200and thus reflects heat generated from the heat generation film200. Tensioners205and215are provided within the housing100in the vehicle warmer according to one form of the present disclosure. When the heat generation film200is spread out, the tensioners205and215separate the reflective film210in close contact with the heat generation film200from the heat generation film200. With reference toFIG.7, the reflective film210is accommodated in the state of being in close contact with the first side surface of the heat generation film200. When the heat generation film200is spread out, the reflective film210is separated by the tensioners205and215from the heat generation film200. The housing100has longitudinal holes in the first side. The heat generation film200and the reflective film210pass through the longitudinal holes, respectively. Thus, the reflective film210, along with the heat generation film200, is spread out from the housing100. Here, the reflective film210and the heat generation film are separately spread out from the housing100. The separate spreading-out of the reflective film210from the heat generation film200prevents the heat generated by the heat generation film200from being transferred by conduction to the reflective film210. The reflective film210reflects radiant heat transferred in a direction opposite to a direction in which heating is desired, toward the direction in which heating is desired. Thus, the heating efficiency of the heat generation film200is increased. FIG.3is a view illustrating that wires are arranged in an inner space of the shaft130in the vehicle warmer according to one form of the present disclosure.FIG.5is a view illustrating the heat generation film connected to the electricity supply unit through a temperature controller and the wires in the vehicle warmer according to an exemplary form of the present disclosure. The electricity supply unit is connected to the heat generation film200through wires including positive and negative poles, which are arranged in the internal space of the shaft130, in the vehicle warmer according to another form of the present disclosure. The wires through which the electricity is supplied are connected to first and second ends, respectively, of the heat generation film200. With reference toFIGS.3and5, one of the wires including the positive and negative poles, which are arranged in the inner space of the shaft130, is connected to a first end of the heat generation film200. The other runs along an edge of the heat generation film200, passes the fixation portion310, and then is connected to a second end of the heat generation film200. The shaft130in the vehicle warmer has an insulation portion120in the inner space. The insulation portion120extends along a longitudinal direction of the shaft130. The plurality of wires are arranged inside and outside, respectively, of the insulation portion120. That is, the plurality of wires are arranged a distance away from each other. Thus, the insulation portion120prevents a short circuit from occurring between the wires. The shaft130in the form of a cylinder extends along a longitudinal direction of the housing100. The insulation portion120in the inner space of the shaft130in the form of a cylinder also extends along the longitudinal direction of the housing100. Accordingly, the wires including the positive and negative poles are positioned inside and outside, respectively, of the cylindrical insulation portion120within the cylindrical shaft130, and vice versa. Thus, a short circuit is prevented from occurring between the wires including the positive and negative poles. In other form, a temperature controller220is provided at the first end portion of the heat generation film200in the vehicle warmer. When electricity is supplied to the heat generation film200, the temperature controller220measures a temperature value of the heat generation film200. When the temperature value of the heat generation film200is increased to a predetermined reference value or above, the temperature controller220controls the switching unit in such a manner that the electricity supply unit and the heat generation film200are disconnected from each other. The temperature controller measures the temperature value of the heat generation film200using a temperature sensor provided on the heat generation film200. When the heat generation film200maintains a temperature value equal to or higher than the predetermined reference value for a fixed time or longer, for example, when the heat generation film200maintains a temperature of 50° C. or above for three minutes or longer, the temperature controller controls the switching unit in such a manner that the electricity supply unit and the heat generation film200is disconnected from each other. Thus, an accident due to overheating of the heat generation film200can be prevented. FIG.4is a view illustrating a switching unit provided at a second end portion of the heat generation film in the vehicle warmer according to one form of the present disclosure. The switching unit in the vehicle warmer may be a switching unit that includes the fixation portion310and a spring unit314connected to the fixation portion310. When the heat generation film200is spread out, the fixation portion310is engaged with the predetermined portion within the vehicle. Thus, the heat generation film200is kept spread out. When the fixation unit310is engaged with the predetermined portion within the vehicle, the spring unit314connects the electricity supply unit and the heat generation film200to each other. Specifically, after the heat generation film200is spread out, but before the fixation portion310is engaged with the predetermined portion within the vehicle, the switching unit does not set up a circuit, and the electricity supply unit is not connected to the heat generation film200. After the heat generation film200is spread out, when the fixation portion310is engaged with the predetermined portion within the vehicle and the heat generation film200is kept spread out, the elastic force of the return spring150provided at the first end portion of the shaft130is exerted on the heat generation film200. When the fixation portion310is engaged with the predetermined portion within the vehicle, the elastic force of the return spring150is exerted on the spring unit314connected to the fixation portion310. With the elastic force of the spring unit314connected to the fixation portion310, the switching unit is moved downward and thus sets up the circuit, thereby connecting the electricity supply unit to the heat generation film200. Thus, electricity is supplied to the heat generation film. Thereafter, when the fixation portion310is disengaged, the circuit is disconnected. Electricity is no longer supplied to the heat generation film200. The shaft130is rotated by the return spring150, and thus the heat generation film200is normally accommodated within the housing100in a state of being rolled up on the shaft130. FIG.6is a view illustrating a switching unit that is provided at the first end portion of the shaft130in the vehicle warmer according to another form of the present disclosure. The switching unit316may be provided to be positioned at the first end portion of the shaft130at a position spaced apart from the electricity supply unit in the vehicle warmer according to other form of the present disclosure. When the shaft130is rotated and the heat generation film200is spread out, the switching unit316is moved forward and is brought into contact with the electricity supply unit, thereby connecting the electricity supply unit and the heat generation film200to each other. Specifically, with reference toFIG.6, the housing100has a groove in the first side. The switching unit316is slid in a backward-forward direction along the groove. The externally threaded shaft130is provided to the side, opposite to the housing100, of the switching unit316. When the externally threaded shaft130is rotated, the switching unit316is moved in the backward-forward direction by a worm gear mechanism. The shaft130is rotated in the first direction and the heat generation film200is spread out. When the switching unit316is moved forward and is brought into contact with the electricity supply, the electricity supply unit and the heat generation film200are connected to each other, and thus electricity is supplied to the heat generation film200. When the vehicle warmer is not in use, the shaft130is rotated in the direction opposite to the first direction, thereby accommodating the heat generation film200back into the housing100. When the switching unit316is moved backward and thus is disconnected from the electricity supply unit, electricity is not supplied to the heat generation film200. A link unit is provided the first side surface of the heat generation film200in the vehicle warmer according to one form of the present disclosure. The heat generation film200may be spread out from the housing100or may be accommodated within the housing100by an operation of the link unit. The link unit is positioned on an external side surface of the housing100. The longitudinal holes through which the heat generation film200and the reflective film210are spread out are formed in the external side surface thereof. Using an actuator, the link unit lengthens and shortens a linkage in a space between the heat generation film200and the reflective film210. Thus, control is performed in a motor-operated manner to spread out from the housing100or to accommodate the heat generation film200into the housing100. The housing100in the vehicle warmer may be provided on a floor, a roof, a door, or a seat of the vehicle. The heat generation film200is spread out toward a predetermined portion of the vehicle and generates heat. The housing100is installable on a predetermined portion, such as a door trim, a seatback cover, a floor carpet, or a roof headlining, in the vicinity of which there is an accommodation space into which to install the housing100. The heat generation film200may operate to be spread out toward the direction in which heating is desired. For example, when the heat generation film200is spread out upward from a floor of the vehicle, heat is generated toward an occupant in a direction of a predetermined portion of the vehicle. When the heat generation film200is spread out from the door of the vehicle horizontally with respect to the traveling direction of the vehicle, heat is generated toward the floor of the vehicle, that is, toward the knees of the occupant positioned below the heat generation film200. The electricity supply unit in the vehicle warmer according to another form of the present disclosure may be a battery provided within the housing100, and the housing100may be separated from the floor of the vehicle or from a roof, a door, or a seat of the vehicle. Electricity may flow from the battery to the heat generation film200in a state where the housing100is separated from the floor of the vehicle or from the roof, the door, or the seat of the vehicle. Generally, the housing100is connected to the predetermined portion within the vehicle and the electricity supply unit that may be an electricity supply unit of the vehicle supplies electricity to the heat generation film200. However, in a case where a separate battery is built into the housing100, an occupant can install the housing100at any place inside or outside of the vehicle and can spread out the heat generation film200in the direction in which heating is desired. This increases user convenience. Flocking processing is performed on a surface of the heat generation film200in the vehicle warmer according to one form of the present disclosure. Thus, when a radiant heating device is in use, the heat generation film is not exposed to the outside, thereby preventing spoiling of the appearance of the radiant heating device and increasing the heating efficiency. In a case where the vehicle warmer is not in use, the heat generation film200is rolled up for accommodation within the housing100. Thus, the appearance of an internal structure of the vehicle is not spoiled. The heat generation film200is spread out in a position of being positioned a desired distance away from a user in the direction in which heating is desired. When the heat generation film200is spread out, the reflective film210, positioned a distance away from a rear surface of the heat generation film200, reflects forward heat radiated to the rear surface of the heat generation film200. Thus, the heating efficiency is increased. Although the exemplary forms of the present disclosure have been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible without departing from the scope and spirit of the present disclosure. | 17,722 |
11858309 | It may be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the invention. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particularly intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION Reference will now be made in detail to various embodiments of the present disclosure(s), examples of which are illustrated in the accompanying drawings and described below. While the invention(s) will be described in conjunction with exemplary embodiments of the present disclosure, it will be understood that the present description is not intended to limit the invention(s) to those exemplary embodiments. On the other hand, the invention(s) is/are intended to cover not only the exemplary embodiments of the present disclosure, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the invention as defined by the appended claims. Hereinafter, various exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the drawings, the same reference numerals will be used throughout to designate the same or equivalent elements. Furthermore, a detailed description of well-known techniques associated with the present disclosure will be ruled out in order not to unnecessarily obscure the gist of the present disclosure. Terms such as first, second, A, B, (a), and (b) may be used to describe the elements in exemplary embodiments of the present disclosure. These terms are only used to distinguish one element from another element, and the intrinsic features, sequence or order, and the like of the corresponding elements are not limited by the terms. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meanings as those generally understood by those with ordinary knowledge in the field of art to which the present disclosure belongs. Such terms as those defined in a generally used dictionary are to be interpreted as having meanings equal to the contextual meanings in the relevant field of art, and are not to be interpreted as having ideal or excessively formal meanings unless clearly defined as having such in the present application. Referring toFIG.1, a vehicle thermal management system according to an exemplary embodiment of the present disclosure may include a heating, ventilation, and air conditioning (HVAC) subsystem11including a first refrigerant loop22through which a first refrigerant circulates, a battery cooling subsystem12including a battery coolant loop31through which a battery-side coolant for cooling a battery pack32circulates, and a powertrain cooling subsystem13including a powertrain coolant loop41through which a powertrain-side coolant for cooling powertrain components (an electric motor and electric/electronic components) circulates. The HVAC subsystem11may include a first refrigeration cycle21and an HVAC duct28. The first refrigeration cycle21may include the first refrigerant loop22through which the first refrigerant circulates. The first refrigerant loop22may be fluidly connected to a first compressor23, an internal condenser24, a heating-side expansion valve54, a water-cooled heat exchanger70, an external heat exchanger25, a cooling-side expansion valve26, and an evaporator27. The first refrigerant may sequentially pass through the first compressor23, the internal condenser24, the heating-side expansion valve54, the water-cooled heat exchanger70, the external heat exchanger25, the cooling-side expansion valve26, and the evaporator27in the first refrigerant loop22. The first compressor23may compress the first refrigerant. The first compressor23may be configured to compress the refrigerant received from the evaporator27and/or a refrigerant chiller52. According to an exemplary embodiment of the present disclosure, the first compressor23may be an electric compressor which is driven by electrical energy. The HVAC subsystem11may further include an accumulator23alocated on the upstream side of the first compressor23in the first refrigerant loop22. The accumulator23amay be located between the evaporator27and the first compressor23. The accumulator23amay separate a liquid refrigerant from the refrigerant which is received from the evaporator27, preventing the liquid refrigerant from flowing into the first compressor23. The internal condenser24may be disposed inside the HVAC duct28. The internal condenser24may be configured to condense the first refrigerant received from the first compressor23, and accordingly the air passing through the internal condenser24may be heated by the internal condenser24. The water-cooled heat exchanger70may transfer heat among the first refrigerant loop22of the HVAC subsystem11, the battery coolant loop31of the battery cooling subsystem12, and the powertrain coolant loop41of the powertrain cooling subsystem13. Accordingly, the first refrigerant circulating in the first refrigerant loop22may exchange heat with the battery-side coolant circulating in the battery coolant loop31of the battery cooling subsystem12and the powertrain-side coolant circulating in the powertrain coolant loop41of the powertrain cooling subsystem13. The water-cooled heat exchanger70may be disposed between the internal condenser24and the external heat exchanger25in the first refrigerant loop22. The water-cooled heat exchanger70may include a first passage71fluidly connected to the first refrigerant loop22, a second passage72fluidly connected to the battery coolant loop31, and a third passage73fluidly connected to the powertrain coolant loop41. During a heating operation of the HVAC subsystem11, the water-cooled heat exchanger70may be configured to evaporate the refrigerant which is received from the internal condenser24using the heat which is received from the battery cooling subsystem12and the powertrain cooling subsystem13. That is, during the heating operation of the HVAC subsystem11, the water-cooled heat exchanger70is configured as an evaporator that evaporates the refrigerant by recovering waste heat from the battery cooling subsystem12and a powertrain component42of the powertrain cooling subsystem13. During a cooling operation of the HVAC subsystem11, the water-cooled heat exchanger70may be configured to condense the refrigerant received from the internal condenser24. The water-cooled heat exchanger70is configured as a condenser that condenses the refrigerant by cooling the refrigerant using the battery-side coolant circulating in the battery coolant loop31and the powertrain-side coolant circulating in the powertrain coolant loop41. The HVAC subsystem11may further include a bypass conduit75connecting a downstream point of the first passage71of the water-cooled heat exchanger70and the accumulator23a. An inlet of the bypass conduit75may be connected to the downstream point of the water-cooled heat exchanger70, and an outlet of the bypass conduit75may be connected to the accumulator23a. The inlet of the bypass conduit75may be connected to a point between the water-cooled heat exchanger70and the external heat exchanger25, and the outlet of the bypass conduit75may be connected to the accumulator23a. A three-way valve74may be disposed at a junction between the inlet of the bypass conduit75and the first refrigerant loop22. The three-way valve74may include a first port74afluidly connected to the first passage71of the water-cooled heat exchanger70, a second port74bfluidly connected to the external heat exchanger25, and a third port74cfluidly connected to the inlet of the bypass conduit75. The three-way valve74may be switched to allow any one of the second port74band the third port74cto selectively communicate with the first port74a. For example, when the three-way valve74is switched to allow the third port74cto communicate with the first port74a(that is, when the three-way valve74is switched to open the inlet of the bypass conduit75), the refrigerant that has passed through the first passage71of the water-cooled heat exchanger70may be directed into the first compressor23through the bypass conduit75. That is, when the inlet of the bypass conduit75is opened by the switching of the three-way valve74, the refrigerant may bypass the external heat exchanger25. When the three-way valve74is switched to allow the second port74bto communicate with the first port74a(that is, when the three-way valve74is switched to close the inlet of the bypass conduit75), the refrigerant that has passed through the first passage71of the water-cooled heat exchanger70may not pass through the bypass conduit75, and may be directed into the external heat exchanger25. The heating-side expansion valve54may be located on the upstream side of the water-cooled heat exchanger70in the first refrigerant loop22. The heating-side expansion valve54may be disposed between the internal condenser24and the water-cooled heat exchanger70. During the heating operation of the HVAC subsystem11, the heating-side expansion valve54may adjust the flow of the refrigerant or the flow rate of the refrigerant into the first passage71of the water-cooled heat exchanger70. The heating-side expansion valve54may be configured to expand the refrigerant received from the internal condenser24during the heating operation of the HVAC subsystem11. According to an exemplary embodiment of the present disclosure, the heating-side expansion valve54may be an electronic expansion valve (EXV) including a drive motor54a. The drive motor54amay have a shaft which is movable to open or close an orifice defined in a valve body of the heating-side expansion valve54, and the position of the shaft may be varied depending on the rotation direction, rotation degree, and the like of the drive motor54a, and thus the opening amount of the orifice of the heating-side expansion valve54may be varied. A controller100may control the operation of the drive motor54a. The heating-side expansion valve54may be a full open type EXV. The opening amount of the heating-side expansion valve54may be varied by the controller100. As the opening amount of the heating-side expansion valve54is varied, the flow rate of the first refrigerant into the first passage71may be varied. The heating-side expansion valve54may be controlled by the controller100during the heating operation of the HVAC subsystem11. The external heat exchanger25may be disposed outside the HVAC duct28, and the external heat exchanger25may be configured to secondarily condense the refrigerant received from the internal condenser24. The external heat exchanger25may be adjacent to a front grille of the vehicle. Because the external heat exchanger25is exposed to the outside, heat may be transferred between the external heat exchanger25and the ambient air. An active air flap may be provided to open or close the front grille of the vehicle. The external heat exchanger25may exchange heat with the ambient air forcibly blown by a cooling fan46so that a heat transfer rate between the external heat exchanger25and the ambient air may be further increased. During the cooling operation of the HVAC subsystem11, the external heat exchanger25may be configured to condense the refrigerant received from the internal condenser24. That is, the external heat exchanger25is configured as an external condenser that condenses the refrigerant by transferring heat to the ambient air during the cooling operation of the HVAC subsystem11. The external heat exchanger25may be configured to evaporate the refrigerant received from the first passage71of the water-cooled heat exchanger70during the heating operation of the HVAC subsystem11. That is, the external heat exchanger25is configured as an external evaporator that evaporates the refrigerant by absorbing heat from the ambient air during the heating operation of the HVAC subsystem11. The first refrigerant passing through the internal condenser24may be cooled and condensed by the air passing through the HVAC duct28. Because a temperature difference between the first refrigerant and the air is relatively low, condensation efficiency of the first refrigerant by the internal condenser24may be insignificant. Meanwhile, the first refrigerant passing through the first passage71of the water-cooled heat exchanger70may be cooled and condensed by the battery-side coolant and the powertrain-side coolant, and the first refrigerant passing through the external heat exchanger25may be cooled and condensed by the ambient air. As illustrated inFIG.3, most of the first refrigerant may be condensed by the water-cooled heat exchanger70and the external heat exchanger25. The cooling-side expansion valve26may be disposed between the external heat exchanger25and the evaporator27in the first refrigerant loop21. As the cooling-side expansion valve26is located on the upstream side of the evaporator27, the cooling-side expansion valve26may adjust the flow of the refrigerant or the flow rate of the refrigerant into the evaporator27, and the cooling-side expansion valve26may be configured to expand the refrigerant received from the external heat exchanger25. According to an exemplary embodiment of the present disclosure, the cooling-side expansion valve26may be a thermal expansion valve (TXV) which detects the temperature and/or pressure of the refrigerant and adjusts the opening amount of the cooling-side expansion valve26. The cooling-side expansion valve26may be a TXV including a shut-off valve26aselectively blocking the flow of the refrigerant toward an internal passage of the cooling-side expansion valve26, and the shut-off valve26amay be a solenoid valve. The shut-off valve26amay be opened or closed by the controller100, blocking or unblocking the flow of the refrigerant toward the cooling-side expansion valve26. When the shut-off valve26ais opened, the refrigerant may be allowed to flow into the cooling-side expansion valve26, and when the shut-off valve26ais closed, the refrigerant may be blocked from flowing into the cooling-side expansion valve26. According to an exemplary embodiment of the present disclosure, the shut-off valve26amay be mounted in the inside of a valve body of the cooling-side expansion valve26, opening or closing the internal passage of the cooling-side expansion valve26. According to another exemplary embodiment of the present disclosure, the shut-off valve26amay be located on the upstream side of the cooling-side expansion valve26, selectively opening or closing an inlet of the cooling-side expansion valve26. The evaporator27may be located on the downstream side of the cooling-side expansion valve26, and may receive the first refrigerant expanded by the cooling-side expansion valve26. The evaporator27may be configured to cool the air using the refrigerant received from the cooling-side expansion valve26. The HVAC duct28may be configured to blow the air into a passenger compartment of the vehicle, and the internal condenser24and the evaporator27may be disposed inside the HVAC duct28. An air mixing door29amay be disposed between the evaporator27and the internal condenser24. The internal condenser24may be located on the downstream side of the evaporator27. A positive temperature coefficient (PTC) heater29bmay be located on the downstream side of the internal condenser24. When the shut-off valve26ais closed, the flow of the first refrigerant to the cooling-side expansion valve26may be blocked, and accordingly the first refrigerant may only be directed into the refrigerant chiller52to be described below without flowing into the cooling-side expansion valve26and the evaporator27. That is, when the shut-off valve26ais closed, the cooling operation of the HVAC subsystem11may not be performed. When the shut-off valve26ais opened, the first refrigerant may be directed into the cooling-side expansion valve26and the evaporator27. That is, when the shut-off valve26ais opened, the cooling operation of the HVAC subsystem11may be performed. When the HVAC subsystem11operates in a cooling mode, the shut-off valve26aof the cooling-side expansion valve26may be opened, and the refrigerant may sequentially circulate through the first compressor23, the internal condenser24, the first passage71of the water-cooled heat exchanger70, the external heat exchanger25, the cooling-side expansion valve26, and the evaporator27. When the HVAC subsystem11operates in a heating mode, the shut-off valve26aof the cooling-side expansion valve26may be closed, and the inlet of the bypass conduit75may be opened by the switching of the three-way valve74, and accordingly the refrigerant may sequentially circulate through the first compressor23, the internal condenser24, the heating-side expansion valve54, the first passage71of the water-cooled heat exchanger70, and the bypass conduit75. The battery cooling subsystem12may include the battery coolant loop31through which the battery-side coolant circulates. The battery coolant loop31may be fluidly connected to the battery pack32, a battery chiller33, the second passage72of the water-cooled heat exchanger70, a battery radiator36, a first battery-side pump34, and a second battery-side pump35. InFIG.1, the battery-side coolant may sequentially pass through the battery pack32, the battery chiller33, the second passage72of the water-cooled heat exchanger70, and the battery radiator36through the battery coolant loop31. The battery pack32may have a coolant passage provided inside or outside thereof, and the battery-side coolant may pass through the coolant passage. The battery coolant loop31may be fluidly connected to the coolant passage of the battery pack32. The battery chiller33may be located on the downstream side of the battery pack32in the battery coolant loop31, and the battery chiller33may be configured to cool the coolant received from the coolant passage of the battery pack32using a second refrigerant circulating in a second refrigeration cycle14to be described below. The battery chiller33may be located on the upstream side of the second passage72of the water-cooled heat exchanger70. A heater32amay be located between the battery pack32and the battery chiller33in the battery coolant loop31, and the heater32amay be an electric heater such as a PTC heater. When it is necessary to increase the temperature of the battery pack32, the heater32amay operate, and accordingly the temperature of the battery-side coolant may be relatively increased by the heater32a. As a result, the temperature of the battery pack32may be increased. The battery radiator36may be adjacent to the front grille of the vehicle, and the battery-side coolant passing through the battery radiator36may be cooled by the ambient air. The battery radiator36may exchange heat with the ambient air forcibly blown by the cooling fan46so that a heat transfer rate between the battery radiator36and the ambient air may be further increased. The battery radiator36, a powertrain radiator44, and the external heat exchanger25may be disposed adjacent to each other on the front of the vehicle, forming a cooling module on the front of the vehicle. The cooling fan46may be disposed behind the external heat exchanger25, the battery radiator36, and the powertrain radiator44. The first battery-side pump34and the second battery-side pump35may be disposed between the battery radiator36and the battery pack32in the battery coolant loop31, and the first battery-side pump34and the second battery-side pump35may be electric pumps causing the battery-side coolant to circulate. The first battery-side pump34may be adjacent to the battery pack32, and the second battery-side pump35may be adjacent to the battery radiator36. The battery cooling subsystem12may include a battery reservoir76alocated on the downstream side of the battery radiator36. The battery reservoir76amay be located between the battery radiator36and the second battery-side pump35. The battery reservoir76amay be configured to temporarily store and replenish the battery-side coolant so that the flow rate of the battery-side coolant circulating in the battery coolant loop31may be kept constant. The battery cooling subsystem12may further include a first battery bypass conduit37allowing the battery-side coolant to bypass the battery radiator36. The first battery bypass conduit37may directly connect an upstream point of the battery radiator36and a downstream point of the battery radiator36in the battery coolant loop31. An inlet of the first battery bypass conduit37may be connected to a point between the battery chiller33and an inlet of the battery radiator36in the battery coolant loop31. An outlet of the first battery bypass conduit37may be connected to a point between the battery pack32and an outlet of the battery radiator36in the battery coolant loop31. The outlet of the first battery bypass conduit37may be connected to a point between an outlet of the second battery-side pump35and an inlet of the first battery-side pump34in the battery coolant loop31. As the battery-side coolant flows from the downstream side of the battery chiller33toward the upstream side of the first battery-side pump34through the first battery bypass conduit37, the battery-side coolant may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and accordingly the battery-side coolant passing through the first battery bypass conduit37may sequentially flow through the battery pack32and the battery chiller33by the first battery-side pump34. The battery cooling subsystem12may further include a second battery bypass conduit38allowing the battery-side coolant to bypass the battery pack32and the battery chiller33. The second battery bypass conduit38may directly connect a downstream point of the battery chiller33and an upstream point of the battery pack32in the battery coolant loop31. An inlet of the second battery bypass conduit38may be connected to a point between the outlet of the first battery bypass conduit37and the outlet of the battery radiator36in the battery coolant loop22. The inlet of the second battery bypass conduit38may be connected to a point between the outlet of the first battery bypass conduit37and the outlet of the second battery-side pump35in the battery coolant loop31. An outlet of the second battery bypass conduit38may be connected to a point between the inlet of the first battery bypass conduit37and the inlet of the battery radiator36in the battery coolant loop31. As the battery-side coolant flows from the downstream side of the battery radiator36toward the upstream side of the battery radiator36through the second battery bypass conduit38, the battery-side coolant may bypass the battery pack32and the battery chiller33, and accordingly the battery-side coolant passing through the second battery bypass conduit38may sequentially flow through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The first battery bypass conduit37and the second battery bypass conduit38may be parallel to each other. The battery cooling subsystem12may further include a three-way valve39adjusting the flow direction of the battery-side coolant, and the three-way valve39may be disposed at the outlet of the first battery bypass conduit37. That is, the three-way valve39may be disposed at a junction between the outlet of the first battery bypass conduit37and the battery coolant loop31. The three-way valve39may include a first port39afluidly connected to the first battery-side pump34, a second port39bfluidly connected to the second battery-side pump35, and a third port39cfluidly connected to the first battery bypass conduit37. The three-way valve39may be switched to allow at least two of the first port39a, the second port39b, and the third port39cto selectively communicate with each other, or to close all of the first port39a, the second port39b, and the third port39c. When the three-way valve39is switched to allow the second port39bto communicate with the first port39a(that is, the three-way valve39is switched to close the outlet of the first battery bypass conduit37), the battery-side coolant may not pass through the first battery bypass conduit37and the second battery bypass conduit38, and may sequentially flow through the battery pack32, the battery chiller33, the second passage72of the water-cooled heat exchanger70, and the battery radiator36. When the three-way valve39is switched to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37), a portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. When the three-way valve39is switched to close all of the first port39a, the second port39b, and the third port39c, the battery-side coolant may not pass through the first battery bypass conduit37, the battery pack32, and the battery chiller33. As described above, the three-way valve39may adjust the flow of the battery-side coolant in the battery coolant loop31, and the first battery-side pump34and the second battery-side pump35may selectively operate according to the switching operation of the three-way valve39. The powertrain cooling subsystem13may include the powertrain coolant loop41through which the powertrain-side coolant circulates. The powertrain coolant loop41may be fluidly connected to the powertrain component42, the powertrain radiator44, and a powertrain-side pump45. InFIG.1, the powertrain-side coolant may sequentially pass through the powertrain component42, the third passage73of the water-cooled heat exchanger70, the powertrain radiator44, and the powertrain-side pump45in the powertrain coolant loop41. The powertrain component42may be at least one of an electric motor, an inverter, an on-board charger (OBC), and a low DC-DC converter (LDC) forming an electric powertrain system of an electric vehicle. The powertrain component42may have a coolant passage provided inside or outside thereof, and the powertrain-side coolant may pass through the coolant passage. The powertrain coolant loop41may be fluidly connected to the coolant passage of the powertrain component42. The powertrain component42may be located on the upstream side of the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41, and the third passage73of the water-cooled heat exchanger70may be located between an inlet of the powertrain radiator44and the powertrain component42in the powertrain coolant loop41. The powertrain radiator44may be adjacent to the front grille of the vehicle, and the powertrain-side coolant passing through the powertrain radiator44may be cooled by the ambient air. The powertrain radiator44may exchange heat with the ambient air forcibly blown by the cooling fan46so that a heat transfer rate between the powertrain radiator44and the ambient air may be further increased. The powertrain-side pump45may be located on the upstream side of the powertrain component42, and the powertrain-side pump45may be an electric pump causing the powertrain-side coolant to circulate in the powertrain coolant loop41. The operation of the powertrain-side pump45may be controlled by the controller100. The powertrain cooling subsystem13may further include a powertrain reservoir76blocated on the downstream side of the powertrain radiator44. The powertrain reservoir76bmay be located between the powertrain radiator44and the powertrain-side pump45. The powertrain reservoir76bmay be configured to temporarily store and replenish the powertrain-side coolant so that the flow rate of the powertrain-side coolant circulating in the powertrain coolant loop41may be kept constant. The powertrain cooling subsystem13may further include a powertrain bypass conduit47allowing the powertrain-side coolant to bypass the powertrain radiator44. The powertrain bypass conduit47may directly connect an upstream point of the powertrain radiator44and a downstream point of the powertrain radiator44in the powertrain coolant loop41. An inlet of the powertrain bypass conduit47may be connected to a point between the powertrain component42and the inlet of the powertrain radiator44in the powertrain coolant loop41. An outlet of the powertrain bypass conduit47may be connected to a point between the powertrain component42and an outlet of the powertrain radiator44in the powertrain coolant loop41. The outlet of the powertrain bypass conduit47may be connected to a point between the outlet of the powertrain radiator44and an inlet of the powertrain-side pump45in the powertrain coolant loop41. As the powertrain-side coolant flows from the downstream side of the powertrain component42toward the upstream side of the powertrain-side pump45through the powertrain bypass conduit47, the powertrain-side coolant may bypass the powertrain radiator44, and accordingly the powertrain-side coolant passing through the powertrain bypass conduit47may sequentially flow through the powertrain component42and the third passage73of the water-cooled heat exchanger70by the powertrain-side pump45. The powertrain cooling subsystem13may further include a three-way valve48disposed at the outlet of the powertrain bypass conduit47. That is, the three-way valve48may be disposed at a junction between the outlet of the powertrain bypass conduit47and the powertrain coolant loop41. The three-way valve48may include a first port48afluidly connected to the powertrain-side pump45, a second port48bfluidly connected to the powertrain radiator44, and a third port48cfluidly connected to the powertrain bypass conduit47. The three-way valve48may be switched to allow at least two of the first port48a, the second port48b, and the third port48cto selectively communicate with each other, or to close all of the first port48a, the second port48b, and the third port48c. For example, when the three-way valve48is switched to allow the second port48bto communicate with the first port48a(that is, the three-way valve48is switched to close the outlet of the powertrain bypass conduit47), the powertrain-side coolant may not pass through the powertrain bypass conduit47, and may sequentially flow through the powertrain component42, the third passage73of the water-cooled heat exchanger70, and the powertrain radiator44. When the three-way valve48is switched to allow the third port48cto communicate with the first port48a(that is, the three-way valve39is switched to open the outlet of the powertrain bypass conduit47), the powertrain-side coolant may pass through the powertrain bypass conduit47so that it may sequentially flow through the powertrain-side pump45, the powertrain component42, and the third passage73of the water-cooled heat exchanger70. When the three-way valve48is switched to close all of the first port48a, the second port48b, the third port48c, the powertrain-side coolant may not circulate through the powertrain coolant loop41. As described above, the three-way valve48may adjust the flow of the powertrain-side coolant in the powertrain coolant loop41. According to an exemplary embodiment of the present disclosure, the battery reservoir76aand the powertrain reservoir76bmay be joined to form an integrated reservoir76, and the battery reservoir76aand the powertrain reservoir76bmay be fluidly separated from each other by a partition or the like. According to another exemplary embodiment of the present disclosure, the battery reservoir76aand the powertrain reservoir76bmay be fluidly connected in the integrated reservoir76, and accordingly the battery-side coolant and the powertrain-side coolant may be mixed in the integrated reservoir76. The vehicle thermal management system according to an exemplary embodiment of the present disclosure may further include the second refrigeration cycle14thermally connected to the HVAC subsystem11. The second refrigeration cycle14may include a second refrigerant loop61through which the second refrigerant circulates. The second refrigerant loop61may be fluidly connected to a second compressor62, a condenser63, the refrigerant chiller52, and the battery chiller33. The second refrigerant may sequentially pass through the second compressor62, the condenser63, the refrigerant chiller52, and the battery chiller33in the second refrigerant loop61. The second compressor62may be configured to compress the second refrigerant. According to an exemplary embodiment of the present disclosure, the second compressor62may be an electric compressor which is driven by electrical energy. The condenser63may be located on the downstream side of the second compressor62in the second refrigerant loop61, and be configured to condense the second refrigerant received from the second compressor62. According to the exemplary embodiment illustrated inFIG.1, the condenser63may be thermally connected to the battery cooling subsystem12. Accordingly, the second refrigerant may exchange heat with the battery-side coolant circulating in the battery cooling subsystem12through the condenser63so that it may be cooled and condensed. The condenser63may be configured to transfer heat between the battery-side coolant cooled by the ambient air through the battery radiator36and the second refrigerant received from the second compressor62, and accordingly the second refrigerant may be cooled and condensed by the battery-side coolant in the condenser63, and the temperature of the battery-side coolant may be increased by the second refrigerant in the condenser63. The condenser63may include a first passage63afluidly connected to the battery coolant loop31of the battery cooling subsystem12, and a second passage63bfluidly connected to the second refrigerant loop61of the second refrigeration cycle14. Referring toFIG.1, the first passage63aof the condenser63may be located on the upstream side of the second passage72of the water-cooled heat exchanger70in the battery coolant loop31. The second passage72of the water-cooled heat exchanger70may be located between the inlet of the battery radiator36and the outlet of the second battery bypass conduit38, and accordingly the second passage72of the water-cooled heat exchanger70may be located on the downstream side of the second battery bypass conduit38. As the condenser63is located in the second battery bypass conduit38of the battery coolant loop31, the first passage63aof the condenser63may be located on the upstream side of the second passage72of the water-cooled heat exchanger70. The second refrigerant may be cooled and condensed by the battery-side coolant passing through the second battery bypass conduit38in the condenser63. The first passage63amay be fluidly connected to the second battery bypass conduit38, and the second passage63bmay be fluidly connected to the second refrigerant loop61of the second refrigeration cycle14. When the three-way valve39is switched to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37), a portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the battery radiator36, and the second passage72of the water-cooled heat exchanger70, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. As the battery-side coolant passing through the second battery bypass conduit38exchanges heat with the ambient air through the battery radiator36, the battery-side coolant may be appropriately cooled. The cooled battery-side coolant may cool the second refrigerant in the condenser63, and accordingly the second refrigerant may be condensed in the condenser63. The first refrigeration cycle21of the HVAC subsystem11may further include a branch conduit51branching off from the first refrigerant loop22. The branch conduit51may branch off from an upstream point of the shut-off valve26a, and be connected to an upstream point of the first compressor23. That is, the branch conduit51may directly connect the upstream point of the shut-off valve26aand the upstream point of the first compressor23, and accordingly the first refrigerant passing through the branch conduit51may not flow into the cooling-side expansion valve26and the evaporator27. The refrigerant chiller52and a first chiller-side expansion valve53may be disposed in the branch conduit51, and the first chiller-side expansion valve53may be located on the upstream side of the refrigerant chiller52. A portion of the first refrigerant may be directed toward the evaporator27through the cooling-side expansion valve26, and a remaining portion of the first refrigerant may be directed toward the refrigerant chiller52through the first chiller-side expansion valve53. The first refrigeration cycle21may be thermally connected to the second refrigeration cycle14through the refrigerant chiller52. The refrigerant chiller52may be configured to transfer heat between the first refrigerant circulating in the first refrigeration cycle21and the second refrigerant circulating in the second refrigeration cycle14. The refrigerant chiller52and the evaporator27may be connected in parallel between the external heat exchanger25and the first compressor23, and accordingly the first refrigerant may be selectively distributed to the evaporator27and the refrigerant chiller52through the shut-off valve26aof the cooling-side expansion valve26and a drive motor53aof the first chiller-side expansion valve53. The refrigerant chiller52may be configured to transfer heat between the branch conduit51of the first refrigeration cycle21and the second refrigerant loop61of the second refrigeration cycle14. The refrigerant chiller52may be configured to transfer heat between the first refrigerant circulating in the branch conduit51and the second refrigerant circulating in the second refrigerant loop61of the second refrigeration cycle14. The refrigerant chiller52may include a first passage52afluidly connected to the branch conduit51, and a second passage52bfluidly connected to the second refrigerant loop61. The first passage52amay be located between an outlet of the first chiller-side expansion valve53and an inlet of the first compressor23in the branch conduit51. The second passage52bmay be located on the upstream side of the battery chiller33in the second refrigerant loop61. The first passage52aand the second passage52bmay be adjacent to or contact each other within the refrigerant chiller52so that the first passage52amay be thermally connected to the second passage52b, and the first passage52amay be fluidly separated from the second passage52b. Accordingly, the refrigerant chiller52may transfer heat between the first refrigerant passing through the first passage52aand the second refrigerant passing through the second passage52b. Because the temperature of the second refrigerant passing through the second passage52bis higher than the temperature of the first refrigerant passing through the first passage52a, the heat may be transferred from the second refrigerant passing through the second passage52bto the first refrigerant passing through the first passage52a, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The first passage52aof the refrigerant chiller52is configured as an evaporator in the first refrigeration cycle21, and the second passage52bof the refrigerant chiller52is configured as a condenser in the second refrigeration cycle14. Thus, the refrigerant chiller52may be an integrated structure of the evaporator for evaporating the first refrigerant and the condenser for condensing the second refrigerant. The second refrigerant compressed by the second compressor62may be primarily condensed by the condenser63, and be secondarily condensed by the refrigerant chiller52, and thus cooling efficiency and condensation efficiency of the second refrigerant may be improved. The first chiller-side expansion valve53may be located on the upstream side of the first passage52aof the refrigerant chiller52in the branch conduit51. The first chiller-side expansion valve53may adjust the flow of the first refrigerant or the flow rate of the first refrigerant into the first passage52aof the refrigerant chiller52, and the first chiller-side expansion valve53may expand the refrigerant received from the external heat exchanger25. According to an exemplary embodiment of the present disclosure, the first chiller-side expansion valve53may have the drive motor53a, and the drive motor53amay have a shaft which is movable to open or close an internal passage defined in a valve body of the first chiller-side expansion valve53. The position of the shaft may be varied depending on the rotation direction, rotation degree, and the like of the drive motor53a, and thus the opening amount of the internal passage of the first chiller-side expansion valve53may be varied. The controller100may control the operation of the drive motor53a. According to an exemplary embodiment of the present disclosure, the controller100may be a full automatic temperature control (FATC) system. As the opening amount of the first chiller-side expansion valve53is varied, the flow rate of the refrigerant into the first passage52aof the refrigerant chiller52may be varied. For example, when the opening amount of the first chiller-side expansion valve53is greater than a reference opening amount, the flow rate of the refrigerant into the first passage52aof the refrigerant chiller52may be relatively increased above a reference flow rate, and when the opening amount of the first chiller-side expansion valve53is less than the reference opening amount, the flow rate of the refrigerant into the first passage52aof the refrigerant chiller52may be similar to the reference flow rate or be relatively lowered below the reference flow rate. As the opening amount of the first chiller-side expansion valve53is controlled by the controller100, the refrigerant may be distributed to the evaporator27and the refrigerant chiller52at a predetermined ratio, and thus the cooling of the HVAC subsystem11and the cooling of the battery chiller33may be performed simultaneously or selectively. The battery chiller33may be configured to transfer heat between the second refrigerant circulating in the second refrigeration cycle14and the battery-side coolant circulating in the battery cooling subsystem12. The battery chiller33may transfer heat between the second refrigerant loop61of the second refrigeration cycle14and the battery coolant loop31of the battery cooling subsystem12. The battery chiller33may transfer heat between the second refrigerant circulating in the second refrigerant loop61of the second refrigeration cycle14and the battery-side coolant passing through the battery coolant loop31, and accordingly the battery chiller33may evaporate the second refrigerant cooled and condensed by the refrigerant chiller52, cooling the battery-side coolant. The battery chiller33may include a first passage33afluidly connected to the battery coolant loop31, and a second passage33bfluidly connected to the second refrigerant loop61of the second refrigeration cycle14. The first passage33amay be located on the downstream side of the battery pack32in the battery coolant loop31, and the second passage33bmay be located on the downstream side of the refrigerant chiller52in the second refrigerant loop61. The first passage33aand the second passage33bmay be adjacent to or contact each other within the battery chiller33so that the first passage33amay be thermally connected to the second passage33b, and the first passage33amay be fluidly separated from the second passage33b. Accordingly, the battery chiller33may transfer heat between the battery-side coolant passing through the first passage33aand the second refrigerant passing through the second passage33b. The second passage33bof the battery chiller33may be located on the downstream side of the second passage52bof the refrigerant chiller52in the second refrigerant loop61, and accordingly the second passage33bof the battery chiller33may receive the second refrigerant from the second passage52bof the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage33bis lower than the temperature of the battery-side coolant passing through the first passage33a, the battery-side coolant may be cooled by the battery chiller33. The battery-side coolant cooled by the battery chiller33may flow into the coolant passage of the battery pack32by the first battery-side pump34so that the battery pack32may be optimally cooled. A second chiller-side expansion valve65may be located on the upstream side of the second passage33bof the battery chiller33in the second refrigerant loop61. The second chiller-side expansion valve65may be located between the second passage52bof the refrigerant chiller52and the second passage33bof the battery chiller33in the second refrigerant loop61. The second chiller-side expansion valve65may adjust the flow of the second refrigerant or the flow rate of the second refrigerant into the second passage33bof the battery chiller33, and the second chiller-side expansion valve65may be configured to expand the refrigerant received from the refrigerant chiller52. According to an exemplary embodiment of the present disclosure, the second chiller-side expansion valve65may have a drive motor65a, and the drive motor65amay have a shaft which is movable to open or close an internal passage defined in a valve body of the second chiller-side expansion valve65. The position of the shaft may be varied depending on the rotation direction, rotation degree, and the like of the drive motor65a, and thus the opening amount of the internal passage of the second chiller-side expansion valve65may be varied. The controller100may control the operation of the drive motor65a. According to another exemplary embodiment of the present disclosure, the second chiller-side expansion valve65may be a TXV. When only the cooling operation of the battery pack32is performed, the second chiller-side expansion valve65may adjust the flow rate of the second refrigerant into the second passage33bof the battery chiller33, and adjust the overheating degree of the second refrigerant flowing out from the second passage33bof the battery chiller33to a predetermined value. The first refrigerant may cool the second refrigerant in the refrigerant chiller52, and the cooled second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. As described above, the second refrigeration cycle14may be thermally connected to the first refrigeration cycle21of the HVAC subsystem11through the refrigerant chiller52, and be thermally connected to the battery cooling subsystem12through the battery chiller33, and thus the first refrigeration cycle21, the second refrigeration cycle14, and the battery cooling subsystem12may form a cascade refrigeration cycle. The overall operations of the HVAC subsystem11, the battery cooling subsystem12, the powertrain cooling subsystem13, and the second refrigeration cycle14may be controlled by the controller100. For example, the controller100may control the operations of the shut-off valve26aof the cooling-side expansion valve26, the PTC heater29b, the air mixing door29a, the first compressor23, the cooling fan46, the drive motor53aof the first chiller-side expansion valve53, the drive motor54aof the heating-side expansion valve54, the drive motor65aof the second chiller-side expansion valve65, the second compressor62, the first battery-side pump34, the second battery-side pump35, the powertrain-side pump45, and the three-way valves39,48, and74, so that the cooling and heating of the passenger compartment, the cooling of the battery pack32, and the cooling of the powertrain component42may be performed appropriately. According to an exemplary embodiment of the present disclosure, the controller100may be a full automatic temperature control (FATC) system. The battery cooling subsystem12may be controlled by a battery management system110. The battery management system110may monitor the state of the battery pack32, and perform the cooling of the battery pack32when the temperature of the battery pack32is higher than or equal to a predetermined temperature. The battery management system110may transmit an instruction for the cooling of the battery pack32to the controller100, and accordingly the controller100may control the operation of the second compressor62and the opening amounts of the expansion valves53and65. According to an exemplary embodiment of the present disclosure, the first refrigerant and the second refrigerant may be different refrigerants. For example, the first refrigerant may be R1234yf (hydrofluoroolefin (HFO) refrigerant), and the second refrigerant may be a natural refrigerant such as R290. Thus, efficiency of the first refrigeration cycle21and efficiency of the second refrigeration cycle14may be improved independently. According to another exemplary embodiment of the present disclosure, the first refrigerant may be the same as the second refrigerant. Because the vehicle thermal management system according to an exemplary embodiment of the present disclosure includes two compressors23and62, a capacity of each of the compressors23and62may be significantly less than that of a compressor in a thermal management system according to the related art. For example, while the capacity of the compressor in the thermal management system according to the related art is 45 cc, the capacity of the first compressor23and the capacity of the second compressor62may be reduced to 30 cc or less. Furthermore, as the two compressors23and62are used, the compression efficiency of each refrigerant may be improved., as the capacity of the first compressor23decreases, the capacity of the evaporator27may decrease. According to an exemplary embodiment of the present disclosure, the capacity of the first compressor23may be different from the capacity of the second compressor62. The first compressor23may be configured to compress the first refrigerant received from the refrigerant chiller52and the evaporator27, and the second compressor62may be configured to compress the second refrigerant received from the battery chiller33. Accordingly, the capacity of the first compressor23may be greater than the capacity of the second compressor62. For example, the capacity of the first compressor23may be 27 cc, and the capacity of the second compressor62may be 20 cc. According to another exemplary embodiment of the present disclosure, the capacity of the first compressor23may be the same as the capacity of the second compressor62. FIG.2shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the second refrigeration cycle14and the battery cooling subsystem12, and the cooling of the battery pack32may be performed independently of the HVAC subsystem11. Referring toFIG.2, the three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be closed, and accordingly the first refrigerant may not pass through the first passage52aof the refrigerant chiller52. Thus, the second refrigerant may not exchange heat with the first refrigerant in the refrigerant chiller52. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. The condenser63may cool and condense the second refrigerant received from the second compressor62using the battery-side coolant passing through the second battery bypass conduit38. The second refrigerant cooled and condensed by the condenser63may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.3shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, and the battery cooling subsystem12. Referring toFIG.3, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. The condenser63may cool and condense the second refrigerant received from the second compressor62using the battery-side coolant passing through the second battery bypass conduit38. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. Referring toFIGS.3and30, the first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11. The compressed first refrigerant may be primarily condensed by the water-cooled heat exchanger70, and be secondarily condensed by the external heat exchanger25. The condensed first refrigerant may be expanded by the cooling-side expansion valve26, and the expanded first refrigerant may be vaporized by the evaporator27. The second refrigerant may be compressed by the second compressor62in the second refrigeration cycle14. The compressed second refrigerant may be primarily condensed by the condenser63, and be secondarily condensed by the refrigerant chiller52. The condensed second refrigerant may be expanded by the second chiller-side expansion valve65, and the expanded second refrigerant may be vaporized by the battery chiller33. Accordingly, the first refrigerant may cool the second refrigerant through the refrigerant chiller52, and the cooled second refrigerant may cool the battery-side coolant through the battery chiller33. As the cooled battery-side coolant cools the battery pack32, the battery-side coolant's performance may be significantly improved, and thus the cooling of the battery pack32may be significantly improved. FIG.4shows that when the first compressor23of the HVAC subsystem11does not operate, the battery pack32may be cooled by the battery cooling subsystem12and the second refrigeration cycle14. Referring toFIG.4, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. The second refrigerant in the condenser63may be cooled and condensed by the battery-side coolant passing through the second battery bypass conduit38. As the first compressor23of the HVAC subsystem11is stopped, the first refrigerant may not circulate through the first refrigerant loop22of the first refrigeration cycle21. Furthermore, as the powertrain-side pump45of the powertrain cooling subsystem13is stopped, the powertrain-side coolant may not circulate through the powertrain coolant loop41. As the second compressor62of the second refrigeration cycle14operates, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.5shows that when the HVAC subsystem11does not operate in the cooling mode and the heating mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, and the battery cooling subsystem12. Referring toFIG.5, as the shut-off valve26aof the cooling-side expansion valve26is closed, the first refrigerant may not flow into the evaporator27, and may only flow into the first chiller-side expansion valve53and the refrigerant chiller52through the branch conduit51. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. The second refrigerant in the condenser63may be cooled and condensed by the battery-side coolant passing through the second battery bypass conduit38. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.6shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may not be cooled. Referring toFIG.6, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close all of the first port39a, the second port39b, and the third port39c. As the first battery-side pump34is stopped, and the second battery-side pump35operates, the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As the second compressor62is stopped, the second refrigerant may not circulate through the second refrigerant loop61of the second refrigeration cycle14. FIG.7shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may be cooled by the battery cooling subsystem12and the second refrigeration cycle14. Referring toFIG.7, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the first passage63aof the condenser63, the second passage72of the water-cooled heat exchanger70, and the battery radiator36by the second battery-side pump35. The second refrigerant may be vaporized by the battery-side coolant in the battery chiller33, and the battery-side coolant may be cooled by the second refrigerant in the battery chiller33. The cooled battery-side coolant may cool the battery pack32. The second refrigerant may be cooled and condensed by the battery-side coolant passing through the second battery bypass conduit38in the condenser63. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As described above, when the HVAC subsystem11operates in the heating mode, the water-cooled heat exchanger70is configured as an evaporator that vaporizes the first refrigerant. As the first passage63aof the condenser63is located on the upstream side of the second passage72of the water-cooled heat exchanger70, and the powertrain component42is located on the upstream side of the third passage73of the water-cooled heat exchanger70, the battery-side coolant heated in the condenser63and the powertrain-side coolant heated by the powertrain component42may be provided as heat sources for vaporizing the first refrigerant in the water-cooled heat exchanger70. Accordingly, during the heating operation of the HVAC subsystem11, the heat sources for heating may be sufficiently secured. FIGS.8to14illustrate a vehicle thermal management system according to another exemplary embodiment of the present disclosure. Referring toFIG.8, in a vehicle thermal management system according to another exemplary embodiment of the present disclosure, a condenser163of the second refrigeration cycle14may be located on the downstream side of the second passage72of the water-cooled heat exchanger70in the battery coolant loop31. Because the second passage72of the water-cooled heat exchanger70is located on the upstream side of the condenser163of the second refrigeration cycle14in the battery coolant loop31of the battery cooling subsystem12, condensation or evaporation (vaporization) of the first refrigerant by the water-cooled heat exchanger70may occur prior to condensation of the second refrigerant by the condenser163. According to a predetermined exemplary embodiment of the present disclosure, the condenser163of the second refrigeration cycle14may be located between the battery radiator36and the second passage72of the water-cooled heat exchanger70in the battery coolant loop31of the battery cooling subsystem12. The condenser163may include a first passage163afluidly connected to the battery coolant loop31of the battery cooling subsystem12, and a second passage163bfluidly connected to the second refrigerant loop61of the second refrigeration cycle14. The first passage163amay be located between the battery radiator36and the second passage72of the water-cooled heat exchanger70in the battery coolant loop31of the battery cooling subsystem12, and accordingly the first passage163amay be located on the downstream side of the second passage72of the water-cooled heat exchanger70. The second passage163bmay be located on the downstream side of the second compressor62in the second refrigerant loop61. The battery-side coolant may be received from the second passage72of the water-cooled heat exchanger70to the first passage163aof the condenser163, and the second refrigerant may pass through the second passage163bof the condenser163so that the second refrigerant may be cooled and condensed by the battery-side coolant in the condenser163. FIG.9shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the second refrigeration cycle14and the battery cooling subsystem12, and the cooling of the battery pack32may be performed independently of the HVAC subsystem11. Referring toFIG.9, the three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be closed, and accordingly the first refrigerant may not pass through the first passage52aof the refrigerant chiller52. Thus, the second refrigerant may not exchange heat with the first refrigerant in the refrigerant chiller52. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. The condenser163may cool and condense the second refrigerant received from the second compressor62using the battery-side coolant received from the second passage72of the water-cooled heat exchanger70. The second refrigerant cooled and condensed by the condenser163may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.10shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, and the battery cooling subsystem12. Referring toFIG.10, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, the condenser163, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. The condenser163may cool and condense the second refrigerant received from the second compressor62using the battery-side coolant received from the second passage72of the water-cooled heat exchanger70. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. Referring toFIGS.10and30, the first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11. The compressed first refrigerant may be primarily condensed by the water-cooled heat exchanger70, and be secondarily condensed by the external heat exchanger25. The condensed first refrigerant may be expanded by the cooling-side expansion valve26, and the expanded first refrigerant may be vaporized by the evaporator27. The second refrigerant may be compressed by the second compressor62in the second refrigeration cycle14. The compressed second refrigerant may be primarily condensed by the condenser163, and be secondarily condensed by the refrigerant chiller52. The condensed second refrigerant may be expanded by the second chiller-side expansion valve65, and the expanded second refrigerant may be vaporized by the battery chiller33. Accordingly, the first refrigerant may cool the second refrigerant through the refrigerant chiller52, and the cooled second refrigerant may cool the battery-side coolant through the battery chiller33. As the cooled battery-side coolant cools the battery pack32, the battery-side coolant's performance may be significantly improved, and thus the cooling of the battery pack32may be significantly improved. FIG.11shows that when the first compressor23of the HVAC subsystem11does not operate, the battery pack32may be cooled by the battery cooling subsystem12and the second refrigeration cycle14. Referring toFIG.11, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. The second refrigerant in the condenser163may be cooled and condensed by the battery-side coolant received from the second passage72of the water-cooled heat exchanger70. As the first compressor23of the HVAC subsystem11is stopped, the first refrigerant may not circulate through the first refrigerant loop22of the first refrigeration cycle21. Furthermore, as the powertrain-side pump45of the powertrain cooling subsystem13is stopped, the powertrain-side coolant may not circulate through the powertrain coolant loop41. As the second compressor62of the second refrigeration cycle14operates, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.12shows that when the HVAC subsystem11does not operate in the cooling mode and the heating mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, and the battery cooling subsystem12. Referring toFIG.12, as the shut-off valve26aof the cooling-side expansion valve26is closed, the first refrigerant may not flow into the evaporator27, and may only flow into the first chiller-side expansion valve53and the refrigerant chiller52through the branch conduit51. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. The second refrigerant in the condenser163may be cooled and condensed by the battery-side coolant received from the second passage72of the water-cooled heat exchanger70. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.13shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may not be cooled. Referring toFIG.13, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close all of the first port39a, the second port39b, and the third port39c. As the first battery-side pump34is stopped, and the second battery-side pump35operates, the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As the second compressor62is stopped, the second refrigerant may not circulate through the second refrigerant loop61of the second refrigeration cycle14. FIG.14shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may be cooled by the battery cooling subsystem12and the second refrigeration cycle14. Referring toFIG.14, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70, the first passage163aof the condenser163, and the battery radiator36by the second battery-side pump35. The second refrigerant may be vaporized by the battery-side coolant passing through the first battery bypass conduit37in the battery chiller33, and the battery-side coolant may be cooled by the second refrigerant in the battery chiller33. The cooled battery-side coolant may cool the battery pack32. The second refrigerant may be cooled and condensed in the condenser63by the battery-side coolant received from the second passage72of the water-cooled heat exchanger70. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As described above, when the HVAC subsystem11operates in the heating mode, the water-cooled heat exchanger70is configured as an evaporator that vaporizes the first refrigerant. As the powertrain component42is located on the upstream side of the third passage73of the water-cooled heat exchanger70, the powertrain-side coolant heated by the powertrain component42may be provided as a heat source for vaporizing the first refrigerant in the water-cooled heat exchanger70. Accordingly, during the heating operation of the HVAC subsystem11, the heat source for heating may be sufficiently secured. FIGS.15to21illustrate a vehicle thermal management system according to another exemplary embodiment of the present disclosure. Referring toFIG.15, in a vehicle thermal management system according to another exemplary embodiment of the present disclosure, a condenser263of the second refrigeration cycle14may be thermally connected to the powertrain cooling subsystem13. Accordingly, the second refrigerant may exchange heat with the powertrain-side coolant circulating in the powertrain cooling subsystem13through the condenser263so that it may be cooled and condensed. The condenser263may be configured to transfer heat between the powertrain-side coolant cooled by the ambient air through the powertrain radiator44and the second refrigerant received from the second compressor62. Accordingly, the second refrigerant may be cooled and condensed by the powertrain-side coolant in the condenser263, and the temperature of the powertrain-side coolant may be increased by the second refrigerant in the condenser263. The condenser263may include a first passage263afluidly connected to the powertrain coolant loop41of the powertrain cooling subsystem13, and a second passage263bfluidly connected to the second refrigerant loop61of the second refrigeration cycle14. The first passage263aof the condenser263may be located on the upstream side of the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41. The first passage263aof the condenser263may be located between the powertrain component42and the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41. FIG.16shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13, and the cooling of the battery pack32may be performed independently of the HVAC subsystem11. Referring toFIG.16, the three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be closed, and accordingly the first refrigerant may not pass through the first passage52aof the refrigerant chiller52. Thus, the second refrigerant may not exchange heat with the first refrigerant in the refrigerant chiller52. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The condenser263may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant circulating in the powertrain coolant loop41. The second refrigerant cooled and condensed by the condenser263may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.17shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13. Referring toFIG.17, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The condenser263may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant circulating through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. Referring toFIGS.17and30, the first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11. The compressed first refrigerant may be primarily condensed by the water-cooled heat exchanger70, and be secondarily condensed by the external heat exchanger25. The condensed first refrigerant may be expanded by the cooling-side expansion valve26, and the expanded first refrigerant may be vaporized by the evaporator27. The second refrigerant may be compressed by the second compressor62in the second refrigeration cycle14. The compressed second refrigerant may be primarily condensed by the condenser263, and be secondarily condensed by the refrigerant chiller52. The condensed second refrigerant may be expanded by the second chiller-side expansion valve65, and the expanded second refrigerant may be vaporized by the battery chiller33. Accordingly, the first refrigerant may cool the second refrigerant through the refrigerant chiller52, and the cooled second refrigerant may cool the battery-side coolant through the battery chiller33. As the cooled battery-side coolant cools the battery pack32, the battery-side coolant's performance may be significantly improved, and thus the cooling of the battery pack32may be significantly improved. FIG.18shows that when the first compressor23of the HVAC subsystem11does not operate, the battery pack32may be cooled by the battery cooling subsystem12, the second refrigeration cycle14, and the powertrain cooling subsystem13. Referring toFIG.18, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). As the first battery-side pump34operates, and the second battery-side pump35is stopped, the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The condenser263may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant circulating in the powertrain coolant loop41. As the first compressor23of the HVAC subsystem11is stopped, the first refrigerant may not circulate through the first refrigerant loop22of the first refrigeration cycle21. As the second compressor62of the second refrigeration cycle14operates, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.19shows that when the HVAC subsystem11does not operate in the cooling mode and the heating mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13. Referring toFIG.19, as the shut-off valve26aof the cooling-side expansion valve26is closed, the first refrigerant may not flow into the evaporator27, and may only flow into the first chiller-side expansion valve53and the refrigerant chiller52through the branch conduit51. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The second refrigerant in the condenser263may be cooled and condensed by the powertrain-side coolant circulating in the powertrain coolant loop41. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.20shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may not be cooled. Referring toFIG.20, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close all of the first port39a, the second port39b, and the third port39c. As the first battery-side pump34is stopped, and the second battery-side pump35operates, the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As the second compressor62is stopped, the second refrigerant may not circulate through the second refrigerant loop61of the second refrigeration cycle14. FIG.21shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may be cooled by the battery cooling subsystem12, the second refrigeration cycle14, and the powertrain cooling subsystem13. Referring toFIG.21, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. The second refrigerant may be cooled and condensed in the condenser263by the powertrain-side coolant circulating through the powertrain coolant loop41. The second refrigerant may be vaporized by the battery-side coolant passing through the first battery bypass conduit37in the battery chiller33, and the battery-side coolant may be cooled by the second refrigerant in the battery chiller33. The cooled battery-side coolant may cool the battery pack32. As described above, when the HVAC subsystem11operates in the heating mode, the water-cooled heat exchanger70is configured as an evaporator that vaporizes the first refrigerant. As the powertrain component42is located on the upstream side of the first passage263aof the condenser263, and the first passage263aof the condenser263is located on the upstream side of the third passage73of the water-cooled heat exchanger70, the powertrain-side coolant heated in the condenser263may be provided as a heat source for vaporizing the first refrigerant in the water-cooled heat exchanger70. Accordingly, during the heating operation of the HVAC subsystem11, the heat source for heating may be sufficiently secured. FIGS.22to28illustrate a vehicle thermal management system according to another exemplary embodiment of the present disclosure. Referring toFIG.22, in a vehicle thermal management system according to another exemplary embodiment of the present disclosure, a condenser363of the second refrigeration cycle14may be located on the downstream side of the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41. Because the third passage73of the water-cooled heat exchanger70is located on the upstream side of the condenser363of the second refrigeration cycle14in the powertrain coolant loop41, condensation or evaporation (vaporization) of the first refrigerant by the water-cooled heat exchanger70may occur prior to condensation of the second refrigerant by the condenser363. According to a predetermined exemplary embodiment of the present disclosure, the condenser363of the second refrigeration cycle14may be located between the powertrain radiator44and the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41of the powertrain cooling subsystem13. The condenser363may include a first passage363afluidly connected to the powertrain coolant loop41of the powertrain cooling subsystem13, and a second passage363bfluidly connected to the second refrigerant loop61of the second refrigeration cycle14. The first passage363amay be located between the powertrain radiator44and the third passage73of the water-cooled heat exchanger70in the powertrain coolant loop41of the powertrain cooling subsystem13, and the second passage363bmay be located on the downstream side of the second compressor62in the second refrigerant loop61. The powertrain-side coolant may be received from the third passage73of the water-cooled heat exchanger70to first passage363aof the condenser363, and the second refrigerant may pass through the second passage363bof the condenser363so that the second refrigerant may be cooled and condensed by the battery-side coolant in the condenser363. FIG.23shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13, and the cooling of the battery pack32may be performed independently of the HVAC subsystem11. Referring toFIG.23, the three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be closed, and accordingly the first refrigerant may not pass through the first passage52aof the refrigerant chiller52. Thus, the second refrigerant may not exchange heat with the first refrigerant in the refrigerant chiller52. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The condenser363may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant received from the third passage73of the water-cooled heat exchanger70. The second refrigerant cooled and condensed by the condenser363may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.24shows that when the HVAC subsystem11operates in the cooling mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13. Referring toFIG.24, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the first passage33aof the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the first passage33aof the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41. The condenser363may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant received from the third passage73of the water-cooled heat exchanger70. The three-way valve74of the HVAC subsystem11may be switched to close the third port74c, and the opening amount of the heating-side expansion valve54may be completely opened to 100% so that the first refrigerant may not be expanded by the heating-side expansion valve54. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may be expanded by the second chiller-side expansion valve65. As the expanded second refrigerant passes through the second passage33bof the battery chiller33, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. Referring toFIGS.24and30, the first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11. The compressed first refrigerant may be primarily condensed by the water-cooled heat exchanger70, and be secondarily condensed by the external heat exchanger25. The condensed first refrigerant may be expanded by the cooling-side expansion valve26, and the expanded first refrigerant may be vaporized by the evaporator27. The second refrigerant may be compressed by the second compressor62in the second refrigeration cycle14. The compressed second refrigerant may be primarily condensed by the condenser363, and be secondarily condensed by the refrigerant chiller52. The condensed second refrigerant may be expanded by the second chiller-side expansion valve65, and the expanded second refrigerant may be vaporized by the battery chiller33. Accordingly, the first refrigerant may cool the second refrigerant through the refrigerant chiller52, and the cooled second refrigerant may cool the battery-side coolant through the battery chiller33. As the cooled battery-side coolant cools the battery pack32, the battery-side coolant's performance may be significantly improved, and thus the cooling of the battery pack32may be significantly improved. FIG.25shows that when the first compressor23of the HVAC subsystem11does not operate, the battery pack32may be cooled by the battery cooling subsystem12, the second refrigeration cycle14, and the powertrain cooling subsystem13. Referring toFIG.25, the three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). As the first battery-side pump34operates, and the second battery-side pump35is stopped, the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. The three-way valve48of the powertrain cooling subsystem13may be switched to close the third port48c, and accordingly the powertrain-side coolant may circulate through the powertrain coolant loop41by the powertrain-side pump45. The condenser363may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant received from the third passage73of the water-cooled heat exchanger70. As the first compressor23of the HVAC subsystem11is stopped, the first refrigerant may not circulate through the first refrigerant loop22of the first refrigeration cycle21. As the second compressor62of the second refrigeration cycle14operates, the second refrigerant may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.26shows that when the HVAC subsystem11does not operate in the cooling mode and the heating mode, the battery pack32may be cooled by the first refrigeration cycle21of the HVAC subsystem11, the second refrigeration cycle14, the battery cooling subsystem12, and the powertrain cooling subsystem13. Referring toFIG.26, as the shut-off valve26aof the cooling-side expansion valve26is closed, the first refrigerant may not flow into the evaporator27, and may only flow into the first chiller-side expansion valve53and the refrigerant chiller52through the branch conduit51. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. The condenser363may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant received from the third passage73of the water-cooled heat exchanger70. The first chiller-side expansion valve53may be opened to a predetermined degree. As the first refrigerant passes through the first passage52aof the refrigerant chiller52, the second refrigerant may exchange heat with the first refrigerant in the refrigerant chiller52. Because the temperature of the second refrigerant passing through the second passage52bof the refrigerant chiller52is higher than the temperature of the first refrigerant passing through the first passage52aof the refrigerant chiller52, the heat may be transferred from the second refrigerant to the first refrigerant, and accordingly the second refrigerant passing through the second passage52bof the refrigerant chiller52may be cooled and condensed, and the first refrigerant passing through the first passage52aof the refrigerant chiller52may be evaporated (vaporized). The second refrigerant cooled and condensed by the refrigerant chiller52may cool the battery-side coolant in the battery chiller33, and the cooled battery-side coolant may cool the battery pack32. FIG.27shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may not be cooled. Referring toFIG.27, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close all of the first port39a, the second port39b, and the third port39c. As the first battery-side pump34is stopped, and the second battery-side pump35operates, the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. As the second compressor62is stopped, the second refrigerant may not circulate through the second refrigerant loop61of the second refrigeration cycle14. FIG.28shows that when the HVAC subsystem11operates in the heating mode, the battery pack32may be cooled by the battery cooling subsystem12, the second refrigeration cycle14, and the powertrain cooling subsystem13. Referring toFIG.28, the three-way valve74of the HVAC subsystem11may be switched to open the third port74c, and the opening amount of the heating-side expansion valve54may be adjusted to a predetermined degree. The first refrigerant may be compressed by the first compressor23in the first refrigeration cycle21of the HVAC subsystem11, and the compressed first refrigerant may be condensed by the internal condenser24. As the air passing through the internal condenser24is heated, the heating of the passenger compartment may be performed. As the opening amount of the heating-side expansion valve54is adjusted, the first refrigerant may be expanded by the heating-side expansion valve54, and the expanded first refrigerant may be vaporized by the water-cooled heat exchanger70. The vaporized first refrigerant may be directed into the first compressor23through the accumulator23a. The three-way valve39of the battery cooling subsystem12may be switched to close the second port39band to allow the third port39cto communicate with the first port39a(that is, the three-way valve39is switched to open the outlet of the first battery bypass conduit37). A portion of the battery-side coolant may be directed toward the first battery bypass conduit37so that it may bypass the second battery-side pump35, the second passage72of the water-cooled heat exchanger70, and the battery radiator36, and may sequentially pass through the battery pack32and the battery chiller33by the first battery-side pump34. A remaining portion of the battery-side coolant may be directed toward the second battery bypass conduit38so that it may bypass the first battery-side pump34, the battery pack32, and the battery chiller33, and may sequentially pass through the second passage72of the water-cooled heat exchanger70and the battery radiator36by the second battery-side pump35. As the powertrain-side pump45of the powertrain cooling subsystem13operates, the powertrain-side coolant may circulate through the powertrain coolant loop41. The condenser363may cool and condense the second refrigerant received from the second compressor62using the powertrain-side coolant received from the third passage73of the water-cooled heat exchanger70. The second refrigerant may be vaporized by the battery-side coolant passing through the first battery bypass conduit37in the battery chiller33, and the battery-side coolant may be cooled by the second refrigerant in the battery chiller33. The cooled battery-side coolant may cool the battery pack32. Referring toFIG.29, the first refrigeration cycle21may include the first compressor23, the internal condenser24, the water-cooled heat exchanger70, the external heat exchanger25, the cooling-side expansion valve26, and the evaporator27in the first refrigerant loop22through which the first refrigerant circulates. The internal condenser24may be located on the downstream side of the first compressor23, and the water-cooled heat exchanger70may be located on the downstream side of the internal condenser24. The external heat exchanger25may be located on the downstream side of the water-cooled heat exchanger70, and the cooling-side expansion valve26may be located on the downstream side of the external heat exchanger25. The evaporator27may be located on the downstream side of the cooling-side expansion valve26. The second refrigeration cycle14may include the second compressor62, the condenser63,163,263, or363, the refrigerant chiller52, the second chiller-side expansion valve65, and the battery chiller33in the second refrigerant loop61through which the second refrigerant circulates. The condenser63,163,263, or363may be located on the downstream side of the second compressor62, and the refrigerant chiller52may be located on the downstream side of the condenser63,163,263, or363. The second chiller-side expansion valve65may be located on the downstream side of the refrigerant chiller52, and the battery chiller33may be located on the downstream side of the second chiller-side expansion valve65. The refrigerant chiller52may be disposed in the branch conduit51of the first refrigerant loop22, and the first refrigeration cycle21may be thermally connected to the second refrigeration cycle14through the branch conduit51and the refrigerant chiller52. As set forth above, according to exemplary embodiments of the present disclosure, the second refrigeration cycle, which is configured independently of the first refrigeration cycle of the HVAC subsystem, may be configured to directly cool the battery-side coolant circulating in the battery coolant loop, efficiently responding to the cooling of the battery and the operation of the HVAC subsystem. That is, the coolant circulating in the battery coolant loop may be cooled by the first refrigeration cycle and/or the second refrigeration cycle, and thus the cooling of the battery pack may be improved. The second refrigeration cycle may include the condenser configured to condense the second refrigerant by the battery-side coolant or the powertrain-side coolant, and thus the second refrigeration cycle may implement efficient packaging. According to exemplary embodiments of the present disclosure, the second refrigeration cycle may be thermally connected to the first refrigeration cycle of the HVAC subsystem through the refrigerant chiller, and the second refrigeration cycle may be thermally connected to the battery coolant loop of the battery cooling subsystem through the battery chiller, and accordingly the first refrigeration cycle, the second refrigeration cycle, and the battery cooling subsystem may form a cascade refrigeration cycle. Thus, the operation of the HVAC subsystem and the cooling of the battery pack may be performed simultaneously or independently. Furthermore, after the load of the HVAC subsystem is stabilized, the flow rate of the first refrigerant into the refrigerant chiller may be relatively increased, increasing the performance of the battery chiller. The second refrigerant may improve the cooling performance of the battery-side coolant circulating in the battery coolant loop through the refrigerant chiller and the battery chiller, and thus the cooling performance of the battery pack may be further improved. Furthermore, the term related to a control device such as “controller”, “control apparatus”, “control unit”, “control device” or “control module”, etc refers to a hardware device including a memory and a processor configured to execute one or more steps interpreted as an algorithm structure. The memory stores algorithm steps, and the processor executes the algorithm steps to perform one or more processes of a method in accordance with various exemplary embodiments of the present disclosure. The control device according to exemplary embodiments of the present disclosure may be implemented through a nonvolatile memory configured to store algorithms for controlling operation of various components of a vehicle or data about software commands for executing the algorithms, and a processor configured to perform operation to be described above using the data stored in the memory. The memory and the processor may be individual chips. Alternatively, the memory and the processor may be integrated in a single chip. The processor may be implemented as one or more processors. The processor may include various logic circuits and operation circuits, may process data according to a program provided from the memory, and may generate a control signal according to the processing result. The control device may be at least one microprocessor operated by a predetermined program which may include a series of commands for carrying out the method included in the aforementioned various exemplary embodiments of the present disclosure. The aforementioned invention can also be embodied as computer readable codes on a computer readable recording medium. The computer readable recording medium is any data non-transitory storage device that can store data which may be thereafter read by a computer system and store and execute program instructions which may be thereafter read by a computer system. Examples of the computer readable recording medium include hard disk drive (HDD), solid state disk (SSD), silicon disk drive (SDD), read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy discs, optical data non-transitory storage devices, etc and implementation as carrier waves (e.g., transmission over the Internet). Examples of the program instruction include machine language code such as those generated by a compiler, as well as high-level language code which may be executed by a computer using an interpreter or the like. In various exemplary embodiments of the present disclosure, each operation described above may be performed by a control device, and the control device may be configured by multiple control devices, or an integrated single control device. In various exemplary embodiments of the present disclosure, the control device may be implemented in a form of hardware or software, or may be implemented in a combination of hardware and software. For convenience in explanation and accurate definition in the appended claims, the terms “upper”, “lower”, “inner”, “outer”, “up”, “down”, “upwards”, “downwards”, “front”, “rear”, “back”, “inside”, “outside”, “inwardly”, “outwardly”, “interior”, “exterior”, “internal”, “external”, “forwards”, and “backwards” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. It will be further understood that the term “connect” or its derivatives refer both to direct and indirect connection. The foregoing descriptions of specific exemplary embodiments of the present disclosure have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the present disclosure and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present disclosure, as well as various alternatives and modifications thereof. It is intended that the scope of the present disclosure be defined by the Claims appended hereto and their equivalents. | 133,804 |
11858310 | DESCRIPTION OF EMBODIMENT To begin with, examples of relevant techniques will be described. In order to suppress vibration propagation from an evaporator of a refrigeration cycle apparatus to a housing, a packing is interposed between a lower end surface of the evaporator and the housing. An air conditioner for a vehicle includes a heat exchanger held in a case. Vibration is propagated through a pipe to the heat exchanger, for example, due to a flow of working fluid. The vibration propagated to the heat exchanger is transmitted to the case and causes abnormal sound and noise. For example, in a vehicle traveling by motor power or a vehicle in which an engine is stopped, the background noise is low. Therefore, during the air conditioning operation of the air conditioner, noise is likely to be generated from the heat exchanger as a vibration source. The present disclosure provides an air conditioner capable of reducing vibration transmitted from a heat exchanger to a case of the air conditioner. According to one aspect, an air conditioner for a vehicle includes: a case having an air passage through which air flows into a cabin; a heat exchanger having a core portion in which heat is exchanged between the air and a heat medium flowing inside, the core portion being arranged so as to cross the air passage; a support portion provided in the case to support a lower portion of the heat exchanger; and a cushioning material interposed between the lower portion of the heat exchanger and the support portion. The lower portion of the heat exchanger has a pipe side adjacent to an inflow pipe or an outflow pipe for the heat medium and an opposite-to-pipe side located on an opposite side of the pipe side. The support portion includes a pipe side support that supports the pipe side, and an opposite-to-pipe side support that supports the opposite-to-pipe side. A surface area of the opposite-to-pipe side support in contact with the cushioning material is larger than that of the pipe side support. The support portion has the pipe side support that supports the pipe side of the lower portion of the heat exchanger located adjacent to the inflow pipe or the outflow pipe for the heat medium. The support portion has the opposite-to-pipe side support that supports the opposite-to-pipe side located on the opposite side of the pipe side in the lower portion of the heat exchanger. The surface area of the opposite-to-pipe side support in contact with the cushioning material is larger than that of the pipe side support. According to the air conditioner, the surface area of the opposite-to-pipe side support in contact with the cushioning material is larger than the surface area of the pipe side support in contact with the cushioning material. With this configuration, the pressure given to the cushioning material by the opposite-to-pipe side support can be made smaller than the pressure given to the cushioning material by the pipe side support. As a result, the amount of deformation of the cushioning material on the opposite-to-pipe side can be made smaller than that of the cushioning material on the pipe side. Thus, the cushioning material on the opposite-to-pipe side is more easily deformed elastically and exhibits the ability to absorb the vibration of the heat exchanger. Due to this, when the heat exchanger is pulled by the pipe and tilts toward the pipe, the cushioning material on the opposite-to-pipe side is deformed more than the cushioning material on the pipe side, and the vibration of the heat exchanger is restricted from transmitting to the opposite-to-pipe side. Thus, it is possible to provide an air conditioner capable of reducing vibration transmitted from the heat exchanger to the case of the air conditioner. Hereinafter, embodiments for implementing the present disclosure will be described referring to drawings. In each embodiment, portions corresponding to the elements described in the preceding embodiments are denoted by the same reference numerals, and redundant explanation may be omitted. When only a part of the configuration is described in each form, the other forms described above can be applied to the other parts of the configuration. It may be possible not only to combine parts the combination of which is explicitly described in an embodiment, but also to combine parts of respective embodiments the combination of which is not explicitly described if any obstacle does not especially occur in combining the parts of the respective embodiments. First Embodiment An air conditioner100of the first embodiment, which is an example of air conditioner for a vehicle, will be described with reference toFIGS.1to5. As shown inFIG.1, the air conditioner100includes a case1that forms an air passage inside and houses various functional parts. The case1is formed by combining case members. The case1is formed, for example, by connecting at least a first case member1aand a second case member1bat a fitting portion in the vertical direction. The first case member1ais arranged below the second case member1b. The second case member1bis arranged on the upper side of the first case member1a. The first case member1aand the second case member1bform the fitting portion extending in the left-right direction and the front-rear direction of the vehicle. The fitting portion includes, for example, a protrusion formed on a joint end of one of the case members and a groove formed on a joint end of the other case member. The air conditioner100is installed, for example, behind a dash panel, which is a partition plate separating the engine room from the cabin, at the front portion of the cabin. The air conditioner100has two parts, i.e., a blower unit and an air conditioning unit arranged side by side in the left and right direction. The blower unit sucks air in or out of the cabin into the case1, and has an inside/outside air switching box at the top. The blower unit is equipped with an electric blower having a centrifugal multi-blade fan and a motor for driving the fan. The centrifugal multi-blade fan is located inside the scroll casing. On the downstream side of the scroll casing in the air flow, a duct portion is provided to form a flow path extending from the outlet of the scroll casing. The duct portion forms an air passage10for introducing air from the blower into the evaporator11, and the air flows into the cabin. The outlet of the blower unit is connected to the inlet of the air conditioning unit by the duct portion. The air conditioning unit includes a heat exchanger such as an evaporator11and a heater core14, an air mix door13, and an air outlet switching door, inside the case1. The case1is formed of case members made of resin molded product having a certain degree of elasticity and excellent strength, such as polypropylene. The case members are assembled after the heat exchanger such as the evaporator11and the heater core14are housed at a predetermined position, to integrally form the case1by engaging parts such as snap fit, metal spring clips, fastening parts such as screws, and the like. The case1is integrally molded together with the scroll casing and the duct portion. A part of the scroll casing and the duct portion on the upper side is integrally molded by the second case member1b, and the rest of the scroll casing and the duct portion on the lower side are integrally molded by the first case member1a. The case1houses an inflow pipe114extending from the evaporator11, an outflow pipe115extending from the evaporator11, and a pipe connection portion113, in addition to the evaporator11. The inflow pipe114, the outflow pipe115, and the pipe connection portion113face an pipe opening21provided in the case1. The pipe opening21is a through hole that penetrates the case1in the front-rear direction of the vehicle. The pipe opening21is larger than the outer shape of the pipe connection portion113. When the pipe opening21is viewed in the rear side with the evaporator11housed in the case1, at least a part of the inflow pipe114, the outflow pipe115, and the pipe connection portion113can be visually observed through the pipe opening21. A seal member113ais provided on the outer periphery of the pipe connection portion113and is elastically deformable. The seal member113acomes into contact with the inner surface of the first case member1a. The seal member113ais formed of, for example, an elastomer such as natural rubber, synthetic rubber, or urethane. The seal member113ais in contact with the inner surface of the case1, for example, at or near the inner peripheral edge of the pipe opening21with the evaporator11housed in the case1. When the seal member113acomes into contact with the inner surface of the case1in the elastically deformed state, it is possible to restrict the air flowing down the air passage10from leaking out of the case1from the periphery of the pipe connection portion113. The heat exchanger such as the evaporator11is held in the case1. The heat exchanger vibrates due to the flow of working fluid inside. Such vibration is also called a fluid passing sound. The vibration propagated to the heat exchanger is transmitted to the case1that supports the heat exchanger, and causes abnormal sound and noise. The air conditioner100includes a support structure for supporting the case1in order to suppress vibration propagation from the evaporator11. The lower tank111of the evaporator11, through which air does not pass, is located below the heat exchange core portion110. The lower tank111is supported by a support portion18provided on the first case member1a. A cushioning material20is interposed between the support portion18and the lower tank111. The cushioning material20is made of an easily deformable material, an elastic material, or a material having resilience. The cushioning material20may be made of urethane rubber, elastomer, silicone-based material, natural rubber, synthetic rubber and the like. The cushioning material20seals gap between the lower tank111of the evaporator11and the inner wall of the case1so that air does not leak. The cushioning material20has a band shape with dimensions over the entire lower tank111in a direction orthogonal to the flow direction of air. The cushioning material20is provided at a position so as to come into contact with the lower tank111. The upper tank112of the evaporator11, through which air does not pass, is located above the heat exchange core portion110. The upper tank112is supported by a support portion19provided on the second case member1b. A cushioning material may also be interposed between the support portion19and the upper tank112. The evaporator11is installed inside the case1so as to be interposed between the second case member1band the first case member1arespectively from the upper side and the lower side. The case1is formed by assembling the second case member1bto the first case member1aso as to form the fitting portion. A piping such as the inflow pipe114and the outflow pipe115is connected to the heat exchanger such as the evaporator11directly or indirectly. The heat exchanger is pulled by the piping in the extending direction of the piping. Therefore, the heat exchanger tends to be in an inclined posture so that a side of the heat exchanger near the piping is closer to the piping than the far side of the heat exchanger away from the piping is. For example, as shown inFIGS.1and2, the evaporator11tends to tilt so that the upper part of the evaporator11is closer to the piping than the lower part of the evaporator11is. Due to such a positioning of the evaporator11, the lower tank111is tilted so that the opposite-to-pipe side111bis closer to the support portion18than the pipe side111alocated adjacent to the piping. The pipe side111acorresponds to a side surface of the lower tank111adjacent to the piping, and extends upward with respect to a lower surface of the lower tank111. The side surface adjacent to the piping has the same length as the lower surface of the lower tank111in a direction orthogonal to the flow direction of air. The side surface adjacent to the piping is inclined so that the upper part is located adjacent to the piping than the lower part is. The opposite-to-pipe side111bcorresponds to a side surface of the lower tank111on the opposite-to-pipe side located away from the piping, and extends upward with respect to the lower surface of the lower tank111. The side surface on the opposite side of the piping has the same length as the lower surface of the lower tank111in a direction orthogonal to the flow direction of air. The side surface on the opposite side of the piping is inclined so that the upper part is located adjacent to the piping than the lower part is. As shown inFIG.2, the support portion18includes a pipe side support18aand an opposite-to-pipe side support18b. The pipe side support18asupports the pipe side111aof the lower tank111located adjacent to the piping for the heat medium. The cushioning material20is interposed between the pipe side111aof the lower tank111and the pipe side support18ato seal the gap. The opposite-to-pipe side support18bsupports the opposite-to-pipe side111bof the lower tank111on the side opposite to the pipe side111a. The cushioning material20is interposed between the opposite-to-pipe side111bof the lower tank111and the opposite-to-pipe side support18bto seal the gap. The surface area of the opposite-to-pipe side support18bthat contacts the cushioning material20is larger than the surface area of the pipe side support18athat contacts the cushioning material20. The opposite-to-pipe side support18bhas a support surface that comes into contact with the cushioning material20. The support surface of the opposite-to-pipe side support18bis larger than the surface area of the pipe side support18athat comes into contact with the cushioning material20. As a result, the pressure given to the cushioning material20by the opposite-to-pipe side support18bis smaller than the pressure given to the cushioning material20by the pipe side support18a. The opposite-to-pipe side support18bis a support pressure suppressing portion capable of suppressing the support pressure for supporting the cushioning material20. The pipe side support18ahas a pipe side rib that projects inward from the case1. The pipe side support18ahas a plate shape projected from the inner wall surface of the case1. The pipe side support18acomes into contact with the cushioning material20at the tip end surface of the plate shape. The opposite-to-pipe side support18bis integrally provided with an opposite-to-pipe side rib18b1protruding from the case1, and has the support surface intersecting with the opposite-to-pipe side rib18b1. The opposite-to-pipe side rib18b1has a plate-shape that protrudes from the inner wall surface of the case1. The surface area of the support surface of the opposite-to-pipe side support18bis larger than a cross-sectional area of a joint portion where the opposite-to-pipe side support18bis joined on the opposite-to-pipe side rib18b1. Since the pipe side support18aprovides a support pressure to the cushioning material20within a relatively small area, the supported portion of the cushioning material20supported by the pipe side support18ais greatly deformed and becomes hard, such that the elasticity is reduced. On the other hand, the opposite-to-pipe side support18bprovides a support pressure to the cushioning material20within a relatively large area. Therefore, the supported portion of the cushioning material20supported by the opposite-to-pipe side support18bhas a smaller amount of deformation than that supported by the pipe side support18a. The supported portion of the cushioning material20supported by the opposite-to-pipe side support18bcan be more deformable and has elasticity. The opposite-to-pipe side support18bmay be coupled to the opposite-to-pipe side rib18b1at one end or a central portion of the opposite-to-pipe side support18b. The opposite-to-pipe side support18bhas a plate shape extending and projecting from the end of the opposite-to-pipe side rib18b1to both sides. The opposite-to-pipe side support18band the opposite-to-pipe side rib18b1have a T-shaped cross-section. Therefore, when an external force acts on the support surface of the opposite-to-pipe side support18b, the opposite-to-pipe side support18bis easily deformed so that both side portions of the opposite-to-pipe side support18bare bent with respect to the central portion. When an external force acts intermittently on the opposite-to-pipe side support18bdue to the vibration of the evaporator11, the opposite-to-pipe side support18bcan swing with a fulcrum that is a joint portion with the opposite-to-pipe side rib18b1. The opposite-to-pipe side support18bhas elasticity to be deformed by an external force. The support surface of the opposite-to-pipe side support18bhas a rectangular shape. As shown inFIG.2, the cushioning material20located on the opposite-to-pipe side is in contact with a part of the support surface of the opposite-to-pipe side support18b. The opposite-to-pipe side support18bhas a surface area larger than the contact area in contact with the cushioning material20. As a result, the support surface of the opposite-to-pipe side support18bcan support the entire range of the cushioning material20on the opposite-to-pipe side in the direction orthogonal to the flow direction of air, i.e., in the left-right direction shown inFIG.2. FIG.3shows the inside of the first case member1aof the case1. As shown inFIG.3, the case1has the plural pipe side supports18aarranged at intervals along the side surface of the lower tank111of the evaporator11adjacent to the piping. The case1has a predetermined number of pipe side supports18aarranged at intervals in the direction orthogonal to the flow direction of air. The case1has the plural opposite-to-pipe side supports18barranged at intervals along the side surface of the lower tank111of the evaporator11on the opposite-to-pipe side. The opposite-to-pipe side support18bis provided at a position not to oppose the pipe side supports18ain the flow direction of air. In other words, the pipe side support18aand the opposite-to-pipe side support18bare provided at positions not overlapping each other in the arrangement direction of the pipe side supports18aand the opposite-to-pipe side supports18b. FIG.4shows a noise level measured for the air conditioner100of the first embodiment.FIG.5shows a noise level measured for an air conditioner of a comparative example. The air conditioner of the comparative example does not have the opposite-to-pipe side support18bwith respect to the air conditioner100of the first embodiment, and the opposite-to-pipe side is provided with the same rib as the pipe side support18a. That is, the air conditioner of the comparative example has the lower tank111of the evaporator11supported by the ribs both on the pipe side and the opposite-to-pipe side. As shown inFIG.4andFIG.5, the peak value of the sound pressure level is higher in the comparative example than the first embodiment at a specific frequency band corresponding to an area surrounded by a broken line circle. As described above, according to the air conditioner100, the vibration propagation to the case1can be suppressed by the vibration absorption effect of the opposite-to-pipe side support18b. Other configurations of the air conditioner100will be described. The air passage10extending in the width direction of the vehicle is provided in the front portion of the case1. Air flows from the blower toward the evaporator11in the air passage10. The evaporator11is arranged immediately downstream of the air passage10so as to cross the entire area in the case1. The evaporator11is a heat exchanger that cools the air by absorbing the latent heat of the refrigerant flowing through the refrigeration cycle. The evaporator11has the heat exchange core portion110and a header tank. For example, the heat exchange core portion110has refrigerant pipes and outer fins arranged at intervals from each other. The header tank is connected to ends of the refrigerant pipes of the heat exchange core portion110. The evaporator11further includes the pipe connection portion113. The pipe connection portion113is coupled with the inflow pipe114in which the refrigerant as a heat medium flows into the evaporator11, and the outflow pipe115in which the refrigerant flows out of the evaporator11. The pipe connection portion113is a pipe joint to which piping can be connected from outside the case1. An expansion valve (not shown) may be connected to the pipe connection portion113. Further, the pipe connection portion113may be configured as a component integrally formed with the expansion valve. The header tank is provided at each end of the heat exchange core portion110in the flow direction of refrigerant. The inflow pipe114is located at one end of the evaporator11and is connected to an inflow side header tank corresponding to a refrigerant inflow portion in the evaporator11. The outflow pipe115is located at the one end of the evaporator11adjacent to the inflow side header tank, and is connected to the outflow side header tank corresponding to a refrigerant outflow portion in the evaporator11. The inflow side header tank and the outflow side header tank correspond to the upper tank112of the evaporator11. The evaporator11includes the lower tank111at a lower portion opposite to the upper tank112. The lower tank111is a tank portion at which the refrigerant is returned toward the outflow side header tank after flowing through the heat exchange core portion110. An insulator may be provided between each header tank and the wall portion of the case1to prevent leakage of air. The air flows from the blower through the heat exchange core portion110. The evaporator11has an air passage surface110acorresponding to an inlet surface or an outlet surface when the air passes through the heat exchange core portion110. The air passage surface110ahas a rectangular flat plate shape, and the air passes in the thickness direction of the rectangular flat plate shape. The heat exchange core portion110spreads in the direction orthogonal to the flow direction of air. The air passage surface110ais a virtual surface, and the air that exchanges heat with the heat medium flows perpendicularly to the air passage surface110awhen passing through the heat exchange core portion110. The air passage surface110ahas irregularities formed by the refrigerant pipes and the outer fins at the end. The air passage surface110ais not a flat surface formed at the end of the heat exchange core portion110in the flow direction of air. The heat exchange core portion110is arranged in an inclined posture with respect to the vertical direction. Further, the evaporator11is installed inside the case1in an inclined posture so that the upper end of the heat exchange core portion110is located on the front side of the vehicle than the lower end of the heat exchange core portion110is. The heater core14is installed downstream of the evaporator11in the air flow or on the rear side of the vehicle. The heater core14is a heat exchanger that reheats the cold air that has passed through the evaporator11. High-temperature engine cooling water flows inside the heater core14to heat the air using the cooling water as a heat source. A cold air passage12is provided inside the case1and located on the rear side of the evaporator11. The cold air flows through the cold air passage12, after being cooled in the heat exchange core portion110of the evaporator11, toward the cabin. A warm air passage15is provided within an area from the rear side to the upper side of the heater core14in the case1, and air flows through the warm air passage15toward the cabin. After flowing through the cold air passage12, the air is heated by the heater core14and flows through the warm air passage15. An air mix door13is disposed between the evaporator11and the heater core14to open and close the passage. The air mix door13adjusts the volume ratio between the air passing through the heater core14and the air not passing through the heater core14. The air mix door13includes a plate-shaped body that rotates about a rotation axis, and adjusts the degree of opening of the passage according to the rotational position of the body. The air mix door13can be, for example, a butterfly type door or a cantilever door. The air mix door13may be configured by, for example, a slide type door for adjusting the degree of opening of the passage by moving the body in parallel by engaging with a rack and a pinion provided on the body. An air mix section16is provided downstream of the cold air passage12and the warm air passage15to mix the cold air from the cold air passage12and the warm air from the heater core14. The air mix section16is an area having a predetermined range to communicate with both the downstream side of the cold air passage12and the downstream side of the warm air passage15. The conditioned air whose temperature is controlled in the air mix section16is blown out to a predetermined place in the cabin through a defroster passage, a face passage, a foot passage, and the like. A defroster passage that communicates with the air mix section16extends upward in the upper and front portion of the case1. The defroster passage communicates with the defroster outlet that opens to the cabin via the defroster duct. The defroster outlet opens toward the inner surface of the front windshield. A face passage that communicates with the air mix section16is provided in the upper part of the case1adjacent to the rear side of the defroster passage. The face passage communicates with the face outlet that opens to the cabin via the face duct. The face outlet blows out the conditioned air toward the upper body of the occupant. The defroster passage and the face passage can be opened and closed by the air outlet switching door17. The air outlet switching door17is similar to the air mix door13, and controls both the defroster passage and the face passage to open or controls one to open and the other to be closed, depending on the rotational position. A foot passage communicating with the air mix section16is provided in the rear portion of the case1. The foot passage communicates with the foot outlet that opens to the cabin via the foot duct. The foot outlet blows out the conditioned air toward the lower body of the occupant. The foot passage can be opened and closed by the air outlet switching door. Further, the upstream passage connected to the defroster passage and the face passage can be opened and closed by the air outlet switching door17. According to the first embodiment, the air conditioner100includes the case1in which the air passage is defined, and the heat exchanger having the heat exchange core portion110installed so as to cross the air passage. The air conditioner100includes the support portion18provided in the case1to support the lower portion of the heat exchanger, and the cushioning material20interposed between the lower portion of the heat exchanger and the support portion18. The support portion18includes the pipe side support18athat supports the pipe side111aof the lower portion of the heat exchanger located adjacent to the inflow pipe or the outflow pipe for the heat medium. The support portion18includes the opposite-to-pipe side support18bthat supports the opposite-to-pipe side111bof the lower portion of the heat exchanger. The surface area of the opposite-to-pipe side support18bin contact with the cushioning material20is larger than that of the pipe side support18a. According to the air conditioner100, the surface area of the opposite-to-pipe side support18bin contact with the cushioning material20is larger than the surface area of the pipe side support18ain contact with the cushioning material20. Therefore, the support pressure given to the cushioning material20by the opposite-to-pipe side support18bcan be smaller than the support pressure given to the cushioning material20by the pipe side support18a. As a result, the amount of deformation of the cushioning material20on the opposite-to-pipe side can be made smaller than that of the cushioning material20on the pipe side. Therefore, the cushioning material20on the opposite-to-pipe side is more easily elastically deformed and can exhibit the ability to absorb the vibration of the heat exchanger. When the heat exchanger is pulled by the pipe and tilts toward the pipe, the cushioning material20is restricted from being deformed on the opposite-to-pipe side than the cushioning material20on the pipe side. Thus, the vibration of the heat exchanger can be restricted from transmitting from the opposite-to-pipe side111bto the case1. Accordingly, it is possible to provide the air conditioner100capable of reducing the vibration transmitted from the heat exchanger to the case1. According to the air conditioner100, noise caused by the vibration of the case1can be suppressed. The pipe side support18ahas the pipe side rib protruding from the case1. The opposite-to-pipe side support18bis integrally provided with the opposite-to-pipe side rib18b1protruding from the case1, and has the support surface in contact with the cushioning material20. The opposite-to-pipe side support18bintersects the opposite-to-pipe side rib18b1. Accordingly, the opposite-to-pipe side support18bfunctions as a support pressure suppressing portion having the support surface intersecting with the opposite-to-pipe side rib18b1. Therefore, the support pressure on the cushioning material20can be suppressed as compared with the pipe side support18aadjacent to the pipe. Further, the opposite-to-pipe side support18bcan be bent with the opposite-to-pipe side rib18b1as a base point in a state of being in contact with the cushioning material20. In other words, the opposite-to-pipe side support18bswings with respect to the vibration of the heat exchanger to damp the vibration propagating to the case1. The support pressure suppressing portion has a plate shape projected from the end of the opposite-to-pipe side rib18b1to both sides so as to intersect the opposite-to-pipe side rib18b1. Accordingly, both end portions of the support pressure suppressing portion can be bent like a balance with the tip end of the opposite-to-pipe side rib18b1as a fulcrum in a state of being in contact with the cushioning material20. Therefore, the support pressure suppressing portion can swing with respect to the vibration of the heat exchanger. As a result, the support pressure suppressing portion can bend to either side of the opposite-to-pipe side rib18b1. Thus, it is possible to enhance the effect of damping the vibrations propagating to the case1within a wide range. The support surface of the support pressure suppressing portion has a surface area larger than the contact area of the cushioning material20in contact with the support surface. Accordingly, the support pressure suppressing portion can exert the effect of absorbing vibration relative to the entire surface of the cushioning material20. The plural pipe side supports18aare provided side by side at intervals along the side surface of the heat exchanger adjacent to the pipe. The plural opposite-to-pipe side supports18bare provided side by side at intervals along the side surface of the heat exchanger on the opposite-to-pipe side. Accordingly, the cushioning material20can be restricted from being deformed more on the opposite-to-pipe side than the cushioning material20on the pipe side in a wide range of the opposite-to-pipe side111bof the heat exchanger. The pipe side support18aand the opposite-to-pipe side support18bare provided at positions offset from each other with respect to the arrangement direction of the opposite-to-pipe side supports18b. Accordingly, the opposite-to-pipe side support18bthat supports the opposite-to-pipe side is provided not to overlap the pipe side support18aon the pipe side. Vibration propagation from the heat exchanger to the case1can be suppressed by the cushioning material20not supported by the case1at such a position on the opposite-to-pipe side. Further, the opposite-to-pipe side support18bis provided not to oppose the pipe side support18aon the pipe side. Vibration propagation from the heat exchanger to the case1can be decreased by the vibration absorption effect of the cushioning material20supported by the opposite-to-pipe side support18bat such a position on the opposite-to-pipe side. Therefore, the case1can effectively hold the heat exchanger and suppress the vibration propagation from the lower portion of the heat exchanger. Second Embodiment In the second embodiment, an opposite-to-pipe side support118bwill be described with reference toFIG.6, which is modified relative to the first embodiment. The second embodiment has the same configuration as the first embodiment except for the opposite-to-pipe side support118b. In the second embodiment, components provided with the same reference signs as those in the drawings of the first embodiment and structures which are not described are similar to those of the first embodiment and have similar workings and effects. In the second embodiment, a configuration and the like different from those in the first embodiment will be described. As shown inFIG.6, the opposite-to-pipe side support118bhas a plate-shaped portion protruding from the case1. The base portion118b1is integrated with the case1, and the opposite-to-pipe side support118bhas a free end which is the tip end of the plate-shaped portion. The opposite-to-pipe side support118bhas a flat surface facing the side surface of the lower tank111on the opposite-to-pipe side. The flat surface of the opposite-to-pipe side support118bis a support surface extending toward the tip end along the side surface of the lower tank111on the opposite-to-pipe side. When an external force acts on the support surface of the opposite-to-pipe side support118b, the opposite-to-pipe side support118bbends by being in contact with the cushioning material20within a predetermined range between the tip portion and the base portion118b1. When an external force acts intermittently on the opposite-to-pipe side support118bdue to the vibration of the evaporator11, the opposite-to-pipe side support118bcan move in small steps in a bent state with the base portion118b1as a fulcrum. The opposite-to-pipe side support118bhas elasticity to be deformed by an external force. Further, the opposite-to-pipe side support118bis provided at the same positions as the opposite-to-pipe side support18bshown inFIG.3in the case1. According to the second embodiment, the pipe side support18ais a pipe side rib protruding from the case1. The opposite-to-pipe side support118bis a support pressure suppressing portion having a plate-shape projected from the case1and extended along the opposite-to-pipe side111b. The support pressure suppressing portion has a support surface that contacts the cushioning material20. Accordingly, the opposite-to-pipe side support118bcan be bent with a root portion of the opposite-to-pipe side support118bas a base point. Therefore, the support pressure on the cushioning material20can be suppressed as compared with the pipe side support18awhich is the pipe side rib. As a result, it is possible to attenuate the vibration propagating from the opposite-to-pipe side111bto the case1by the bending with respect to the vibration of the heat exchanger. Other Embodiments The disclosure in the present specification is not limited to the embodiments. The disclosure encompasses the illustrated embodiments and variations thereof by those skilled in the art. For example, the disclosure is not limited to the combinations of components and elements shown in the embodiments, and various modifications and implementations can be performed. The disclosure may be implemented in various combinations. The disclosure may have additional portions that may be added to the embodiments. The disclosure encompasses the omission of parts and elements of the embodiments. The disclosure encompasses the replacement or combination of components, elements between one embodiment and another. The disclosed technical scope is not limited to the description of the embodiment. Technical scopes disclosed are indicated by descriptions in the claims and should be understood to include all modifications within the meaning and scope equivalent to the descriptions in the claims. In the air conditioner100, the heat exchanger supported by the support portion of the case1is not limited to the evaporator11. The case1is capable of supporting other heat exchangers having a pipe extended to the outside of the case1, such as a condenser for heating and a heater core through which hot water flows. In the embodiment, the case1is constructed by the first case member1aand the second case member1b, but the number and configuration are not limited to these. In the air conditioner100, the opposite-to-pipe side support18band the pipe side support18amay be provided at positions facing each other in the flow direction of air. | 37,211 |
11858311 | Corresponding reference characters indicate corresponding parts throughout the drawings. DETAILED DESCRIPTION A more detailed understanding can be obtained from the following description, presented by way of example, in conjunction with the accompanying drawings. The entities, connections, arrangements, and the like that are depicted in, and in connection with the various figures, are presented by way of example and not by way of limitation. As such, any and all statements or other indications as to what a particular figure depicts, what a particular element or entity in a particular figure is or has, and any and all similar statements, that can in isolation and out of context be read as absolute and therefore limiting, can only properly be read as being constructively preceded by a clause such as “In at least some examples, . . . .” For brevity and clarity of presentation, this implied leading clause is not repeated ad nauseum. Referring to the figures, examples of the disclosure enable an attachment frame for mounting environmental control devices, such as fans and lights within a work area, such as, but not limited to, the interior of a trailer. In some examples, the attachment frame enables secure mounting of lights, fans, heaters and/or other environmental control devices above a work area without obstructing movements of users moving and working within the area. This provides lighting and ventilation at the point of use for trailer loading to improve trailer loading efficiency and reduces heat-related issues. Aspects of the invention provide environmental control devices, such as fans and lights, mounted on an attachment frame above a work area. The fan(s) and light(s) may be positioned to suit the user. This improves working conditions within a trailer to reduce heat and increase user comfort levels. The additional light further improves lighting to improve safety, increase quality of the environment, and reduce load quality issues. Other aspects provide an attachment frame mounts to a loader device within an interior of a trailer piece of equipment to hang a light and/or fan above the loader. The attachment frame contributes to improved load quality in the trailers and reduces the impact of heat. In some examples, the system provides a lower heat index of approximately six degrees and a higher lighting level by about seventeen foot-candles, from one-foot candle of light provided by a battery-powered light to eighteen-foot candles (18 ft-candles) provided by light(s) mounted on the attachment frame. The light in other examples also provides a more diffuse light which doesn't tend to “blind” the loaders if they gaze in that direction. FIG.1is an exemplary block diagram illustrating a system including an attachment frame100for mounting a set of environmental control devices102. The set of environmental control devices102includes one or more devices for controlling the environment within an interior of a trailer or other work area. A control device in the set of environmental control devices102can include, for example but without limitation, one or more fans, one or more lights, one or more heaters, one or more portable air conditioners, or any other type of environmental control device. A main body104of the attachment frame100includes a plurality of non-articulating segments106, such as, but not limited to, segment108, segment110and/or segment112. The main body104can be composed of any type of suitable material, such as, but not limited to, metal, plastic, a composite material, or any other material. In some examples, the main body104of the attachment frame100is composed of steel, galvanized steel, aluminum, or other suitable metal. In the example shown inFIG.1, the plurality of non-articulating segments106includes three segments. However, the examples are not limited to three segments. In other examples, the plurality of segments106includes two segments, as well as four or more segments. In some examples, the main body104includes a set of five non-articulating segments. The plurality of non-articulating segments106bend at a set of angles114. The set of angles114include an angle116between at least one pair of segments within the main body104. In some non-limiting examples, there is an angle between every pair of segments in the plurality of non-articulating segments106. In some examples, a subset of the segments in the plurality of segments are substantially vertical118, while another subset of the segments are bent at a fixed angle. In an example, a first segment108may be vertical while the next connecting segment is bent at an acute angle. A support arm120substantially perpendicular to the main body is configured to support one or more devices in the set of environment control devices102. The support arm is connected to a segment in the plurality of non-articulating segments associated with a first end of the main body104, such as, but not limited to, the segment108. In some examples, the support arm120and the segment108form a right angle. In some non-limiting examples, a mounting member122associated with the support arm120is configured to removably attach at least one environmental control device to the attachment frame100. The mounting member122, in some examples, includes a fastener for securing the device to the attachment frame, such as, but not limited to, one or more clamps, one or more clips, one or more brackets, one or more bolts, one or more pins and/or one or more screws. In other examples, the attachment frame100includes a container holder124connected to another segment of the main body, such as, but not limited to, the segment112. The container holder124is configured to support a container for storing liquid, such as, but not limited to, a water bottle126. In some examples, the container holder124is a plastic ring or partial ring, such as a cup holder. In other examples, the container holder124is a clamp or ring for supporting a bottle or cup. The container holder124in this non-limiting examples is three and a half inches tall and four inches wide attached to a segment that is fourteen inches long. However, the examples are not limited to a container holder having these dimensions. In other examples, the container holder124can have different dimensions. A mounting plate128in some examples is connected to a segment in the plurality of non-articulating segments, such as, but not limited to, the segment110. The mounting plate128is configured to mount the attachment frame to a trailer conveyor device for loading or unloading a set of items within an interior of a trailer. In some examples, the mounting plate is associated with the bottom end of the attachment frame and connected to the last (bottom-most) segment. However, the examples are not limited to placing the mounting plate on the bottom (last) segment. In other examples, the mounting plate can be attached to any other segment on the attachment frame. FIG.2is an exemplary block diagram illustrating an attachment frame100mountable on a piece of equipment202in a work area204. The attachment frame100mounts to the equipment202via a mounting plate128. The mounting plate is irremovably connected to a segment of the main body of the attachment frame. In some examples, the mounting plate128is welded to the segment of the attachment frame100. The equipment202is any type of equipment within a work area204. In some non-limiting examples, the equipment202is a trailer conveyance device utilized within an interior of a trailer. In other examples, the equipment202can include a fixture within a trailer or other work area. In a non-limiting example, the attachment frame100attaches to the side of the equipment202bringing a light and fan overhead of the user working in a ship trailer. The attachment frame100mounts a set of environmental control devices within the work area204, such as, but not limited to, a set of one or more lights206and/or a set of one or more fans208. In some examples, the attachment frame mounts the set of lights206and/or the set of fans at the top of the attachment frame100. The mounting plate128, in these examples, mounts the attachment frame to the equipment at or near the bottom end or lowest segment of the attachment frame. The set of lights206can include any type of illumination device, such as, but not limited to, an incandescent light, a light emitting diode (LED) light, battery powered light, corded lamp, or any other type of light. The set of lights206provides additional illumination within the work area. The set of fans208includes one or more fans mounted to the support arm. The set of fans provide additional ventilation within the work area. The fans circulate the air and assist with lowering the temperature within the trailer. The work area in some examples includes a power source210. The power source provides electrical power to electrical devices, such as, but not limited to, the set of environmental control devices102. In some examples, the power source210is included within the equipment or trailer conveyance device. FIG.3is an exemplary block diagram illustrating an attachment frame100within a trailer300. The attachment frame100mounts to a portion of a trailer conveyance device302within an interior304of the trailer300. In some examples, the attachment frame100mounts to a portion of a side member306of the trailer conveyance device302. The attachment frame100mounts the set of environmental control devices102above the surface308of the trailer conveyance device302within a work area inside the interior of the trailer300. The trailer300optionally includes a set of one or more doors310at one end of the trailer. The set of doors310include a main door312. The trailer can also optionally include a ramp314used for loading and unloading a set of one or more items316into the interior304of the trailer300. An item in the set of items316can include a case318and/or an individual item320. FIG.4is an exemplary block diagram illustrating the support arm120. In some examples, the support arm120mounts an illumination device402to a top surface404(upper surface) of the support arm120. The illumination device402is a device for providing light, such as, but not limited to, a device in the set of lights206inFIG.2. In some examples, the illumination device402includes a light socket406which provides electrical connections and electrical power to a light bulb408. In other examples, a temperature control device410removably mounts to a bottom surface (underside) of the support arm120. The temperature control device410is a device for circulating air or changing temperature within trailer or other work area, such as, but not limited to, a fan in the set of fans208inFIG.2. The temperature control device410can include a fan414or a heater416. In other non-limiting examples, the temperature control device410can include an air conditioner, humidifier, de-humidifier, mister, air purifier, ionizer, or any other type of environmental control device. The fan414in some examples includes a set of rotatable blades for circulating or moving air. The fan414can include a stationary fan, a rotating fan, a portable fan, an exhaust fan, or any other type of fan capable of being mounted to the support arm120. In a non-limiting example, the fan414is a twelve-inch multi-speed fan. FIG.5is an exemplary block diagram illustrating an attachment frame100. The attachment frame100in this example includes a set of five segments. The mounting plate128is connected to a segment110. In some non-limiting examples, the segment110is a square tube having a length of approximately six and a half inches and a width of one and a half inches. In other examples, a segment502connects to the segment110and bends at an angle506. The segment502, in some examples, is implemented as a square tube having a length of four inches and a width of approximately one and a half inches. A segment504connects to the segment502and forms an angle508. The segment504rigidly connects to the segment112, creating an angle510. The segment108connects to the segment112, forming an angle512. In some non-limiting examples, the segment108is implemented as a substantially hollow, square tube having a length of fifteen inches, a width of one and a half inches. A container holder124attaches to the segment112. In some non-limiting examples, the segment112is fourteen and a half inches in length with a width of one and a half inches. The segment108connects to the support arm120at a right angle514. The support arm120forms an L-shaped516member for mounting one or more environmental control devices, such as, but not limited to, the set of lights206inFIG.2, the set of fans208inFIG.2, the illumination device402inFIG.4and/or the temperature control device410inFIG.4. In some non-limiting examples, the segment504is implemented as a square tube having a length of approximately twenty-five inches. In one example, the segment504is twenty-five and fifteen sixteenths inches long. The segment504in other non-limiting examples is one and a half inches wide. FIG.6is an exemplary block diagram illustrating an attachment frame100including a cup holder602. The cup holder602is a holder for supporting a water bottle, a cup or other container, such as, but not limited to, the container holder124inFIG.1. The attachment frame100includes a set of rigid segments, such as, but not limited to, the plurality of non-articulating segments106inFIG.1. In this example, the attachment frame includes a first segment connected to the mounting plate128, a second segment604including the cup holder602and a third segment606to which the support arm120is attached. FIG.7is an exemplary block diagram illustrating an attachment frame100including a light socket mounted on the support arm120. In this example, the attachment frame100includes a segment704of approximately six and a half inches long. A segment706is approximately three and a half inches long. A segment708is connected to a segment710. A mounting plate128is connected to the bottom (last) segment at an end of the attachment frame opposite the support arm120. The support arm120is attached to an upper most segment712near the top end of the attachment frame100. The support arm120, in this example, includes the light socket702for supporting and providing electrical power to a light bulb when a light bulb is screwed into the socket. In this example, the light socket702is mounted to the support arm120via a fastener, such as, but not limited to, a set of bolts, a set of screws or other attachment device. The attachment frame can optionally include a cup holder602. The cup holder can be connected to any segment on the attachment frame. In this example, the cup holder is attached to a segment approximately midway on the main body so as to be within easy reach of a user loading or unloading cases on a conveyor device. FIG.8is an exemplary block diagram illustrating an attachment frame100including a set of support arms. In this example, a first support arm120and a second support arm802are connected to a segment804closest to the top of the attachment frame100. The pair of support arms enable additional lights and fans to be mounted on the frame. In this example, a set of lights can be attached to the support arm120and another set of lights can be attached to the second support arm802. Likewise, a first fan can be mounted to the support arm120and a second fan can be mounted to the second support arm802to provide additional lighting or air circulation. The attachment frame includes a plurality of segments. The plurality of segments in this example includes the segment804attached to a segment806. The segment806is attached to the segment804and the segment808. The segment810is connected to the segment808and the segment812. The mounting plate128, in this example, connects to the segment812. The attachment frame100in this example includes two support arms. The attachment frame in other examples includes a single support arm for supporting environmental control device(s). However, the examples are not limited to one or two support arms. In other examples, the attachment frame100can optionally include three support arms or any other appropriate number of support arms for supporting light(s) and/or fan(s) or other environmental control devices. FIG.9is an exemplary block diagram illustrating an angle902between a pair of segments904. In some examples, the angle902between segment906and segment908is within a range from approximately twenty-eight degrees to thirty-two degrees. In this example, the angle902is thirty point six (30.6) degrees. FIG.10is an exemplary block diagram illustrating an angle1002between a pair of segments associated with the mounting plate128. In some examples, the angle1002between segment1004and segment1006connected to the mounting plate128is within a range from twenty-five degrees to thirty degrees. In this example, the angle1002is twenty-eight point seven (28.7) degrees. The segment1006and the segment1008in some examples are substantially vertical segments. The mounting plate attaches to a portion of a piece of equipment, such as a trailer conveyance device, via a set of one or more fasteners1010. The mounting plate in this example is permanently affixed to the segment1006. The mounting plate removably attaches to the piece of equipment via the fasteners. FIG.11is an exemplary block diagram illustrating a support arm120connected to a segment1102of the main body of the attachment frame. The support arm120, in this non-limiting example, includes a mounting plate1104for providing additional support for one or more illumination devices, such as, but not limited to, a light socket. The mounting plate1104is a plate such as, but not limited to, the mounting plate128inFIG.1. FIG.12is an exemplary block diagram illustrating a set of environmental control devices102mountable on the attachment frame. The set of environmental control devices102, in some examples, includes a set of one or more temperature control devices1202and/or a set of one or more illumination device(s)1204. The set of temperature control devices1202can include one or more fan(s)1206, such as, but not limited to, the414inFIG.4. The set of temperature control devices1202can also include one or more portable heater(s)1208, such as, but not limited to, the heater416inFIG.4. The set of temperature control devices1202can also include one or more air conditioner(s)1210. The set of illumination devices1204can include one or more LED light(s)1214and/or one or more incandescent light(s)1216. The set of illumination devices1204can also optionally include one or more corded light(s)1218and/or one or more battery powered light(s)1220. FIG.13is an exemplary block diagram illustrating an attachment frame100mounted to a trailer conveyance device302. In this example, an LED light1302and a fan1304are mounted to the support arm120above the trailer conveyance device302. The LED light1302provides lighting and illuminates the work area associated with the trailer conveyance device302. The fan1304circulates air to provide additional ventilation and cooling within the work area without impeding users or reducing the amount of available work area. In some examples, the attachment frame includes some vertical (straight) segments and some segments bent at an acute angle. In this example, the segments1306,1308and1310are vertical segments. The segments1312and1314are bent at an angle. The mounting plate1316, in this example, attaches to a side of the trailer conveyance device302. The mounting plate1316is a plate such as, but not limited to, the mounting plate128inFIG.1and/or the mounting plate1104inFIG.1. The attachment frame100, in this non-limiting example, includes a single fan mounted to an underside of the support arm120. However, the examples are not limited to a single fan mounted to the support arm. In other examples, the support arm can include no mounted fans, as well as two or more fans mounted to the attachment frame100. Likewise, the one or more fans can be mounted to the upper side of the support arm in other examples. The attachment frame100, in this non-limiting example, includes a single light mounted to an upper surface of the support arm. However, the examples are not limited to a single light mounted to the frame. In other examples, no lights are mounted to the support arm. In sill other examples, two or more lights are mounted to the support arm. The light in this example is mounted to an end of the support arm opposite the main body of the attachment frame. However, the examples are not limited to a light mounted the light at the end of the support arm. In other examples, the light can be mounted substantially in the middle of the support arm, near the end of the support arm proximate the main body, at the tip of the support arm, on the underside of the support arm, or any other location on the support arm. FIG.14is an exemplary block diagram illustrating an attachment frame100including a mounted light1402and fan1404. The attachment frame supports the light1402and fan1404above the trailer conveyance device302. The light1402in this example is an LED light. In other examples, the light1402is implemented as a fluorescent light bulb, an incandescent light bulb, mercury lamp, halogen lamp or any other type of light. The fan1404, shown in this example, is a four bladed fan having an electric motor. However, the examples are not limited to four-bladed fans. In other examples, the fan1404is implemented as a fan having three-blades, five-blades, or any other number of blades. The light and fan, in this example, are corded devices which can be plugged into an electrical outlet for power supply. In other non-limiting examples, the light and/or fan can be a cordless, battery-powered device. FIG.15is an exemplary block diagram illustrating an attachment frame100having a combination light1502and fan1504mounted to a top portion of the support arm120. In this example, the light is attached to the support arm proximate to the end of the main body. The fan1504is attached to the support arm such that the fan1504hands down below the support arm. In some examples, the attachment frame is a solid frame. The light1502and fan1504are corded, electric powered devices which can be plugged into a power outlet. The electric cords for the light and/or fan attach to one or more brackets along the main body to prevent the cords from becoming entangled or getting in the way of the user. In other non-limiting examples, the main body of the attachment frame is substantially hollow. In these examples, the electric cords for the one or more light(s) and/or the one or more fan(s) or other environmental control devices mounted to the attachment frame are threaded through the hollow interior of the attachment frame. The electric cords run through the attachment frame to prevent the cords from becoming tangled or obstructing the user's work area associated with the trailer loader. FIG.16is an exemplary block diagram illustrating a fan1602mounted to an attachment frame100. The attachment frame100, in this example. does not include a light mounted to the attachment frame. The attachment frame100in this non-limiting example includes an optional support member1604. The support member1604rests on a member of the trailer conveyance device to provide additional support and stability to the attachment frame. FIG.17is an exemplary block diagram illustrating a light1702mounted to an attachment frame100. The attachment frame100, in this non-limiting example, does not include a fan or other temperature control device. FIG.18is an exemplary block diagram illustrating a mounting plate128mounted to a piece of equipment1802via a set of fasteners1804. The equipment1802, in this example, can be equipment such as, but not limited to, the equipment202inFIG.2or the trailer conveyance device302inFIG.3. The set of fasteners1804, in this example, is a set of bolts securing the mounting plate to a portion of the equipment. In other examples, the set of fasteners1804can be implemented as a set of screws, pins, rivets, or any other type of fasteners for securing the mounting plate to the equipment1802. The examples are not limited to the mounting bracket shown inFIG.18. In other examples, the mounting plate can have a different size, shape, or configuration to accommodate other types of conveyors and conveyor equipment. FIG.19is an exemplary flow chart1900illustrating utilization of an attachment frame for mounting a combination of environmental control devices. The process begins by mounting the attachment frame to a member of a piece of equipment at1902. The piece of equipment can include, without limitation, a device such as the trailer conveyance device302inFIG.3. A set of environment control devices removably attach to at least a portion of the support arm on the attachment frame at1904. A determination is made whether the environmental control device is battery powered at1906. If no, the electrical cords for the device are plugged into a power source at1908. In some examples, the power source is associated with the trailer conveyance device, such as, but not limited to, the power source210inFIG.2. The environmental control device(s) are engaged to turn them on. The process terminates thereafter. Additional Examples In some examples, an attachment frame for mounting a fan and light to a conveyor or other equipment consists of non-articulating, fixed segments that bend at various angles. A support arm has an “L” shaped mounting member at its top that facilitates mounting of the fan and light. A mounting bracket attaches a vertical segment of the attachment frame to the conveyor or other equipment. In other examples, the attachment frame consists of a long “L” shaped bracket on a support arm. The attachment frame mounts on the end of a trailer loader device. The bracket supports a fan and light which may be positioned to suit the loader. Power for the unit, in some examples, includes one hundred and twenty (120) volts of alternating current (AC). The power may be provided by the trailer, the trailer loader device, or any other source of electric power. In an example scenario, a first ship lane without the attachment frame measured a heat index of 100 with lighting at thirty-nine (0.39) foot candles with currently available lighting. In this non-limiting example scenario, a second ship lane without the attachment frame measured a heat index of ninety-nine (99) with lighting similar to the first ship lane. In a third ship lane utilizing the attachment frame with the new fan and lighting, measurements showed a lower head index of 94 with lighting at seventeen and a half (17.5) foot candles. Thus, the attachment frame with attached fan and light(s) provides a significant increase in lighting and reduction in heat index. Alternatively, or in addition to the other examples described herein, examples include any combination of the following:a top surface of the support arm configured to removably mount an illumination device above the trailer conveyance device;a bottom surface of the support arm configured to removably mount a temperature control device, wherein the temperature control device comprises at least one of a fan or a heater;a mounting member associated with the support arm configured to removably attach at least one environmental control device to the attachment frame, wherein the mounting member comprises at least one of a clamp, a clip, a bracket, a bolt, a pin, or a screw;wherein at least one environmental control device comprises a fan, a heater, an air conditioner, or a set of lights;at least one light-emitting diode (LED) light socket mounted to a top surface of the support arm;a set of fasteners removably attaching the mounting plate to at least a portion of the trailer conveyor device, wherein the set of fasteners comprises at least one of a set of screws or a set of bolts, wherein the second segment of the main body is at least partially welded to the mounting plate;a container support clamp connected to a third segment of the main body configured to support a container for storing liquid;wherein an angle between a pair of segments is within a range from approximately twenty-eight degrees to thirty-two degrees, wherein the pair of segments comprises a third segment attached to the container support clamp and a fourth segment;wherein an angle between a pair of segments including the second segment attached to the mounting plate and a next segment attached to the second segment is within a range from twenty-five degrees to thirty degrees;mounting the attachment frame to a member of a trailer conveyance device via a mounting plate, the attachment frame comprising a plurality of non-articulating segments bending at a set of angles and a support arm substantially perpendicular to a top surface of the trailer conveyance device;attaching a set of environment control devices to at least a portion of the support arm, the support arm connected to a first segment in the plurality of non-articulating segments associated with a first end of a main body of the attachment frame;engaging at least one environmental control device to improve environmental conditions within an interior of a trailer during loading or unloading a set of items into an interior compartment within a trailer;wherein improving environmental conditions comprises at least one of lowering an internal temperature within the interior of the trailer, increasing air circulation, or increasing a number of foot candles of light within the interior of the trailer.providing power to at least one environmental control device in the set of environmental control devices via a power source associated with the trailer conveyance device;securing a water bottle to a portion of the attachment frame via a container support clamp connected to a third segment of the main body configured to support a container for storing liquid;attaching at least one environmental control device to at least a portion of the support arm via a mounting member;a top surface of the support arm configured to removably mount an illumination device; anda bottom surface of the support arm configured to removably mount a temperature control device. While the aspects of the disclosure have been described in terms of various examples with their associated operations, a person skilled in the art would appreciate that a combination of operations from any number of different examples is also within scope of the aspects of the disclosure. The order of execution or performance of the operations in examples of the disclosure illustrated and described herein is not essential, unless otherwise specified. That is, the operations can be performed in any order, unless otherwise specified, and examples of the disclosure can include additional or fewer operations than those disclosed herein. For example, it is contemplated that executing or performing an operation before, contemporaneously with, or after another operation is within the scope of aspects of the disclosure. When introducing elements of aspects of the disclosure or the examples thereof, the articles “a,” “an,” “the,” and “said” are intended to mean that there are one or more of the elements. The terms “comprising,” “including,” and “having” are intended to be inclusive and mean that there can be additional elements other than the listed elements. The term “exemplary” is intended to mean “an example of” The phrase “one or more of the following: A, B, and C” means “at least one of A and/or at least one of B and/or at least one of C.” Having described aspects of the disclosure in detail, it will be apparent that modifications and variations are possible without departing from the scope of aspects of the disclosure as defined in the appended claims. As various changes could be made in the above constructions, products, and methods without departing from the scope of aspects of the disclosure, it is intended that all matter contained in the above description and shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense. | 32,307 |
11858312 | It may be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the present disclosure. The specific design features of the present disclosure as included herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particularly intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION Reference will now be made in detail to various embodiments of the present disclosure(s), examples of which are illustrated in the accompanying drawings and described below. While the present disclosure(s) will be described in conjunction with exemplary embodiments of the present disclosure, it will be understood that the present description is not intended to limit the present disclosure(s) to those exemplary embodiments of the present disclosure. On the other hand, the present disclosure(s) is/are intended to cover not only the exemplary embodiments of the present disclosure, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the present disclosure as defined by the appended claims. To sufficiently understand the present disclosure and the object to be achieved by carrying out the present disclosure, reference needs to be made to the accompanying drawings for illustrating embodiments of the present disclosure and contents included in the accompanying drawings. Hereinafter, various exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In the description of the present disclosure, the specific descriptions of publicly known related configurations or functions will be omitted when it is determined that the specific descriptions may obscure the subject matter of the present disclosure. The same reference numerals shown in the respective drawings may indicate the same constituent elements. The terms used in the present specification are used only for describing particular exemplary embodiments and are not intended to limit the present disclosure. Singular forms are intended to include plural forms unless the context clearly indicates otherwise. In the present specification, it should be understood that the term “include”, “comprise”, “have”, or “configure” indicates that a feature, a number, a step, an operation, a constituent element, a part, or a combination thereof described in the specification is present, but does not exclude a possibility of presence or addition of one or more other features, numbers, steps, operations, constituent elements, parts, or combinations, in advance. Throughout the present specification, when one constituent element is referred to as being “connected to” another constituent element, one constituent element can be “directly connected to” the other constituent element, and one constituent element can also be “electrically or mechanically connected to” the other constituent element with other constituent elements therebetween. Unless otherwise defined, the terms used herein, including technical or scientific terms, have the same meaning as commonly understood by those skilled in the art to which an exemplary embodiment of the present disclosure pertains. The terms such as those defined in a commonly used dictionary should be interpreted as including meanings consistent with meanings in the context of related technologies and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present specification. When an air conditioner of an electrified vehicle is operated and when an active air flap (AAF) of the electrified vehicle is closed, air resistance of the vehicle decreases, but cooling efficiency of the air conditioner decreases such that pressure of a refrigerant of the air conditioner increases, thus power consumption of an electric compressor of the air conditioner that compresses the refrigerant increases. FIG.1illustrates a flowchart of a method for controlling an air conditioning device of an electrified vehicle according to various exemplary embodiments of the present disclosure.FIG.2illustrates a block diagram of a device configured for controlling an air conditioning device of an electrified vehicle to which the method for controlling the air conditioning device of the electrified vehicle illustrated inFIG.1is applied.FIG.3illustrates an intake door of the air conditioning device illustrated inFIG.2. Referring toFIG.1toFIG.3, in a determination step110, a controller210may determine whether an electric compressor320is operated in response to an operation signal of the electric compressor320provided in an air conditioner (a cooling device) of an air conditioning device of an electrified vehicle. For example, the electrified vehicle may be a fuel cell electric vehicle (FCEV), an electric vehicle, or a hybrid electric vehicle, and may include an electric motor configured for generating driving force of the vehicle. As shown inFIG.2, a control device of the air conditioning device of the electric vehicle may include a controller210and an active air flap (AAF)220. The controller210is an electronic control unit (ECU) which may control an entire operation of the electrified vehicle. For example, the controller210may be one or more microprocessors operated by a program or hardware (for example, a microcomputer) including the microprocessor. The program may include a series of instructions for executing the method for controlling the air conditioning device of the electrified vehicle according to the exemplary embodiment of the present disclosure. The instructions may be stored in a memory of the controller210. The controller210may also be referred to as a full automatic temperature control (FATC) device. The active air flap220may be provided at a front side of the electrified vehicle (for example, on a rear surface of a radiator grille), and by being opened, may cool a condenser of the air conditioner (or the refrigerant of the condenser) that condenses the refrigerant (or the coolant/refrigerant) transferred from the electric compressor320provided in the air conditioner of the electrified vehicle, and cool a radiator that cools a coolant heated by an engine of the electrified vehicle. The active air flap220controls an amount of air entering the radiator grill, and may be driven by an actuator including an electric motor. The air conditioner of the electrified vehicle may include the electric compressor320, a condenser, an expansion valve, and an evaporator. An intake door310and the electric compressor320are included in the air conditioning device of the electrified vehicle, and an operation of the intake door310and an operation of the electric compressor320may be controlled by the controller210. The intake door310and the electric compressor320may be driven by an electric motor. Referring toFIG.3, the intake door310may block circulation of the inside air of the electrified vehicle in response to a control signal of the controller210and may allow the outside air of the vehicle to flow into a cabin of the electrified vehicle through a duct330, or it may block the inflow of the outside air and may allow the inside air to circulate in the cabin of the electrified vehicle through the duct330. A blower340is provided in the air conditioning device to allow the outside air or the inside air to circulate, and it may be driven by an electric motor. The condenser and the electric compressor320may be provided in the duct330at a rear side of the blower340. According to step120shown inFIG.1, when the electric compressor320is operated, the controller210may determine whether the active air flap220is closed in response to an operation signal of the active air flap220. When the active air flap220is closed, the pressure (refrigerant pressure) of the refrigerant in the condenser may increase. According to step130, when the active air flap220is closed, the controller210may control the intake door310and the electric compressor320. In more detail, the controller210may control (adjust) opening of the intake door310to increase an amount of internal circulating air of the air conditioner. When the amount of the internal circulating air of the air conditioner is increased, the cooling efficiency of the air conditioner is increased, so that the controller210may decrease a speed of the electric compressor320. Because the speed of the electric compressor320is decreased, the power consumption of the electric compressor320may be reduced. That is, a discharging amount of a battery supplying power to the electric compressor320is reduced, so that the fuel efficiency (electrical efficiency) of the electrified vehicle may be improved (increased). According to step140, after step130, the controller210may determine whether the active air flap220is opened in response to an operation signal of the active air flap220. When the active air flap220is opened, the pressure (refrigerant pressure) of the refrigerant in the condenser may be reduced. When the active air flap220is opened, the method for controlling the air conditioning device of the electrified vehicle as a process proceeds to step150, and when the active air flap220is not opened, the method for controlling the air conditioning device of the electrified vehicle as a process may proceed to step130. According to step150, the controller210may determine whether the pressure (refrigerant pressure) of the refrigerant in the condenser is less than a reference value. The reference value may be determined by a test (or experiment) as a value for reducing power consumption of the electrified compressor, and may be stored in a memory. When the pressure (refrigerant pressure) of the refrigerant is less than the reference value, the method for controlling the air conditioning device of the electrified vehicle as a process may be terminated, and when the pressure (refrigerant pressure) of the refrigerant is equal to or greater than the reference value, the method for controlling the air conditioning device of the electrified vehicle as a process may proceed to step130. In an exemplary embodiment of the present invention, when the pressure (refrigerant pressure) of the refrigerant is less than the reference value, the controller210may be configured not to increase the amount of the internal circulating air of the air conditioner by controlling the opening of the intake door. The constituent elements, “units”, blocks, or modules used in the exemplary embodiments of the present disclosure may be implemented in software such as a task, class, sub-routine, process, object, execution thread or program, which is performed on a certain memory area, hardware such as a field programmable gate array (FPGA) or an application specific integrated circuit (ASIC), and/or a combination of the software and the hardware. The constituent elements, “units”, etc. may be included in computer-readable media or some of the constituent elements or the units may be dispersed and distributed in a plurality of computers. The aforementioned invention can also be embodied as computer readable codes on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which may be thereafter read by a computer system and store and execute program instructions which may be thereafter read by a computer system. Examples of the computer readable recording medium include Hard Disk Drive (HDD), solid state disk (SSD), silicon disk drive (SDD), read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy discs, optical data storage devices, etc and implementation as carrier waves (e.g., transmission over the Internet). Examples of the program instruction include machine language code such as those generated by a compiler, as well as high-level language code which may be executed by a computer using an interpreter or the like. In various exemplary embodiments of the present disclosure, the controller may be implemented in a form of hardware or software, or may be implemented in a combination of hardware and software. Furthermore, the terms such as “unit”, “module”, etc. included in the specification mean units for processing at least one function or operation, which may be implemented by hardware, software, or a combination thereof. For convenience in explanation and accurate definition in the appended claims, the terms “upper”, “lower”, “inner”, “outer”, “up”, “down”, “upwards”, “downwards”, “front”, “rear”, “back”, “inside”, “outside”, “inwardly”, “outwardly”, “interior”, “exterior”, “internal”, “external”, “forwards”, and “backwards” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. It will be further understood that the term “connect” or its derivatives refer both to direct and indirect connection. The foregoing descriptions of predetermined exemplary embodiments of the present disclosure have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present disclosure, as well as various alternatives and modifications thereof. It is intended that the scope of the present disclosure be defined by the Claims appended hereto and their equivalents. | 14,029 |
11858313 | DETAILED DESCRIPTION Reference will now be made in detail to example embodiments which are illustrated in the accompanying drawings, wherein like reference numerals refer to like elements throughout. FIG.1schematically shows a device10for temperature control. In the shown example, the device10is arranged in a headliner of a motor vehicle12. For temperature control, the device10includes a diffractive optical element14and a radiator16. The diffractive optical element14is arranged adjacent to the radiator16. The radiator16includes an absorber18on its side facing the diffractive optical element14. The diffractive optical element14is formed to couple partial radiation illustrated by a dashed arrow out of incident radiation20, for example the solar radiation, which is illustrated by solid arrows. The absorber18is formed to absorb the partial radiation, which is conducted towards the radiator16by the diffractive optical element14and to release the energy absorbed from the partial radiation to the radiator16. For example, the absorber18can heat in reaction to an absorption of the partial radiation, wherein it transfers the heat to the radiator16. The radiator16can then irradiate the heat or release it to the environment, which is illustrated inFIG.1by three concentric partial circles22. For example, the diffractive optical element14is transparent to a visible part of the solar radiation such that the diffractive optical element14is perceived like a roof light by a vehicle occupant. For example, the radiator16and the absorber18are arranged covered in the body to provide an optically appealing impression in the vehicle interior for the occupant. InFIG.2, a diagram24of different radiation intensities is schematically illustrated for better comprehension. An intensity of the solar radiation is illustrated at AM026, thus in the space close to earth, as a solid line. An intensity of the solar radiation is illustrated at AM1.528as a dotted line, this approximately corresponds to a solar intensity at the apex of the sun's motion in Karlsruhe. For comparison, the emission of an ideal black body30at a temperature of 5900 K is illustrated as a dashed line. AM denotes the air mass and comes from the English Air Mass, briefly AM. In astronomy, it is a relative measure for the length of the path, which the light of a celestial body travels through the Earth's atmosphere to the ground or to the observing observatory. This light path influences the scattering and absorption of the starlight and also its spectral composition. On the ordinate32or Y-axis, the radiation intensity is plotted in W/(m2 μm) (watts per square meters by micrometers), wherein the distance between two marks on the Y-axis corresponds to 500 units. On the abscissa34or X-axis, the wavelength is plotted in nm (nanometers), wherein the distance between two marks on the X-axis corresponds to 250 units. Further, the wavelength range36visible for the human is marked with two perpendicular dotted-dashed lines. The declines of the intensity of the solar radiation at AM1.528have their cause for example in absorption effects of the Earth's atmosphere. It is clearly apparent that the visible wavelength range36constitutes a part of the radiation of the sun such that a good shielding can be achieved without substantially obstructing the sight. For example, it is possible to also shield a part of the visible wavelength range36and still allow maintaining a sufficiently good sight. InFIG.3, a device10for temperature control with a radiator16in the form of a thermoelectric generator is schematically illustrated. Identical reference characters relate to identical features and are not again explained. A thermoelectric generator, also known as TE generator, is a unit, which can extract electrical energy from heat. Different from usual thermal engines, a thermoelectric generator does not include any movable parts. Hereby, it is particularly robust and fail-safe. The thermoelectric generator is based on the thermoelectric effect, also known as Seebeck effect, in semiconductors. Herein, two differently doped versions of a semiconductor material with Seebeck coefficient as high as possible arranged between a first ceramic layer38and a second ceramic layer40are preferably used. In the shown example, the first ceramic layer38is coated with the absorber18at least in sections and heats, as above described, by absorption of the partial radiation. The TE generator includes multiple differently doped semiconductor materials, which are denoted by42for n-doped semiconductors and by44for p-doped semiconductors inFIG.3. The semiconductors42,44are connected to each other via metallic electrical contacts46. If the temperature of the first ceramic layer38and the second ceramic layer40differs, an electrical voltage arises between the current connections48. Therein, a heat flow from the hot to the cold side occurs, which is driven by the mentioned temperature difference. The electrical voltage achieved with a TE generator depends on the used temperature difference, the selection of the thermoelectric materials (TE materials) and the number of the elements as in the shown series connection. For example, it can be several volts. In order to be able to withdraw the maximum electrical power, the electrical current intensity is for example selected as high as the generated voltage is considerably reduced. Such an energy conversion is also known as thermovoltaic. It is understood that the TE generator can also be a pyroelectric generator. Herein, charge separation for example occurs by a temporal temperature change of a material of the pyroelectric generator, for example by supplied and absorbed partial radiation. Therein, different potentials arise on opposing surfaces of the material such that an electrical voltage can be tapped. FIG.4schematically shows a device10for temperature control with a TE generator, which is arranged in a headliner of an electric vehicle50. The energy converted from the partial radiation by use of the TE generator can be used for increasing a range of the electric vehicle50and for example be stored in the accumulator52or a vehicle battery to be provided to an electric motor54as needed to generate drive power. It is understood that the converted energy can also be directly supplied to the electric motor54such that it obtains less energy from the energy stock of the accumulator52. Further, it is understood that the converted energy can also be provided to other loads in the electric vehicle50, for example to an air conditioning unit not shown. InFIG.5, a field of view56of an occupant in a motor vehicle12with a device10for temperature control in the headliner is schematically illustrated. The device10can be integrated in the motor vehicle12in an inconspicuous manner for the occupant. For example, the impression of a roof light can be induced such that the device10does not include optical disadvantages for the occupant. An occupant finds a usual view in the motor vehicle12. Therein, it is particularly advantageous that sufficient installation space is present for integration of the device10since only a few additional components or units are provided in the headliner of a motor vehicle10. InFIG.6, the operations of a method described herein are schematically shown. For example, the method is performed with a device10for temperature control as described herein in detail. In a first operation51, coupling in a part of incident radiation20, for example of incident solar radiation, is effected wherein a partial radiation is coupled out of the solar radiation by use of a diffractive optical element14and coupled into the diffractive optical element14. Thereupon, in an operation S2, conducting the coupled-in radiation from an area of the motor vehicle12to be cooled is effected. The area of the motor vehicle12to be cooled for example includes an interior, for example a passenger compartment of the motor vehicle12. In a further operation S3, finally, conducting the coupled-in radiation onto a radiator16, for example an absorber18of the radiator16, is effected. Finally, in an operation S4, releasing energy, for example energy of the coupled-in radiation, is effected for example by use of the radiator16and for example by use of a TE generator. A novel system approach for the use of DOEs and in particular HOEs is proposed. According to the example embodiments described herein, at least the following advantages can be achieved. For example, a range increase by current generation from ambient radiation, for example solar radiation, and use of the IR portion, thus the thermal radiation, can be achieved with the disclosed teachings. For example, a hidden functionality can be achieved with transparent surfaces. By a specific spectral design of the DOE, a pyroelectric energy generation can be effected. Further, a reduction of the required air conditioning power can be achieved by dissipating thermal radiation in the passenger compartment. A description has been provided with reference to various examples, but it will be understood that variations and modifications can be effected within the spirit and scope of the claims which may include the phrase “at least one of A, B, and C” as an alternative expression that means one or more of A, B, and C may be used, contrary to the holding inSuperguidev.DIRECTV,358 F3d 870, 69 USPQ2d 1865 (Fed. Cir. 2004). That is the scope of the expression “at least one of A, B, and C” is intended to include all of the following: (1) at least one of A, (2) at least one of B, (3) at least one of C, (4) at least one of A and at least one of B, (5) at least one of A and at least one of C, (6) at least one of B and at least one of C, and (7) at least one of A, at least one of B, and at least one of C. In addition, the term “and/or” includes a plurality of combinations of relevant items or any one item among a plurality of relevant items. That is, the scope of the expression or phrase “A and/or B” includes all of the following: (1) the item “A”, (2) the item “B”, and (3) the combination of items “A and B”. | 10,152 |
11858314 | DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a moving body (hereinafter, also referred to as an automatic driving vehicle) that is automatically movable according to the present invention will be described with reference to the accompanying drawings. In the following description, a left-right direction, a front-rear direction, and an upper-lower direction are defined and described with reference to a front side in a traveling direction of the automatic driving vehicle. In the drawings, a front side is indicated as Fr, a rear side as Rr, a right side as R, a left side as L, an upper side as U, and a lower side as D. First, the automatic driving vehicle according to the present embodiment will be described with reference toFIGS.1and2. As shown inFIG.1, an automatic driving vehicle M according to the present embodiment is, for example, an automobile such as a two-wheeled vehicle, a three-wheeled vehicle, or a four-wheeled vehicle. The automatic driving vehicle M includes an automobile having an internal combustion engine such as a diesel engine or a gasoline engine as a power source, an electric automobile having an electric motor as a power source, a hybrid automobile having both an internal combustion engine and an electric motor, and the like. Among these automobiles, the electric automobile is driven by using electric power discharged from a battery such as a secondary battery, a hydrogen fuel battery, a metal fuel battery, or an alcohol fuel battery, for example. As shown inFIG.1, a plurality of vehicle exterior cameras11, radars13, and light detection and rangings15(LIDAR) are mounted around a body of the automatic driving vehicle M are mounted, and detect external world information on a target including an object or a sign present around the automatic driving vehicle M to realize automatic driving of the automatic driving vehicle M. In a vehicle interior, a sensor unit50(the sensor unit50will be described in detail later) configured by combining a plurality of external world information acquisition devices, display devices, and the like, a navigation device20having a function of mapping the current position of the automatic driving vehicle M on a map and performing route guidance to a destination, and the like, and a vehicle control device100having a function of performing an autonomous traveling control of the automatic driving vehicle M including steering and acceleration/deceleration of the automatic driving vehicle M, and the like are mounted. These devices and equipment are connected to each other so as to be able to perform data communicate with each other via a communication medium such as a controller area network (CAN). Note that the vehicle control device100may include various sensors, a human machine interface (HMI), and the like in addition to various control devices related to the autonomous traveling. The vehicle exterior camera11B provided on left and right door front portions and the like periodically and repeatedly capture images of states of a right rear side and a left rear side in the automatic driving vehicle M, and image information is transmitted to the vehicle control device100via the communication medium. The radar13has a function of acquiring distribution information of a target including a distance to the target and an azimuth of the target by receiving a radar wave reflected by the target, while irradiating the target including a preceding vehicle, which is a target to be tracked, which travels in front of the automatic driving vehicle M with the radar wave. As the radar wave, a laser, a microwave, a millimeter wave, an ultrasonic wave, or the like may be appropriately used. In the present embodiment, as shown inFIG.1, there are total five radars13, three are provided on a front side and two are provided on a rear side. The distribution information of the target by the radar13is transmitted to the vehicle control device100via the communication medium. The LIDAR15has a function of detecting the presence or absence of the target and the distance to the target by measuring time required to detect a scattered light with respect to an irradiation light, for example. In the present embodiment, as shown inFIG.1, there are total six LIDARs15disposed around the automatic driving vehicle M, two are provided on the front side, one is provided inside the sensor unit50, and three are provided on the rear side. The distribution information of the target by the LIDAR15is transmitted to the vehicle control device100via the communication medium. The navigation device20includes a global navigation satellite system (GNSS) receiver, map information (navigation map), a touch panel type internal display device that functions as a human machine interface, a speaker, a microphone, and the like. The navigation device20calculates the current position of the automatic driving vehicle M by the GNSS receiver, and derives a route from the current position to a destination designated by the user. The route derived by the navigation device20is provided to a target lane determination unit of the vehicle control device100. When the vehicle control device100is set to a manual driving mode, the navigation device20guides the route to the destination by a voice or a map display. As shown inFIG.2, the automatic driving vehicle M includes an external display device83that displays various information to traffic participants (including pedestrians, bicycles, motorcycles, other vehicles, and the like) present around the automatic driving vehicle M. The external display device83includes a right front light portion91A and a left front light portion91B that are provided so as to be spaced apart from each other in a vehicle width direction, and a front display portion93that is provided between the left and right front light portions91A,91B, of a front grille90in the automatic driving vehicle M. In addition to the various equipment described above, a communication device, a vehicle sensor, the HMI, a traveling driving force output device, a steering device, and a brake device (not shown) are mounted on the automatic driving vehicle M, and perform data communication with the vehicle control device100via the communication medium. Further, when the automatic driving vehicle M is set to an automatic driving mode, the vehicle exterior cameras11B, the radars13, the LIDARs15, the sensor unit50to be described later, and the like acquire external world information on an automatic movement and the automatic driving is performed. Next, the sensor unit50mounted in the vehicle interior will be described in detail with reference toFIGS.3to8. The automatic driving vehicle M includes the sensor unit50mounted in a vicinity of an upper portion of the front window16, which is a transmission portion, in addition to the vehicle exterior camera11B, the radar13, and the LIDAR15mounted around a vehicle body of the automatic driving vehicle M. As shown inFIGS.3and5to7, the sensor unit50includes the LIDAR15that is an external world information acquisition device, which is disposed substantially at a center in the vehicle width direction including a center of the automatic driving vehicle M in the vehicle width direction, a camera11A that is another external world information acquisition device disposed, above the LIDAR15, in a space S between the front window16and a bracket55to be described later, display devices52that each include an LED or the like extending in the left-right direction along an inner surface of the front window16from the LIDAR15, and the rearview mirror60that is another device. The rearview mirror60may be a rearview monitor that reflects an image of a rear camera that reflects the rear of the automatic driving vehicle M, or may be a rear view mirror. The LIDAR15is disposed in front of the rearview mirror60. The sensor unit50is disposed in an area excluding a deployment area E of a side airbag and an operation area of a sun visor19(seeFIG.5) indicated by a dash-dot line inFIG.2. As a result, the sensor unit50does not interfere with the operations of the side airbag and the sun visor19. As shown inFIGS.6to8, the LIDAR15and the rearview mirror60are attached to the bracket55fixed to a roof body21of the automatic driving vehicle M. The bracket55includes a pair of front arm portions56fand a pair of rear arm portions56rthat are directly or indirectly fixed to the roof body21, an inclined portion57that extends obliquely downward and forward from the pair of rear arm portions56rtoward the front window16, and an attachment flat surface58that is formed by bending substantially horizontally from a front lower end of the inclined portion57and provided with the pair of front arm portions56fon both sides. The bracket55is formed of a metal plate or the like having a high thermal conductivity, and is fixed to the roof body21at an angle intersecting a flow direction of air discharged from a blowout port17(seeFIG.1) of an air conditioner to be described later. In other words, the bracket55has a surface that receives the air discharged from the blowout port17(seeFIG.1) of the air conditioner in a state in which the bracket55is fixed to the roof body21. The LIDAR15is fixed to a lower surface of the attachment flat surface58of the bracket55at a front end portion on an upstream side in the flow direction of the air described above. In addition, a stay61of the rearview mirror60, which is another device, is fixed to the attachment flat surface58so as to be obliquely downward and rearward. The rearview mirror60is disposed on a downstream side of the bracket55in the flow direction of the air described above. Note that the LIDAR15has already been described with reference toFIG.1, and thus a description thereof will be omitted. The space S between the bracket55and the front window16is provided with a camera module including the camera11A and a lamp module including the display device52. The camera11A of the present embodiment is a three-dimensional camera in which three monocular cameras are arranged side by side. The three-dimensional camera has an optical axis inclined obliquely downward in front of the host vehicle, and has a function of capturing an image of the traveling direction of the automatic driving vehicle M. As the camera11A, for example, a complementary metal oxide semiconductor (CMOS) camera, a charge coupled device (CCD) camera, or the like may be appropriately used. For example, the camera11A periodically and repeatedly captures an image of a state in front of the automatic driving vehicle M in the traveling direction. The image information in front of the automatic driving vehicle M in the traveling direction captured by the camera11A is transmitted to the vehicle control device100via the communication medium. As shown inFIG.7, a pair of display devices52are disposed on the left and right sides of the bracket55so as to extend in the vehicle width direction (left-right direction) along the front window16. The display device52is located rearward of the LIDAR15, and is disposed so that at least a part of the display device52is offset from the LIDAR15in the vehicle width direction. By disposing the LIDAR15further forward (closer to the front window16), a detection accuracy of the LIDAR15is improved. The display device52notifies the surroundings that a content related to an operation state of the automatic driving vehicle M, for example, the automatic driving vehicle M is in the automatic driving by turning on a light when the automatic driving vehicle M is in the automatic driving mode, to a display unit16a(seeFIG.3) of the front window16. As shown inFIGS.3and5, the front and lower sides of the LIDAR15, the camera11A, and the display device52are covered with a cover member70. The cover member70includes a front cover71that covers the front surface of the LIDAR15, a lower cover72that covers lower portions of the LIDAR15and the display device52, a lid cover73that covers a rear portion of the stay61, and a roof cover74that covers the rear arm portions56rand the inclined portions57of the bracket55. As shown inFIG.3, the front cover71includes an opening portion71athrough which the LIDAR15is exposed, and covers the front surface of the LIDAR15. As shown inFIG.4, the lower cover72has a U-shaped groove72dthrough which the stay61of the rearview mirror60penetrates, and includes a substantially rectangular parallelepiped LIDAR cover portion72athat covers both side surfaces, a lower surface, and a part of a rear surface of the LIDAR15, and display device cover portions72bthat are formed integrally with the LIDAR cover portion72a, extend from the LIDAR cover portion72ato both sides in the vehicle width direction and mainly covers a lower portion of the display device52. The lid cover73has a U-shaped groove73athrough which the stay61of the rearview mirror60penetrates, and covers a periphery of the stay61, which is not covered by the LIDAR cover portion72a. In addition, the roof cover74is disposed behind the LIDAR cover portion72aand covers the rear arm portions56rand the inclined portion57of the bracket55. In the roof cover74, a slit74a, which is an air outlet port, is formed adjacent to a joint portion with the LIDAR cover portion72a. The slit74ais provided corresponding to the opening portion59formed in the inclined portion57of the bracket55. A height of the cover member70gradually decreases as the cover member70is separated rearward from the front window16in the front-rear direction. That is, the cover member70has a shape in which an internal space becomes gradually narrower toward the rear of the automatic driving vehicle M. As a result, the air can be guided in a direction away from the front window16, and exhaust from the slit74ais promoted. In addition, as shown inFIG.2, the slit74ais disposed at a position at which the slit74aoverlaps with, in the vehicle width direction, the LIDAR15including the center of the automatic driving vehicle M in the vehicle width direction, and is disposed between a plurality of seats18A,18B arranged in the vehicle width direction. As a result, the air discharged from the slit74ainto the vehicle interior is not directly led out toward occupants seated in the seats18A,18B, and there is no concern that comfort is impaired. As shown inFIGS.7and8, a first introduction port75and second introduction ports76that take in air discharged from the blowout port17of the air conditioner (not shown) (seeFIG.1) and flowing upward along the inner surface of the front window16(an arrow A inFIG.6) are provided between a front end portion of the cover member70and the front window16. The first introduction port75is formed by a gap C1between the front cover71overlapping with the LIDAR15in the vehicle width direction and the front window16, and each of the second introduction ports76is formed by a gap C2between the display device cover portion72boverlapping the display device52in the vehicle width direction and the front window16. The gap C1of the first introduction port75is larger than each of the gaps C2of the second introduction ports76. As a result, more air is introduced into the LIDAR15that generates heat larger than the display device52, so that the LIDAR15can effectively cooled. Next, a cooling effect of the sensor unit50will be described. Since the LIDAR15, the camera11A, and the display device52, which are components of the sensor unit50, generate heat in accordance with the operations thereof, it is necessary to cool them. An amount of heat generated by the LIDAR15is larger than that of heat generated by the display device52and the rearview mirror60. In particular, an area covered with the LIDAR cover portion72aaccommodating the LIDAR15tends to heat up and requires cooling. As shown inFIG.6, the heat of the LIDAR,15is transmitted to the roof body21of the automatic driving vehicle M via the bracket55having a high thermal conductivity and is cooled, as indicated by an arrow B1in the drawing. In addition, by using, as a heat capacity member the rearview mirror60that is fixed to the bracket55and generates a less amount of heat than the LIDAR15, the heat of the LIDAR15is transmitted to the rearview mirror60in a direction of an arrow B2, thereby further promoting the cooling of the LIDAR15. Since the bracket55is disposed in an air flow discharged from the blowout port17, heat dissipation from the bracket55itself is also promoted. As a result, the LIDAR15can be appropriately cooled, and the automatic movement of the automatic driving vehicle M can be continued more stably. If a heat sink is disposed on the rearview mirror60, the heat dissipation is further promoted. More specifically, the air discharged from the blowout port17flows upward along the inner surface of the front window16as indicated by the arrow A inFIG.6. A part of the air discharged from the blowout port17flows into the cover member70through the gap C1between the front cover71and the front window16, which is the first introduction port75, as indicated by an arrow A1inFIG.4. Then, after the LIDAR15and the bracket55are mainly cooled, as shown by an arrow F inFIG.4, the air is exhausted from the slit74aof the roof cover74into the vehicle interior. Since the slit74ais provided in a portion overlapping with the LIDAR15in the vehicle width direction, the LIDAR15is disposed between the first introduction port75and the slit74a, so that the cooling of the LIDAR15can be further promoted. Since the LIDAR15is disposed on the upstream side of the bracket55in the flow direction of the air, the LIDAR15itself can be cooled first, and the amount of heat transmitted from the LIDAR15to the bracket55can be reduced. Further, since the rearview mirror60is disposed on the downstream side of the bracket55in the flow direction of the air, the amount of heat transmitted to the rearview mirror60via the bracket55can be reduced. A part of the air discharged from the blowout port17and flowing upward along the inner surface of the front window16flows into the cover member70from the gaps C2between the display device cover portion72band the front window16, which are the second introduction ports76, as indicated by arrows A2inFIG.4. Then, after the display device52is mainly cooled, the air is exhausted from the slit74aof the roof cover74into the vehicle interior. At this time, since the gap C1of the first introduction port75is set to be larger than each of the gaps C2of the second introduction ports76, more air can flow in from the first introduction port75, and the LIDAR15that generates a large amount of heat can be effectively cooled. Accordingly, the automatic driving of the automatic driving vehicle M can be continued more stably. In addition, since the camera11A is disposed above the bracket55, the air flowing into the cover member70from the gap C1of the first introduction port75can also cool the camera11A. Since the camera11A is located above the LIDAR15and on the downstream side of the air flowing upward along the inner surface of the front window16, it is possible to suppress an influence of the heat of the camera11A on the LIDAR15. Although various embodiments have been described above with reference to the drawings, it is needless to say that the present invention is not limited to such an example. It is apparent to those skilled in the art that various changes and modifications can be conceived within the scope of the claims, and it is also understood that the various changes and modifications belong to the technical scope of the present invention. In addition, constituent elements in the embodiment described above may be combined freely within a range not departing from the spirit of the present invention. For example, a slit may be provided in the front cover71of the LIDAR15, and the LIDAR15may be cooled by the air taken in from the slit in addition to the air flow from the first introduction port75. In the above-described embodiment, the rearview mirror60is exemplified as another device fixed to the bracket55, but the present invention is not limited to the rearview mirror60, and another in-vehicle equipment such as a drive recorder may be used. In the present specification, at least the following matters are described. Although corresponding constituent elements or the like in the above embodiments are shown in parentheses, the present invention is not limited thereto. (1) A moving body (automatic driving vehicle M) that is automatically movable, the moving body including: an external world information acquisition device (LIDAR15) configured to acquire external world information on an automatic movement; and a bracket (bracket55) holding the external world information acquisition device and fixed to the moving body, wherein the bracket is fixed to another device (rearview mirror60) different from the external world information acquisition device. According to (1), by transmitting heat generated by the external world information acquisition device to the bracket and other devices, heat dissipation by the external world information acquisition device can be promoted and the external world information acquisition device can be appropriately cooled. In addition, since the bracket is fixed to the moving body, the heat dissipation can be promoted by using the moving body, and the external world information acquisition device can be more appropriately cooled. (2) The moving body according to (1), wherein the bracket is disposed in a room of the moving body and is fixed at an angle intersecting with a flow direction of air discharged from a blowout port (blowout port17) of an air conditioner. According to (2), since the bracket fixing the external world information acquisition device is disposed at the angle intersecting with the flow direction of the air discharged from the blowout port of the air conditioner, the heat dissipation of the bracket can be promoted by the air discharged from the air conditioner. (3) The moving body according to (2), wherein the external world information acquisition device is disposed on an upstream side of the bracket in the flow direction of the air. According to (3), since the external world information acquisition device is disposed on the upstream side of the bracket in the flow direction of the air, the external world information acquisition device itself can be cooled first, and an amount of heat transmitted from the external world information acquisition device to the bracket can be reduced. (4) The moving body according to (3), wherein the other device is disposed on a downstream side of the bracket in the flow direction of the air. According to (4), since the other device is disposed on the downstream side of the bracket in the flow direction of the air, the amount of heat transmitted to the other device can be reduced. (5) The moving body according to any one of (1) to (4), wherein an amount of heat generated by the other device is less than an amount of heat generated by the external world information acquisition device. According to (5), since the amount of heat generated by the other device is less than the amount of heat generated by the external world information acquisition device, the heat dissipation of the external world information acquisition device can be promoted. (6) The moving body according to any one of (1) to (5), wherein the external world information acquisition device is fixed below the bracket, and wherein another external world information acquisition device (camera11A) is disposed above the bracket. According to (6), since the other external world information acquisition device is disposed above the bracket, it is possible to suppress an influence of the heat of the other external world information acquisition device on the external world information acquisition device. (7) The moving body according to (6), wherein the bracket is disposed in the room of the moving body, and wherein the other external world information acquisition device is disposed in a space (space S) formed between the bracket and the front window (front window16). According to (7), since the other external world information acquisition device is disposed in the space formed between the bracket and the front window by using curvature of the front window, a layout property is good. (8) The moving body according to (7), wherein the external world information acquisition device is disposed in front of the other device. According to (8), it is possible to acquire the external world information with high accuracy by disposing the external world information acquisition device in front of the other device. | 24,695 |
11858315 | DESCRIPTION OF EMBODIMENTS In the following detailed description, lots of specific and concrete configurations will be described to provide complete understanding of embodiments of the present invention. However, it would be apparent that other embodiments can be carried out without being limited to such specific and concrete configurations. Further, the following embodiments do not limit the invention according to the claims, but include all combinations of characteristic configurations described in the embodiments. Referring to the drawings, an embodiment of the present invention will be described. In the description of the drawings, the drawings are schematic. (Structure of Embodiment) FIG.1is a block diagram illustrating a structural example of a defogging device100according to one embodiment of the present invention. InFIG.1, reference sign1denotes a temperature sensor. The temperature sensor1may be of a mercury columnar type or the like for use in an ordinary, so-called thermometer or the like. However, in the defogging device100according to the one embodiment of the present invention, a compact semiconductor sensor, such as a thermocouple or a thermistor, is optimal from the viewpoint of occupied area. Reference sign2denotes an infrared sensor. The infrared sensor2receives infrared light and outputs a signal V corresponding to an amount of the received light. The signal V becomes larger as the amount of the received light increases. The wavelength band of the infrared sensor2is set to about from 5 μm to 15 μm, similarly to an ordinary radiation thermometer. This is because the environmental average temperature is about from 15° C. to 25° C., and accordingly, the light received by the infrared sensor2has a peak wavelength of about 10 μm according to the Wien's displacement law. Reference sign3denotes a surface temperature measuring unit. Specifically, the surface temperature measuring unit3is a block configured to contactlessly measure the surface temperature of an object that is to be defogged by the defogging device100. Hereinafter, as a typical example of the object that is to be defogged by the defogging device100, the object is assumed to be glass, particularly, the windshield glass of a motor vehicle. Note that the object is not limited to the windshield glass of a motor vehicle, and the present invention is applicable to any object where fogging or dew condensation occurs. Additionally, in general, to contactlessly measure the temperature of an object by using the infrared sensor2, temperature of the infrared sensor2itself is also needed. The present embodiment assumes that the temperature of the infrared sensor2is measured by the temperature sensor1. Note that the temperature sensor1is not only used by the surface temperature measuring unit3. Details will be described later. The surface temperature measuring unit3detects the temperature of the object, i.e., the temperature of the windshield glass on the basis of the infrared output V including the signal corresponding to the amount of the received light output from the infrared sensor2and an output of the temperature sensor1. Reference sign4denotes a humidity sensor. The humidity sensor4may be of an ordinary, so-called wet and dry bulb type or the like. However, in the present embodiment, a compact sensor, such as a capacitance type or resistance type sensor, is optimal from the viewpoint of occupied area. Reference sign5denotes a dew point temperature measuring unit. In general, dew point temperature can be obtained from environmental temperature and relative humidity. Accordingly, first, to measure relative humidity, the humidity sensor4is used. On the other hand, the temperature sensor1configured to measure environmental temperature in the present embodiment is the same (common) one as that used in the surface temperature measuring unit3. In other words, the temperature sensor1for measuring the temperature of the infrared sensor2itself is also used as the temperature sensor for measuring the environmental temperature. Here, conventionally, the temperature sensor used in the surface temperature measuring unit3has been completely different from the temperature sensor used in the dew point temperature measuring unit5. In other words, two temperature sensors have been used. On the other hand, the present embodiment uses only one temperature sensor. This allows space saving and cost reduction, and actually, provides much greater effect. Details about this will be described later. Reference sign6denotes a fogging/dew condensation determining unit. In general, a determination on fogging or dew condensation is made by comparing glass surface temperature and dew point temperature, and this principle is also applied to the present embodiment. The fogging/dew condensation determining unit6controls an air conditioning device7in accordance with results of the comparison between the glass surface temperature and the dew point temperature to perform control for preventing fogging or dew condensation. The air conditioning device7is, for example, an air conditioner, a defroster, or the like configured to supply adjusted air to an object that is to be controlled, i.e., to the windshield glass or to an ambient environment of the object, i.e., into a cabin of the vehicle. FIG.2is a flowchart illustrating operation of each block in the defogging device100illustrated inFIG.1. The flowchart illustrated inFIG.2is one example of a system in which only single step processing is allowed, and the processing illustrated inFIG.2can also be applied to a system in which parallel processing is allowed. Additionally, it is also possible to apply cases where the order of respective steps in the flowchart illustrated inFIG.2is reversed. When an operator or the like instructs start of measurement, the defogging device100first performs temperature measurement by using the temperature sensor1(step S1). In the temperature measurement, there is no information to be input to the temperature sensor1, and output information is temperature. The temperature output from the temperature sensor1is designated as Tr. Next, using the infrared sensor2, the amount of infrared light output from the windshield glass is measured (step S2). There is no information input to the infrared sensor2, and output information is the infrared output V. Subsequently, the surface temperature measuring unit3measures glass surface temperature (step S3). The surface temperature measuring unit3actually calculates a glass surface temperature Tb from the temperature Tr measured at step S1and the infrared output V measured at the step S2, which are pieces of input information at this step, and outputs the glass surface temperature Tb. The simplest example of a calculation formula for the glass surface temperature Tb can be represented by the following formula: Tb=V/b+Tr Note that “b” in the formula represents a coefficient corresponding to sensitivity of the infrared sensor2, which is a coefficient given in advance before starting the processing illustrated inFIG.2. Furthermore, using the humidity sensor4, environmental relative humidity is measured (step S4). There is no information input to the humidity sensor4, and output information is a relative humidity Hr. Subsequently, the dew point temperature measuring unit5measures environmental dew point temperature (step S5). The dew point temperature measuring unit5actually calculates a dew point temperature Td from the temperature Tr measured at step S1and the relative humidity Hr measured at step S4, which are pieces of input information at this step, and outputs the dew point temperature Td. An example of calculation of the dew point temperature will be itemized below: (1) First, the amount of saturated water vapor is obtained from the temperature Tr. The amount of saturated water vapor may be calculated using, for example, Tetens' formula; (2) Next, environmental absolute humidity is obtained by multiplying the amount of saturated water vapor obtained in (1) by the relative humidity Hr; and (3) Next, a temperature at which the absolute humidity obtained in (2) becomes the amount of saturated water vapor is found. The temperature found here is exactly the dew point temperature Td. Note that an actual calculation example using specific numerical values of temperature and humidity will be described in detail in the section of “effects” described later. Lastly, the glass surface temperature Tb is compared with the dew point temperature Td (step S6). As the comparing method, if the surface temperature Tb of the glass (in general, an object) is higher than dew point temperature Td (Tb>Td), fogging or dew condensation does not occur. On the other hand, a theory (ideal environment) that if Tb≤Td, fogging or dew condensation occurs is a major premise. Considering an error or the like that occurs in an actual operation with respect to the major premise leads to the setting of the margin (3° C. or 5° C.) as described in the conventional technologies. Next, two conventional methods will be compared with the method of the present invention described above to clarify effects of the one embodiment of the present invention. (First Conventional Method) In a first conventional method, measurement of glass surface temperature is performed by, instead of an infrared sensor, attaching a semiconductor sensor substantially the same as the temperature sensor1in the present embodiment in such a manner as to contact with glass. PTL 1 and PTL 3 described in the conventional technologies use this method. Additionally, a part of PTL 2 is also included in this case. Assume that the true value of environmental temperature is 25° C., and the true value of environmental humidity is 40% RH. Dew point temperature in this case is obtained according to the above-described typical calculation example, and results become as follows: (1) The amount of saturated water vapor at a temperature of 25° C. is 23.0 g/m3. (2) Thus, the absolute humidity of the relative humidity 40% RH is 9.2 g/m3. (3) The temperature at which 9.2 g/m3becomes the amount of saturated water vapor is 9.7° C. Accordingly, the dew point temperature is 9.7° C. In other words, as a theoretical result, when the true value of glass temperature is lowered to 9.7° C., fogging or dew condensation starts to occur. Here, respective errors of the measured temperatures and relative humidity in this case are set as below. These errors may be considered substantially standard values, as described in the section of the conventional technologies, PTL 1 to 3, and the like. Environmental temperature error: ±1° C. Environmental humidity error: ±2% RH Glass temperature error: ±1° C. In other words, it is indicated that even if the true values are 25° C. and 40% RH, measured values with error may be 24° C. and 38% RH. In this case, the dew point temperature calculated in exactly the same way is 8.2° C. On the other hand, even if the true value of glass temperature is 9.7° C., a measured value with error may be 10.7° C. Here, again, in view of the method for determining fogging or dew condensation, a comparison may be made between levels of the glass temperature and the dew point temperature, as described above. Accordingly, in the case of the first conventional method, it is appropriate to determine that fogging or dew condensation has already occurred at the dew point temperature lower by 2.5° C. than the glass temperature, even only considering the above-described limited actual example as a determination in consideration of errors. To put it the other way around, it is proof that the errors (such as 3° C.) in the conventional technologies have been very carefully set. Additionally, the first conventional method also includes a case where, when measuring dew point temperature, absolute humidity is directly measured without going through the measurement of relative humidity. This is because an element that directly measures the absolute humidity is equivalent to the fact that a thermometer, separately from other thermometer(s), is included in an element that measures absolute humidity. The same also applies to the following second conventional method, but does not apply to the method according to the one embodiment of the present invention. (Second Conventional Method) The second conventional method is a case where an infrared sensor is used for calculation of glass surface temperature measurement. Furthermore, it is also a case where, unlike the one embodiment of the present invention, a temperature sensor configured to measure temperature of the infrared sensor is completely different from a temperature sensor configured to perform temperature measurement for calculation of dew point temperature measurement. In other words, it is a comparison with the case where two temperature sensors are included. PTL 2 described in the conventional technologies corresponds to this case. In this case, temperature and humidity to be measured and errors thereof are set as below. The errors follow those in the first conventional method. Environmental temperature error: ±1° C. Environmental humidity error: ±2% RH Infrared sensor temperature error: ±1° C. Infrared sensor output error: (a sensor output value corresponding to) ±1° C. To be more specific about the set values, the environmental temperature and humidity (dew point temperature) error is not different from that in the first method. On the other hand, when considering glass temperature error, both an error that occurs when measuring the temperature of the infrared sensor itself and an error in an output value of the infrared sensor, respectively, independently occur since the infrared sensor is used for the measurement of glass temperature. Accordingly, the mechanism of occurrence of error is different from that in the first conventional method, so that it is necessary to consider again the method for calculating a theoretical value of glass temperature. As described in the above illustration ofFIG.2, the simplest example of the calculation formula in the measurement of surface temperature can be represented by the following formula (1): Tb=V/b+Tr(1) Accordingly, since fogging or dew condensation starts to occur when the true value Tb of the glass temperature is lowered to 9.7° C., respective terms on the right side of formula (1) may be considered to be measured as follows: the temperature Tr of the infrared sensor itself is 25° C. and the temperature V/b corresponding to infrared sensor output is −15.3° C. A typical case where the above numerical conditions are satisfied is a case where the infrared sensor2, the humidity sensor4, and the temperature sensor1are all present in the same space and in close vicinity. On the other hand, if any one of the above three sensors is in a different space or in a remote place, the numerical conditions are not satisfied. On the other hand, the above error set values and the values of the respective terms of formula (1) correspond to each other as follows: Infrared sensor temperature error±1° C.: error of Tr in formula (1) Infrared sensor output error±1° C.: error of V/b in formula (1) Accordingly, in a worst case, the measured values may be Tr=26° C. and V/b=−14.3° C. In other words, the glass temperature with error is calculated to be 11.7° C. When this is compared with the above-mentioned dew point temperature (8.2° C.), a determination has to be made that fogging or dew condensation has occurred as early as when the temperature has been lower by 3.5° C. The large margin (5° C.) in PTL 2 seems to be a value set in consideration of such a situation. (Method According to One Embodiment of the Present Invention) The error values in the method according to the one embodiment of the present invention naturally shall follow those in the two methods according to the conventional technologies. Furthermore, characteristics regarding the errors in the method according to the one embodiment of the present invention are added, and the error values are set as follows: Environmental temperature error: ±1° C., which has the same error value as that of the infrared sensor temperature. Environmental humidity error: ±2% RH Infrared sensor temperature error: ±1° C., which has the same error value as that of the environmental temperature. Infrared sensor output error: a sensor output value corresponding to ±1° C. Regarding dew point temperature in this case, obviously, the dew point temperature with error with respect to the true value of 9.7° C. is 8.2° C., which is the same as that in the two methods of the conventional technologies. However, in the glass temperature measurement, the circumstances are significantly different between the method according to the one embodiment of the present invention and the two methods according to the conventional technologies. This is because the method according to the one embodiment of the present invention uses the temperature of the same, i.e., common temperature sensor1, and therefore, the infrared sensor temperature error is completely the same as the environmental temperature error. In other words, although the infrared sensor temperature with error has been assumed to be 26° C., which is common between the two methods of the conventional technologies, the method according to the one embodiment of the present invention does not have to assume it to be 26° C., and can set it to 24° C. By adding to this an infrared sensor output with error of “from −16.3° C. to −14.3° C.”, the glass temperature measured value with error is calculated to be in a range of “from 7.7° C. to 9.7° C.”. Here, when comparing the levels of the glass temperature and the dew point temperature in order to determine fogging or dew condensation, a determination can be made that fogging or dew condensation has occurred only after the dew point temperature has become lower by 1.5° C. than the glass temperature even in a worst case. In other words, applying the method according to the one embodiment of the present invention allows the margin to be reduced by 1° C. as compared with 2.5° C. in the first conventional method and by 2° C. as compared with 3.5° C. in the second conventional method. Using the above numerals, a description based on an actual air conditioning system of a motor vehicle will be given as follows. Assume that, in a vehicle cabin of the motor vehicle, dew point temperature is lower by 4° C. than glass surface temperature. In this case, any of the method according to the one embodiment of the present invention, the first conventional method, and the second conventional method does not determine that fogging or dew condensation has occurred, so that it is unnecessary to use the defogging operation, i.e., air conditioning energy such as an air conditioner or a heater in the motor vehicle. However, when the state of being lower by 4° C. is reduced to 3.5° C., it is necessary for at least the second conventional method to start the defogging operation for safety to secure the field of vision of the driver of the motor vehicle. This increases energy used by the air conditioner, the heater, or the like necessary for the defogging operation. Furthermore, when it is reduced to 2.5° C., even the first conventional method needs to perform the defogging operation. However, by applying the method according to the one embodiment of the present invention, it may be reduced to 1.5° C. Accordingly, the energy necessary for the defogging operation can be reduced as compared with the conventional methods. It can be easily understood from the above comparison that, as a first point, the method of the present invention can be effective by using not a temperature sensor such as a thermocouple but a radiation thermometer using an infrared sensor. Furthermore, as a second point, a further effect can be obtained by using a humidity sensor configured to measure relative humidity instead of directly measuring absolute humidity. The two effects described here can be obtained by essentially using the temperature sensor1for both temperature measurement of an object such as glass and dew point temperature measurement of the space. This principle can be briefly summarized as follows. In brief, both the calculation for obtaining the surface temperature of an object from an output of the infrared sensor and the calculation for obtaining dew point temperature from relative humidity depend on environmental temperature, which is a temperature measured by the temperature sensor1in the one embodiment of the present invention. Furthermore, the surface temperature of the object and the dew point temperature are characterized in that both increase as the environmental temperature increases, whereas, conversely, both decrease as the environmental temperature decreases. Moreover, eventually, determination of fogging or dew condensation can be made by merely comparing the surface temperature of the object and the dew point temperature. In other words, it is a relative comparison in which both do not require an absolute value of the measurement, so that even if there is an error in the absolute value of the environmental temperature, it does not excessively affect comparison results. This principle can prevent an increase in the margin, even compared with the first conventional method. The use of the above principle allows for construction of an air conditioning system that does not require setting of an excessive margin as in the conventional technologies, that is as close to true values as possible, and that does not have to perform any unnecessary defogging operation. Additionally, the above embodiment has described the case where the single temperature sensor1is used in common as the temperature sensor used in the surface temperature measuring unit3, i.e., as a temperature sensor for detecting temperature of the infrared sensor2and as the temperature sensor used in the dew point temperature measuring unit5, i.e., as a temperature sensor for measuring temperature of an ambient environment, so that the measurement errors of the two sensors are coincident, the two sensors being originally necessary. However, the present invention is not limited thereto. For example, as illustrated inFIG.3, there may be provided a dedicated temperature sensor3athat is used in the surface temperature measuring unit3and a dedicated temperature sensor5athat is used in the dew point temperature measuring unit5, which sensors characteristically have the same measurement error. Alternatively, as illustrated inFIG.4, there may be provided a dedicated temperature sensor3bthat is used in the surface temperature measuring unit3and a dedicated temperature sensor5bthat is used in the dew point temperature measuring unit5, and a calibrating unit8may be provided to adjust at least anyone of output characteristics of the temperature sensor5band output characteristics of the temperature sensor3bsuch that a measurement error included in the output of the temperature sensor3bcoincides with a measurement error included in the output of the temperature sensor5b. The calibrating unit8may perform calibration regularly or at a predetermined time such that the measurement error of the temperature sensor3band the measurement error of the temperature sensor5bcoincide with each other. As a specific method for making the measurement errors coincident by the calibrating unit8, for example, the following method is conceivable. The temperature sensor3band the temperature sensor5bbefore being incorporated in the defogging device100are placed in the same temperature environment, and outputs of the temperature sensor3band the temperature sensor5bat that time are obtained to use a difference between both outputs as a calibration value. Then, the calibration value is stored in the calibrating unit8of the defogging device100. When in actual use, the output of the temperature sensor3bor5bis increased (or reduced) by an amount corresponding to the calibration value. In addition, as the temperature sensors3aand5acharacteristically having the same measurement error, for example, large numbers of temperature sensors3aand temperature sensors5aare prepared. Then, there is found a pair of those exhibiting the same temperature value when placed in the same temperature environment. The paired temperature sensors3aand5aare regarded as a pair of temperature sensors characteristically having the same measurement error, and the pair of the temperature sensors may be incorporated in the same defogging device100. While the embodiments of the present invention have been described hereinabove, the embodiments are those that exemplify devices and methods for embodying the technological idea of the present invention, and the technological idea of the present invention does not specify the materials, shapes, structures, arrangements, and the like of components. The technological idea of the present invention can be variously modified within the technological scope defined by the appended claims. REFERENCE SIGNS LIST 1: Temperature sensor2: Infrared sensor3: Surface temperature measuring unit4: Humidity sensor5: Dew point temperature measuring unit6: Fogging/dew condensation determining unit8: Calibrating unit100: Defogging device | 25,425 |
11858316 | It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION The present disclosure is described more fully with reference to the accompanying drawings, in which embodiments of the disclosure are shown. This disclosure may, however, be embodied in many different forms, and should not be construed as being limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those having ordinary skill in the art. The terms “part” and “assembly” used in the specification mean units for processing at least one function or operation, which can be implemented by hardware components, software components, or combinations thereof. Further, it will be understood that terms such as “first” and “second” are only used to distinguish one element from another element. The essence, order, or sequence of corresponding elements are not limited by these terms. The term “entry” used herein below means that a vent assembly is moved upwards into a roof while being maintained in a horizontal state, i.e. parallel to the roof, in the interior of the vehicle. The term “tilting” used herein below means that a vent unit enters the roof of the vehicle such that the depth of entry of one end of the vent unit and the depth of entry of the opposite end of the vent unit are different from each other in a width direction of the vehicle, whereby a plate constituting the vent unit enters the roof so as to be tilted in the width direction of the vehicle. The present disclosure is not limited as to the specific upward inclination direction or upward inclination angle of the vent unit. The roof vent according to the present disclosure is configured to distribute air throughout the interior of the vehicle in the state in which the vent unit enters the roof. The roof vent is configured to distribute air only in a selected region in the state in which the vent unit is tilted. However, the present disclosure is not limited as to the specific ventilation method. FIG.1is a plan view of a roof of a vehicle including a vent device according to an embodiment of the disclosure. As shown in the drawing, the roof vent of the present disclosure includes a roof10and a vent assembly20. At least one vent assembly20may be provided in the roof10. According to the embodiment of the present disclosure, vent assemblies20may be disposed so as to be symmetrical to each other in a width direction of the vehicle. The vent assemblies20may be located at positions corresponding to a driver's seat and a front passenger seat and at positions corresponding to respective rear passenger seats. In one embodiment of the present disclosure, the vent assemblies20may be formed so as to correspond to seats arranged in four rows and may include vent units that correspond to respective passengers. An air-conditioning system (not shown) may be provided in the vehicle in order to heat or cool internal or external air and to introduce or circulate the heated or cooled air into or in the interior of the vehicle. This maintains the indoor temperature at an appropriate level and provides a comfortable riding environment for passengers. The air-conditioning system may include a roof duct, which communicates with a pillar duct and discharges the air-conditioned air, and a floor duct, which is mounted in the floor of the vehicle and discharges the air-conditioned air. The vent assembly20of the present disclosure, which is disposed in the roof10, is configured so as to be fluidically connected to the air-conditioning system of the vehicle via the roof duct. The roof10may include a roof panel (not shown) and a roof lining (not shown). The roof duct may be mounted in the roof panel or may be mounted between the roof panel and the roof lining. The roof duct may serve to uniformly distribute air for cooling or heating to the interior of the vehicle. Further, the air-conditioning system and the roof duct may be configured so as to be fluidically connected to each other via at least one pillar. With reference toFIGS.1and2, the vent assembly20may include at least one vent unit200, which is located in the roof10and which is configured to enter the roof or to be tilted after entering the roof. The vent unit200of the present disclosure may enter the roof such that it is moved upwards while being maintained in a horizontal state, i.e. parallel to the roof10of the vehicle, or may be tilted toward a driver's seat or a passenger seat located in the interior of the vehicle after entering the roof. The vent unit200may allow a large amount of external air (air or wind) to flow into the interior of the vehicle during ventilation. Further, the vent unit200may be opened or closed by a passenger who desires air circulation or who desires to change the indoor atmosphere. In addition, the vent assembly20may include a windless unit21, which is provided between the vent units200. The windless unit21may include at least one fine hole formed therein. When the vent unit200is not being used, the windless unit21may generate weak flow of air introduced through the roof duct mounted in the roof10and may realize indirect blowing of air to the interior of the vehicle. Therefore, even when the vent unit200is not opened or closed, i.e. does not enter the roof or is not tilted after entering the roof, it is possible to selectively diffuse air introduced from the air-conditioning system to a passenger through the windless unit21. The windless unit21of the present disclosure may be located between two vent units200, which are located in the longitudinal direction of the vehicle. Each vent unit200may include a plate, and the plate of the vent unit200may include a fine hole formed therein, like the windless unit. Since the plate of the vent unit200also includes a fine hole formed therein to generate weak flow of air, the vent unit200may realize indirect blowing of air without entering the roof or being tilted. That is, the vent unit200may include at least one fine hole formed therein so as to exhibit the same function as the windless unit21even when the vent unit200does not enter the roof or is not tilted. Thus, even in the state in which the vent unit200does not enter the roof, the vent unit200may perform the same function as the windless unit21through the vent assembly20. FIG.2is a view showing the vent assembly of the roof vent shown inFIG.1. As shown in the drawing, a driving unit300may drive at least one of a first rack unit400or a second rack unit500, which is mounted in the roof10or to one side of the vent assembly20. The driving unit300may be implemented as a motor to rotate at least one of the first rack unit400or the second rack unit500. The first rack unit400may be disposed on the back surface of the vent unit200. One end of the first rack unit400may be connected to the driving unit300to receive a driving force from the driving unit300. The first rack unit400may be operated to cause the vent unit200to enter the roof or to be tilted after entry. One end of the second rack unit500may be connected to the end of the first rack unit400so as to interlock with the first rack unit400. Specifically, the end of the second rack unit500may be in contact with the end of the first rack unit400, which is connected to the driving unit300, whereby the driving force transmitted to the first rack unit400may also be applied to the second rack unit500at the same time. Thus, the second rack unit500may be operated to cause the vent unit200to enter the roof or to be tilted after entry. In other words, the first rack unit400and the second rack unit500interlock with each other, i.e. are rotated together by a single driving unit300. To this end, the end of the first rack unit400and the end of the second rack unit500that face each other may include gear portions (seeFIG.3) that mesh with each other. In one embodiment of the present disclosure, any one of the first rack unit400or the second rack unit500may be connected to one end of the driving unit300such that the driving force of the driving unit300is applied either to the first rack unit400or to the second rack unit500. A first slot600is formed in one end portion of the vent unit200. A first projection410, which is formed at the opposite end of the first rack unit400, which is located adjacent to the driving unit, is inserted into the first slot600so that the opposite end of the first rack unit400moves along the first slot600in a sliding manner. The first slot600may be formed in a horizontal direction, i.e. parallel to the roof10, so as to guide the sliding movement of the first projection410. A second slot700is formed in the opposite end portion of the vent unit200. A second projection510, which is formed at the opposite end of the second rack unit500, is inserted into the second slot700so as to slide along the second slot700in the horizontal direction when the driving force is applied to the first rack unit400. The second slot700may be formed in the horizontal direction, i.e. parallel to the roof10. Thus, when the vent unit200enters the roof, the second projection510may slide from one inner end of the second slot700to the opposite inner end of the second slot700. When the vent unit200is tilted, the first projection410and the second projection510may move away from each other. The first slot600and the second slot700may be formed in the longitudinal direction of the vent unit200. In another embodiment of the present disclosure, the opposite end of the first rack unit400may have a circular shape. The circular-shaped opposite end of the first rack unit400may be engaged with the first slot600so as to move along the first recess600. The opposite end of the second rack unit500may also have a circular shape. The circular-shaped opposite end of the second rack unit500may be engaged with the second slot700so as to move along the second recess700. Further, the circular-shaped end of the first rack unit400and the circular-shaped end of the second rack unit500may be respectively inserted into the first slot600and the second slot700in an interference-fit manner. Furthermore, the first rack unit400and the second rack unit500may be configured so as to rotate a predetermined distance in the width direction of the vent unit200in order to correspond to the tilting operation of the vent unit200. Still further, the first recess600and the second recess700, into which the first rack unit400and the second rack unit500are respectively inserted, may be formed to have an open top surface so that the first rack unit400and the second rack unit500move a predetermined distance in the width direction of the vehicle when the vent unit200is tilted. As shown inFIGS.2and3, the vent unit200may be provided on the back surface thereof with at least one link part210. The link part210may move along a guide slot211, which is formed in the roof10so as to correspond to the link part210. When the vent unit200enters the roof, the link part210may move along the guide slot211. Further, when the vent unit200enters the roof, the link part210may serve to restrict movement of the vent unit200so as to prevent shaking of the vent unit200and maintain and fix the vent unit200in a horizontal state. The guide slot211serves to guide the vertical movement of the link part210. The guide slot211includes a first guide211aand a second guide211b, which are disposed on both sides of the link part210in the width direction of the vent unit200. The guide slot211further includes a stopper212, which is formed at the first guide211ain order to restrict the upward movement of one end of the link part210when the link part210moves vertically. In other words, the end of the link part210that moves upwards vertically along the first guide211acomes into contact with the stopper212formed at the first guide211aand is stopped. The opposite end of the link part210continuously moves upwards vertically along the second guide211b, which has no stopper. Thus, the vent unit200that has entered the roof is tilted toward the side surface of the roof. In other words, the vent unit200that has entered the roof is tilted in a manner such that one end of the vent unit200enters further than the opposite end of the vent unit200. FIGS.3and4are views showing the state in which the vent unit200of the vent assembly enters the roof. As shown in the drawings, when the vent unit200enters the roof, the first rack unit400is coupled to the first slot600. The first projection410moves along the first slot600in the longitudinal direction of the vent unit200. Further, the second projection510of the second rack unit500moves along the second slot700in the direction away from the first projection410. Furthermore, when the first projection410and the second projection510move away from each other, the at least one link part210moves along the guide slot211in the upward direction of the vehicle. The vent unit200enters the roof while being maintained parallel to the roof. In other words, when the vent unit200enters the roof, the first projection410of the first rack unit300moves along the first slot600. The second projection510of the second rack unit500moves along the second slot700in the direction away from the first projection410. Further, the first projection410, the second projection510, and the link part210move in an interlocking manner in accordance with the upward vertical movement of the vent unit200. As shown inFIG.4, when the first projection410and the second projection510are respectively located at the end of the first slot600and the end of the second slot700that are most distant from each other in the longitudinal direction, the vent unit200completely enters the roof. Further, when the link part210moves along the guide slot211in the vertical direction of the vehicle, one end of the link part210is stopped by the stopper212formed at the first guide211a. This enables the tilting operation of the vent unit200. FIG.5shows the coupling relationship between the guide slot211and the link part210according to an embodiment of the present disclosure. As shown in the drawing, when the link part210moves along the guide slot211in the vertical direction of the vehicle, one end of the link part210, which faces the first guide211a, is stopped by the stopper212formed at the first guide211a. On the other hand, the opposite end of the link part210, which faces the second guide211b, which has no stopper, moves to the upper end of the guide slot211. This realizes the tilting operation of the vent unit200. The tilting angle of the vent unit200may be set by the inclination of the link part210. Furthermore, at least one link part210may include a plurality of link parts210, which are spaced apart from each other with respect to the driving unit300in the longitudinal direction. A plurality of guide slots211may be formed so as to correspond to the link parts210. The stopper212may be disposed in a guide slot211that is distant from the center of the interior of the vehicle so that the end of the vent unit200that is close to the center of the interior of the vehicle enters the roof further than the opposite end of the vent unit220. The depth of entry of the end of the vent unit200into the roof may vary depending on the setting. Thus, one end of the vent unit200, which has a larger depth of entry, receives a large amount of air from the roof duct and a strong wind is discharged through the other end of the vent unit200, which has a smaller depth of entry. In other words, the intensity of the wind discharged through the end of the vent unit200that is located adjacent to the stopper is increased. In other words, the intensity of the discharged wind and the direction in which the wind is introduced into the interior of the vehicle may vary depending on the angle by which the vent unit200is tilted. In addition, the roof vent may further include a position sensor900for detecting the position of a passenger and a controller1200for controlling the entry or tilting operation of the vent unit200in accordance with the position of the passenger. Further, according to an embodiment of the present disclosure, the controller1200may receive measured temperature values from an external air temperature sensor (not shown) and an indoor temperature sensor (not shown) of the vehicle. The controller1200may also perform the entry or tilting operation of the vent unit200in accordance with the received temperature values and may control the amount of air that is discharged through the vent unit200. Furthermore, according to an embodiment of the present disclosure, the controller1200may detect the position of the passenger using the position sensor900and may determine whether air-conditioning in the interior of the vehicle is necessary using the external air temperature sensor and the indoor temperature sensor of the vehicle. In other words, the controller1200may receive the measured values and may control the operation of the vent unit200based on the received measured values. In addition, the controller1200may include an illumination unit (not shown), which includes a brightness sensor (not shown) for sensing the brightness in the interior of the vehicle when a passenger rides in the vehicle and which includes an illumination sensor (not shown) for turning light on/off in accordance with the brightness. The position sensor900may be mounted in a seat to detect the position of a passenger. When a passenger sits on the seat, the controller1200may determine whether to perform the entry operation or the tilting operation of the vent unit200in accordance with the sitting position of the passenger. In other words, the controller1200may control the operation of the vent unit200in consideration of factors, such as the indoor temperature of the vehicle, the outdoor temperature, and a user's request. When the vent unit200enters the roof, the vent unit200may cause air to be uniformly introduced into the interior of the vehicle in accordance with a user's request irrespective of the sitting position of a passenger. Further, when the vent unit200is tilted after entering the roof, the vent unit200may cause a larger amount of air to flow to a selected region than to other regions in accordance with the sitting position of the passenger. The controller1200may perform control such that the vent unit200enters the roof in order to uniformly introduce air into the interior of the vehicle through the vent unit200and such that the vent unit200is tilted after entry in order to cause a larger amount of air to flow to a selected region in accordance with the position of the user or a user's request. In order to increase the amount of air discharged so as to realize the intensive flow of air to a selected region, the stopper212of the present disclosure is disposed on the side surface of the guide slot211that is close to the region to which air intensively flows. Thus, the end of the vent unit200that has a smaller depth of entry is disposed close to the region to which air intensively flows. The end of the vent unit200that has a larger depth of entry is disposed distant from the corresponding region. As a result, the intensity of wind that is discharged to a region located close to the end of the vent unit200that has a smaller depth of entry may increase. Further, according to an embodiment of the present disclosure, since the controller1200includes the roof vent and the illumination unit, which interlock with the position sensor900, the controller1200may perform control so as to turn on the light in the region in which a passenger is present and to cause the opposite end of the vent unit200that faces the passenger to further enter the roof. FIG.6is a view showing a roof vent according to another embodiment of the present disclosure. A vent unit200is tilted after entering the roof using at least one fixing part, which is disposed so as to be offset from the central axis in the longitudinal direction of the vent unit200. The at least one fixing part may include a plurality of fixing parts800, which are disposed so as to be offset from the central axis in the longitudinal direction of the vent unit200. The fixing part800may be offset from the central axis in the longitudinal direction of the vent unit200and may be spaced apart from the surface of the roof by a predetermined distance in the height direction of the vehicle. Thus, the vent unit200enters the roof after moving the predetermined distance. The side of the vent unit200that is located opposite the fixing part800(i.e. the side of the vent unit200at which the fixing part is not located) enters the roof further than the opposite side of the vent unit200. The roof vent may further include a first slot600and a second slot700, which are formed in the back surface of the vent unit200, and a first rack unit400and a second rack unit500, which are respectively engaged with the first slot600and the second slot700. The end of the first rack unit400and the end of the second rack unit500, which are respectively engaged with the first slot600and the second slot700, may be formed so as to have a circular-shaped cross-section. Thus, when the vent unit200is tilted by the fixing part800, the circular-shaped ends of the rack units400and500, which are engaged with the corresponding slots600and700, may move a predetermined distance in the width direction of the vent unit200. In other words, the upward movement of one side of the vent unit200in the width direction thereof is restricted to a predetermined extent by the fixing part800. The opposite side of the vent unit200in the width direction thereof is allowed to move further upwards. Thus, the circular-shaped ends of the rack units400and500may rotate without interfering with the slots600and700in the width direction in accordance with the inclination of the vent unit200. The depth of entry of one side of the vent unit200is restricted by the fixing part. The depth of entry of the opposite side of the vent unit200is greater than that of the one side of the vent unit200, whereby the vent unit200is tilted in the width direction of the vehicle. FIG.7is a view showing a roof vent according to a further embodiment of the present disclosure. A rotary gear1000is provided as a driving unit and a rack gear1100is secured to the back surface of a vent unit200in order to convert the rotary force of the driving unit into a vertical driving force. As shown in the drawing, the rack gear1100is secured to the back surface of the vent unit200and extends in the direction perpendicular to the roof. The rack gear1100meshes with the rotary gear1000, which is configured to be rotated by the driving unit. The rotary gear1000serves to cause the vent unit200to enter the roof in response to a user's request. In addition, the roof vent may further include at least one link part210, which is disposed in the longitudinal direction of the vent unit200and is secured to the back surface of the vent unit200. The roof vent may also include guide grooves211, which are formed in both side surfaces of the vent assembly in order to receive at least a portion of the link part210. When the vent unit200enters the roof, the link part210may move simultaneously therewith and the guide grooves211may serve to guide the upward movement of the link part210. The roof vent may further include a stopper212, which is formed at one of the guide grooves211. Thus, when the vent unit200enters the roof, the side of the vent unit200that is adjacent to the stopper212is tilted in the downward direction of the vehicle. As a result, the vent unit200is tilted in the width direction of the vehicle. According to still another embodiment of the present disclosure, the roof vent may further include a fixing part800, which is disposed on at least one end in the longitudinal direction of the vent unit200and is disposed so as to be offset from the central axis in the longitudinal direction of the vent unit200. Thus, the side of the vent unit200that is adjacent to the fixing part800may be tilted further downwards than the opposite side of the vent unit200. As is apparent from the above description, the present disclosure provides a roof vent that is capable of adjusting an airflow direction so that air is introduced, not only into a region corresponding to the mounting position of the roof vent, but also into a region distant from the mounting position of the roof vent. This selectively enables uniform introduction of air into the interior of the vehicle or concentration of airflow in a desired direction. In addition, since the roof vent is configured to be tilted, it is possible to allow air to flow to a selected position or to a selected passenger. In addition, since the roof vent is configured to perform an entry or tilting operation in the interior of the vehicle, it is possible to introduce a larger amount of air into the interior of the vehicle than a roof vent configured to perform an entry or tilting operation outside the vehicle. The above description is illustrative of the present disclosure. Further, the above disclosure is intended to illustrate and explain the embodiments of the present disclosure. The present disclosure may be used in various other combinations, so modifications, and environments. In other words, the present disclosure may be changed or modified within the scope of the concept of the embodiments disclosed herein, within the equivalent scope of the disclosure, and/or within the skill and knowledge of the art. The described embodiments illustrate the best state of the art to implement the technical idea of the present disclosure. Various changes may be made thereto as demanded for specific applications and uses of the present disclosure. Accordingly, the above description is not intended to limit the present disclosure to the embodiments. Further, the appended claims should be construed as encompassing such other embodiments. | 26,653 |
11858317 | DETAILED DESCRIPTION FIG.2shows a typical four-door vehicle200, with windows210and220in the left side doors. These windows may be raised and lowered by a manual or electric mechanism, as indicated by arrows230and240. Lowering a window causes the glass to retract within the door (between the inner and outer surfaces thereof) and exposes the top edge of the window. When closed, the top edge (as well as the fore and aft edges) of a window are secured in a channel in the door structure that frames the window. When a window is partially opened, the upper part of the glass is still visible in the lower part of the window frame. If a window can be fully opened, the entire window glass will be lowered into the space between inner and outer door surfaces, below a “sill” across the bottom of the window opening at the top of the door. FIG.1shows a similar vehicle100, where the front and rear side windows (110,120) have been partially lowered, and vented window shades according to embodiments of the invention130and140have been secured into the open areas above the top edges of the windows. Each embodiment is shaped similarly to the top portion of the window, so that the embodiment fills the opening left by partially lowering the window glass. The upper, fore and aft edges of each embodiment are sized and shaped to fill the door frame channels that hold the corresponding edges of the window glass when the windows are fully raised. The lower edges of each embodiment comprise channels that are sized and shaped similarly to the upper door channels. The channels in the embodiments accept the top edge of the corresponding window, so that when the embodiment is inserted and the window raised to meet the embodiment's lower edge, the top edge of the window glass is secured to the bottom edge of the embodiment, and the window mechanism urges the glass and embodiment securely into the door frame channels, thus closing the area of the door's window frame that would otherwise be open. Each embodiment of the invention (130,140) comprises at least one louver or vent opening, as well as other features described below. These vent openings allow air to pass between the vehicle interior and exterior. FIG.3shows an exterior plan view of an embodiment of the invention. Embodiments are generally rectangular, but vehicle windows may be trapezoidal or parallelograms, and embodiments for those vehicles are shaped similarly. The upper edge of the embodiment has a curve310that matches the upper edge of the window of the corresponding vehicle. The upper edge of the window can be urged against the lower edge of the embodiment (note similar curve320). A flap330at the bottom of the embodiment rests outside the window glass along the top edge. The embodiment may be viewed as a substantially planar structure300(this may have a slight curvature, similar to the curvature of the vehicle's window glass). The peripheral outline is similar to the shape of the vehicle's window glass. The fore and aft side edges (340,350) are generally parallel. These edges (340,350) and the upper edge (360) rest in channels in the vehicle's door when the embodiment is installed. These same door channels normally accept the edges of the window glass when the window is fully closed. Extending out from the exterior surface300are a plurality of louvers or vents,370&380. The lower sides of the vents are open (375,385) and allow air to pass between the vehicle interior and exterior. The embodiment is preferably made of an opaque material, to provide shade and privacy. The outer surface may be a light color or reflective to reduce solar heating of the vehicle interior. Opaque vents may also be helpful to reduce sunlight intrusion and glare even during driving, provided that the windows where they are installed may be occluded without compromising driving safety. FIG.4shows an edge view of the same embodiment, looking from the aft edge350toward the forward edge340. The triangular profiles of the louvers370and380are apparent in this view. In addition, the flap330that rests outside the window glass, and another flap430that rests inside the window glass, may be seen. The upper edge of the window glass is held between these flaps, in the gap at433. The louvers are angled down, with the openings on the lower portion of the triangular shape. This “hooded” shape helps keep precipitation that strikes the embodiment from entering the vehicle through the openings. FIG.5shows another view of the same embodiment. Here, the openings375and385at the lower ends of the louvers may be seen. FIG.6shows the surface of the embodiment that faces the inside of the vehicle when the embodiment is installed. In this view, openings675and685are visible. These communicate with exterior openings375and385to allow air in and out of the vehicle. In a preferred embodiment, these openings are covered with a mesh to exclude insects and other objects. FIG.7is an exploded view of an embodiment. An embodiment may efficiently be formed as a laminate of two principal layers: an exterior panel710comprising features similar to those described earlier: vent louvers770and780, and a flap730to secure the external panel against the top edge of the window glass. The second principal layer of the laminate is an interior panel720. This may be a simple, mostly planar panel with vent openings775&785formed therein. A mesh layer (not shown here) may be interposed between the laminate layers. FIG.8is a cross-section of a laminate as described above. The exterior panel810may be constructed efficiently by vacuum forming of a plastic material. The interior panel820may be a simple die-cut sheet part (no forming is necessary; the intrinsic flexibility of the sheet material may permit the formation of a suitable curved surface resembling the curved window glass). A mesh830may be laminated between the exterior panel810and the interior panel820. FIG.9outlines a manufacturing method to produce embodiments of the invention. First, a sheet material is heated and formed into the shape of the desired exterior profile, including louvers and other features (910). Vacuum forming is a preferred method of producing this part. When the part is removed from the mold, it is trimmed and vent openings are cut (920). A length of mesh material is cut to shape (930). The interior panel is cut (including the peripheral outline and openings corresponding to the exterior louvers (940). Finally, the separate parts (layers or “plies”) are laminated into a finished product using heat, adhesive, ultrasonic welding, or another suitable technique (950). In some embodiments, the “lamination” may be reversible: the layers may be joined by screws, fasteners, snaps or other structures. In such an embodiment, the layers may be disassembled, for example to replace a damaged mesh layer. Different embodiments may be provided with finer or coarser meshes, according to the sorts of insects it is desired to exclude. FIG.10shows an embodiment comprising a passthrough opening having a dish shape1010. This feature allows water to be poured into the exterior portion of the dish, and be reached by an animal present in the interior of the vehicle. Providing this feature permits passers-by to give water to animals that may be experiencing thermal distress within the vehicle. Without such a feature, passers-by might be obliged to call emergency services or break a window to assist an animal inside. FIG.11shows an embodiment comprising a solar powered fan1110to improve air circulation. Solar cells to provide energy for the fan may be disposed on an exterior surface of the embodiment. Paired embodiments may operate the fans in opposite directions, so that fresh air is urged into the vehicle through an embodiment on one side, while stale, heated air is extracted through an embodiment on the other side of the vehicle. An embodiment comprising a fan may be viewed as an active ventilation device or system. To allow passers-by to understand its function and capability, an externally-visible thermometer may be provided on a vent to indicate the temperature inside the vehicle. FIG.12shows an embodiment1200where the louvered panel1210is constructed so that it can flip up along a hinge line, as indicated by arrow1220. In this embodiment, the peripheral edges of the panel (e.g. at1230) are still captured by the door channels for the window glass, and the bottom edge of the embodiment1240mates with the top edge of the window glass to secure the embodiment in the window frame. The flip-up panel1210can be opened to allow larger objects to pass through without removing the vented panel from the window opening. The flip-up panel may comprise a mechanical latch to prevent its being opened from the exterior of the vehicle. FIG.13shows another embodiment1300where one vent louver has been replaced with a simple opening1310having a sliding door1320. The simple opening, like the flip-up panel inFIG.12, can allow larger objects to pass through the vented panel. FIG.14shows a representative vehicle window1410(i.e., the shape of the piece of glass that forms the window). The upper part1420(above the door windowsill at about1430) fits in a channel formed around the door frame. The lower portion of the window1440, including an opening, connection feature or similar structure at1450to interface with a window opening and closing mechanism, is concealed within the door. An embodiment of the invention,1460, is shaped almost identically to the upper portion1420of the window glass1410. In particular, the upper, fore and aft edges, shown along dashed line1470, are the same shape and thickness as the corresponding portion of the window. The lower edge of embodiment1460has a shape complementary to the upper edge of the window glass (see at1480), so that the upper edge of the window glass can push the embodiment of the invention securely into the door channels when the window glass is raised from its lowest position. As discussed above, a channel or flap along the lower edge of the embodiment accepts the upper edge of the window glass, and raising the window glass pushes the inventive ventilation panel into the door channels. When so arranged, the ventilation panel cannot be removed from its position without substantially deforming the panel or damaging the vehicle—it is “locked” in place. In a particular implementation, a removable window vent for a vehicle comprises a generally rectangular, planar sheet having two roughly parallel vertical edges and a roughly horizontal upper edge, said roughly horizontal upper edge having a convex curvature; a roughly horizontal lower edge having a concave curvature similar to the convex curvature; a channel formed in the roughly horizontal lower edge, said channel to accept an upper edge of a window of the vehicle; two generally parallel horizontal louvers having triangular profiles formed on an outer surface of the generally rectangular planar sheet, said two generally parallel horizontal louvers extending substantially all of a width of the generally rectangular planar sheet, a lower surface of each of the two generally parallel horizontal louvers having openings therein; two generally parallel rectangular openings formed on an inner surface of the generally rectangular planar sheet, said two generally parallel rectangular openings aligned to permit air to flow therethrough and through the openings in the lower surface of each of the two generally parallel horizontal louvers; and mesh to cover each of the two generally parallel rectangular openings formed on the inner surface of the generally rectangular planar sheet. The applications of the present invention have been described largely by reference to specific examples and in terms of particular arrangements of features. However, those of skill in the art will recognize that vehicle ventilation panels can also be produced by software and hardware that distribute the functions of embodiments of this invention differently than herein described. Such variations and implementations are understood to be captured according to the following claims. | 12,164 |
11858318 | DETAILED DESCRIPTION Shading of side and rear windows may be advantageous to occupants of a vehicle for additional privacy, preventing others in neighboring vehicles from seeing the occupants of the vehicle. Additionally, shading of side and rear windows may reduce an amount of solar radiation entering and warming the interior of the vehicle or may reduce sun load upon the interior of the vehicle. Such a reduction in sun load may make occupants of the vehicle more comfortable and may result in energy savings by reducing workload upon a vehicle air conditioning system. A power shade control system is disclosed. A power window shade is a device that is capable of selectively extending a shade over a window surface and selective retracting the shade from the window surface. A power window shade may be a shade film. A shade film may be a paper-thin, flexible, polymerized sheet that may be spooled upon a spinning axle when the polymerized sheet is retracted from the window surface. A shade film may be a film applied and adhered to a first panel of glass which may be selectively extended and retracted in addition to or in the alternative to a second panel of glass without the film. A power window shade may alternatively be translucent or opaque mechanical shade including a plurality of slats that may be selectively deployed or rotated to change an amount of light that may pass through the mechanical shade. A control scheme or method is additionally disclosed. In one embodiment, the power window shade may be deployed when a corresponding window is closed. For example, if a side rear window is closed, a corresponding power window shade disposed upon or near the side rear window may be deployed over the side rear window and retracted as desired. If the side rear window is open and a request to deploy the power window shade is monitored, the control method may override the request to deploy the power window shade or may first command that the rear side window be closed. In one embodiment, an audio or display output may be generated explaining why a request to deploy the power window shade was overridden. The control method may additionally or alternatively include controlling a power window shade based upon operation of the vehicle, for example, to improve visibility for a driver of the vehicle. For example, a power window shade corresponding to a back glass window of the vehicle may be controlled to be retracted if the vehicle is placed in a reverse transmission setting. A back glass window may include a rear window, a rear quarter panel window, and/or a rear side window. In another example, a power window shade corresponding to a rear side window and/or a power window shade corresponding to a rear quarter panel window may be retracted based upon an indicated desire to change lanes or a navigational route entered into a navigational system that indicates a lane change is likely or imminent. In these ways, a power window shade may be retracted to improve visibility based upon operation or likely operation of the vehicle. Further, the power window shades may be controlled based upon an orientation of the vehicle in relation to the sun. A sun position or incident angle of sunlight relative to the vehicle may be determined by a solar sensor utilized in the art. The power window shades may be deployed when the vehicle is oriented such that sunlight may shine directly into the corresponding window, and the power window shades may be retracted when the vehicle is oriented such that sunlight may not shine directly into the corresponding window. In another embodiment, the power window shades may be deployed or retracted based upon monitored data related to time of day, weather, and ambient light levels. The power window shades may be controlled based upon data collected from a camera device disposed upon the vehicle. For example, an image from the camera device may be analyzed to determine that a neighboring vehicle directly behind the vehicle has high beam headlights activated, and, based upon the analysis, commanding a power window shade corresponding to a rear window of the vehicle to deploy to avoid the high beam headlights from distracting the driver of the vehicle. FIG.1schematically illustrates an exemplary vehicle10including a power shade control system110. The vehicle10includes a front side window20, a rear side window22, a rear quarter panel window24, and a rear window26. The front side window20may be kept without a power shade to maintain maximum visibility for a driver of the vehicle. The power shade control system110includes a power shade controller30, a rear side window shade40, a rear quarter panel window shade44, and a rear window shade46. The power shade controller30is a computerized device including a computerized processor and is operable to provide electronic commands and/or power to a plurality of electric machines or electric motors operable to control each of the rear side window shade40, the rear quarter panel window shade44, and the rear window shade46. The rear quarter panel window shade44includes a power shade electric machine42operable to selectively raise and lower the rear quarter panel window shade44. The power shade controller30may monitor inputs from a number of sources, including but not limited to input control surface12provided to the driver, input control surface14provided to a rear seat passenger, camera/light sensor device50, and vehicle navigation controller60. Each of the rear side window22, the rear quarter panel window24, the rear window26, the rear side window shade40, the rear quarter panel window shade44, and the rear window shade46may include an electronic sensor or sensors providing data related to a status of the respective window or power shade (open/closed or deployed/retracted.) The sensors associated with the windows may be described as window status sensors. The sensors associated with the power shades may be described as power shade status sensors. Vehicle10further includes a transmission state sensor operable to generate data related to whether or not the transmission of the vehicle is in reverse. The rear side window shade40is one of two rear side window shades for the vehicle10. The rear quarter panel window shade44is one of two rear quarter panel window shades for the vehicle10. Other vehicles, such as a sport utility vehicle, a van, or a limousine may include additional windows. The system and method disclosed herein may include a number of windows or window configurations, and the disclosure is not intended to be limited to the examples provided herein. A dashed line box illustrates an aspect of vehicle10illustrated inFIG.2herein. The rear side window shade40is illustrated as a shade film that may be a paper-thin, flexible, cloth or polymerized sheet that may be spooled upon a spinning axle when the cloth or polymerized sheet is retracted from a surface of the rear side window22. The rear window shade46is illustrated as a mechanical shade including a plurality of slats that may be selectively deployed or rotated to change an amount of light that may pass through the mechanical shade. The rear quarter panel window shade44is illustrated as a glass pane including shading which may be deployed or retracted separately from the rear quarter panel window24, which may be a fixed closed panel. The rear side window shade40, the rear quarter panel window shade44and the rear window shade46are provided as examples of deployable window shades that may be controlled by power shade controller30. Other types or configurations of power shades may be utilized within power shade control system110, and the disclosure is not intended to be limited to the examples provided herein. FIG.2schematically illustrates in an in-vehicle side sectional view the rear side window22and the rear side window shade40. The rear side window22may be operable to close by moving in an upward direction and open by moving in a downward direction. The rear side window shade40may be operable to deploy by moving a shaded film sheet41in a downward direction and to retract by spooling the shaded film sheet41around a shaft located within spool unit73. Torque may be provided within the spool unit73to retract and spool the shaded film sheet41with a torsional spring. In the example ofFIG.2, an electric machine72is provided to provide torque within the spool unit73to selectively retract and spool the shaded film sheet41within the spool unit73. The shaded film sheet41may include a rod74attached along a bottom edge. The rod74may be attached to one or more side belts76. The side belts76may be located within metallic door structural members along the vertical sides of the rear side window22. Two side belts76are illustrated, each receiving torque from one of electric machine70A and electric machine70B. Through torque applied by electric machine72, electric machine70A, and electric machine70B, the shaded film sheet41may be selectively deployed and retracted. Additionally, the shaded film sheet41may additionally be kept taught and free of wrinkles. The shaded film sheet41is flexible and able to be spooled within the spool unit73. Such a flexible film sheet may be delicate or easily torn if exposed to wind or precipitation entering through an open window. A control method disclosed herein may include allowing a retracted shaded film sheet41to be deployed when the rear side window22is already closed. In one embodiment, a user input directed to deploy the shaded film sheet41may automatically include a preemptive electronic command to close rear side window22before electronically commanding the shaded film sheet41to deploy. Similarly, a user input directed to open a closed rear side window22may include a preemptive electronic command to automatically retract a deployed shaded film sheet41before electronically commanding the rear side window22to open. FIG.3schematically illustrates in an in-vehicle front sectional view the rear side window22and the rear side window shade40. The rear side window shade40includes the spool unit73, the shaded film sheet41, and the rod74. The rear side window22is illustrated, including power window electric machine86operable to raise and lower the rear side window22. Door structure80is illustrated including metallic structural members around the rear side window22. Weather stripping84is illustrated sealing along a top and bottom surface of the rear side window22. The film sheet41is illustrated partially deployed along an inner surface of the rear side window22. FIG.4schematically illustrates in an in-vehicle front sectional view the rear quarter panel window24and the rear quarter panel window shade44. The rear quarter panel window24is illustrated including power window electric machine90which is operable to selectively raise and lower the rear quarter panel window24. The rear quarter panel window shade44is illustrated including the power shade electric machine42which is operable to selectively raise and lower the rear quarter panel window shade44. The rear quarter panel window24may be constructed of glass in the art used to make vehicular glass. The rear quarter panel window shade44may be constructed of glass, a polymer, or other transparent or translucent material appropriate for use in a vehicle passenger compartment. The rear quarter panel window shade44may include a shading agent distributed throughout the material of the rear quarter panel window shade44. In another embodiment, the rear quarter panel window shade44may include a shaded film upon a surface of an otherwise clear material such as glass. In one embodiment, a rear quarter panel window24may be fixed in a closed state. The disclosed shade types may be used to cover such a fixed closed rear quarter panel window24. In another embodiment, both the rear quarter panel window24and the rear quarter panel window shade44may be controlled into lowered positions in order for the window to be open and permit fresh air from outside the vehicle to enter the passenger compartment. In one embodiment, the rear quarter panel window shade44may be controlled to be in a raised, closed position if the rear quarter panel window24is already in a raised, closed position. In such an embodiment, a control method may include, upon receiving a user input directed to raise the rear quarter panel window shade44may automatically include a preemptive electronic command to raise the rear quarter panel window24before electronically commanding the rear quarter panel window shade44. In another embodiment, the rear quarter panel window24may to controlled to be in a lowered, open position if the rear quarter panel window shade44is already in a lowered, open position. In such an embodiment, a control method may include, upon receiving a user input directed to lower the rear quarter panel window24may automatically include a preemptive electronic command to lower the rear quarter panel window shade44before electronically commanding the rear quarter panel window24. The door structure80is illustrated including metallic structural members around the rear quarter panel window24. The weather stripping84is illustrated sealing along a top and bottom surface of the rear quarter panel window24and along a top and bottom surface of the rear quarter panel window shade44. Weather stripping85is illustrated sealing against an inner surface of the rear quarter panel window24and against an outer surface of the rear quarter panel window shade44. In one embodiment, a structural element88is provided between the rear quarter panel window24and the rear quarter panel window shade44to provide for mounting the weather stripping85along a bottom surface of the rear quarter panel window24and the rear quarter panel window shade44between the window and the shade. In one embodiment, the weather stripping84is operable to seal against weather stripping85when either the rear quarter panel window24and the rear quarter panel window shade44are in the lowered, open positions, such that either the rear quarter panel window24and the rear quarter panel window shade44may be selectively open and closed and precipitation may be prevented from entering the door panel between the weather stripping seals. In another embodiment, weather stripping may be provided for the outer panel, the rear quarter panel window24, based upon the control method requiring that the rear quarter panel window shade44may be in the raised, closed position when the rear quarter panel window24is also in the raised, closed position. In such an embodiment, precipitation is blocked from entering the door panel or the passenger compartment by the weather stripping provided against the rear quarter panel window. FIG.5schematically illustrates an in-vehicle side cross sectional view the rear window26and the rear window shade46. The rear window26is illustrated including a first panel of glass27and a second panel of glass28. The rear window shade46is illustrated including a plurality of rotatable shutter devices49including a plurality of flat panes47. The rotatable shutter devices may include shaded, translucent, or opaque materials. The rotatable shutter devices49may be controlled by one or more electric machines. Based upon rotation of the rotatable shutter devices49and the associated resulting angles of the flat panes47, various degrees of shading may be accomplished by the rear window shade46. FIG.2illustrates the shade film41which may selectably deployed or retracted to control shading of the rear side window22.FIG.4illustrates the rear quarter panel window shade44which may be selectably raised or lowered to control shading of the rear quarter panel window24.FIG.5illustrates the rear window shade46which includes a plurality of mechanical shades that may be manipulated to control shading of the rear window26. The shade film41, the rear quarter panel window shade44, and the rear window shade46are provided as examples of shade devices that may be electronically controlled to control a shade level for a particular window. The different types of shade devices may be utilized in a vehicle window, the control method disclosed herein may be utilized with an electronically controllable window shade, and the disclosure is not intended to be limited to the examples provided herein. FIG.6schematically illustrates an exemplary power shade control system110including the power shade controller30, the rear side window shade40, the power shade electric machine42, and the rear window shade46. A bus communication device100is illustrated providing for electronic communication between the attached devices. The power shade controller30, the rear side window shade40, the power shade electric machine42, and the rear window shade46are each connected to the bus communication device100. Additionally, the input control surface12, the camera/light sensor device50, and vehicle navigation controller60are additionally connected to the bus communication device100. In one embodiment, input control surface14ofFIG.1may additionally be connected to the bus communication device100. The power shade controller may receive data signals through the bus communication device100regarding information such as window position status, shade position status, user inputs, light levels, visual data from the camera/light sensor device50, and data from the vehicle navigation controller. The power shade controller may generate and communicate electronic commands through the bus communication device100to the various devices attached to the bus communication device100. Various computerized controllers may be utilized within the disclosed system to operate the disclosed process. Computerized controllers may include a computerized device including a computerized processor including memory capable of storing programmed executable code. A computerized controller may be operated upon a single computerized device or may span several computerized devices.FIG.7schematically illustrates the power shade controller30. Power shade controller30includes processing device210, communications device220, data input output device230, and memory storage device240. It is noted that power shade controller30may include other components and some of the components are not present in some embodiments. The processing device210may include memory, e.g., read only memory (ROM) and random-access memory (RAM), storing processor-executable instructions and one or more processors that execute the processor-executable instructions. In embodiments where the processing device210includes two or more processors, the processors may operate in a parallel or distributed manner. Processing device210may execute the operating system of the power shade controller30. Processing device210may include one or more modules executing programmed code or computerized processes or methods including executable steps. Illustrated modules may include a single physical device or functionality spanning multiple physical devices. In the illustrative embodiment, the processing device210also includes power window and shade control module212, user input control scheme module214, and automatic reaction scheme module216, which are described in greater detail below. In one example, automatic reaction scheme module216including programming to automatically react when the vehicle transmission is put into a reverse gear by retracting the plurality of shades associated with back glass windows in the vehicle. The data input output device230is a device that is operable to take data gathered from sensors and devices throughout the vehicle and process the data into formats readily usable by processing device210. Data input output device230is further operable to process output from processing device210and enable use of that output by other devices or computerized controllers throughout the vehicle. The communications device220may include a communications/data connection with a bus device configured to transfer data to different components of the system and may include one or more wireless transceivers for performing wireless communication. The memory storage device240is a device that stores data generated or received by the power shade controller30. The memory storage device240may include, but is not limited to, a hard disc drive, an optical disc drive, and/or a flash memory drive. Power window and shade control module212includes programmed code operable to gather information about and provide control commands to electric machines and/or other electronic devices controlling power windows and power shades throughout the vehicle. Based upon data or commands generated by the user input control scheme module214and the automatic reaction scheme module216, the power window and shade control module212may command selectable movement of the power windows and power shades throughout the vehicle. User input control scheme module214includes programmed code operable to receive and process information related to users providing inputs to input controls within the vehicle, for example, to input control surface12or input control surface14. User input control scheme module214may further include programming to implement control schemes describe herein related to generating preemptive related commands. For example, the control schemes may command a window to close prior to deploying a corresponding window shade. In another example, the control schemes may command a shade to be retracted prior to commanding the corresponding window to open. Automatic reaction scheme module216includes programmed code operable to receive and process information from various sources and employ disclosed control schemes related to power shades automatically responding to inputs. For example, the control schemes may automatically retract a rear window shade when the vehicle is put into a reverse transmission setting. In another example, a position of the sun in relation to the vehicle may be monitored, and the power shades may be deployed or retracted based upon whether the corresponding windows face the sun. In another example, an ambient light level may be monitored and compared to a threshold light level, and the power shades may be automatically deployed or retracted based upon the comparison. In another example, a presence of other vehicles in traffic may be monitored through a camera device, light detection and ranging (LIDAR) device, or other similar device, and the shades may automatically be deployed for increased privacy if the traffic density exceeds a threshold traffic density or if one of the other vehicles stays close to the vehicle for more than a threshold time. Power shade controller30is provided as an exemplary computerized device capable of executing programmed code to execute control schemes related to control of power shades and corresponding power windows. Several different embodiments of power shade controller30, devices attached thereto, and modules operable therein are envisioned, and the disclosure is not intended to be limited to examples provided herein. FIG.8is a flowchart illustrating a method300for vehicular power shade control. The method300starts at step302. At step304, data from vehicle sensors are monitored related to control of power shades in the vehicle. The data may be related to a current power window open/closed status, a current power shade deployed/retracted status, a current vehicle transmission setting, a planned navigational route, an ambient light level, a sun location in relation to the vehicle, presence of other vehicles in traffic, and other similar data. At step306, data collected in the step306is compared to at least one threshold data value, and a determination is made based upon the comparison. In one embodiment, the comparison includes comparing a current vehicle transmission setting to a reverse transmission setting. In another embodiment, the comparison includes comparing a current vehicle location to a threshold distance from a planned lane change upon a planned navigational route. In another embodiment, the comparison includes comparing a current traffic density in a driving environment neighboring the vehicle to a threshold traffic density. In another embodiment, the comparison includes comparing an ambient light level to a threshold ambient light level. In another embodiment, the comparison includes comparing a sun location in relation to the vehicle to threshold relative angles for a particular window of the vehicle. Several different types of data may be compared to threshold values, and the disclosure is not intended to be limited to the particular examples provided herein. If the comparison of the step306indicates that the data collected in step304meets or exceeds the threshold value, the method proceeds to step308, where a power shade is controlled based upon the comparison. If the comparison at step306indicates that the data collected in step304does not meet or exceed the threshold value, the method proceeds to step310, where power shade settings are maintained. At step312, a determination is made whether the method is to be continued. If the method is to be continued, the method returns to step304where data continues to be monitored. If the method is not to be continued, the method advances to step314, where the method ends. Several additional or alternative method steps are envisioned, and the disclosure is not intended to be limited to the examples provided herein. FIG.9is a flowchart illustrating a method400for vehicular power shade control. The method400starts at step402. At step404, data related to a current power window open/closed status, a current power shade deployed/retracted status, and a current user input command are monitored. At step406, a current user input command is compared to a threshold command to open a window. If the current user input command is determined to indicate a command to open a window including a corresponding power shade, the method advances to step408. If the current user input command is determined to not indicate a command to open a window including a corresponding power shade, the method advances to step414. At step408, a determination is made whether the corresponding power shade is in a retracted state. If the corresponding power shade is in a retracted state, the method advances to step412. If the corresponding power shade is not in a retracted state, the method advances to step410where the corresponding power shade is commanded to retract and the method advances to step412. At step412, the command to open the window is generated, and the method advances to step422. At step414, a current user input command is compared to a threshold command to deploy a power shade. If the current user input command is determined to indicate a command to deploy the power shade, the method advances to step416. If the current user input command is determined to not indicate a command to deploy the power shade, the method advances to step422. At step416, a determination is made whether a window corresponding to the power shade to be deployed is closed. If the window is closed, the method advances to step420. If the window is not closed, the method advances to step418where the window is commanded to close and the method advances to step420. At step420, the command to deploy the power shade is generated, and the method advances to step422. At step422, a determination is made whether the method is to be continued. If the method is to be continued, the method returns to step404where data continues to be monitored. If the method is not to be continued, the method advances to step424, where the method ends. Several additional or alternative method steps are envisioned, and the disclosure is not intended to be limited to the examples provided herein. While the best modes for carrying out the disclosure have been described in detail, those familiar with the art to which this disclosure relates will recognize various alternative designs and embodiments for practicing the disclosure within the scope of the appended claims. | 28,156 |
11858319 | Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein. DETAILED DESCRIPTION OF THE INVENTION For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended. Such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein would be contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art. The system, methods, and examples provided herein are illustrative only and are not intended to be limiting. The term “some” as used herein is to be understood as “none or one or more than one or all.” Accordingly, the terms “none,” “one,” “more than one,” “more than one, but not all” or “all” would all fall under the definition of “some.” The term “some embodiments” may refer to no embodiments or to one embodiment or to several embodiments or to all embodiments, without departing from the scope of the present disclosure. The terminology and structure employed herein is for describing, teaching, and illuminating some embodiments and their specific features. It does not in any way limit, restrict or reduce the spirit and scope of the claims or their equivalents. More specifically, any terms used herein such as but not limited to “includes,” “comprises,” “has,” “consists,” and grammatical variants thereof do not specify an exact limitation or restriction and certainly do not exclude the possible addition of one or more features or elements, unless otherwise stated, and furthermore must not be taken to exclude the possible removal of one or more of the listed features and elements, unless otherwise stated with the limiting language “must comprise” or “needs to include.” Whether or not a certain feature or element was limited to being used only once, either way, it may still be referred to as “one or more features” or “one or more elements” or “at least one feature” or “at least one element.” Furthermore, the use of the terms “one or more” or “at least one” feature or element do not preclude there being none of that feature or element, unless otherwise specified by limiting language such as “there needs to be one or more” or “one or more element is required.” Unless otherwise defined, all terms, and especially any technical and/or scientific terms, used herein may be taken to have the same meaning as commonly understood by one having ordinary skills in the art. Reference is made herein to some “embodiments.” It should be understood that an embodiment is an example of a possible implementation of any features and/or elements presented in the attached claims. Some embodiments have been described for the purpose of illuminating one or more of the potential ways in which the specific features and/or elements of the attached claims fulfill the requirements of uniqueness, utility and non-obviousness. Use of the phrases and/or terms including, but not limited to, “a first embodiment,” “a further embodiment,” “an alternate embodiment,” “one embodiment,” “an embodiment,” “multiple embodiments,” “some embodiments,” “other embodiments,” “further embodiment”, “furthermore embodiment”, “additional embodiment” or variants thereof do not necessarily refer to the same embodiments. Unless otherwise specified, one or more particular features and/or elements described in connection with one or more embodiments may be found in one embodiment, or may be found in more than one embodiment, or may be found in all embodiments, or may be found in no embodiments. Although one or more features and/or elements may be described herein in the context of only a single embodiment, or alternatively in the context of more than one embodiment, or further alternatively in the context of all embodiments, the features and/or elements may instead be provided separately or in any appropriate combination or not at all. Conversely, any features and/or elements described in the context of separate embodiments may alternatively be realized as existing together in the context of a single embodiment. Any particular and all details set forth herein are used in the context of some embodiments and therefore should not be necessarily taken as limiting factors to the attached claims. The attached claims and their legal equivalents can be realized in the context of embodiments other than the ones used as illustrative examples in the description below. Embodiments of the present invention will be described below in detail with reference to the accompanying drawings. The present disclosure provides automatic sunvisor assembly100for vehicles capable of adjusting the sunvisor(s)101itself according to the direction of the sunlight. When driving, many drivers run into the issue of having the sun coming into their eyes. To address the problem, the sunvisor(s)101provided by the present invention prevent the driver from having to move their hands from the steering wheel to adjust the visor(s). FIG.1illustrates the overall arrangement of the automatic sunvisor assembly100in a vehicle, according to an embodiment of the invention. The vehicle may be any four wheeler LMV or like HMV of this type where the sunvisors101are usually required. However, the present disclosure is being explained considering a motorcar as a vehicle, but the scope of the invention should not be limited to such embodiment. In an embodiment, the automatic sunvisor assembly100may comprise at least one sunvisor101positioned at the front end of the car hanging from the roof. The sunvisor(s)101may be rectangular in shape with one of the sides being hinged to the roof of the car such that the sunvisor(s)101are free to be longitudinally movable along the hinged connection. In a closed position, the sunvisors101may be folded along the roof of the car, while in the open position, the sunvisors101may be unfolded longitudinally so as to block the sunlight falling into the eyes of the driver and the passenger. In an embodiment, the car may have two automatic sunvisor(s)101with one of them being positioned over the driver's seat and the over the co-passenger's seat by the roof. The sunvisor(s)101may be electrically powered by the battery in the car such that when the ignition is turned on, signals may be sent to the battery of the car. The visors may have a computer system controlling the operation thereof. The ignition of the car may also send signals to the computer system. On receiving the signals, the computer system may start up, or may be actuated. In an embodiment, each of the sunvisor(s)101may be coupled to at least one reach button104for actuating the operation of sunvisor(s)101. One of the reach buttons104may be positioned either near the climate control or on the steering wheel, depending on the car manufacturer's preference. Therefore, the position of the reach buttons104may vary, but preferably positioned so as to be within the reach of the driver in the car. Referring toFIG.1, the sunvisors101may be adapted to move longitudinally in an up-down direction to unlatch from the roof of the car, and sweep right-left to block the sunlight. Each of the sunvisor(s)101may be connected to two high-torque servo motors103(interchangeably used as motor) to swing on their own. One of the high torque servo motors103may move the sunvisor101down to unlatch it from the roof of the vehicle, while the other high torque servo motor103may move the sunvisor101left-right, according to the commands received from the processor. There may be ambient light sensors102, and preferably, one on top of the window in the car, in an embodiment and the other on the side of the window. The ambient light sensors102may be compact photoelectric sensors located on the inside of the car against the top corner of the windshield adjacent to the roof of the car. In another embodiment, there may be more sensors located directly above the driver and the passenger side windows. The ambient light sensors102may communicate with the computer system through a wire, converting the light into voltage or current. The computer system may receive the electrical signals and depending on the sensor102that is receiving the most light (or the equivalent voltage), the computer system (or processor) may translate said signals into commands and may send the command to the motor103which moves the sunvisor101to the optimal location that blocks the highest amount of sunlight. In an exemplary embodiment, once the ignition is switched on, signals may be sent to the computer system to actuate the sunvisor(s)101. If the driver now switches on the reach button104, the sunvisor(s)101may be switched on (post receiving signal by the motor103). The sunvisor(s)101may be folded down and get unlatched themselves. Once unlatched, the sunvisor(s)101may use signals from the ambient light sensors102on the windshield and windows, to decide where to move. Depending on the comparison between the intensity of sunlight falling on the various ambient light sensors102, it may determine which location receives more sunlight and may send signal to the respective motor103for the respective movement of the sunvisor101. In an exemplary embodiment, the more sunlight is falling at a certain angle of the car. Accordingly, the ambient light sensor102on top of window may sense more sunlight at a certain region and this may be communicated to the computer system through wire and then converted into voltage or current. The computer system may then translate said signals into commands and command the motor103to move the sunvisor(s)101to be at said location in left-right movement (or to only get unlatched) so as to block the sunlight falling at the said angle. As the driver makes turns during the journey, the sunvisor(s)101may also automatically move, as they are still active by the reach button104being actuated by the driver. While moving, there may be instances where the direction of the sunlight relative to the car may vary. Since the ambient light sensors102sense the intensity of sunlight in real time, the changes in the readings may be sensed. Further, the other ambient light sensor102, i.e., the ambient light sensor102on top of window may be sensing the intensity of sunlight in real time. Therefore, in case the ambient light sensors102sense more sunlight than the ambient light sensor102on top of window, the same may be communicated to the computer system and hence the motor103of the respective sunvisor101may be commanded. Additionally, the sunvisor(s)101may be connected to at least one speaker105that may be mounted above the dashboard or anywhere else in the car, depending on the manufacturer's preferences. Each time, before the sunvisors101move, the at least one speaker105may make a warning sound to allow the driver or passenger to adjust their head to and so avoid getting hit by the movement of the respective sunvisor(s)101. The arrangement of the sunvisor(s)101and the also the speaker105may be such that both the driver's and the passenger's visors may have the ability to move, and the driver has the buttons104to release both visors (individually). In another embodiment, there may be a common reach button104for operating both the sunvisor(s)101at once by the driver. The figures and the forgoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment. For example, orders of processes described herein may be changed and are not limited to the manner described herein. Moreover, the actions of any flow diagram need not be implemented in the order shown; nor do all of the acts necessarily need to be performed. Also, those acts that are not dependent on other acts may be performed in parallel with the other acts. The scope of the embodiments is by no means limited by these specific examples. Numerous variations, whether explicitly given in the specification or not, such as differences in structure, dimension, and use of material, are possible. | 13,134 |
11858320 | DETAILED DESCRIPTION OF EMBODIMENTS Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. Referring initially toFIGS.1and2, a vehicle10having a vehicle body structure12that includes a roof structure14and a sunvisor assembly16is illustrated in accordance with a first embodiment. The vehicle10defines a vehicle forward direction DF. The vehicle body structure12includes many conventional features, such as doors18and a windscreen20made of a laminated glass material. Since doors and windscreens are conventional vehicle structures and components, further description is omitted for the sake of brevity. As shown inFIG.2, the roof structure14includes a roof panel assembly22, a plurality of roof bows (with only a forward roof bow24shown), an optional sunroof26and a headliner28that conceals the roof bows (forward roof bow24) and roof panel assembly22from view within a passenger compartment within the vehicle body structure12. The forward roof bow24extends from side-to-side within the roof structure14adjacent to the windscreen20(also referred to as a windshield). The forward roof bow24can also include several attachment areas that are described in greater detail below. The headliner28is installed along an interior side of the roof structure14. As shown inFIG.8, the headliner28includes an opening30and an elongated slot32, as described further herein below. The sunvisor assembly16(also referred to as the vehicle sunvisor assembly16) is now described with reference toFIGS.2,3and4. The sunvisor assembly16includes a sunvisor panel36, a support structure38and an energy absorbing structure40. As shown inFIGS.3and4, the sunvisor panel36is a generally rectangular shaped element covered with a durable, decorative material. The sunvisor panel36can include a vanity mirror M and/or light (not shown). The sunvisor panel36defines a first end44and a second end46. The sunvisor panel36with the support structure38are dimensioned and constructed to undergo pivotal movement an upright axis A1, as described below. The first end44is a shaft receiving end that is further dimensioned and constructed to undergo pivotal movement about an offset axis A2that is not parallel to the upright axis A1, as is also described in greater detail below. The second end46includes or defines a first attachment end48that is also described in greater detail below. The support structure38of the sunvisor assembly16includes a base member50and an L-shaped shaft52. The base member50is attached to at least the headliner28via a snap-fitting structure (not shown) and/or a fastener (not shown). The base member50also includes a shaft support portion50a(also referred to as a first shaft receiving section50a). An upper portion of the shaft support portion50aof the base member50is also attach to the forward roof bow24of the vehicle body structure12Specifically, as shown inFIG.2, the support structure38is attached to the forward roof bow24of the vehicle body structure12at a location that is adjacent to a first area20aof a windscreen20of the vehicle body structure12. As shown inFIGS.3,4and6, the L-shaped shaft52has a first portion52aand a second portion52b. The first portion52aextends through the support structure38and is supported therein for pivotal movement about the upright axis A1. The upright axis A1does not need to be vertical, but can be slightly inclined relative to vertical, depending upon the overall shape and design of the vehicle body structure12of the vehicle10. In the depicted embodiment, the upright axis A1is included relative to vertical by an angle that is approximately 5 degrees relative to vertical but can be anywhere between 0 and 10 degrees. The second portion52bof the L-shaped shaft member50along with the first end44of the sunvisor panel36define the offset axis A2such that the sunvisor panel36pivots about the offset axis A2and the second portion52bof the L-shaped shaft member52. The first portion52aand the second portion52bof the L-shaped shaft member52define an angle α therebetween that is between 80 and 100 degrees. However, in the depicted embodiment, the angle α is approximately 90 degrees or can be slightly larger than 90 degrees, depending upon the design of the vehicle body structure12of the vehicle10. The first portion52aof the L-shaped shaft member52extends through the base member50and into the shaft support portion50aof the support structure38. The upright axis A1is defined by the first shaft receiving section50awith the first portion52aof the L-shaped shaft52being retained within the first shaft receiving section50afor pivotal movement in a conventional manner. The second portion52bof the L-shaped shaft member52extends into an opening (not shown) in the first end44of the sunvisor panel36and into a second shaft receiving section60of the sunvisor panel36, as shown in phantom inFIG.3. Hence, the sunvisor panel36can undergo pivotal movement about the offset axis A2via the attachment to the second portion52bof the L-shaped shaft52. In the depicted embodiment, the first attachment end48at the second end46of the sunvisor panel36is a pivot pin (hereinafter the pivot pin48) that can be aligned with the offset axis A2. In the depicted embodiment, the pivot pin48is separate and spaced apart from the second portion52bof the L-shaped shaft member52. More specifically, in the depicted embodiment, the second portion52bis formed of a plastic or polymer material and is formed unitarily with the sunvisor panel36. However, in a first alternative embodiment (not shown) the pivot pin48can be part of the L-shaped shaft member52and is a distal end of the second portion52bof the L-shaped shaft52. Still further, in a further alternative embodiment, the pivot pin48is separate from the L-shaped shaft member52and is not aligned with the second axis A2. A description of the energy absorbing structure40is now provided with specific reference toFIGS.2-3and6-14. The energy absorbing structure40installed to the vehicle body structure12adjacent to a second area20bof the windscreen20spaced apart from the first area20a, as indicated inFIG.2and shown inFIG.2. The energy absorbing structure40includes a housing60, a biasing member62within the housing60and a downwardly extending projection64. As shown inFIGS.6-7and9, the housing60is attached to the headliner28and as shown inFIGS.10,11and15the housing60is also fixed to the forward roof bow24. The housing60has an overall rectangular shape and is closed on all sides, except a bottom area thereof, as shown inFIGS.9-15. The bottom area of the housing60includes a slot with the downwardly extending projection64extending downwardly therethrough. As shown inFIGS.9and12-15, the lower inner side walls of the housing60includes opposing slots or tracks68that are dimensioned and shaped to receive projections or rails70that extend from opposite side of an upper end64aof the downwardly extending projection64. The arrangement of the tracks68and the rails70is such that the downwardly extending projection64can freely slide within the housing60. The biasing member62is installed within the housing60between the forward end of the housing and the upper end64aof the downwardly extending projection64. The biasing member62biases the downwardly extending projection64toward a rearward end of the housing60, as shown inFIG.11. The biasing member62can be any elastically compressible material. However, in the depicted embodiment, the biasing member62is a coil spring. The downwardly extending projection64extends through the elongated slot32in the headliner28and includes a second attachment end72. The upper end64aof the downwardly extending projection64is substantially located within the housing60. The lower portion of the downwardly extending projection64extends downward, through the elongated slot32of the headliner28and further through an opening in a shield member74(described in greater detail below). The second attachment end72of the downwardly extending projection64can be a slot72. The second attachment end72(the slot72) is dimensioned and located such that the second attachment end72(the slot72) defined proximate a lower end of the downwardly extending projection64is below the headliner28and is spaced apart from the headliner28. In an at rest orientation shown inFIG.11, the second attachment end72(slot72) can easily receive the first attachment end48of the sunvisor panel36. More specifically, the first attachment end48(pivot pin48) can easily be snap-fitted into the second attachment end72, in a conventional manner. In other words, the first attachment end48has an outer diameter that is slightly larger than the vertical height of the second attachment end72(the slot72). A small amount of force is required to snap-fit the first attachment end48into the second attachment end72and remove the first attachment end48from the second attachment end72. A description of the shield member74is now provided with specific reference toFIGS.10-11and15-16. The shield member74is basically a flexible panel member that is dimensioned to cover the elongated slot32regardless of the location of the downwardly extending projection64. Specifically, the downwardly extending projection64can move from the at rest position depicted inFIGS.10-11to the forward position shown in phantom inFIG.16, as is discussed in greater detail below. The shield member74is attached to and moves with the downwardly extending projection64. The shield member74includes a central opening dimensioned such that the downwardly extending projection64extends therethrough. The shield member74is located above the headliner28and slides along adjacent upper surface portions of the headliner28in response to movement of the downwardly extending projection64. The energy absorbing structure40operates as follows, as represented inFIG.16. When an object represented by the arrow F is seated in a front seat area of the vehicle10, the object F might be located at a level that is higher than or about the same height as the sunvisor panel36, with the sunvisor panel36is a stowed and at rest orientation, as shown inFIGS.10,11and16. In the event of a sudden stop or an impact event, the object represented by the arrow F might suddenly move forward contacting the sunvisor panel36. In this circumstance, the sunvisor panel36can move forward due to forward momentum, absorbing some of the forward energy of the movement of the object F. Forward movement (forward momentum) of the sunvisor panel36further causes forward energy to move the downwardly extending projection64forward along the tracks68in the housing60transmitting energy to the biasing member62, causing the biasing member62to compress. Second Embodiment Referring now toFIGS.17-19, a sunvisor assembly116in accordance with a second embodiment will now be explained. In view of the similarity between the first and second embodiments, the parts of the second embodiment that are identical to the parts of the first embodiment will be given the same reference numerals as the parts of the first embodiment. Moreover, the descriptions of the parts of the second embodiment that are identical to the parts of the first embodiment may be omitted for the sake of brevity. The sunvisor assembly116has all of the features of the sunvisor assembly16of the first embodiment, including the sunvisor panel36, the L-shaped shaft52, the roof structure14, the headliner28, etc. In the second embodiment, the sunvisor116further includes an energy absorbing structure140that is installed over an opening or slot130aas shown inFIGS.17and19. The upper end or first portion52aof the L-shaped shaft52is supported by a base member150having a first shaft receiving section150a. The base member150and the first shaft receiving section150aare slidably supported within a housing160of the energy absorbing structure140. The housing160is supported by the forward roof bow24and the headliner28, The energy absorbing structure140is configured to absorb forward energy resulting from forward energy being applied to the first end44of the sunvisor panel36by an object, as explained in the first embodiment. Specifically, movement of the sunvisor panel36in the forward direction DF from forward energy or momentum is transmitted through the L-shaped shaft52to the base member150and the first shaft receiving section150athat then compress the biasing spring62disposed within a housing160of the energy absorbing structure140. The upper and lower walls of the housing140are provided with slot130a, as shown inFIGS.18and19such that the first portion52aof the L-shaped shaft52can slide relative to the fixed housing160in response to force (forward momentum) being applied thereto. The vehicle body structure includes features, devices and structure are conventional components that are well known in the art. Since these features, devices and structure are well known in the art, these features, devices and structures will not be discussed or illustrated in detail herein. Rather, it will be apparent to those skilled in the art from this disclosure that the components can be any type of structure and/or programming that can be used to carry out the present invention. In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. Also as used herein to describe the above embodiments, the following directional terms “forward”, “rearward”, “above”, “downward”, “vertical”, “horizontal”, “below” and “transverse” as well as any other similar directional terms refer to those directions of a vehicle equipped with the vehicle sunvisor assembly. Accordingly, these terms, as utilized to describe the present invention should be interpreted relative to a vehicle equipped with the vehicle sunvisor assembly. The terms of degree such as “substantially”, “about” and “approximately” as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed. While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such features. Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. | 16,094 |
11858321 | DETAILED DESCRIPTION OF EMBODIMENTS Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. Referring initially toFIGS.1and2, a vehicle10having a vehicle body structure12that includes a roof structure14and a sunvisor assembly16is illustrated in accordance with a first embodiment. The vehicle10defines a vehicle forward direction DF. The vehicle body structure12includes many conventional features, such as doors18and a windscreen20made of a laminated glass material. Since doors and windscreens are conventional vehicle structures and components, further description is omitted for the sake of brevity. As shown inFIGS.2-3,5and6, the roof structure14includes a roof panel assembly22, a plurality of roof bows (with only a forward roof bow24shown inFIGS.3,5and6), an optional sunroof26and a headliner28that conceals the roof bows such as the forward roof bow24and roof panel assembly22from view within a passenger compartment within the vehicle body structure12. As shown inFIG.5, the forward roof bow24extends from side-to-side within the roof structure14adjacent to the windscreen20(also referred to as a windshield). The headliner28is installed along an interior side of the roof structure14. As shown inFIGS.7and8, the headliner28includes an elongated slot32, as described further herein below. The sunvisor assembly16(also referred to as the vehicle sunvisor assembly16) is now described with reference toFIGS.2,3and4. The sunvisor assembly16includes a sunvisor panel36, a support structure38and an energy absorbing structure40. As shown inFIGS.3and4, the sunvisor panel36is a generally rectangular shaped element covered with a durable, decorative material. The sunvisor panel36can include a vanity mirror M and/or light (not shown). The sunvisor panel36defines a first end44and a second end46. The sunvisor panel36with the support structure38are dimensioned and constructed to undergo pivotal movement an upright axis A1, as described below. The first end44is a shaft receiving end that is further dimensioned and constructed to undergo pivotal movement about an offset axis A2that is not parallel to the upright axis A1, as is also described in greater detail below. The second end46includes or defines a first attachment end48that is also described in greater detail below. The support structure38of the sunvisor assembly16includes a base member50and an L-shaped shaft52. The base member50is attached to at least the headliner28and the forward roof bow24via a snap-fitting structure (not shown) and/or a fastener (not shown). The base member50also includes a shaft support portion50a(also referred to as a first shaft receiving section50a). An upper portion of the shaft support portion50aof the base member50is also attach to the forward roof bow24of the vehicle body structure12Specifically, as shown inFIGS.2and3, the support structure38is attached to the forward roof bow24of the vehicle body structure12at a location that is adjacent to a first area20aof a windscreen20of the vehicle body structure12. As shown inFIG.3, the L-shaped shaft52has a first portion52aand a second portion52b. The first portion52aextends through the support structure38and is supported therein for pivotal movement about the upright axis A1. The upright axis A1does not need to be vertical, but can be slightly inclined relative to vertical, depending upon the overall shape and design of the vehicle body structure12of the vehicle10. In the depicted embodiment, the upright axis A1is included relative to vertical by an angle that is approximately 5 degrees relative to vertical but can be anywhere between 0 and 10 degrees. The second portion52bof the L-shaped shaft member50along with the first end44of the sunvisor panel36define the offset axis A2such that the sunvisor panel36pivots about the offset axis A2and the second portion52bof the L-shaped shaft member52. The first portion52aand the second portion52bof the L-shaped shaft member52define an angle α therebetween that is between 80 and 100 degrees. However, in the depicted embodiment, the angle α is approximately 90 degrees or can be slightly larger than 90 degrees, depending upon the design of the vehicle body structure12of the vehicle10. The first portion52aof the L-shaped shaft member52extends through the base member50and into the shaft support portion50aof the support structure38. The upright axis A1is defined by the first shaft receiving section50awith the first portion52aof the L-shaped shaft52being retained within the first shaft receiving section50afor pivotal movement in a conventional manner. The second portion52bof the L-shaped shaft member52extends into an opening (not shown) in the first end44of the sunvisor panel36and into a second shaft receiving section60of the sunvisor panel36, as shown in phantom inFIG.3. Hence, the sunvisor panel36can undergo pivotal movement about the offset axis A2via the attachment to the second portion52bof the L-shaped shaft52. In the depicted embodiment, the first attachment end48at the second end46of the sunvisor panel36is a pivot pin (hereinafter the pivot pin48) that can be aligned with the offset axis A2. In the depicted embodiment, the pivot pin48is separate and spaced apart from the second portion52bof the L-shaped shaft member52. More specifically, in the depicted embodiment, the second portion52bis formed of a plastic or polymer material and is formed unitarily with the sunvisor panel36. However, in a first alternative embodiment (not shown) the pivot pin48can be part of the L-shaped shaft member52and is a distal end of the second portion52bof the L-shaped shaft52. Still further, in a further alternative embodiment, the pivot pin48is separate from the L-shaped shaft member52and is not aligned with the second axis A2. A description of the energy absorbing structure40is now provided with specific reference toFIGS.3-12. The energy absorbing structure40installed to the vehicle body structure12adjacent to a second area20bof the windscreen20spaced apart from the first area20a, as shown inFIG.2. As shown inFIGS.7and8, the energy absorbing structure40includes a housing60, a biasing member62within the housing60and a downwardly extending projection64. The downwardly extending projection64has an upper portion64a. As shown inFIGS.3and5, the housing60is attached to the headliner28and the forward roof bow24. The housing60has an overall rectangular shape and is closed on lateral, forward and rearward sides, and has a partially open top and open bottom, as shown inFIGS.6,8and9. The bottom area of the housing60includes an opening with the downwardly extending projection64extending downwardly therethrough. As shown inFIGS.7-12, a portion of the housing60includes a first upper wall portion60aand a second upper wall portion60b. Side walls of the housing60include pivot openings66, movement limiting slots68and pivot protrusions70. The pivot openings66are dimensioned and located at opposing sides of the housing60to the receive and retain pivot pins72formed on opposing sides of the upper portion64aof the downwardly extending projection64. The upper portion64aof the downwardly extending projection64further includes movement limiting pins74that extend into the movement limiting slots68when the downwardly extending projection64is installed to the housing60. There are two pivot openings66and two corresponding pivot pins72. Similarly, there are two movement limiting slots68and two movement limiting pins74. The downwardly extending projection64can pivot about the pivot pins72which pivot within the pivot openings66. The amount of pivoting movement that the downwardly extending projection64can undergo is limited by the arcuate length of the movement limiting slots68. Specifically, the pivoting movement of the downwardly extending projection64is limited by restriction of movement of the pivot protrusions70within the arcuately shaped movement limiting slots68. As shown inFIG.9, the biasing member62is a coil spring (shown in phantom) with one end62acontacting and being confined by the second upper wall portion60b. A second end62bof the biasing member62contacts the upper end64aof the downwardly extending projection64urging the downwardly extending projection64downward and rearward relative to the range of pivoting movement relative to the housing60. As shown inFIGS.9,11and12, the downwardly extending projection64extends through the elongated slot32in the headliner28and includes a second attachment end80. In the depicted embodiments, the second attachment end80is a slot that is dimensioned and shaped to receive the first attachment end48(pivot pin48) in a releasable snap-fitting connection. In the depicted embodiment, the second attachment end80of the downwardly extending projection64is a slot80. The second attachment end80(the slot80) is dimensioned and located such that the second attachment end80(the slot80) defined proximate a lower end of the downwardly extending projection64is below the headliner28and is spaced apart from the headliner28. In an at rest orientation shown inFIG.11, the second attachment end80(slot80) can easily receive the first attachment end48of the sunvisor panel36. More specifically, the first attachment end48(pivot pin48) can easily be snap-fitted into the second attachment end80, in a conventional manner. In other words, the first attachment end48has an outer diameter that is slightly larger than the vertical height of the second attachment end80(the slot80). A small amount of force is required to snap-fit the first attachment end48into the second attachment end80and remove the first attachment end48from the second attachment end80. The upper end64aof the downwardly extending projection64is substantially located within the housing60such that the downwardly extending projection64can pivot about the pivot pins62and the pivot openings66of the housing60. As shown inFIG.11, the biasing member62urges the downwardly extending projection64toward an at rest orientation.FIG.12shows the downwardly extending projection64during a sudden change in momentum where an object F contacts the sunvisor panel36pushing the sunvisor panel36forward. The momentum or force associated with rapid forward movement of the object F causes the downwardly extending projection64to move forward and upward as it pivots about the pivot openings66in the housing60, thereby compressing or putting force on the biasing member62(spring62), as shown inFIG.12. Once the object F moves rearward, the biasing member62urges the downwardly extending projection64to return to the at rest orientation depicted inFIG.11. The energy absorbing structure40can also include a shield member82that covers those portions of the elongated slot32of the headliner28that might be exposed during movement of the downwardly extending projection64, as shown inFIGS.11and12. The shield member82includes openings that engage the pivot protrusions70of the housing60, as shown inFIGS.11and12. The shield member82basically pivots relative to the housing as the downwardly extending projection64pivots. Second Embodiment Referring now toFIGS.13-16a sunvisor assembly116in accordance with a second embodiment will now be explained. In view of the similarity between the first and second embodiments, the parts of the second embodiment that are identical to the parts of the first embodiment will be given the same reference numerals as the parts of the first embodiment. Moreover, the descriptions of the parts of the second embodiment that are identical to the parts of the first embodiment may be omitted for the sake of brevity. The sunvisor assembly116has all of the features of the sunvisor assembly16of the first embodiment, including the sunvisor panel36, the L-shaped shaft52, the roof structure14, the headliner28, etc. In the second embodiment, the sunvisor116further includes an energy absorbing structure140that is installed over an opening or slot130as shown inFIGS.13and15. The energy absorbing structure140includes a housing160, the biasing member (not shown) of the first embodiment and further includes a pivoting member164. The upper end or first portion52aof the L-shaped shaft52is supported by the pivoting member164of the energy absorbing structure140. The pivoting member164has pivot pins170that extend through pivot openings in the housing160. The pivoting member164fully supports the first portion52aof the L-shaped shaft52for pivotal movement about the axis A1. Further, since the pivoting member164can pivot relative to the housing160, the L-shaped shaft52and the axis A1pivot with the pivoting movement of the base member150. More specifically, in response to an object represented by arrow F moving rapidly forward and contacting the sunvisor panel36, the sunvisor panel36moves the L-shaped shaft52forward and upward as the pivoting member164pivots about the pivot pins72against the force of the spring (not shown).FIG.15shows the pivoting member164and L-shaped shaft52in an at rest orientation.FIG.16shows the pivoting member164pivoted forward and upward in response to the object F transferring forward momentum (force) to the sunvisor panel36. The energy absorbing structure140is configured to absorb forward energy resulting from forward energy being applied to the first end44of the sunvisor panel36by the object F in a manner consistent with the in the first embodiment. Specifically, movement of the sunvisor panel36in the forward direction DFfrom forward energy or momentum is transmitted through the L-shaped shaft52to the pivoting member164. The vehicle body structure includes features, devices and structure are conventional components that are well known in the art. Since these features, devices and structure are well known in the art, these features, devices and structures will not be discussed or illustrated in detail herein. Rather, it will be apparent to those skilled in the art from this disclosure that the components can be any type of structure and/or programming that can be used to carry out the present invention. In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. Also as used herein to describe the above embodiments, the following directional terms “forward”, “rearward”, “above”, “downward”, “vertical”, “horizontal”, “below” and “transverse” as well as any other similar directional terms refer to those directions of a vehicle equipped with the vehicle sunvisor assembly. Accordingly, these terms, as utilized to describe the present invention should be interpreted relative to a vehicle equipped with the vehicle sunvisor assembly. The terms of degree such as “substantially”, “about” and “approximately” as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed. While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such features. Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. | 16,949 |
11858322 | DESCRIPTION OF SPECIFIC EMBODIMENTS Hereinafter, a frame structure of a vehicle according to the present disclosure will be described in detail with reference to the accompanying drawings. A frame structure of a vehicle according to the present disclosure includes a first member31formed of a metal plate, and a second member33formed of a metal plate thinner than that of the first member31and welded to the first member31, and an inclined surface35, which obliquely connects the upper surface of the first member31and the upper surface of the second member33to be lowered toward the second member33, is included in a portion in which the first member31and the second member33are bonded, or the step is filled with a glass run50. Here, the cross section of the inclined surface35connecting the upper surface of the first member31and the upper surface of the second member33may be formed in a diagonal line, a curve, or the state of mixing the diagonal line and the curve. Further, a portion adjacent to the inclined surface35may be a planar surface parallel to the upper surface of the first member31or the upper surface of the second member33. Hereinafter, to understand the frame structure of the vehicle according to the present disclosure, a door frame30applied to a door assembly1of the vehicle will be described as an example. As illustrated inFIG.6, the door assembly1is manufactured by coupling an outer panel10and an inner panel20, and for reinforcing the rigidity, a door frame30, an outer belt rail41, a hinge reinforce42, a latch reinforce43are fastened, and for the airtightness, the glass run50is assembled. Referring toFIG.7, the door frame30is manufactured by individually manufacturing a quadrant reinforce frame31, a B pillar frame32, a roof frame33, and an inner belt rail34, respectively, and then bonding a connection portion (W) by welding. Particularly, according to the present disclosure, each piece configuring the frame may be bonded by welding, and at this time, welds each piece by a tailor welded blank (TWB) welding. Particularly, a TWB laser welding using a laser may be preferable. The TWB welding is a technology of cutting and welding the metal plates having various materials and thicknesses in the required shape. Therefore, the quadrant reinforce frame31, the B pillar frame32, the roof frame33, and the inner belt rail34are cut and processed using the metal plates having different thicknesses, and then welded using the TWB laser welding. Therefore, since the metal plate is cut and then welded by reflecting not only the car-line but also the diagonal or bent line shape according to the shape of the final product, it is possible to maximally use the metal plate, thereby minimizing the occurrence of the scrap. That is, describing the door frame30as an example, the quadrant reinforce frame31is cut and processed according to each shape of the roof frame33and the inner belt rail34, and then welded, such that the line on which the quadrant reinforce frame31is bonded to the roof frame33and the inner belt frame34is bonded along the perpendicular car-line (see L1-L1 line), and the line on which the B pillar frame32is bonded with the roof frame33and the inner belt rail34is bonded along the diagonal line (see L2-L2 line). Further, in the cross section illustrated by the II-II line illustrated inFIG.7, a step occurs due to a thickness difference between the respective members configuring the door frame30, and problems (the wind sound, the road noise, and the reduction in the watertightness performance) caused by the step occur, and the problems can be solved by forming the portion formed with the step as the inclined surface35or filling the space formed by the step. A specific method thereof will be described with reference to each exemplary embodiment to be described later. FIGS.8A to8Cillustrate a frame structure of a vehicle according to a first exemplary embodiment of the present disclosure. The present exemplary embodiment describes the door frame30applied to the door assembly1, for example, as the frame of the vehicle. In the frame structure of the vehicle including the first member31formed of the metal plate, and the second member33formed of the metal plate thinner than that of the first member31and welded to the first member31, the inclined surface35is formed by welding the first member31and the second member33, and then molding the first member31and the second member33in order to form the inclined surface35on the portion on which the first member31and the second member33are bonded. Here, since the thickness of the first member31is larger than the thickness of the second member33, the door frame30will be described by designating the quadrant reinforce frame31as the first member31and the roof frame33as the second member33. The first member31may be the quadrant reinforce frame31or the B pillar frame32having a relatively larger thickness, and the second member33may be the roof frame33of the door assembly or the inner belt rail34, and applied to the bonded portion between the first member and the second member33. The quadrant reinforce frame31and the roof frame33are seated on a die (D) such that the upper surfaces thereof have the same heights (seeFIG.8A). Since the quadrant reinforce frame31is thicker than the roof frame33, the bottom surface of the quadrant reinforce frame31is located lower than the bottom surface of the roof frame33. Then, a portion in which the quadrant reinforce frame31and the roof frame33are in contact with each other is welded. The quadrant reinforce frame31and the roof frame33are welded by the aforementioned tailor welded blank (TWB) method. Further, the quadrant reinforce frame31and the roof frame33are bonded by the TWB laser welding using the laser as the energy source. The quadrant reinforce frame31and the roof frame33are integrated by welding (seeFIG.8B), and then the assembly thereof is set on the die (D), and then the upper surface of the quadrant reinforce frame31is molded to be higher than the upper surface of the roof frame33(seeFIG.8C). The bottom surface sides of the quadrant reinforce frame31and the roof frame33are molded using the press such that the upper surface of the quadrant reinforce frame31is higher than the upper surface of the roof frame33. As described above, when the upper surface of the quadrant reinforce frame31is molded to be higher than the upper surface of the roof frame33using the press, the end contacting the quadrant reinforce frame31and a portion adjacent thereto are molded as the inclined surface35on the roof frame33having a relatively smaller thickness. According to the present exemplary embodiment, the height of the inclined surface35may be a difference between the thickness of the quadrant reinforce frame31and the thickness of the roof frame33. Further, the bottom surfaces of the quadrant reinforce frame31and the roof frame33have the same heights, and a panel member, for example, the inner panel20of the door assembly1may be bonded on the bottom surface of the quadrant reinforce frame31and the bottom surface of the roof frame33. At this time, a space (S) surrounded by the quadrant reinforce frame31, the roof frame33, and the inner panel20is formed, in which the space (S) may be filled with a paint through a painting process. By filling the paint in the space (S), it is possible to prevent the occurrence of the wind sound or the road noise caused by the space (S) and improve the water-tightness performance. As described above, when the step is prevented from being formed between the quadrant reinforce frame31and the roof frame33by forming the inclined surface35using the press molding after bonding the quadrant reinforce frame31and the roof frame33using the TWB laser welding, the problems (the wind sound, the road noise, and the reduction in the water-tightness performance) caused by the step may be solved. FIG.8Dis a cross-sectional diagram of the state where the glass run50is applied to the frame structure of the vehicle according to the first exemplary embodiment of the present disclosure. FIGS.9A to9Cillustrate a frame structure of a vehicle according to a second exemplary embodiment of the present disclosure. According to the present exemplary embodiment, in the frame structure of the vehicle including the first member31formed of the metal plate, and the second member33formed of the metal plate thinner than that of the first member31and welded to the first member31, the inclined surface35is formed on the portion in which the first member31and the second member33are bonded. According to the present exemplary embodiment, the door frame30is applied as the frame of the vehicle, and will be described by designating the quadrant reinforce frame31as the first member31and the roof frame33as the second member33. Likewise, the first member31may be the quadrant reinforce frame31or the B pillar frame32having a relatively larger thickness, and the second member33may be the roof frame33or the inner belt rail34. However, according to the present exemplary embodiment, the inclined surface35is formed by obliquely removing a part of the quadrant reinforce frame31. First, as illustrated inFIG.9A, the quadrant reinforce frame31and the roof frame33are set on the die (D). Further, the quadrant reinforce frame31and the roof frame33are bonded using the TWB laser welding. Since the quadrant reinforce frame31is thicker than the roof frame33, a step is formed between the quadrant reinforce frame31and the roof frame33(seeFIG.9B). To remove the step and connect the quadrant reinforce frame31and the roof frame33by the inclined surface35, a part of the quadrant reinforce frame31is removed by grinding on the portion in which the quadrant reinforce frame31is in contact with the roof frame33. For example, when a part of the quadrant reinforce frame31is processed by grinding by ‘R1’ inFIG.9C, the quadrant reinforce frame31and the roof frame33are connected by the inclined surface35. FIG.9Dis a cross-sectional diagram of the state where the glass run50is applied to the frame structure of the vehicle according to the second exemplary embodiment of the present disclosure. As described above, when the step is prevented from being formed between the quadrant reinforce frame31and the roof frame33by forming the inclined surface35by processing a part of the quadrant reinforce frame31by grinding after welding the quadrant reinforce frame31and the roof frame33using the TWB laser welding, it is possible to prevent the wind sound or the road noise from being caused by the step and improve the water-tightness performance. FIGS.10A to10Cillustrate a frame structure of a vehicle according to a third exemplary embodiment of the present disclosure. According to the present exemplary embodiment, as in the aforementioned exemplary embodiments, the door frame30is applied, for example, as the frame of the vehicle, and will be described by designating the quadrant reinforce frame31as the first member31and the roof frame33as the second member33. Further, the first member31may be the quadrant reinforce frame31or the B pillar frame32having a relatively larger thickness, and the second member33may also be the roof frame33or the inner belt rail34. According to the present disclosure, a welding bead (B) can be formed between the first member31and the second member33, and a part of the welding bead (B) can be removed such that the inclined surface35is formed. As in the third exemplary embodiment, the quadrant reinforce frame31and the roof frame33are set on the die (D) (seeFIG.10A). Further, the quadrant reinforce frame31and the roof frame33are bonded using the TWB laser welding. Since the quadrant reinforce frame31is thicker than the roof frame33, the step is formed between the quadrant reinforce frame31and the roof frame33. The step between the quadrant reinforce frame31and the roof frame33is formed with the welding bead (B) by welding (seeFIG.10B). A portion in which the roof frame33is in contact with the quadrant reinforce frame31is soldered with a flexible material such that the welding bead (B) is formed. Since the welding bead (B) is formed by the soldering, the inclined surface may be easily formed. Then, as illustrated inFIG.10C, when the welding bead (B) is removed by ‘R2’ illustrated inFIG.10Cthrough the grinding process, the inclined surface is formed between the quadrant reinforce frame31and the roof frame33. As described above, when the step is prevented from being formed between the quadrant reinforce frame31and the roof frame33by forming the inclined surface35by grinding a part of the welding bead (B) after forming the welding bead (B) on the step between the quadrant reinforce frame31and the roof frame33, the problems (the wind sound, the road noise, and the reduction in the water-tightness performance) caused by the step may be solved. FIG.10Dis a cross-sectional diagram of the state where the glass run50is applied to the frame structure of the vehicle according to the third exemplary embodiment of the present disclosure. FIGS.11A to11Cillustrate a frame structure of a vehicle according to a fourth exemplary embodiment of the present disclosure. According to the present exemplary embodiment, the door frame30is applied, for example, as the frame of the vehicle. Further, the door frame30will be described by designating the quadrant reinforce frame31as the first member31and the roof frame33as the second member33. Likewise, the first member31may be the quadrant reinforce frame31or the B pillar frame32having a relatively larger thickness, and the second member33may also be the roof frame33or the inner belt rail34. However, the present exemplary embodiment fills the step formed between the first member31and the second member33, thereby solving the problems caused by the step. First, as in the second exemplary embodiment or the third exemplary embodiment, the quadrant reinforce frame31and the roof frame33are welded using the TWB laser welding. The step caused by the difference between the thickness of the quadrant reinforce frame31and the thickness of the roof frame33exists between the quadrant reinforce frame31and the roof frame33. The present disclosure solves the problems (introduction of the wind sound and the road noise, the reduction in the water-tightness performance, and the like) caused by the step by filling the step rather than removing the step. That is, by filling the glass run50in the step between the quadrant reinforce frame31and the roof frame33on the cross section of the portion indicated by the III-III ofFIG.11Aline illustrated inFIG.11B, the problem caused by the step is solved. Reviewing the glass run50for solving the problem, as illustrated inFIG.11C, protrusions51are formed on the surface of the glass run50. Since the glass run50is made of rubber, and the protrusion51is formed on the surface of the glass run50, the space formed by the step between the quadrant reinforce frame31and the roof frame33is filled by the deformation of the protrusion51. Particularly, a hollow hole52is formed inside the portion of the glass run50in which the protrusion51is formed. Since the glass run50itself may be easily deformed by the hollow hole52, it is advantageous to fill the space formed by the step. As described above, the exemplary embodiments have described the configuration for solving the problems caused by the step formed between the quadrant reinforce frame31and the roof frame33, but may be applied to the step formed between the roof frame33and the B pillar frame32, between the quadrant reinforce frame31and the inner belt rail34, and between the inner belt rail34and the B pillar frame32. Further, the exemplary embodiments may be applied to each frame configuring the vehicle as well as the door frame30of the vehicle. | 15,878 |
11858323 | DETAILED DESCRIPTION OF THE DRAWINGS Only those elements of the first convertible top element according to the invention and of the convertible top that are relevant to the invention are illustrated in the figures. All other elements have been omitted for the sake of clarity. Furthermore, the same reference signs refer to identical elements. FIG.1shows in detail a first convertible top element1for a convertible vehicle and in particular the tiered construction of the first convertible top element1, or the arrangement of the tiers, respectively, in a sectional view. The first convertible top element1has an external convertible top tier2which is configured so as to be water-tight and has an area weight of 1100 to 1300 g/m2, in particular of 1450 g/m2, and a layer thickness of 1 to 1.5 mm. The external convertible top tier2is in particular a laminate which comprises a butyl rubber layer which on both sides is surrounded by two acrylate layers. The external convertible top tier2forms the outermost layer of the first convertible top element which in the installed state in a convertible top for a convertible vehicle comes into contact with the environment of the convertible vehicle. A tier of a coupling layer3adjoins the external convertible top tier2. The coupling layer3has a layer thickness of 4 to 8 mm and either is configured as a foam layer (in particular polyurethane foam) or comprises plastics material fibers from polyester, polyether sulfone, polyacrylate, polyamide, and mixtures thereof. Reference sign4represents a planar bow. The planar bow4serves for erecting and stabilizing the first convertible top element1, thus in particular the fabric-type tiers of the first convertible top element1. The planar bow4also significantly contributes towards damping noise by the first convertible top element1and is present in the form of a honeycomb sandwich structure which as a central layer comprises a paper honeycomb structure and as respective external layers that surround the central layer comprises fiber/plastics material composite layers and/or plastics material layers and/or light metal layers, in particular aluminum layers having adhesive layers, in particular butyl rubber layers. The first convertible top element1furthermore comprises an absorbent layer5. The absorbent layer5has in particular a layer thickness of 11.5 to 12.5 mm, and an area weight in a range from 400 to 500 g/m2, so that a very positive absorption of noise is achieved, in particular in the high-frequency range. The absorbent layer comprises in particular a foam layer, a perforated absorbent layer, a slotted absorbent layer, or a layer containing plastic material fibres, and combinations thereof, wherein the plastics material fibres are in particular selected from polyester, polyurethane, polypropylene, polyether sulfone, polyacrylate, polyamide, and mixtures thereof. An internal convertible top tier6is furthermore disposed below the absorbent layer5. The internal convertible top tier6in the installed state of the first convertible top element1in a convertible vehicle faces the interior of the convertible vehicle and is in particular visible in the interior. The internal convertible top tier6comprises in particular an open-cell foamed plastics material which comprises polyurethane or polymethacrylimide. On account thereof, the high requirements set for a visually appealing vehicle headlining as well as the functional requirements in terms of avoiding any reflection of sound can be met. The planar bow4, the absorbent layer5, and the internal convertible top tier1are disposed in a tiered manner on top of one another to the extent that they are connected to one another and are in particular embodied as one component. A first convertible top element is obtained by the tiered arrangement and design embodiment of the individual tiers that form the first convertible top element1, the latter being distinguished by very positive noise-damping as well as noise-absorbing properties. FIG.2shows a convertible top10for a convertible vehicle. The convertible top10comprises three first convertible top elements1a,1b, and1cwhich can in each case be configured like the first convertible top element1illustrated inFIG.1. The first convertible top element1aherein points in the direction of the front of the convertible vehicle, while the first convertible top element1cpoints in the direction of the rear of the convertible vehicle. The first convertible top elements1a,1b, and1care connected to one another by way of convertible top element joints8,9. The convertible top element joints8,9and the laterally disposed second convertible top element7, wherein the convertible top element joints8,9may likewise be referred to as second convertible top elements7, are likewise distinguished by a multi-tier layered structure or tiered structure which in sequence comprises an external convertible top tier, an open-cell foamed plastics material, in particular from open-cell polyurethane or polymethacrylimide, an absorbent layer, and an internal convertible top tier, wherein the external convertible top tier, the absorbent layer, and the internal convertible top tier are configured as has been illustrated above in the context of the first convertible top element1fromFIG.1. The foamed plastics material has a layer thickness of 8 to 11 mm and at a density of 130 kg/m3an area weight of 1040 to 1430 g/m2, and thus damps the wind noise which acts on the convertible vehicle from the outside and simultaneously absorbs the noise which is present in the interior of the convertible vehicle. The lateral second convertible top element7and the convertible top element joints8and9by virtue of the relatively thick layer thickness and the high area weight of the individual tiers are conceived so as to optimize the wind noise. The convertible top10furthermore comprises a rear second convertible top element11and rear sealing joints12which are disposed about the rear second convertible top element11and the furthermore provided transparent glass13from toughened glass. The rear sealing joints12, by virtue of the structural tiered construction thereof, may likewise be referred to as a second convertible top element11. The rear second convertible top element11and the rear sealing joints12are also constructed in multiple layers or multiple tiers, respectively, wherein the tiered construction corresponds to the tiered construction of the lateral second convertible top element7. The foamed plastics material has a layer thickness of 8 to 11 mm and at a density of 130 kg/m3has an area weight of 1040 to 1430 g/m2. On account thereof, the rear second convertible top element11and the rear sealing joints12are sufficiently flexible such that the rear second convertible top element11and the rear sealing joints12are able to follow the exact contours of the predefined shapes of the convertible top10and enable positive acoustic damping. The convertible top10, while having a simple structure and a low inherent weight, is distinguished by a high level of noise damping in relation to the noise generated by the laminar flow about the vehicle and by a very positive noise absorption of noises prevalent in the interior of the convertible vehicle and is thus extremely suitable for convertible vehicles with an optimized level of acoustic pressure. LIST OF REFERENCE SIGNS 1First convertible top element1aFirst convertible top element1bFirst convertible top element1cFirst convertible top element2External convertible top tier3Coupling layer4Planar bow5Absorbent layer6Internal convertible top tier7Lateral second convertible top element8Convertible top element joint9Convertible top element joint10Convertible top11Rear second convertible top element12Rear sealing joint13Glass | 7,813 |
11858324 | DETAILED DESCRIPTION OF EMBODIMENTS Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. Referring initially toFIGS.1to5, a vehicle10comprises a vehicle frame12and a vehicle body14. The vehicle10also includes front and rear wheels FW and RW that are supported by the vehicle frame12, best seen inFIG.3. The vehicle body14has a cabin16and a cargo box18. The vehicle body14defines a basic “skeleton” of the vehicle10that forms the cabin16, an engine bay E, and the cargo box18. As shown, the vehicle body14is supported on the vehicle frame12. The vehicle frame12is a chassis made of high-durable steel to form a strong, flat frame, which supports the weight of the vehicle10. The vehicle frame12also supports vehicle's10suspension with the front and rear wheels FW and RW. Therefore, the vehicle10of the illustrated embodiment has a body-on-frame construction. The vehicle10of the illustrated embodiment is a pick-up truck which is a light-duty truck having the enclosed cabin16and the cargo box18(or truck bed). As seen inFIGS.4to7, the cabin16houses one or more vehicle seats S of the vehicle10that sit on a floor of the cabin16. The cargo box18is sized and configured for cargo storage. As the vehicle10of the illustrated embodiment has a body-on-frame construction, the cabin16and the cargo box18are separately mounted on the vehicle frame12. That is, the cabin16is a separate piece from the cargo box18and the cabin16and the cargo box18are independently mounted to the vehicle frame12, as will be further described below. In the illustrated embodiment, the vehicle10further comprises an elastic seal20. The cabin16and the cargo box18are movably connected by the elastic seal20. In particular, the cabin16and the cargo box18are separated by a gap G, as seen inFIG.9. The elastic seal20movably connects the cabin16and the cargo box18and covers the gap G, as will be further discussed below. As best seen inFIGS.4to7, the vehicle10includes a passthrough22that connects the cabin16and the cargo box18. The passthrough22is sized and dimensioned for a driver or a passenger to pass easily from the cabin16to the cargo box18as needed and/or desired. The passthrough22has an outer border that is covered by the elastic seal20. The elastic seal20forms a weather-tight flexible seal around the entire perimeter of the passthrough22. The cabin16and the cargo box18therefore moves and flexes independently at the passthrough22via the elastic seal20and enables the vehicle to have movement like a heavy-duty truck. As seen inFIGS.1,4and5, the vehicle10includes a cargo box frame24that is installed onto the cargo box18. The cargo box frame24forms a roof skeleton for the cargo box18that allows the vehicle10to have an outer shape like a sports utility vehicle (SUV). As seen inFIGS.1,2and4, the vehicle10further includes a plurality of soft top panels26that are removably attached to the cargo box frame24, as will be further discussed below. When the soft top panels26are installed to the cargo box frame24, the cargo box18can be enclosed. The installation of the cargo box frame24with the soft top panels26enables the vehicle10to alternatively function as an open-air vehicle and an enclosed vehicle. That is, the vehicle10of the illustrated embodiment can alternate between an open-air truck and a SUV. As best seen inFIGS.8and9, the cabin16has a rear wall28that extends upwards from a floor21of the cabin16. The rear wall28partially defines the passthrough22. The rear wall28includes a front side28A and a rear side28B. The front side28A faces a vehicle forward direction (i.e., towards the front of the vehicle10) and the rear side28B faces the vehicle rearward direction (i.e., towards the rear or tail of the vehicle10). The rear wall28is made of sheet metal that is movably attached to the cargo box18by the elastic seal20. As the cabin16can flex with respect to the cargo box18, cabin16can avoid body damage when the cargo carries a large payload. As also seen inFIGS.8and9, the cargo box18includes a front wall30that is adjacent to the rear wall28of the cabin16. The cargo box18further includes a pair of sidewalls32, a floor34, and a tailgate36. The tailgate36is movable between an open and a closed position to enable access to the cargo box18from the rear of the vehicle10. In the illustrated embodiment, the rear wall28of the cabin16and the front wall30of the cargo box18together define the passthrough22. The passthrough22connects the floor34of the cargo box18and the floor21of the cabin16. The passthrough22enables the vehicle rider to easily step from the floor21of the cabin16to the floor34of the cargo box18and vice versa. The front wall30includes a front side30A and a rear side30B. The front side30A of the front wall30faces the rear side28B of the rear wall28of the cabin16. As stated, the cabin16and the cargo box18are separately mounted onto the vehicle frame12so that the cabin16and the cargo box18can flex with respect to each other via the elastic seal20. In particular, the rear wall28of the cabin16is cut by metal cutting tools, such as a pneumatic sheers, grinder and/or a metal nibbler. As best seen inFIG.8, the rear wall28is cut to have a rear wall opening38. The rear wall opening38has a bottom portion38A, a pair of first side portions38B that extend upward from the bottom portion38A, and a pair of second side portions38C that extend upward from the first side portions38B. The second side portions38C extend into a preexisting window40of the rear cabin16. As best seen inFIGS.4,5and8, the bottom portion38A preferably has a width that corresponds substantially to a width of a space between the seats S of the cabin16to allow easy passage of a passenger from the cabin16to the cargo box18and vice versa. The first side portions38B extend perpendicularly from the bottom portion38A and extend into the second side portions38C. The second side portions38C extend upwards and laterally towards the sides of the vehicle10. Therefore, the second side portions38C has an expanding width with a maximum width that is greater than the width of the bottom portion38A. Together, the bottom portion38A, the first side portions38B and the second side portions38C partially define the outer border22A of the passthrough22. However, it will be apparent to those skilled in the vehicle field from this disclosure that the passthrough22can have different shapes of different dimensions by cutting the rear wall28of the cabin16in different patterns. As also seen inFIGS.4and5, the rear wall28of the cabin16preferably includes a first rear light42of the vehicle10. The first rear light42is installed onto a top edge of the window40. The first rear light42serves as a taillight, braking light or a warning light of the vehicle10. Referring toFIGS.8and9, the front wall30of the cargo box18is cut by metal cutting tools to have a front wall opening44that substantially corresponds to (lines up with) the rear wall opening38of the cabin16. The front wall opening44therefore has a bottom portion44A, a pair of first side portions44B that extend upwards from the bottom portion, and a pair of second side portions44C that extend upwards from the first side portions44B. The bottom portion44A, the first side portions44B and the second side portions44C of the front wall30correspond with the size and dimensions of the bottom portion38A, the first side portions38B and the second side portions38C of the rear wall28of the cabin16. Therefore, together, the bottom portion44A, the first side portions44B and the second side portions44C partially define the outer border22A of the passthrough22. In the illustrated embodiment, the vehicle body14is the vehicle body14of a pickup truck in which the cabin16and the cargo box18are cut to be two separate members. However, it will be apparent to those skilled in the vehicle field from this disclosure that the cabin16and the cargo box18can alternatively be manufactured as separated pieces having an opening on the rear wall28of the cabin16and an opening on the front wall30of the cargo to have a passthrough22between the cabin16and the cargo box18. As seen inFIGS.8and9, the rear wall28of the cabin16includes a first flange46that extends along the perimeter of the rear wall opening38. In particular, the rear side28B of the rear wall28includes the first flange46. The front wall30of the cargo box18includes a second flange48that extends along the perimeter of the front wall opening44. In particular, the rear side of the front wall30includes the second flange48. The elastic seal20is provided onto the first and second flanges46and48, as will be discussed below. In the illustrated embodiment, the first and second flanges46and48can be welded onto the rear wall28and the front wall30, respectively. Alternatively, the cabin16and the cargo box18can be separately made to have the first and second flanges46and48pre-installed thereon. As best seen inFIGS.7and8, the22A outer border of the passthrough22includes a top side23A, a bottom side23B, and a pair of lateral sides22C that connect the top and bottom sides. The top side of the passthrough22is defined by the rear wall28of the cabin16and the cargo box frame24. The bottom side of the passthrough22is defined by the rear wall28of the cabin16and the front wall30of the cargo box18. Referring toFIGS.6and7, the vehicle10further includes a barrier50that is provided over the passthrough22as needed and/or desired. That is, the passthrough22is closeable by the barrier50. In particular, the barrier includes a first barrier50A (FIG.6) and a second barrier50B (FIG.7). The first and second barriers50A and50B are both movable between a stowed position and an operating position. Referring toFIG.6, the first barrier50A is a rigid barrier that can be made of plastic that is erected to block the passthrough22. That is, the first barrier50A overlaps with the passthrough22when in the operating position. For example, the vehicle10can include a slot52on the floor34of the cargo box18to support the first barrier50A in the operating position. The first barrier50A can be stowed on the floor34of the cargo box18in the stowed position. Therefore, the first barrier50A is offset of the passthrough22in the stowed position. As shown, the front wall30of the cargo box18includes a pair of retainers54that pivot along a pair of hinges56to retain the first barrier50A on the front wall30. The retainers54can be operated by the user to release the first barrier50A or to hold the first barrier50A in the operating position. While the retainers54and the first barrier50A are illustrated as being supported on the front wall30, it will be apparent to those skilled in the vehicle field from this disclosure that the retainers54and the first barrier50A can alternatively be provided on the rear wall28of the cabin16to retain the first barrier50A inside the cabin16. Further, it will be apparent to those skilled in the vehicle field from this disclosure that floor of the cabin16can include a slot to retain the first barrier50A inside the cabin16. As seen inFIG.7, the second barrier50B is additionally or alternatively provided to the vehicle10along with the first barrier50A. The second barrier50B is made of a deformable material such as vinyl, fabric or canvas material. Preferably, the second barrier50B is rolled up in the stowed position. The second barrier50B is unrolled in the operating position. The second barrier50B is erected to block the passthrough22in the operable position. The second barrier50B overlaps with the passthrough22to block the passthrough22in the operating position. The second barrier50B is offset of the passthrough22in the stowed position. As shown, the front wall30of the cargo box18includes a pair of hooks58that can engage with corresponding hooks58(not shown) of the second barrier50B to retain the second barrier50B in the operating position. While the hooks58and the second barrier50B are being illustrated as being supported on the front wall30, it will be apparent to those skilled in the vehicle field from this disclosure that the hooks58and the second barrier50B can alternatively be provided on the rear wall28of the cabin16to retain the second barrier50B inside the cabin16. Therefore, in the illustrated embodiment, at least one of the front wall30of the cargo box18and the rear wall28of the cabin16includes one or more fasteners for maintaining the barrier in the operable position. Referring toFIGS.4,5and13to16, the cargo box frame24is fixedly mounted to the cargo box18. The cargo box frame24is made of a durable, rigid material such as fiberglass that is molded from several pieces to form a one-piece integrated member that is mounted to the cargo box18. The cargo box frame24preferably includes a plurality of reinforcements60, such as internal metal inserts60that reinforce the structure of the cargo box frame24. The metal inserts60are preferably molded with the fiberglass. As seen inFIGS.13and14, the cargo box frame24is mounted to the sidewalls32of the cargo box18, preferably by bolts or other types of fasteners as appropriate. In particular, Referring toFIGS.4,5and13, the cargo box frame24has a pair of mounting rails62that are mounted to the sidewalls32of the cargo box18. As best seen inFIG.13, the cargo box frame24includes a pair of crossbar siderails64extending rearward of the forward border70. The crossbar siderails64extend substantially parallel to the mounting rails62. Referring toFIG.16, the cargo box frame24further has a front wall attachment portion66that is attached to the front wall30of the cargo box18. The front wall attachment portion66is defined by a pair of front rails66A extending perpendicularly to the mounting rails62. The front rails66A are mounted to the front wall30of the cargo box18, as best seen inFIGS.8and9. The front rails66A can be mounted to the front wall30by bolts or other types of fasteners. Referring back toFIG.16, the cargo box frame24further includes a rear wall attachment portion68that is indirectly attached to the rear wall28of the cargo box18by the elastic seal20. The rear wall attachment portion68includes a pair of upright rails68A extending upward from the front rails66A. The rear wall attachment portion68further includes a lateral rail68B connecting the upright rails68A. The front wall attachment portion66and the rear wall attachment portion68of the cargo box frame24together have a shape that substantially corresponds to the window40and partially corresponds to the passthrough22, as seen inFIG.8. Together, the front wall attachment portion66and the rear wall attachment portion68define a forward border70of the cargo box frame24. That is, the forward border70at least partially corresponds to the outer border22A of the passthrough22. Thus, the cargo box frame24is movably connected to the cabin16by the forward border70of the cargo box frame24. The elastic seal20is provided to the forward border70, as seen inFIG.14. More specifically, the elastic seal20is provided along the forward border70of the cargo box frame24to movably attach the cargo box frame24to the cabin16. In particular, the upright rails68A and the lateral rail68B of the cargo box frame24are movably attached to the cabin16by the elastic seal20. The front rails66A are preferably fixed to the rear wall28of the cargo box18, such as by bolts and fasteners. As stated, the cargo box frame24is fixedly mounted to the cargo box18. Referring toFIGS.9to12and16, the elastic seal20is preferably made of ethylene propylene diene monomer rubber (EPDM) rubber. As best seen inFIGS.11and12, the elastic seal20is configured like an accordion boot seal. Referring toFIG.10, the elastic seal20has an outer border including an upper portion20A and a bottom portion20B. The upper portion20A has a maximum width that is larger than a maximum width of the bottom portion20B. The upper portion20A of the elastic seal20connects the rear wall28of the cabin16and the cargo box frame24. The bottom portion20B connects the front wall30of the cargo box18and the rear wall28of the cabin16. As shown, the outer border of the elastic seal20partially defines the passthrough22along with the rear wall28of cabin16and the front wall30of the cargo box18. Referring toFIGS.9,11and12, the elastic seal20includes a first receiving portion72, a second receiving portion74and a corrugated portion75extending between the first and second receiving portions72and74. The first receiving portion72includes a metal insert72A that is preferably an internal spring steel loom that enables the first receiving portion72to pinch or clamp down on an object (e.g., a metal sheet or panel). The second receiving portion74also includes a metal insert74A that is preferably an internal spring steel loom that enables the second receiving portion74to pinch or clamp down on an object (e.g., a metal sheet or panel). The first flange46of the rear wall28of the cabin16is received by the first receiving portion72of the elastic seal20. Therefore, the first receiving portion72receives a portion of the rear wall28of the front cabin16. The second receiving portion74of the elastic seal20interchangeably receives the front wall30of the cargo box18and the cargo box frame24. In particular, the second receiving portion74receives the second flange48of the front wall30of the cargo box18at the bottom portion of the elastic seal20. The second receiving portion74receives the cargo box frame24at the top portion of the elastic seal20. In particular, the second receiving portion74receives a flange49of the cargo box frame24which substantially aligns with the second flange48of the front wall30when the cargo box frame24is mounted to the cargo box18, as best seen inFIG.9. In this way, the elastic seal20movably connects the cargo box frame24and the rear wall28of the cabin16at the top side of the passthrough22. The elastic seal20movably connects the rear wall28of the cabin16and the front wall30of the cargo box18at the bottom side of the passthrough22. As seen inFIG.9, the cabin16and the cargo box18are separated by the gap G. The elastic seal20is disposed over the cabin16, the cargo box18and the gap G to connect the cabin16and the cargo box18. The elastic seal20is disposed over sheet metal of the rear wall28and sheet metal of the front wall30. The cabin16and the cargo box18can flex with respect to each other by the elastic seal20. In this way, the elastic seal20movably connects the cargo box frame24to the rear wall28of the cabin16. Referring toFIGS.13and14, the vehicle10further comprises a rear crossbar76that is removably attached to each of the crossbar siderails64. The rear crossbar76can be attached to the crossbar siderails64by conventional means, such as by sliding the rear crossbar76into grooves of the crossbar siderails64. The rear crossbar76can also be fastened to the crossbar siderails64by fasteners, such as screws, bolts, etc. The rear crossbar76can alternatively be snap fitted or press-fitted to the crossbar siderails64. As stated previously, the rear wall28of the cabin16includes the first rear light42. The rear crossbar76includes a second rear light78. In the illustrated embodiment, when the rear crossbar76is installed, the first and second rear lights76and78are connected in by the same electrical circuit in parallel. That is, installation of the rear crossbar76activates the second rear light78. As best seen inFIG.13, one of the crossbar siderails64includes an electrical connector that mates with an electrical connector of the rear crossbar76when the rear crossbar76is connected to the crossbar siderails64. For example, the crossbar siderail can include an electrical port80having a pair of terminals80A connecting the first and second rear lights76and78to the electrical circuit. The rear crossbar76can include an outlet82that mates with the terminals80A of the crossbar siderail64when the rear crossbar76is installed. In the illustrated embodiment, the first and second rear lights76and78are preferably brake lights or warning lights for the vehicle10. When the vehicle's10brakes are depressed, the electrical circuit is closed such that the first and second rear lights76and78are illuminated. Referring back toFIGS.1and2, the vehicle10further comprises the soft top panels26that are detachably attached to the cargo box frame24. The soft top panels26preferably include vinyl panels that are transparent to form windows for the vehicle10when the cargo box18is enclosed. The vinyl panels include fabric borders that can be installed to the cargo box frame24. Installation of the soft top panels26to the cargo box frame24transforms the vehicle10from an open-air vehicle to a closed vehicle as needed and/or desired by the user. As seen inFIG.1, the soft top panels26includes a roof panel84that is detachably attached to the crossbar siderails64and the rear crossbar76. The roof panel84can include a plurality of vinyl panels86that are bound by fabric borders88. The fabric borders88are attached to the crossbar siderails64. The soft top panels26further includes a plurality of side panels90. Each of the side panels90include with respective vinyl panels92having fabric borders94. The side panels90are detachably connected to the crossbar siderails64and to the mounting rails62of the cargo box frame24. The soft top panels26further include a rear panel96having a vinyl panel98with a fabric border100. The rear panel96forms a rear window of the vehicle10when installed. The rear panel96is installed to the rear crossbar76. In the illustrated embodiment, each of the roof panel84, the side panels90and the rear panel96can be alternatively installed to the cargo box frame24as desired. Therefore, the cargo box frame24preferably includes channels (such as C-channels) that can receive a rope insert of each of the soft top panels26to removably receive the soft top panels26. The soft top panels26can be secured to the cargo box frame24and/or the rear crossbar76by lock and loop strips. In the illustrated embodiment, the vinyl panels86,92and98can be detachable secured to their respective fabric borders88,94and100by lock and loop fasteners or zippers. For example, the vinyl panels86,92and98can be unzipped from the fabric borders88,94and100and rolled up as shown inFIG.4so that the vehicle10has an open-air configuration. In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components and/or groups, but do not exclude the presence of other unstated features, elements, components and/or groups. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. Also as used herein to describe the above embodiment(s), the following directional terms “forward”, “rearward”, “above”, “downward”, “vertical”, “horizontal”, “below” and “transverse” as well as any other similar directional terms refer to those directions of a vehicle equipped with the vehicle. Accordingly, these terms, as utilized to describe the present invention should be interpreted relative to a vehicle equipped with the vehicle. The terms of degree such as “substantially”, “about” and “approximately” as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed. While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such feature(s). Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. | 25,158 |
11858325 | DESCRIPTION OF EMBODIMENTS In the following, embodiments of the present invention are described based on the drawings. InFIG.1toFIG.14, an opening K is formed in a roof R of a passenger automobile vehicle depicted as one example of a vehicle, and a sunroof device1is attached from an in-car side to a lower surface of the roof R of the vehicle on the peripheral edge of this opening K. Note that the width direction of the vehicle corresponds to a lateral direction and the forward side corresponds to the front. InFIG.1toFIG.4, the sunroof device1includes a frame structure F disposed under the opening K of the roof R of the vehicle, a transparent closing panel N closing a substantially rear half of the opening K, a roof panel P closing a substantially front half of the opening K and configured to cover and uncover the opening K, a drive mechanism E which causes this roof panel P to perform a tilting motion and a sliding motion, a deflector mechanism D disposed in a fore part of the frame structure F, a drip mechanism H which moves with a rear edge of the roof panel P, and a blind mechanism B capable of causing a blind member Ba to advance from a rear part to the fore part of the frame structure F. The frame structure F is a rectangular frame forming the next smaller hole than the opening K, and includes a front frame Ff positioned at the lower front of the opening K, left and right side frames Fs extending rearward from left and right side portions of this front frame Ff, and a rear frame Fr connecting rear parts of these left and right side frames Fs together. Note that a beam connecting midway parts of the left and right side frames Fs together may be provided. Disposed above the front frame Ff are a first motor M1for driving the roof panel P, a second motor M2for moving the blind member Ba forward and rearward, and so forth. Formed above the left and right side frames Fs are guiderails Fa where left and right drive engaging members31for moving the roof panel P move, drain rails Fb for drainage, blind rails Fc for guiding both left and right ends of a lateral bar36at an end of the blind member Ba, and so forth. Above the rear frame Fr, a roll shaft32of the blind member Ba of the blind mechanism B is supported. The first motor M1is provided with a drive gear33. With that drive gear33, two toothed push-pull cables34are intermeshed. The two toothed push-pull cables34are connected to the left and right drive engaging members31, respectively. Rotation of the first motor M1moves the left and right drive engaging members31simultaneously forward or rearward. The two toothed push-pull cables34are respectively guided by guide pipes35. These guide pipes35extend from the front frame Ff through frame corner portions to the left and right side frames Fs. Also, similarly, the second motor M2is provided with a drive gear33. With that drive gear33, two toothed push-pull cables34are intermeshed. The two toothed push-pull cables34are connected to the both left and right ends of the lateral bar36at the end of the blind member Ba, respectively. Rotation of the second motor M2moves the left and right ends of the lateral bar36simultaneously forward or rearward. The two toothed push-pull cables34are respectively guided by the guide pipes35. These guide pipes35extend from the front frame Ff through the frame corner portions to the left and right side frames Fs. The two guide pipes35on each of the left and the right are disposed, in particular, above the frame corner portions, from the front frame Ff to the left and right side frames Fs, forming a structure disposed above the frame structure F. The closing panel N is a daylighting glass panel, is fixed to the left and right side frames Fs and so forth of the frame structure F, and has its surface substantially identical to the surface of the roof R of the vehicle and its lower portion serving as an accommodation space of the roof panel P when opened. The roof panel P is formed from glass capable of daylighting, and has each of left and right lower surfaces to which a lifter configuring the drive mechanism E is attached. The drive mechanism E is configured of a lifter40with a lift guide39formed on a side surface, a drive engaging member31which causes the lifter40engaged with the lift guide39formed in this lifter40to perform a tilting motion and a sliding motion, the first motor M1which moves this drive engaging member31to move forward and rearward via the push-pull cables34, and so forth. With a fore shoe38provided to a fore part of the lifter40and the drive engaging member31guided by the guiderail Fa, the roof panel P is movable forward and rearward integrally with the lifter40. The lift guide39is a cam groove and, with the drive engaging member31moving in that groove, the roof panel P performs a tilting motion integrally with the lifter40(FIG.2A). With the drive engaging member31moving forward in the lift guide39, the roof panel P in a posture closing the opening K performs a tilt-up motion in which a rear part moves upward as being centered around a fore shoe38side. With the drive engaging member31moving rearward, the roof panel P in the posture closing the opening performs a tilt-down motion in which the rear part moves downward as being centered around the fore shoe38side. When the drive engaging member31reaches a rear end of the lift guide39, in the subsequent reward movement of the drive engaging member31, the roof panel P in the tilt-down posture is moved rearward to be under the closing panel N, thereby becoming in a posture of fully opening the opening K (FIG.2B). In the blind mechanism B, the blind member Ba such as a cloth is rolled up onto the roll shaft32above the rear frame Fr. The blind member Ba has a core material such as a cord sewn in each of left and right ends, and has the lateral bar36provided at the front end. The left and right ends of this lateral bar36are connected to the push-pull cables34driven by the second motor M2. Driving by the second motor M2causes a fore part of the blind member Ba to move forward and below the opening K. Rolling back the blind member Ba is performed by reverse rotation of the second motor and a return spring provided to the roll shaft32. Also, an inner blind member Bb is provided inside the fore part of each of the left and right side frames Fs. InFIG.1toFIG.3andFIG.5toFIG.9, when the roof panel P moves rearward from a tilt-down position, the deflector mechanism D moves upward (develops) by the spring force to become in a wind deflecting posture. When the roof panel P moves forward from the rear to move to the tilt-down position, the deflector mechanism D is pushed down by the roof panel P to move downward (collapse) to become in an accommodated posture. The deflector mechanism D has a collapsible deflector member11, a lower edge member12attached and fixed to a lower edge of this deflector member11to be attached to the front frame Ff of the frame structure F, an upper edge member13supporting an upper edge of the deflector member11, and arms14supporting both ends of this upper edge member13to move upward and downward. Each of the arms14has an arm end15connected to one of lateral (longitudinal) ends of the upper edge member13(longitudinal direction) and an arm body16with a base portion attached to the frame structure F in a manner that allows this arm end15to move upward and downward. The arm end15is formed from a synthetic resin, and the arm body16including an end connected to the arm end15is formed from a curved leaf spring. Also, a front attachment body17and an arc-shaped attachment body18for attaching the lower edge of the deflector member11to the frame structure F are provided. The deflector member11is formed from a breathable net material (or mesh material), and has the front portion11apositioned on the front side of the opening K and left and right corner portions11bextending, in a curved manner, rearward from both ends of this front portion11a. Note that the deflector member11may be formed from any collapsible material such as a canvas or a sheet material. In the deflector member11, as depicted inFIG.1,FIG.2B,FIG.5, andFIG.6(A), in a developing posture with the upper edge moved upward, the front portion11abecomes in a posture tilted rearward from its lower edge to its upper edge, and the corner portion11bbecome in a posture as an arc-shaped surface of a cone trapezoid from its lower edge to its upper edge. In the deflector member11, a band cloth is rolled to form a slender pipe to be sewn to an upper edge of one sheet of a horizontally-long wide net material. On the upper edge of the deflector member11including the front portion11aand the left and right corner portions11b, a bag-shaped fitting portion11cfitted onto the upper edge member13is formed. With both left and right ends of this fitting portion11cpartially sewn, a protruded lock portion11dis formed. That is, in side portions at both ends of a sewn portion forming a pipe shape at the upper edge of the net material, when lower side portions at both ends are sewn with a hole left in upper side portions, sewing the lower side portions at both ends of the sewn portion at the upper edge of that net material decreases an inlet inner diameter of the fitting portion11c, and this sewing of the lower side portions forms the lock portion11d. Formed at the arm end15are an arc-shaped portion15ainserted into the corner portion11bof the deflector member11and a substantially linear connecting portion15bpositioned on an end side of this arc-shaped portion15aand connected to an end of the upper edge member13formed from the pipe material. As depicted inFIG.7andFIG.8, the arc-shaped portion15aof the arm end15has a curved stick shape, has a diameter substantially equal to that of the upper edge member13, and has an engaging portion15cprotruding downward and formed at an end connected to the arm body16. The engaging portion15chas a surface on an arm body16side (surface corresponding to an end of the fitting portion11c) formed substantially perpendicular to a lower side surface of the arm15aand has a surface on an upper edge member13side formed as a tilted surface toward the center of the upper edge member13with respect to the lower side surface of the arm15a. In this engaging portion15c, the substantially perpendicular surface can be engaged with the lock portion11dof the fitting portion11cof the deflector member11and, with these engaged, the corner portions11bof the deflector member11are inhibited from moving to a front portion11aside. The tilted surface of the engaging portion15cguides the lock portion11dof the fitting portion11cso that the lock portion easily engages with the substantially perpendicular surface of the engaging portion15c. That is, with the lock portion11dmade along the tilted surface of the engaging portion15c, the lock portion11dcan easily ride over the portion of the engaging portion15cprotruding downward to engage with the substantially perpendicular surface of the engaging portion15c. An upper portion of each corner portion11bof the deflector member11substantially completely covers the arc-shaped portion15aof the arm end15. By the arc-shaped portion15a, that corner arc shape is kept. With the lock portion11dengaging with the engaging portion15c, the outer end of the corner portion11bof the deflector member11is reliably held at the outer end of the arm end15. This can prevent shifts of the front portion11aand the left and right corner portions11bof the deflector member11to both of the inner side and the outer side in a lateral direction (vehicle-width direction) to keep a normal developing posture. The connecting portion15bof the arm end15is inserted in the end of the upper edge member13formed from a pipe material, and is provided with an engaging protrusion42which moves in and out by elastic deformation. At an end of the upper edge member13fitting in the connecting portion15b, an engaging hole43which removably engages with the engagement protrusion42is formed. The engaging protrusion42and the engaging hole43are to ensure connection between the connecting portion15band the upper edge member13, configuring a detachment prevention mechanism15d. The detachment prevention mechanism15dalso has a function to prevent rotation, restricting relative rotation of the connecting portion15band the upper edge member13. Also, a recessed portion15eis formed at an end of the connecting portion15b, and a protruded portion13aengaging with the recessed portion15eis formed on the inner peripheral surface of the upper edge member13formed from the pipe material. Engagement of the recessed portion15eand the protruded portion13aconfigures a rotation prevention means which restricts relative rotation of the connecting portion15band the upper edge member13. Furthermore, a pressing portion15fpress-fitted onto the inner peripheral surface of the upper edge member13is formed to prevent rattles. In the connection between the connecting portion15bof the arm end15and the upper edge member13formed of the pipe material, only with the end of the upper edge member13connected to the connecting portion15b, a flat surface is formed from the upper edge member13to the arc-shaped portion15a, and no protruded step is present. Thus, wind noise hardly occurs. With detachment prevention and rotation prevention, rattles are also prevented. Also, the number of components can be reduced. The arm body16is formed from a narrow spring steel (spring band plate). The base portion at the rear is attached to the side frame Fs to be tilted upward to the front, urging the arm end15connected to the front end to a direction of moving upward. The roof panel P at the fully-closed position or which moves to the fully-closed position pushes the fore part of the arm end15or the arm body16downward. InFIG.1,FIG.5, andFIG.6toFIG.9, the lower edge of the deflector member11has a notch11eformed between the front portion11aand the corner portion11b(depicted inFIG.7). The lower edge member12is formed as being divided into a front lower edge member12aattached to the lower edge of the front portion11aand an arc-shaped lower edge member12battached to the lower edge of the corner portion11b. Provided laterally from the center to each side of the front frame Ff are a front attachment body17and an arc-shaped attachment body18to which the front lower edge member12aand the arc-shaped lower edge member12bare detachably attached, respectively. The front attachment body17has a loose arc shape (or may have a linear shape) protruding from left and right toward the center, and has attached thereto the front lower edge member12aas being inserted from above. This front attachment body17is integrally molded with the front frame Ff, but can be formed from a synthetic resin or the like and be attached to the front frame Ff via a fixture. As depicted inFIG.6(B), the front attachment body17has a hook hanging part17aformed thereon. The front lower edge member12ais formed in a hook shape (fabric support shape) which detachably engages with the hook hanging part17a. The front portion11aof the deflector member11is provided to extend in a manner such that its lower end is in contact with an upper portion of the back surface of the front lower edge member12aand is sewn, downward from its end, to the back surface of the front lower edge member12ato a midway height and, when the posture of the deflector member11is changed from the collapsed posture to the wind deflection posture, the front portion11aof the deflector member11extends upward from this midway height of the back surface. With the lower portion of the front portion11aoriented downward from the upper portion of the back surface of the front lower edge member12ato the midway height, when the posture of the deflector member11is changed from the wind deflection posture to the collapsed posture and the deflector member11is stored, the upper portion of the front portion11amoves down to be collapsed for storage so that the deflector member11is always drops downward from the lower end of the front portion11a. Thus, it is possible to prevent the deflector member11from closing the opening K as protruding above the roof panel P. The lower portion of the front portion11ais sewn downward to the back surface of the front lower edge member12but, instead of being sewn, may be fused, welded, bonded by a double-sided tape, or the like, or may be directly attached to a vertical rib or the like provided on the upper surface of the front frame Ff. That is, it is only required for attachment that the front portion11ahas a bonded portion11fbonded downward from an end to the lower edge member12aand unbonded portion11gadjacent to this bonded portion11fand the unbonded portion11gdrops downward when the deflector member11is stored. An edge of this unbonded portion11gis supported by the upper edge member13. Furthermore, as depicted inFIG.1andFIG.5, at least one plate formed from a synthetic resin or the like is provided on the surface of the front surface11aof the deflector member11, thereby making it easy for the upper portion of the front portion11ato move down and drop downward from the lower end of the front portion11a. The arc-shaped attachment body18is formed from a synthetic resin or the like and attached to the front frame Ff. On its upper surface side, an arc-shaped groove portion18ahaving a substantially arc-shaped groove in a planar view and a detachment inhibiting portion18bbulging above the groove of this arc-shaped groove portion18a. When the arc-shaped lower edge member12bis inserted along the groove of the arc-shape groove portion18ainto that groove from a substantially horizontal direction, upward detachment is inhibited by the detachment inhibiting portion18b. According to this structure, the arc-shaped lower edge member12bcan be formed so as to have a small thickness in a vehicle vertical direction. Note that the arc-shaped groove portion18amay be formed on a side surface side of the arc-shaped attachment body18. In that case, the arc-shaped lower edge member12bcan be formed so as to have a small thickness in a vehicle width direction. Furthermore, the arc-shaped attachment body18may not be provided as a separate body, and may be integrally formed with the front frame Ff or the side frames Fs. The left and right corner portions11bof the deflector member11are each provided with the arc-shaped lower edge member12bat the lower edge. With this arc-shaped lower edge member12battached to the arc-shaped attachment body18, the arc shape of the lower edge is ensured. In the arc-shaped attachment body18, a bridge portion18cand an end attachment portion18dare formed adjacently to the arc-shaped groove portion18a. The bridge portion18chas a cavity on a lower surface side at a position corresponding to the notch11eof the lower edge of the deflector member11, and thus can be disposed over the guide pipes35, which are a structure on the frame structure F, and so forth, so as to avoid interference therewith. The bridge portion18cmay have a holding function of preventing floating of the structure. The end attachment portion18dis formed adjacently to the bridge portion18cand is thus integral also to the arc-shaped groove portion18aand, together with the front attachment body17, has the end of the front lower edge member12aremovably attached thereto. With the end of the front lower edge member12aas well as the arc-shaped lower edge member12bof the corner portion11battached to the arc-shaped attachment body18, a positional relation between the front portion11aof the deflector member11and the lower edge of the corner portion11bis ensured. InFIG.1toFIG.4andFIG.10toFIG.14, the drip mechanism H is configured to receive rain water dripping from the rear edge of the roof panel P in the tilt-up posture and from the front edge of the closing panel N, receive rain water dripping from the rear edge of the roof panel P in the tilt-down posture, and receive rain water as moving together with the rear edge of the roof panel P until the roof panel P moves rearward to become in a fully-opened posture. The drip mechanism H has a drip member21which covers over the entire length of a lower side of the rear edge of the roof panel P, a pair of left and right movable bodies22provided in the left and right side portions of the frame structure F, respectively, a lifting unit23connecting the drip member21to each of the left and right movable bodies22in a manner that allows the drip member21to move upward and downward, and an interlocking member24connecting the drip member21with the roof panel P. The drip member21is configured so as to have a convex shape at the center in a lateral direction, with both left and right ends down to be positioned above drain rails Fb on the left and right side frames Fs; have an inverted-C-shaped cross section; and have an upper surface where a trough portion21awith its upside open is formed so that rain water dripping from above is received by the trough portion21ato be flown from the trough portion21ato the drain rails Fb. In the lifting unit23, a pair of front and rear link members25F and25R connecting the drip member21with the movable body22and an urging member26urging, in a rising direction, portions of these paired link members25F and25R on the drip-member-21connected side are provided. The front and rear link members25F and25R of the lifting unit23are parallel to each other and set to have substantially the same link length L, and the front and rear link members25F and25R are tilted so that their upper portions are positioned at the rear of their lower portions. In the front link member25F of the lifting unit23, a front engagement portion25fbprojects rearward-downward from a lower pivotally supporting portion25fa, in the rear link member25R of the lifting unit23, a rear engagement portion25rbprojects forward-upward from a lower pivotally supporting portion25ra, and a single urging member26is connected so as to apply a tensile force to the front engagement portion25fbof the front link member25F and the rear engagement portion25rbof the rear link member25R. Each of the left and right movable bodies22includes a rear pivotally supporting portion22rpivotally supporting the lower pivotally supporting portion25raof the rear link member25R and a front pivotally supporting portion22fdisposed at higher position compared to this rear pivotally supporting portion22rand pivotally supporting the lower pivotally supporting portion25faof the front link member25F. The paired left and right movable bodies22are movably disposed on the guiderails Fa of the of the left and right side frames Fs, respectively. Each movable body22has its upper surface side opened upward from the front pivotally supporting portion22fto the rear pivotally supporting portion22rso as to form a placement space22ain which the lower pivotally supporting portions25faand25raof the front and rear link members25F and25R and the urging member26connected to both of the lower pivotally supporting portions25faand25raare disposed. Also, stopper parts27are formed at the upper front and the lower front of the disposition space22aof the movable body22, and are configured so that the front engagement portion25fbof the front link member25F abuts on the stopper part27to restrict rising of the link member F and, when the front link member25F falls down to the lowest position, the front engagement portion25fbof the front link member25F abuts on the stopper part27to inhibit a further falling motion. When falling down to the lowest position, the front and rear link members25F and25R become in a substantially horizontal posture. Since the front link member25F has the front engagement portion25fbprotruded downward from the lower pivotally supporting portion25fa, the front pivotally supporting portion22fis formed above the rear pivotally supporting portion22r. To avoid interference with this front pivotally supporting portion22fpositioned above, notched recessed portions21bare formed in fore parts on both left and right sides of the drip member21. Since the notched recessed portions21bcan avoid interference with the front pivotally supporting portion22f, the drip member21can move downward to a height substantially similar to that of the front pivotally supporting portion22f, thereby reducing the vertical dimensions of the device. The interlocking member24has formed at a fore part a front connecting pin part24frotatably connected to a rear part of the lift guide39and has formed at a rear part a rear connecting pin part24rrotatably connected to the drip member21. The rear connecting pin part24ralso serves as a connecting pin for connecting the upper portion of the front link member25F and the drip member21. When the roof panel P is in the fully-closed posture, a first abutting surface21cformed on the upper surface at each of left and right side ends of the drip member21and on a roof panel P side abuts on the roof panel P to be kept at a raised position. When the lifter40performs a tilt-up motion, a second abutting surface21dformed on the upper surface at each of the left and right side ends of the drip member21and on a closing panel N side abuts on the closing panel N to be kept at a raised position. When the lifter40performs a tilt-down motion, the interlocking member24rotates, and the roof panel P pushes the drip member21downward, thereby bringing the front and rear link members25F and25R down against the urging member26and moving the drip member21down to cause the roof panel P to become in a tilt-down state. When the roof panel P performs tilt-up and tilt-down motions, the upper rear portions of the front and rear link members25F and25R swing as being centered around the lower pivotally supporting portions25faand25raof the lower front portions, respectively. Since the front and rear link members25F and25R are parallel links which are parallel and have a substantially equal link length L, the drip member21vertically performs translation operation as keeping the horizontal posture, and thus can receive rain water dripping from above in the trough portion21awithout leakage. When the lifter40moves rearward, as the distance between the drip member21and the rear edge of the roof panel P is kept, the interlocking member24pushes and moves the drip member21and the front and rear link members25F and25R. Here, in the drip member21, the notched recessed portion21bof the fore part on each of the left and right sides is down at a position of fitting in (vertically overlapping) the front pivotally supporting portion22fof the movable body22, and thus the vertical dimensions of the rear portion of the sunroof device1can be shortened. When the lifter40moves forward, the drip member21and the front and rear link members25F and25R are pulled forward via the interlocking member24. Note that the present invention is not limited by the embodiment and the shape, configuration, combination, and so forth of the members can be changed. For example, as for mounting the sunroof device1on the vehicle, the sunroof device1may be attached from the upper surface of the roof R of the vehicle on the peripheral edge of the opening K. Also, as for the panels, the invention may be applied to the roof R of the vehicle without the closing panel N and with the opening K formed to be covered and uncovered by the roof panel P, a type in which the roof panel P does not tilt up and tilts down and then moves rearward, or a type in which the roof panel P tilts up and then moves rearward above the closing panel N. Also, the blind mechanism B may be omitted. The front and rear link members25F and25R may be slightly unparallel, may have slightly different link lengths L, and may be tilted upward at the front. The urging member26which urges the front and rear link members25F and25R to a rising direction may be provided individually to the front and rear link members25F and25R. | 28,044 |
11858326 | Elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions and/or relative positioning of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of various embodiments of the present invention. Also, common but well-understood elements that are useful or necessary in a commercially feasible embodiment are often not depicted in order to facilitate a less obstructed view of these various embodiments of the present invention. Certain actions and/or steps may be described or depicted in a particular order of occurrence while those skilled in the art will understand that such specificity with respect to sequence is not actually required. The terms and expressions used herein have the ordinary technical meaning as is accorded to such terms and expressions by persons skilled in the technical field as set forth above except where different specific meanings have otherwise been set forth herein. DETAILED DESCRIPTION Generally speaking, pursuant to various embodiments, systems, apparatuses and methods are provided herein for isolating fuel from an engine firebay. Several embodiments described herein provide a solution that will isolate fuel from the firebay compliant with known regulations and that will also not introduce a single point of failure in the safety system. Generally, according to some embodiments, fuel isolation to the engine firebay is provided through the use of a valve on the cold side of a firewall, the valve being coupled between an ullage of a fuel tank and an elevation of the fuel feed line at or above the ullage of the fuel tank. In the event of an engine fire condition, the airframe fuel pumps are turned off and the valve is opened to introduce air from the ullage portion into the fuel feed line as a vacuum break or siphon break such that the only fuel that will pass the firewall is the remaining fuel in the line downstream of the introduced air, and additional fuel cannot be siphoned. In some embodiments, to ensure adequate ullage and to reduce system pressure, a jettison valve is briefly opened and closed. In some embodiments, the valve replaces a conventional latching solenoid controlled shut valve at the firewall. In some embodiments, the valve does not introduce a single point of failure in the system such that propulsion system reliability is not sacrificed. For example, if the valve erroneously at least partially opens during normal operation due to a failure, a small amount of fuel may flow through the valve and back into the fuel tank, but fuel will continue to flow through the fuel feed line to the engine at a sufficient level for safe operation of the engine. In some embodiments, in the event a fire condition that results in operation of the valve but the event is actually not a fire event, the valve is closed and the airframe fuel pumps and engine are turned back on to resume normal operation. In some embodiments, the operation of the valve is initiated by the pilot or automatically by a control unit. In some embodiments, the aircraft is a manned aerial vehicle or an unmanned aerial vehicle. In some embodiments, the aircraft is a multi-engine or single engine aircraft. In alternative embodiments, the system and method are used in the same manner in other than aerial vehicles, such as watercraft (e.g., surface boat or submarine vehicles) and ground vehicles (e.g., automobiles, trucks). In some embodiments, a system and method for use in isolating fuel from an aircraft firebay comprises: a fuel tank; an airframe fuel pump; an engine located within the aircraft firebay; a firewall separating the aircraft firebay from a volume containing the fuel tank and the airframe fuel pump; a fuel feed line extending from the fuel tank to the airframe fuel pump and through the firewall to the engine, the fuel feed line fluidly connecting the fuel tank to the engine and additional aircraft systems, wherein the airframe fuel pump is configured to pump fuel from the fuel tank through the fuel feed line to the engine, wherein the fuel feed line comprises a cold side portion extending from the fuel tank to the firewall and a hot side portion extending from the firewall to the engine; a connector coupled inline with the fuel feed line at a location of the cold side portion of the fuel feed line; a valve coupled to the connector, the valve configured in a normally closed orientation; an air feed line coupled to an ullage portion of the fuel tank and to the valve; and a control unit configured to control operation of at least the airframe fuel pump and the valve. In the event of an engine fire, the control unit is configured to output control signaling to: turn off the airframe fuel pump to stop pumping the fuel through the fuel feed line; and open the valve to introduce air from the ullage portion of the fuel tank into the fuel feed line, wherein the air introduced by the valve provides a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel that can pass the firewall is the remaining fuel in the fuel feed line downstream of the connector and the introduced air. Referring now toFIG.1, a simplified diagram is shown of a conventional system for isolating fuel from the firebay of an aircraft. Shown is a fuel system including a fuel tank102, a fuel feed line104, airframe fuel pump/s106(also referred to as fuel pump106), a shut off valve108, a firewall110, an engine112, a control unit113and sensors116. Fuel is stored in the fuel tank102under pressure. Fuel is pumped from the fuel tank102by the fuel pump106via the fuel feed line104through the open shut off valve108through the firewall110and to the engine112. It is understood that many system components are not illustrated. The control unit113is electrically coupled to and outputs various control signals to the fuel pump106, the shut off valve108and the engine112. The sensors116are located proximate to the engine112and are used to sense or detect conditions indicating an engine fire. The sensors116output signals to the control unit114. The portion of the fuel feed line104upstream of the firewall (between the fuel tank102and the firewall110) can be referred to as the cold side portion104aof the fuel feed line104, and the portion of the fuel feed line104downstream of the firewall (between the firewall110and the engine112) can be referred to as the hot side portion104bof the fuel feed line104. The volume on the hot side portion104bcontaining the engine112is the firebay118. In operation, under control of the control unit113, fuel is pumped from the fuel tank102via the fuel feed line104through the firewall110to the engine112by the fuel pump106. It is understood that there are additional components that are not shown at the fuel pump106including fuel filters and heat exchangers and fuel can be sent to other fuel bays, e.g., by a jet pump manifold. In this diagram, when the sensors116detect significant heat or other condition indicative of an engine fire, the sensors116output a signal to the control unit113. On pilot command, the control unit113attempts to shut down the engine112, turns off the fuel pumps106and causes the shut off valve108to close. This stops the flow of fuel to the engine112and meets many of the various aviation codes. The shut off valve108is a solenoid activated latching valve that when closed does not require further power to remain closed, and will remain closed for the remaining duration of flight. However, such systems leads to a single point of failure. That is, it is possible that the shut off valve108may erroneously close or partially close due to a mechanical and/or electrical failure. In that case, despite the fact that there is not an engine fire and the fuel pump106is in normal operation, no fuel will reach the engine and propulsion will be lost. Additionally, should the sensors116indicate an engine fire and shutdown is initiated, but the event is not actually an engine fire, the shut off valve108cannot be re-opened during flight. In either case, propulsion is lost. Such situations can be catastrophic in single engine aircraft. Referring now toFIG.2, a simplified diagram is shown of a system for isolating fuel from the firebay of an aircraft according to some embodiments. In addition to the components already identified inFIG.1, shown are a valve202, a connector208, and an ullage portion204and a fuel portion206of the fuel tank102, and an air line210. In some embodiments, instead of including a shut off valve108in the fuel feed line at or upstream of the firewall110, the valve202is fluidly connected between the ullage portion204of the fuel tank102and the fuel feed line104at the connector208. That is, the air line210is connected from the ullage portion204to the fuel feed line104by the valve202and the connector208. The connector208is coupled to the fuel feed line104at an elevation point of the fuel feed line that is at or above a level corresponding to a low level of the ullage portion204of the fuel tank102. In the illustrated embodiment ofFIG.2, the connector208is at the high elevation point A of the fuel feed line104. In the illustrated embodiment, the low elevation point of the ullage portion204is illustrated at line B. Thus, in some embodiments, the connector208is coupled to the fuel feed line104at an elevation at or above line B. In some embodiments, the connector208is a tee connector coupled inline with fuel feed line104and is connected to the valve202. In some embodiments, the valve202is a non-latching, solenoid activated valve in a normally closed orientation that is electrically operated. In order to open the valve202, a control signal (e.g., a 28 volt signal) is output by the control unit114which causes the valve to open for the duration of the application of the control signal. In some embodiments, the contents of the fuel tank102are maintained under pressure. That is, the ullage portion204includes air under pressure. In other embodiments, the air in the ullage portion is not under pressure, e.g., when the fuel tank is low and/or when the jettison system is activated. It is noted that the control unit114is similar to the control unit113but includes programming and functionality to implement fuel isolation methods in accordance with several embodiments. When the sensors116output signals indicating an engine fire and the fuel isolation protocol is initiated (either automatically by the control unit114or after signal from the pilot), the control unit114outputs signaling to attempt to turn off the engine, to remove power to the fuel pumps106and to open the valve202. When the valve202opens, air from the ullage portion204is introduced into the fuel feed line104at the connector208, e.g., an air bubble is introduced into the fuel feed line104. The introduced air provides a vacuum break or siphon break in the fuel feed line104at point A that will prevent siphon action in the fuel feed line104. In this situation, fuel is not pumped through the fuel feed line104by the fuel pumps106and due to the introduction of the air, the engine112(or ruptured lines in the firebay118) may not siphon fuel through the fuel feed line104to the engine112. And thus, the only fuel that can pass the firewall110is the remaining fuel in the fuel feed line104downstream of the introduced air, i.e., any fuel already in the fuel feed line104between points A and C. The distance between A and C is designed such that the volume of fuel that can pass the firewall110is minimal and, in any event, less than the amount allowed by various international codes and regulations. In some embodiments, the volume of fuel between points A and C is less than one liter; thus meeting aviation codes and regulations that indicate a hazardous amount of fuel cannot enter the enter, and defining a hazardous amount as 1 liter. In some embodiments, the valve202is referred to as an anti-siphon valve since in this configuration and use, it functions to break siphon action in the fuel feed line104to prevent fuel from being siphoned through the fuel feed line104; however, the valve202itself is not a traditional anti-siphon valve used to prevent fluid flow from reversing as is understood in the art. In some embodiments, the valve is a simple, non-latching, solenoid activated valve in a normally closed orientation. It is understood that the valve202and connector208may be integrated into one device or may be separate devices coupled or connected together. The air line210connects to the ullage portion204to provide the source of air for introduction into the fuel feed line104. It is understood that the valve202is connected to the ullage portion204by a conduit, hose or piping line and connector at the fuel tank (not shown). In some embodiments, a jettison valve (not shown inFIG.2, see alsoFIG.4) is briefly opened at the same time or shortly after the valve202is opened. Normally, as is well known, the jettison valve is used to dump large volumes of fuel from the fuel tank/s. In this use, the jettison valve is opened for a short period of time (e.g., 15 seconds) in order to ensure that there is adequate ullage available and to reduce pressure in the fuel system. In some embodiments, the control unit114also causes the propeller/s of the aircraft to be feathered in order to provide the lowest drag and give the aircraft the best glide performance given that there is an engine fire event and that the engine is being shut down. Further details of such embodiments are described in more detail in the discussion below corresponding toFIG.4. In some embodiments, in the illustrated configuration, the fuel isolation to the firebay118is reversible in the event it is determined that the event is not an actual engine fire. In such event, the control unit114outputs signals to turn on the fuel pump106and close the valve202, unfeather the propeller/s, and then turn back on the engine112. In this case, the flow of fuel will resume to the engine. The engine will experience a brief loss of power as it ingests the air introduced into the fuel feed line104and then will resume normal operation. In some embodiments, the fuel isolation system and method does not introduce a single point of failure in the system, as does a traditional shut off valve108. If the valve202erroneously partially or fully opens due to an electrical and/or mechanical failure, a small portion of the flowing fuel may pass through the valve202and reenter the fuel tank102, but the majority of the fuel will continue flowing through the fuel feed line104through the firewall110to the engine112. In any event, a sufficient amount of fuel will continue to flow to the engine112to provide safe operation of the engine. In some embodiments, this is due to the size differential between the valve202and air line210connecting the valve202to the fuel tank102, and the fuel feed line. For example, in some embodiments, the diameter of the air line210connecting the ullage portion204to the valve202is about 0.25 inches (0.0635 cm) whereas the diameter of the fuel feed line104is about 1.0 inches (2.54 cm). In other words, the ratio of the diameter of the air line210to the fuel feed line104is about 1:4. It is understood that this ratio may be different and depends on the dimensions, pressures, flow rates, volumes and other characteristics of the particular system. For example, the size ratio may be between 1:2, 1:3, 1:4, 1:5 and so on. As can be seen in this embodiment, should the valve202open due to a failure, safe operation of the aircraft continues. Referring next toFIGS.3and4, are functional block diagrams of a conventional system for isolating fuel from the engine firebay (FIG.3), and a system for isolating fuel from the firebay of an aircraft according to some embodiments (FIG.4), respectively. The diagrams ofFIGS.3and4provide additional details relative to the diagrams ofFIGS.1and2. In a conventional aircraft, the fuel tank system can include multiple feed tanks302and a header fuel tank304. For example, feed tanks302may be located in the aircraft wings that store and feed fuel to the header fuel tank304. Feed tanks302may be selected to supply fuel to the header fuel tank304. The header fuel tank304is fluidly coupled to the airframe fuel pumps106which are connected to the fuel filter306and a jet pump manifold308. The jet pump manifold308directs fuel to the selected feed tank302and the fuel feed line104. As described above, the fuel feed line104passes through the shut off valve108and the firewall110to the engine112. A return manifold310is fluidly coupled to the header fuel tank304and directs excess fuel back to the feed tank/s302and to a jettison valve312. The jettison valve312can be opened to jettison fuel from the header fuel tank304. A vent box314is fluidly coupled to the selected feed tank/s302to allow air from the environment in to replace fuel that is consumed. Fuel cannot exit the vent box314. It is noted that when referring to two components being fluidly coupled or connected, it is understood that the appropriate conduit, hose or pipe structure/s and connector/s are provided to connect the two components such that fluid (air and/or liquid as appropriate) can flow between the components. There may be one or more conduit, hose or pipe structures and one or more connectors and/or couplers coupling the structures and connecting to the elements. InFIG.3, the control unit113is at least electrically coupled to and controls the fuel pumps106, the engine112, the jettison valve312, and the shut off valve108. As illustrated, the sensors116are implemented as a sensor array (e.g., duplex fire sensor array) that extends about the engine112. In the event the sensors116detects conditions indicating an engine fire, the sensors116output an electrical fire sensor signal317to the control unit113. In some systems, the pilot318is informed of the sensor condition and allowed to determine if the event is an engine fire. That is, it is possible that the sensor array will detect an engine fire condition, but there is not actually an engine fire. It is the decision of the pilot318to initiate fuel isolation, and this initiation signal is sent to the control unit113. When fuel isolation is initiated, the control unit113outputs the electrical signal to the shut off valve108causing it to close and eliminating fuel flowing through the firewall. Referring toFIG.4, similar to that shown inFIG.2, in some embodiments, the shut off valve in the fuel feed line at or upstream of the firewall110is not included and the mechanism such as described in connection withFIG.2is used. In these embodiments, the valve202fluidly couples the air line210from the ullage portion of the header fuel tank304to the connector208at an elevation at or above an elevation corresponding to a low elevation level of the ullage portion. In some embodiments, the connector208is located at the high elevation point in the fuel feed line104. In some embodiments, the sensor array402is implemented as rope style sensor that is string around the firebay. The rope line includes an internal tube filled with a gas that expands when exposed to heat. When there is an engine fire condition, the gas expands and closes a pressure switch, which provides or outputs the sensor signal317to the control unit114, the control unit114receiving the sensor signal317. In some embodiments, there are multiple, redundant rope style sensor arrays402strung about different portions of the firebay. This can allow multiple sensor readings, and the pilot318or control unit114can use these signals and compare them in determining whether to initiate fuel isolation. When the sensors402detect a condition indicative of an engine fire, the signal317is sent to the control unit114. Once fuel isolation is instructed by the pilot318, the control unit114outputs the signals to turn off the engine112, turn off the airframe fuel pumps106and open the valve202. It is noted that in some embodiments, the fuel pump106is a positive displacement pump with an internal bypass. As described above, this cause air from the ullage portion of the header fuel tank310to flow through the air line210and be introduced into the fuel feed line104at the connector208. No fuel is being pumped by the fuel pumps106and the air introduced into the fuel feed line104provides a siphon break such that fuel cannot be siphoned by the engine112, by ruptured lines in the firebay, or siphoned by any other action. The only fuel that can flow past the firewall110is the remaining fuel in the line104from the connector208(point A) to the firewall110(point C). It is noted that the control unit114includes the control circuitry to control and operate the system, one or more memories and one or more interface devices. The control circuitry can include one or more processors. Control code resides in the control unit and is executed by the control circuitry to control the fuel system. In some embodiments, the jettison valve312may also be briefly opened and closed to ensure adequate ullage and/or to reduce pressure in the fuel system. That is, the control unit114can also output a signal to the jettison valve312to cause it to open. In some embodiments, the jettison valve312is an electrically controlled, latching solenoid activated valve. The operation of the jettison valve312is not for the traditional purpose of the jettison valve to dump a volume of fuel, e.g., to reduce weight. The jettison valve312is blipped, i.e., opened for a short duration, then closed. The duration that the jettison valve312is held open may be dependent on the characteristics of the specific system but in some embodiments, may be between about 5 and 30 seconds, between about 10 and 20 seconds. In some embodiments, the jettison valve312is opened for about 15 seconds. The use of the jettison valve312is optional in some embodiments. That is, some fuel systems may not need to open the jettison valve312. In some embodiments, when initiating fuel isolation, the control unit114also outputs a control signal to the propeller controller404to output signaling to the propeller/s406to feather the propeller/s406. Feathering the propellers406provides the lowest drag and gives the aircraft the best glide performance given that there is an engine fire event and that the engine112is being shut down. In some embodiments, as described above, the fuel isolation process is initiated by the pilot318based on being informed that the sensors402have detected a condition indicative of an engine fire. In some embodiments, the pilot318is an onboard pilot in the aircraft and controlling flight of the aircraft. In some embodiments, the pilot is remote and pilots the aircraft from a ground station or other air station, such that the aircraft is an unmanned aerial vehicle. In such situations, sensor data is sent via the downlink to the remote pilot and return commands are sent to the aircraft via the uplink. Whether the pilot is onboard or remote, in some embodiments, the fuel isolation is confirmed and initiated by the pilot and the control unit114receives the command signal to initiate the fuel isolation. In some embodiments, the control unit114is programmed with the logic and decision making functionality to receive the sensor signal317and based on at least this sensor signal, automatically determine that fuel isolation is needed. In such embodiments, the control unit114does not need any signaling from the pilot318and initiates the fuel isolation process. The control unit114may use the sensor signal317and other sensor values an determine an engine fire condition exists. As can be seen in some embodiments, the use of a traditional shut off valve e.g., shut off valve108at or upstream of the firewall110is not needed to provide fuel isolation. It is noted that other shut off valves present in the system are not replaced, such as the engine shut off valve that is at the engine112. The use of the valve202, connector208and air line210allows for the replacement of conventional shut off valves in the fuel feed line104. In some embodiments, in the illustrated configuration, the fuel isolation to the firebay118is also reversible in the event it is determined that the event is not an actual engine fire. In such event, the control unit114outputs signals to turn on the fuel pump/s106and close the valve202, unfeather the propeller/s, and then turn back on the engine112. In this case, the flow of fuel will resume to the engine and normal operation will resume after the air in the fuel line passes through the engine. In some embodiments, as described above, the fuel isolation system and method does not introduce a single point of failure in the system, as does a traditional shut off valve108. If the valve202erroneously partially or fully opens due to an electrical and/or mechanical failure, only a small portion of the flowing fuel may pass through the valve202and reenter the fuel tank102, and a sufficient amount of fuel to provide for safe operation of the engine112will continue flowing through the fuel feed line104through the firewall110to the engine112. In accordance with some embodiments, in order for catastrophic fuel system failure, multiple system components would need to fail. FIG.5comprises a diagram of a system for isolating fuel from the firebay of an aircraft according to some embodiments. This illustrated embodiment depicts a side elevation view of an example fuel system and in more detail, illustrates the various hoses, pipes, connectors and components of a fuel feed line504. Illustrated are a header tank518having an ullage portion514and a fuel portion516. Illustrated is an example of the various piping, hose and conduit structures that form the fuel feed line504that extends from the header tank518through the firewall522to the engine512. For example, on a cold side portion504aof the fuel feed line, fluid pipe structure connects the header tank518to the fuel pump assembly506(positive displacement with internal bypass) which includes several components such as heat exchangers, fuel filters, etc. The fuel pump assembly506is fluidly connected via a hose to the jet pump manifold524which connects to feed tanks (not shown) and to the connector508at a high elevation point corresponding to the ullage portion514. As illustrated, the connector508is at the highest point in the fuel feed line504a, but it is understood that the connector may be coupled to the fuel feed line at an elevation point at or above the low elevation level of the ullage portion514, the low elevation level indicated at line520. The hose/pipe/connector structure continues at a generally descending elevation through a flow meter526, the firewall522and to the engine512. The elevational arrangement of the header tank518feeding the fuel pump assembly506at a low elevation then raising to high point (at connector508for example), and then descending to a lower elevation through the flow meter526, the firewall522and the engine512is intentional and assists in creating siphon action to assist the fuel pump assembly506in moving fuel through the fuel feed line504. The hot side portion504bof the fuel feed line is the portion in the firebay. The connector508is also fluidly connected to the valve502which couples the air line510back to the ullage portion514of the header tank518. Operation of the system ofFIG.5is similar to the embodiments described in connection withFIGS.2and4. For example, in some embodiments, when fuel isolation is initiated in response to detection of an engine fire condition, the control unit (not shown inFIG.5) outputs electrical signals to shut down the engine512, to turn off the fuel pump assembly506and to open the valve502. This introduces air from the ullage portion514(which in some embodiments, is under pressure) into the fuel feed line504aat the connector508. The air causes a siphon break such that fuel cannot be siphoned past the firewall522and since the fuel pumps are off, fuel is no longer being pumped. Thus, in some embodiments, the only fuel capable of passing the firewall522is the fuel that was present in the fuel feed line504from the connector508to the firewall522. As described in some embodiments, the control unit may also briefly open the jettison valve (not shown inFIG.5) to reduce pressure in the fuel system. And in some embodiments, as described above, the fuel isolation technique is reversible since the valve502can be closed and the engine512and fuel pump assembly506can be turned back on in the event the detected engine fire is not an actual engine fire. And, in some embodiments, as described above, the fuel isolation system and method does not introduce a single point of failure in the system. That is, if the valve502were to mechanically and/or electrically fail and open during normal operation in which there is not an engine fire, a sufficient amount of fuel will flow through the feed line504ato allow for safe operation of the engine, and only a small amount of fuel may flow back through the valve and reenter the header tank518. It is noted that in some embodiments, the air from the ullage portion514is under pressure relative to atmospheric pressure. In other embodiments, the air in the ullage portion514is not under pressure such that the fuel tank is open to atmospheric pressure, e.g., when the fuel tank is not full or when the jettison system is activated. Whether the air from the ullage portion514is pressurized or not, the opening of the valve502introduces air from the ullage portion514into the fuel feed line504aat the connector508. Referring next toFIG.6, a flow diagram is shown that illustrates a process for isolating fuel from the firebay of an aircraft according to some embodiments. The process ofFIG.6may be performed by one or more of the various systems described herein (such as those described in connection withFIGS.2,4and5) and other systems. A first step is to detect a condition indicative of an engine fire (Step602). In some embodiments, sensors are positioned proximate to the engine in the firebay to detect excessive heat that indicates a possible engine fire. In some embodiments, a redundant sensor array is provided that includes a gas that expands to break a pressure switch and an electrical signal is output to the control unit of the fuel system. Next, it is determined if fuel isolation is to be initiated (Step604). As described herein, receipt of a signal from the sensors does not always mean that there is an actual engine fire. In some embodiments, the control unit transmits a message to the pilot (onboard or remote). The pilot evaluates the warning in view of any other sensed values and facts and determines whether to initiate fuel isolation. When the pilot intends to initiate fuel isolation, the pilot outputs a command to the control unit to initiate the fuel isolation. In other embodiments, the decision to initiate fuel isolation is made by the control unit. In such embodiments, the control unit is programmed with the logic and decision making functionality to evaluate the engine fire sensor signal and other sensor values and factors to automatically determine that fuel isolation is to be initiated. In some embodiments, it is important that a pilot be able to evaluate the facts and make a final determination as to whether to isolate fuel from the engine. This can be especially important in single engine aircraft since isolation will result in complete loss of propulsion. However, as has been described herein, fuel isolation techniques of several embodiments are easily reversible to return to normal flying operation. In such cases, since the risk of catastrophic results associated with isolating fuel in the event of detected engine fire when there is not an actual engine fire are lower due to the reversibility of the fuel isolation approach of some embodiments, system designers may be more willing to rely on an automated decision by the control unit to initiate fuel isolation. If the decision is to not isolate fuel in Step604, then the process terminates. Whether the pilot or control unit determines that fuel isolation is needed, the control unit takes action and outputs control signals to sequence the isolation. In some embodiments, the control unit is programmed to automatically determine that fuel isolation is to be initiated. In some cases, this may occur, for example, when a remote piloted aircraft is temporarily flying ‘lost link’ (i.e., out of communication with the remote pilot). In some cases, the control unit receives signal/s from sensor/s indicating a possible engine fire. Signals from redundant sensor/s assist the control unit in determining whether the sensed engine fire condition should result in fuel isolation. In some embodiments, the engine firebay is fireproof/resistant and can accommodate sustained fire for a period of time (e.g., 5 minutes). Thus, in some embodiments, the control unit delays the determination within the period of time to allow time for a remote pilot to reconnect to the aerial vehicle. In some embodiments, if the remote pilot does not reconnect within a time threshold, the control unit makes the determination that fuel isolation is to occur. In such situations, the control unit can make additional automatic determinations, such as finding and executing a suitable glide path based on the flight plan. When the decision is to isolate fuel from the firebay (Step604), in some embodiments, the control unit outputs signals to shut down the engine and feather one or more of the propellers (Step606). In some embodiments, to shut down the engine, the control unit sends a signal to close the engine fuel shut off valve. Feathering the propellers provides the lowest drag and gives the aircraft the best glide performance given that the engine is being shut down. Next, power is removed to the fuel pump/s (Step608) in order to turn off the fuel pump/s. In some embodiments, the control unit outputs control signals to turn off the fuel pumps, and in some cases, the control signal results in power being removed from the fuel pumps. The turning off of the airframe fuel pumps stops the pumping of fuel from the fuel tank through the fuel feed line and firewall to the engine within the engine firebay. At about the same time or slightly after Step608is performed, the valve is opened (Step610). In some embodiments, the valve (e.g., valve202,502) is coupled to a connector (e.g., connector208,508) coupled inline with the fuel feed line at a location of a cold side portion of the fuel feed line (the cold side portion of the fuel feed line extends from the fuel tank to the firewall, the hot side portion of the fuel feed line extends from the firewall to the engine). In some embodiments, the valve is in a normally closed orientation. The valve also couples an air line (e.g., air line210,510) extending from the valve to the ullage portion of the fuel tank. In some embodiments, the connector is coupled inline with the fuel feed line at a high elevation location of the cold side of the fuel feed line, the high elevation location at or above an elevation corresponding to a low elevation level of the ullage portion of the fuel tank. And in some embodiments, the connector is coupled inline with the fuel feed line at a high elevation point location of the cold side of the fuel feed line. In some embodiments, the connector is a tee connector. A result of opening the valve in Step610is that air from the ullage portion of the fuel tank is introduced via the air line and the valve into the fuel feed line to provide a siphon break in the fuel line such that the fuel cannot be siphoned by the engine, ruptured lines or other cause, and the only fuel reaching the engine is the remaining fuel in the fuel feed line downstream of the connector and the introduced air. This results in isolation of fuel from the engine firebay without the use of a traditional shut off valve at or upstream of the firewall. Next, a jettison valve fluidly connected to the fuel tank is opened (Step612) and then closed (Step614) after a period of time. In some embodiments, the period of time is short and for the purpose of ensuring sufficient ullage and/or reducing pressure in the fuel system. That is, in some embodiments the jettison valve is not being opened to jettison fuel in its normal use. The jettison valve312is blipped, i.e., opened for a short duration, then closed. The duration may be dependent on the characteristics of the specific system but in some embodiments, may be between about 5 and 30 seconds, between about 10 and 20 seconds. In some embodiments, the jettison valve is opened for about 15 seconds. At this point in the process, in some embodiments, fuel has been isolated from the engine firebay such that fuel is not pumped to the engine, and the air introduced creates a siphon break so that fuel cannot be siphoned from the fuel tanks to the engine. Pressure in the fuel system is relieved and the propeller/s are feathered for best glide performance. Fuel is isolated without use of a shut off valve in the fuel feed line on the cold side of the firewall avoiding a single point of failure. In the event of a mechanical and/or electrical failure of the valve when there is not an engine fire or not a command to initiate fuel isolation, due to the configuration of the piping sizes and arrangement, a sufficient level of fuel continues to flow through the fuel feed line and the connector from the fuel tank to the engine to allow for safe operation of the engine. And in this event, a small portion of the fuel is diverted through the valve back to the fuel tank via the air feed line. Referring next toFIG.7, a flow diagram is shown that illustrates a process for restarting engine operation after fuel has been isolated from the aircraft firebay according to some embodiments. The process ofFIG.7may be performed by one or more of the various systems described herein (such as those described in connection withFIGS.2,4and5) and other systems. The process ofFIG.7illustrates the reversibility of the fuel isolation techniques described herein. Initially, it is determined that although fuel isolation was initiated, there has not been an engine fire and fuel isolation is to end (Step702). The control unit then outputs signals to close the valve (Step704) that is functioning as the siphon break in the fuel feed line, and outputs signals to turn on the fuel pump/s (Step706). This brings pressure back into the fuel system. Next, signaling is output to unfeather the propeller/s (Step708). Air movement across the propeller causes the engine to start turning. And next, the engine is turned back on (Step710). In some embodiments, this signaling causes the engine fuel valve to open which will cause the igniters to come on and the engine will restart normally. As the engine restarts, the air in the fuel feed line will be ingested by the engine and result in a brief reduction in rpm (revolutions per minute) before returning to normal operation. It is noted that sufficient fuel still remains in the header fuel tank since the jettison valve was only operated to reduce pressure and not to jettison bulk quantities of fuel in its normal use. FIG.8comprises a functional block diagram of a control unit802in accordance with some embodiments. In some embodiments, the control unit may be referred to as the engine and fuel interface unit (EFIU). The control unit802may be used as any of the control units described herein, such as control unit114. The control unit802can be implemented through one or more processors, microprocessors, central processing unit, logic, local digital storage, firmware and/or other control hardware and/or software, and may be used to execute or assist in executing the steps of the processes, methods and techniques described herein. In some embodiments, the control module or control unit802includes a control circuit804, one or more memories806, one or more Input/Output (IO) interfaces808and a bus810interconnecting these components. In some embodiments, the one or more memories806comprises non-transitory computer-readable storage mediums storing a set of computer readable instructions. Such memories may comprise volatile and/or non-volatile memory such as such as RAM, ROM, EEPROM, flash memory and/or other memory technology, and have stored upon it a set of computer readable instructions which, when executed by the control circuit804, causes the control circuit804to provide at least the various functions described herein. In some embodiments, the control circuit804is a processor-based system including one or more processors. The control circuit804and at least one of the one or more memories806may be integrated together, such as in a microcontroller, application specification integrated circuit, field programmable gate array or other such device, or may be separate devices coupled together. Generally, the control circuit804can comprise a fixed-purpose hard-wired platform or can comprise a partially or wholly programmable platform. These architectural options are well known and understood in the art and require no further description here. And generally, the control circuit804is configured (for example, by using corresponding programming as will be well understood by those skilled in the art) to carry out one or more of the steps, actions, and/or functions described herein. Typically, the control unit802also includes one or more IO interfaces808such as, ports, connectors, pins, transceivers and the like allowing the control unit802to interface with other circuitry of the aircraft, power supplies and components, communication devices to communicate with other onboard and/or remote systems, other aircraft systems and control units, sensors, and so on, and sensors. Communication devices can be configured for wired, wireless, optical, fiber optical cable or other such communication configurations or combinations of such communications. Several embodiments describe fuel isolation systems, apparatuses and methods for use in manned and/or unmanned aerial vehicles (aircraft). In alternative embodiments, the fuel isolation approaches are applicable in the same manner in other than aerial vehicles, such as watercraft (e.g., surface boat or submarine vehicles) and ground vehicles (e.g., automobiles, trucks). For example, the described approaches and components are applicable in vehicles generally, whether aerial, terrestrial, surface watercraft and submarine watercraft. In some embodiments, the applicability of fuel isolation may be attractive to a fuel system designer for vehicles in which loss of life and damage is imminent when fuel is not shut off to the engine or when living occupants of the vehicle are not able to easily exit the vehicle in the event of an engine fire. It is understood that any of the terms used herein that are specific to aircraft may be more generically named to apply to one or more these other types of vehicles. For example, airframe fuel pumps may be more generically expressed as fuel pumps or more specifically expressed as a watercraft fuel pumps, an aircraft engine firebay can be more generically expressed as a vehicle engine firebay or may be more specifically expressed as a watercraft engine firebay, and so on. Some embodiments are applicable in single engine and multiple engine vehicles. That is, embodiments of the fuel isolation systems can be applied to single engine vehicles, such as aircraft. In some cases, these approaches are beneficial in single engine vehicles since at least: (1) it may be important to reliably shut off fuel to the single engine in the event of an engine fire condition; (2) fuel isolation is reversible if determined not to be an engine fire; and (3) if the valve (e.g., valve202,502) fails, fuel will still flow to the engine allowing for safe operation. In some embodiments using multiple engines, the use of the valve, connector and air line is replicated (paralleled) at the fuel feed line of each engine and controlled by the control unit. If a given engine experiences an engine fire condition, the valve is opened for that engine and not for the others. As such, each engine can have an independent fuel isolation components controlled by a control unit. In some embodiments using multiple engines, there is a single connection point to the ullage of the header tank, the single connection point coupled to a manifold to variously connect to multiple air lines extending to the valves/connectors of each fuel feed line of each separate engine. It is further noted that in some embodiments, safe operation of the fuel isolation systems, apparatuses and methods is based on breaking the siphon action in the fuel feed line. Since air is introduced into the line from the ullage of the header tank, in the context of an aerial vehicle, such technique will not operate effectively if the aircraft were an acrobatic aircraft flying inverted or at steep angles. In such cases, there may not be an ullage at the connection point to the header tank. However, several embodiments are arranged to be effective given normal upright aviation (vehicular travel) and normal ascent/descent angles. Such fuel isolation techniques are applicable in various types of general aviation aircraft, such as cargo aircraft, small commuter aircraft, multi-purpose reconnaissance vehicles, and so on. Several embodiments of fuel isolation systems, apparatuses and methods are described herein. In some embodiments, a system and method for use in isolating fuel from an aircraft firebay, the system comprising: a fuel tank; an airframe fuel pump; an engine located within the aircraft firebay; a firewall separating the aircraft firebay from a volume containing the fuel tank and the airframe fuel pump; a fuel feed line extending from the fuel tank to the airframe fuel pump and through the firewall to the engine, the fuel feed line fluidly connecting the fuel tank to the engine and additional aircraft systems, wherein the airframe fuel pump is configured to pump fuel from the fuel tank through the fuel feed line to the engine, wherein the fuel feed line comprises a cold side portion extending from the fuel tank to the firewall and a hot side portion extending from the firewall to the engine; a connector coupled inline with the fuel feed line at a location of the cold side portion of the fuel feed line; a valve coupled to the connector, the valve configured in a normally closed orientation; an air feed line coupled to an ullage portion of the fuel tank and to the valve; and a control unit configured to control operation of at least the airframe fuel pump and the valve. In the event of an engine fire, the control unit is configured to output control signaling to: turn off the airframe fuel pump to stop pumping the fuel through the fuel feed line; and open the valve to introduce air from the ullage portion of the fuel tank into the fuel feed line, wherein the air introduced by the valve provides a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel that can pass the firewall is the remaining fuel in the fuel feed line downstream of the connector and the introduced air. In some embodiments, a method for isolating fuel from an aircraft firebay, the method comprises: in the event of an engine fire, turning off an airframe fuel pump to stop pumping the fuel through a fuel feed line fluidly connecting a fuel tank to an engine within the aircraft firebay and passing through a firewall that separates the aircraft firebay from a volume containing the airframe fuel pump and the fuel tank; opening a valve coupled to a connector coupled inline with the fuel feed line at a location of a cold side portion of the fuel feed line, wherein the cold side portion of the fuel feed line extends from the fuel tank to the firewall, and wherein a hot side portion of the fuel feed line extends from the firewall to the engine, wherein the valve is in a normally closed orientation; and introducing, by opening the valve, air from an ullage portion of the fuel tank into the fuel feed line to provide a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel reaching the engine is the remaining fuel in the fuel feed line downstream of the connector and the introduced air, the air received from an air feed line coupled to the ullage portion of the fuel tank and to the valve. In some embodiments, an apparatus for isolating fuel from an aircraft firebay comprises: a non-transitory storage medium storing a set of computer readable instructions; and a control unit comprising a control circuit configured to execute the set of computer readable instructions which causes to the control unit to: output, in the event of an engine fire, control signaling to turn off an airframe fuel pump to stop pumping the fuel through a fuel feed line fluidly connecting a fuel tank to an engine within the aircraft firebay and passing through a firewall that separates the aircraft firebay from a volume containing the airframe fuel pump and the fuel tank; and output, in the event of the engine fire, control signaling to open a valve coupled to a connector coupled in line with the fuel feed line at a location of a cold side portion of the fuel feed line, wherein the cold side portion of the fuel feed line extends from the fuel tank to the firewall, and wherein a hot side portion of the fuel feed line extends from the firewall to the engine, wherein the valve is in a normally closed orientation, wherein air from an ullage portion of the fuel tank is introduced into the fuel feed line to provide a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel passing the firewall is the remaining fuel in the fuel feed line downstream of the connector and the introduced air, the air received from an air feed line coupled to the ullage portion of the fuel tank and to the valve. In some embodiments, system for use in isolating fuel from a vehicle firebay comprises: a fuel tank; a fuel pump; an engine located within the vehicle firebay; a firewall separating the vehicle firebay from a volume containing the fuel tank and the fuel pump; a fuel feed line extending from the fuel tank to the airframe fuel pump and through the firewall to the engine, the fuel feed line fluidly connecting the fuel tank to the engine and additional systems, wherein the fuel pump is configured to pump fuel from the fuel tank through the fuel feed line to the engine, wherein the fuel feed line comprises a cold side portion extending from the fuel tank to the firewall and a hot side portion extending from the firewall to the engine; a connector coupled inline with the fuel feed line at a location of the cold side portion of the fuel feed line; a valve coupled to the connector, the valve configured in a normally closed orientation; an air feed line coupled to an ullage portion of the fuel tank and to the valve; and a control unit configured to control operation of at least the fuel pump and the valve, wherein in the event of an engine fire, the control unit is configured to output control signaling to: turn off the fuel pump to stop pumping the fuel through the fuel feed line; and open the valve to introduce air from the ullage portion of the fuel tank into the fuel feed line, wherein the air introduced by the valve provides a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel that can pass the firewall is the remaining fuel in the fuel feed line downstream of the connector and the introduced air. It is noted that in some embodiments, air that is introduced into the fuel feed line104,504avia the valve202,502at connector208,508may be more generically provided by an air source. In some embodiments, the air source is the ullage portion204,514of the fuel tank102,304,518as described herein. In some embodiments, the air source is a separate volume containing air that is coupled to the air line210. For example, in some embodiments, instead of the air line210connecting the ullage portion204of the fuel tank102to the valve202inFIG.2, a separate air source (not shown) would be connected by the air line210to the valve202. In some embodiments, the air source maintains the air under pressure, and in other embodiments, the air source is at atmospheric pressure. In some forms, the air source is a vent box coupled to the air line210. In some embodiments, in the event of failure of the valve202,502such that it is at least partially open when there is not an engine fire, the fuel continues to flow at a sufficient level through the fuel feed line104,504aand the connector208,508from the fuel tank102,304,518to the engine to allow for safe operation of the engine. And, in some embodiments, in the event of the failure of the valve202,502such that it is at least partially open when there is not an engine fire, a portion of the fuel flowing through the fuel feed line is diverted through the valve202,502to the volume of the air source via the feed line210. In some embodiments, the fuel returned into the volume of the air source is one or more of: collected in the volume of the air source; dumped/jettisoned from the volume of the air source to the environment; and returned from the volume of the air source to the fuel tank102,304. It is understood that known valves, vents, pipes, hoses, connectors and the like can be used to appropriately route the returned fuel. It is further noted that in some embodiments, the connector208,508is coupled inline with the fuel feed line104,504aat a high elevation location of the cold side of the fuel feed line, the high elevation location at or above an elevation corresponding to a low elevation point of the air source of the fuel tank102,304. For example, similar to that shown inFIG.2, the connector208is coupled to the fuel feed line104at or above a low elevation of the point of the air source, which can be represented at line B. Accordingly, in some embodiments, a system and method for use in isolating fuel from an aircraft firebay, the system comprising: a fuel tank; an airframe fuel pump; an engine located within the aircraft firebay; a firewall separating the aircraft firebay from a volume containing the fuel tank and the airframe fuel pump; a fuel feed line extending from the fuel tank to the airframe fuel pump and through the firewall to the engine, the fuel feed line fluidly connecting the fuel tank to the engine and additional aircraft systems, wherein the airframe fuel pump is configured to pump fuel from the fuel tank through the fuel feed line to the engine, wherein the fuel feed line comprises a cold side portion extending from the fuel tank to the firewall and a hot side portion extending from the firewall to the engine; a connector coupled inline with the fuel feed line at a location of the cold side portion of the fuel feed line; a valve coupled to the connector, the valve configured in a normally closed orientation; an air feed line coupled to an air source and to the valve; and a control unit configured to control operation of at least the airframe fuel pump and the valve. In the event of an engine fire, the control unit is configured to output control signaling to: turn off the airframe fuel pump to stop pumping the fuel through the fuel feed line; and open the valve to introduce air from the air source into the fuel feed line, wherein the air introduced by the valve provides a siphon break in the fuel line such that the fuel cannot be siphoned and the only fuel that can pass the firewall is the remaining fuel in the fuel feed line downstream of the connector and the introduced air. In some embodiments, in the event of a failure of the valve such that it is at least partially open when there is not an engine fire, the fuel continues to flow at a sufficient level through the fuel feed line and the connector from the fuel tank to the engine to allow for safe operation of the engine. And in some embodiments, in the event of the failure of the valve such that it is at least partially open when there is not an engine fire, a portion of the fuel flowing through the fuel feed line is diverted through the valve to the air source via the air feed line. And in some embodiments, the connector is coupled inline with the fuel feed line at a high elevation location of the cold side of the fuel feed line, the high elevation location at or above an elevation corresponding to a low elevation point of the air source. Those skilled in the art will recognize that a wide variety of other modifications, alterations, and combinations can also be made with respect to the above-described embodiments without departing from the scope of the invention, and that such modifications, alterations, and combinations are to be viewed as being within the ambit of the inventive concept. | 57,088 |
11858327 | MODES FOR CARRYING OUT THE DISCLOSURE Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. Here, as shown in the skeleton diagram ofFIG.4, a form is shown as an example in which a vehicle drive device100includes a rotary electric machine MG that is a driving force source for a pair of wheels W, a counter gear mechanism CG, and a differential gear mechanism DF (differential gear device for output) that distributes drive force transmitted from the rotary electric machine MG to the wheels W via a pair of output members OUT. That is, in the present embodiment, a form is shown as an example in which the counter gear mechanism CG and the differential gear mechanism DF are provided as a transmission mechanism TM in order from the rotary electric machine MG side in a power transmission path for connecting the rotary electric machine MG serving as the driving force source and the output members OUT drivingly connected to the wheels W. However, the vehicle drive device100does not have to include the counter gear mechanism CG and the differential gear mechanism DF, and may include the rotary electric machine MG, the output members OUT drivingly connected to at least one of the wheels W, and the transmission mechanism TM (including a transmission member such as a belt or a chain) for transmitting the drive force between the rotary electric machine MG and the output members OUT. In the present embodiment, as shown inFIG.4, the axis of the rotary electric machine MG (first axis A1) and the axis of the output member OUT (second axis A2) are separate axes parallel to each other. The axis of the differential gear mechanism DF is also the second axis A2as in the output member OUT, and the axis of the counter gear mechanism CG is a third axis A3that is a separate axis parallel to the first axis A1and the second axis A2. The first axis A1, the second axis A2, and the third axis A3are virtual axes that are different from each other and are disposed in parallel with each other. In the following description, the direction parallel to the first axis A1, the second axis A2, and the third axis A3will be referred to as an “axial direction L” of the vehicle drive device100. One side of the axial direction L will be referred to as a first axial side L1and the other side of the axial direction L will be referred to as a second axial side L2. In the example shown inFIG.4, the transmission mechanism TM is disposed on the second axial side L2with respect to the rotary electric machine MG. Further, the direction orthogonal to each of the first axis A1, the second axis A2, and the third axis A3will be referred to as a “radial direction R” with respect to each axis. When it is not necessary to distinguish the axis to be used as a reference, or when the axis to be used as a reference is clear, the direction may be simply referred to as the “radial direction R”. Further, the direction along the vertical direction when the vehicle drive device100is attached to the vehicle is defined as an “up-down direction V”. Further, in the present embodiment, a first side V1in the up-down direction, which is one side of the up-down direction V, is an upward direction, and a second side V2in the up-down direction, which is the other side, is a downward direction. When the vehicle drive device100is attached to the vehicle in a state parallel to a horizontal plane, one direction of the radial direction R and the up-down direction V coincide with each other. Further, the direction orthogonal to the axial direction L and the up-down direction V is referred to as a “front-rear direction H”. Further, one side of the front-rear direction H is referred to as a first side H1in the front-rear direction, and the other side of the front-rear direction H is referred to as a second side H2in the front-rear direction. Similar to the up-down direction V, one direction of the radial direction R and the front-rear direction H coincide with each other. In the following description, terms related to the direction, the position, and the like of each member represent concepts that include a state in which there is a difference due to an error that is allowed in manufacturing. In addition, the direction of each member represents a direction of the member that is assembled to the vehicle drive device100. As shown inFIG.1, the vehicle drive device100includes a case1in which the rotary electric machine MG, an inverter device INV for driving and controlling the rotary electric machine MG, the output members OUT, and the transmission mechanism TM are housed. The output members OUT may be provided outside the case1. For example, the connecting member for connecting the differential gear mechanism DF and the output members OUT may be provided in the case1, and the output members OUT may be provided outside the case1. Further, since such a connecting member rotates together with the output members OUT, it can be considered that the connecting member constitutes a part of the output members OUT. For example, of members that rotate together with the output members OUT (the above connecting member, an output gear of the differential gear mechanism DF, etc.), a portion that is housed in the case1may be referred to as a target portion of the output member OUT, in addition to the output members OUT. The case1is provided with a first housing chamber20for housing a drive mechanism including the rotary electric machine MG, the output members OUT, and the transmission mechanism TM, and a second housing chamber30for housing the inverter device INV. Hereinafter, the portion forming the first housing chamber20in the case1is referred to as a first housing portion2, and the portion forming the second housing chamber30in the case1is referred to as a second housing portion3. In the present embodiment, the case1provided with the first housing portion2and the second housing portion3is composed of one member. Such a case1is preferably a cast body in which the first housing portion2including a peripheral wall portion23surrounding the first housing chamber20and a second housing portion3including a side wall portion33surrounding the second housing chamber30are integrally formed. The first housing portion2is formed in a cylindrical shape that opens in the axial direction L. Although not shown inFIGS.1to3, a first cover10ais attached to the end of the case1(first housing chamber20) on the first axial side L1inFIG.1, and a second cover10bis attached to the end of the case1(first housing chamber20) on the second axial side L2(see, for example,FIG.6). The first cover10ais a cover member that closes an opening formed at the end of the first housing portion2in the case1on the first axial side L1. The second cover10bis a cover member that closes an opening formed at the end of the first housing portion2in the case1on the second axial side L2. The openings formed at opposite ends of the first housing portion2in the axial direction L communicate with the first housing chamber20. The first housing chamber20is formed as a space surrounded by the peripheral wall portion23, the first cover10a, the second cover10b, and a partition wall11described below. The second housing portion3is disposed adjacent to the first housing portion2in the radial direction. On one side of the second housing portion3adjacent to the first housing portion2, the side wall portion33is provided so as to extend in the radial direction from the peripheral wall portion23of the first housing portion2. On the opposite side to the one side of second housing portion3adjacent to the first housing portion2, an opening is formed, and a third cover31is attached so as to close the opening. Further, on the one side of the second housing portion3adjacent to the first housing portion2, the partition wall11described below is located. The second housing chamber30is formed as a space surrounded by the side wall portion33, the third cover31, and the partition wall11. In addition to these, an auxiliary case member separate from the case1may be attached to the case1. Then, the auxiliary case member may form a housing chamber for housing components other than the rotary electric machine MG and the inverter device INV. As the components housed in such a housing chamber, for example, in addition to the transmission mechanism TM as described above, various components of the vehicle drive device100such as an oil pump and auxiliary equipment may be targeted. As described above, the case1includes the first housing portion2forming the first housing chamber20and the second housing portion3forming the second housing chamber30. Further, in the present embodiment, the case1is composed of one member. The second housing chamber30and the first housing chamber20are formed as independent spaces, and the case1includes the partition wall11for separating the second housing chamber30and the first housing chamber20. The rotary electric machine MG is a rotary electric machine (motor/generator) that operates by multiple phase alternating current (for example, three-phase alternating current), and can function as both an electric motor and a generator. As will be described below with reference toFIG.5, the rotary electric machine MG receives electric power supplied from a high-voltage battery BH (high-voltage direct current power source) to perform power running, or supplies (regenerates) electric power generated by the inertial force of the vehicle to the high-voltage battery BH. The high-voltage battery BH is composed of, for example, a secondary battery (battery) such as a nickel hydrogen battery or a lithium ion battery, an electric double layer capacitor, or the like. When the rotary electric machine MG is the driving force source of the vehicle, the high-voltage battery BH is a direct current power source having a large voltage and a large capacity, and the rated power source voltage is, for example, 200 to 400 [V]. The low-voltage battery BL (low-voltage direct current power source) shown inFIG.5is a power source having a lower voltage (for example, 12 to 24 [V]) than the high-voltage battery BH. As shown inFIG.1, the rotary electric machine MG includes a stator ST fixed to the case1or the like, and a rotor RT rotatably supported on the inner radial side of the stator ST. The stator ST includes a stator core and a stator coil81wound around the stator core, and the rotor RT includes a rotor core and permanent magnets disposed on the rotor core. The rotor RT of the rotary electric machine MG is drivingly connected to an input gear G1(seeFIG.4). The input gear G1is drivingly connected to the counter gear mechanism CG. In the present embodiment, the counter gear mechanism CG includes two gears (a counter driven gear G2and a counter drive gear G3) connected by a shaft member. The counter driven gear G2meshes with the input gear G1, and the counter drive gear G3meshes with a differential input gear G4of the differential gear mechanism DF. The differential gear mechanism DF is drivingly connected to the wheels W via the output members OUT. The differential gear mechanism DF is configured to include bevel gears that mesh with each other, and transmits rotation and torque input to the differential input gear G4such that the rotation and the torque are distributed to two right and left output members OUT (that is, two right and left wheels W). As a result, the vehicle drive device100can transmit the torque of the rotary electric machine MG to the wheels W to cause the vehicle to travel. As shown inFIG.5, the rotary electric machine MG is driven and controlled by the inverter device INV. In the present embodiment, the inverter device INV is also housed in the second housing portion3in the case1(seeFIGS.1to3). The inverter device INV includes an inverter circuit60that converts electric power between direct current power and multiple phase alternating current power. In the present embodiment, the inverter circuit60connected to the alternating current rotary electric machine MG and the high-voltage battery BH to convert electric power between direct current and multiple phase alternating current (here, three phases of U phase, V phase, and W phase) is shown as an example. The inverter circuit60is configured to include a plurality of switching elements, is connected to the high-voltage battery BH, and is connected to the alternating current rotary electric machine MG to convert electric power between direct current and multiple phase alternating current (here, three-phase alternating current). Inverter-side bus bars7and rotary electric machine-side bus bars8are connected via a terminal block50. As shown inFIGS.1to3, the terminal block50is disposed so as to penetrate, in the radial direction R of the output member OUT, the partition wall11for separating the second housing chamber30and the first housing chamber20(seeFIG.2). In the present embodiment, as shown inFIG.2and the like, the inverter-side bus bars7include three bus bars, which are a first inverter-side bus bar7a, a second inverter-side bus bar7b, and a third inverter-side bus bar7c, corresponding to the three-phase alternating current. Similarly, the rotary electric machine-side bus bars8also include three bus bars, which are a first rotary electric machine-side bus bar8a, a second rotary electric machine-side bus bar8b, and a third rotary electric machine-side bus bar8c. In the second housing chamber30, second housing chamber-side connecting portions53(seeFIGS.1,5, etc.) to which the inverter-side bus bars7are connected are located on the terminal block50, and in the first housing chamber20, first housing chamber-side connecting portions51(seeFIGS.2,5, etc.) to which the rotary electric machine-side bus bars8are connected are located on the terminal block50. The second housing chamber-side connecting portions53and the first housing chamber-side connecting portions51are electrically connected by a terminal block bus bar52(seeFIGS.2and5). As a matter of course, the second housing chamber-side connecting portions53and the first housing chamber-side connecting portions51may be formed at opposite ends of the terminal block bus bar52. In the following description, when the term is simply referred to as a connection terminal portion5, it refers to the first housing chamber-side connecting portion51. Further, when each of the connection terminal portions5(first housing chamber-side connecting portions51) is distinguished, a connection terminal portion5to which the first rotary electric machine-side bus bar8ais connected is referred to as a first connection terminal portion5a, a connection terminal portion5to which the second rotary electric machine-side bus bar8bis connected is referred to as a second connection terminal portion5b, and a connection terminal portion5to which the third rotary electric machine-side bus bar8cis connected is referred to as a third connection terminal portion5c. The inverter circuit60includes a plurality of (here, three) arms for single phase alternating current configured by a series circuit of upper side switching elements and lower side switching elements. It is preferable that a power semiconductor element capable of operating at a high frequency, such as an insulated gate bipolar transistor (IGBT), a power metal oxide semiconductor field effect transistor (MOSFET), a silicon carbide-metal oxide semiconductor FET (SiC-MOSFET), a SiC-static induction transistor (SiC-SIT), and a gallium nitride-MOSFET (GaN-MOSFET) be applied to the switching elements. As shown inFIG.5, in the present embodiment, a form is shown as an example in which the IGBT is used as the switching elements. In the present embodiment, a switching element module is configured such that the inverter circuit60, which includes a fly-wheel diode as well, is integrated in one power module (semiconductor module) The direct current side of the inverter circuit60includes a direct current link capacitor64(smoothing capacitor) for smoothing a direct current link voltage (voltage between a positive electrode power source line P and a negative electrode power source line N on the direct current side of the inverter circuit60). The direct current link capacitor64stabilizes a direct current voltage (direct current link voltage) that fluctuates in accordance with the fluctuation of consumed electric power of the rotary electric machine MG. As shown inFIG.5, the inverter circuit60is controlled by an inverter control device65(M-CTRL). The inverter control device65is constructed with a logic circuit such as a microcomputer as a core member. The inverter control device65performs, based on a target torque of the rotary electric machine MG, current feedback control using a vector control method, and controls the rotary electric machine MG via the inverter circuit60. The target torque of the rotary electric machine MG is, for example, provided as a request signal from other control devices such as a vehicle control device91(VCL-CTRL) that is one of the higher-order control devices in the vehicle. An actual current flowing through a stator coil81of each phase of the rotary electric machine MG is detected by a current sensor84. Further, a magnetic pole position at each time point of the rotor RT of the rotary electric machine MG is, for example, detected by a rotation sensor83such as a resolver. A detection result of the current sensor84and the rotation sensor83is transmitted to the inverter device INV via a sensor connector54. The inverter control device65performs current feedback control using the detection result of the current sensor84and the rotation sensor83. The inverter control device65is configured to include various functional units for current feedback control, and each of the functional units is realized by cooperation between hardware such as a microcomputer and software (program). Since the current feedback control is well-known, detailed description thereof will be omitted here. The vehicle control device91and the inverter control device65configured with a microcomputer and the like having an operating voltage of 5 [V] or 3.3 [V] for example as a core is a low voltage circuit that is operated with electric power supplied from the low-voltage battery BL. Therefore, the inverter control device65is provided with a driving circuit in which a driving capacity (for example, capacity for operating a following circuit such as a voltage amplitude and output current) of a switching control signal (in the case of the IGBT, gate driving signal) for each switching element is enhanced and relayed. That is, a control terminal (for example, gate terminal of the IGBT) of each switching element constituting the inverter circuit60is connected to the microcomputer and the like that serves as a core for the inverter control device65via the driving circuit, and switching control is performed for each switching element. The inverter control device65is configured to include one or more wiring boards. The inverter device INV is configured to include the inverter control device65, the direct current link capacitor64, and the inverter circuit60(power module) described above. As described above, in the present embodiment, the inverter circuit60is configured by the switching element module including the switching elements constituting the inverter circuit60and wiring for connecting the switching elements. Further, inFIG.5, a form is shown as an example in which the current flowing through the rotary electric machine-side bus bars8for connecting the inverter device INV and the rotary electric machine MG is detected by the current sensor84, and the current sensor84is disposed separately from the inverter device INV. However, a form may be adopted in which the current sensor84is disposed inside the inverter device INV to detect the current flowing through the inverter-side bus bars7. Further, a form may be adopted in which the current sensor84is disposed on the terminal block50for connecting the inverter-side bus bars7and rotary electric machine-side bus bars8to detect the alternating current. As described above, the terminal block50for electrically connecting the inverter-side bus bars7and the rotary electric machine-side bus bars8may be disposed so as to penetrate, in the radial direction R of the output member OUT, the partition wall11for separating the second housing chamber30and the first housing chamber20. The member for electrically connecting the inverter-side bus bars7and the rotary electric machine-side bus bars8is not provided so as to protrude in the axial direction, so that an increase in size of the case1in the axial direction L is suppressed, and an increase in size of the vehicle drive device100is suppressed. As shown inFIGS.1and2, in the present embodiment, at least a part of the terminal block50and at least parts of the rotary electric machine-side bus bars8are disposed in a target area E sandwiched between the output member OUT and the inverter device INV. That is, the terminal block50and the rotary electric machine-side bus bars8can be disposed by effectively utilizing the area (target area E) sandwiched between the output member OUT and the inverter device INV, so that the size of the vehicle drive device100can be reduced. Further, in the present embodiment, as shown inFIG.2and the like, at least parts of the connection terminal portions5to which the rotary electric machine-side bus bars8are connected in the terminal block50are located on a second direction X2side that is a farther side from the rotary electric machine MG with the second axis A2that is the axis of the output member OUT as a reference. Here, a plane including the first axis A1that is the axis of the rotary electric machine MG and the second axis A2that is the axis of the output member OUT (seeFIG.2) is referred to as a reference plane Q, and in a direction along the reference plane Q, a direction to the rotary electric machine MG side (closer side to the rotary electric machine MG) from the second axis A2is referred to as a first direction X1and a direction to an opposite side from the rotary electric machine MG (farther side from the rotary electric machine MG) is referred to as a second direction X2. In the present embodiment, at least parts of the connection terminal portions5to which the rotary electric machine-side bus bars8are connected in the terminal block50, specifically the second connection terminal portion5band the third connection terminal portion5c(seeFIG.1), are located on the second direction X2side that is a farther side from the rotary electric machine MG with respect to the second axis A2. In the configuration according to the present embodiment, the distance between the first axis A1and the second axis A2is close, so that the terminal block50is disposed as described above. As described above, with the configuration according to the present embodiment, the output member OUT and the rotary electric machine MG can be disposed close to each other, so that the size of the vehicle drive device100in the radial direction (here, the direction generally along the reference plane Q) can be reduced. Further, as described in the present embodiment, when the rotary electric machine MG is driven by the multiple phase alternating current, a plurality of the rotary electric machine-side bus bars8is also provided according to the multiple phase alternating current. In the present embodiment, as shown inFIG.2, the second rotary electric machine-side bus bar8band the third rotary electric machine-side bus bar8cthat are parts of the rotary electric machine-side bus bars8overlap each other when viewed from the axial direction L. More specifically, a part of the second rotary electric machine-side bus bar8band a part of the third rotary electric machine-side bus bar8coverlap each other when viewed from the axial direction L. Therefore, as compared with a case in which all the rotary electric machine-side bus bars8are disposed so as not to overlap each other when viewed from the axial direction L, the length between the output member OUT and the inverter device INV can be shortened, so that the size of the vehicle drive device100can be reduced. Further, as shown inFIG.3, the second rotary electric machine-side bus bar8band the third rotary electric machine-side bus bar8coverlapping each other when viewed from the axial direction L can be appropriately disposed apart from each other in the axial direction L, so that an insulating distance can also be secured. Hereinafter, a more specific structure will be shown as an example and described. In the following description as well, the same portions as described above are indicated by the same reference numerals.FIG.6is an axial sectional view of the vehicle drive device100,FIG.7is an axial orthogonal sectional view of the vehicle drive device100, andFIG.8is a plan view of the vehicle drive device100from a first side V1in the up-down direction. As described above with reference toFIG.1and the like, the vehicle drive device100includes the rotary electric machine MG disposed on the first axis A1, the transmission mechanism TM to which the drive force from the rotary electric machine MG is transmitted, the differential gear mechanism DF disposed on the second axis A2, the output member OUT disposed on the second axis A2, the inverter device INV, the terminal block50, and the case1. The case1is integrally formed therein with the first housing chamber20for housing the rotary electric machine MG and the second housing chamber30for housing the inverter device INV. The integrally formed case1includes the partition wall11for separating the first housing chamber20and the second housing chamber30, and the terminal block50is disposed such that the arrangement area thereof in the axial direction L overlaps the rotary electric machine MG and disposed so as to penetrate the partition wall11in the radial direction R of the output member OUT (seeFIG.7). As described above, when the case1is integrally formed therein with the first housing chamber20and the second housing chamber30, the case1can have high rigidity as compared with a case in which the case1is configured by assembling the first housing chamber20and the second housing chamber30that are formed separately. Further, as compared with the case in which the two housing chambers are formed separately, the partition wall11for separating the first housing chamber20and the second housing chamber30can be commonized, so that the weight of the case1can be reduced. Further, in the present embodiment, since the rotary electric machine MG that is the driving force source of the wheels W and the output members OUT drivingly connected to the wheels W are housed in the first housing chamber20, the first axis A1and the second axis A2can be easily disposed close to each other. In the present embodiment, as shown inFIG.7, the terminal block50and the bus bars (the inverter-side bus bars7and the rotary electric machine-side bus bars8) for connecting the rotary electric machine MG and the inverter device INV are disposed between the partition wall11and the output member OUT. Since the rotary electric machine MG and the output member OUT are housed in the first housing chamber20formed in the integrally formed case1, an empty space can be easily secured in the first housing chamber20. The terminal block50and the bus bars are disposed in such an empty space, so that an increase in size of the vehicle drive device100can be suppressed while securing a space for wiring. Further, the first housing chamber20for housing the rotary electric machine MG and the second housing chamber30for housing the inverter device INV are separated by the partition wall11. In other words, the first housing chamber20and the second housing chamber30are adjacent to each other via one common partition wall11. Further, since the inverter device INV and the output member OUT (second axis A2) overlap when viewed from the up-down direction, the rotary electric machine MG and the inverter device INV can be electrically connected via the bus bars in a short distance in an appropriate manner by disposing the terminal block50and the bus bars between the partition wall11and the output member OUT (second axis A2). As shown inFIG.7, the terminal block50and the partition wall11for separating the first housing chamber20and the second housing chamber30are disposed between the inverter device INV and the output member OUT (second axis A2). The output member OUT housed in the first housing chamber20and the inverter device INV housed in the second housing chamber30overlap each other when viewed from the up-down direction. Therefore, it is possible to suppress an increase in dimensions of the case1integrally formed therein with the first housing chamber20and the second housing chamber30in the up-down direction V. Further, the terminal block50can be disposed by effectively utilizing the target area E sandwiched between the second axis A2and the inverter device INV. In the present embodiment, the output member OUT is disposed in the first housing chamber20, and the partition wall11and the terminal block50can be disposed by effectively utilizing the target area E sandwiched between the output member OUT and the inverter device INV. Further, as shown inFIGS.7and8, the terminal block50is disposed at a position where the arrangement area thereof in the front-rear direction H that is a direction orthogonal to both the axial direction L and the up-down direction V overlaps the second axis A2. Therefore, the terminal block50can be disposed by efficiently utilizing the housing space in the case1, and an increase in size of the vehicle drive device100can be suppressed. As described above, the transmission mechanism TM includes the differential gear mechanism DF for distributing the drive force transmitted from the rotary electric machine MG to the wheels W. The output members OUT transmit the drive force distributed from the differential gear mechanism DF to each of the wheels W. Here, the output member OUT disposed on the first axial side L1is referred to as a first output member OUT1, and the output member OUT disposed on the second axial side L2is referred to as a second output member OUT2(seeFIG.6). Further, the first output member OUT1is connected to the differential gear mechanism DF via a connecting shaft JT. The connecting shaft JT is also included in the output members OUT. That is, the output members OUT include the first output member OUT1, the second output member OUT2, and the connecting shaft JT. As shown inFIG.6, the output members OUT extend to the outside of the case1. Of the output members OUT, at least a portion overlapping the rotary electric machine MG in the axial direction L (here, parts of the first output member OUT1and the connecting shaft JT) is housed in the first housing chamber20. In the form shown as an example inFIG.6, a part of the second output member OUT2is also housed in the first housing chamber20. The vehicle drive device100includes a main body cover10(a first cover10aand a second cover10b) that closes the first housing chamber20, and a third cover31that closes the second housing chamber30. The case1including the rotary electric machine MG, the transmission mechanism TM, and the inverter device INV is formed by the first cover10athat closes an opening (first opening21) of the first housing portion2of the case1on the first axial side L1, the second cover10bthat closes an opening (second opening22) of the first housing portion2of the case1on the second axial side L2, and the third cover31that closes the second housing portion3of the case1. Since the main body cover10closes the first housing chamber20for housing the rotary electric machine MG, the rotary electric machine MG can be easily touched from the outside of the case1when the main body cover10is not attached to the case1. Therefore, the inverter-side bus bars7and the rotary electric machine-side bus bars8can be easily connected from the outside of the case1. Further, since the third cover31closes the second housing chamber30for housing the inverter device INV, the inverter device INV can be easily touched from the outside of the case1when the third cover31is not attached to the case1. Therefore, the inverter-side bus bars7and the inverter device INV can be easily connected from the outside of the case1. That is, the inverter device INV and the rotary electric machine MG can be easily electrically connected, so that the productivity is improved. For electrical connection between the inverter device INV and the rotary electric machine MG, there is a case in which a work opening called, for example, a service hole or a maintenance hole may be provided in the case1. However, in the present embodiment, since the bus bars can be connected from both the main body cover10side and the third cover31side, it is not necessary to provide such an opening in the case1. Therefore, the manufacturing cost of the case1can be reduced, and a decrease in the rigidity of the case1due to the opening can be suppressed. As shown inFIGS.1,7, and the like, a fastening portion9for fastening the rotary electric machine-side bus bars8and the inverter-side bus bars7is disposed in the first housing chamber20, and can fasten the rotary electric machine-side bus bars8and the inverter-side bus bars7in the first housing chamber20. When the first housing chamber20is configured to include the opening through which a device such as the rotary electric machine MG can pass, and has a structure in which the opening is covered by the cover members (the first cover10aand the second cover10b) as in the present embodiment, the bus bars can be fastened in the first housing chamber20before the cover members are attached to the opening. That is, it is not necessary to separately provide an opening for fastening the bus bars to each other in the first housing chamber20, for example, a service hole, and the structure of the case1can be simplified. Further, as shown inFIGS.2,6and7, the second housing chamber30is disposed at a position where the arrangement area thereof in the up-down direction V overlaps the rotary electric machine MG. Therefore, while securing the arrangement area of the inverter device INV in the up-down direction V in the integrally formed case1, an increase in size of the case1in the up-down direction V is suppressed. This facilitates reduction in size of the vehicle drive device100. Further, as shown inFIG.7, the second housing chamber30is disposed at a position overlapping the differential gear mechanism DF when viewed from the axial direction. Therefore, the terminal block50can be disposed by efficiently utilizing the housing space in the case1, and an increase in size of the vehicle drive device100can be suppressed. As described above, a form corresponding toFIGS.1to5has been described by showing more specific structures as an example with reference toFIGS.6to8. Hereinafter, the vehicle drive device100having a different structure will be described with reference toFIGS.9to12. Hereinafter, the forms shown as an example inFIGS.1to8will be referred to as a first embodiment, and the forms shown as an example inFIGS.9to12will be referred to as a second embodiment, as appropriate. In the following description as well, the same portions as described above are indicated by the same reference numerals.FIG.9is an axial sectional view of the vehicle drive device100having a form different from the above,FIG.10is an axial orthogonal view of the vehicle drive device100,FIG.11is a plan view of the vehicle drive device100from the first side V1in the up-down direction, andFIG.12is a skeleton view of the vehicle drive device100. As in the first embodiment, the vehicle drive device100according to the second embodiment (referred to as a second vehicle drive device100B as appropriate) also includes the rotary electric machine MG disposed on the first axis A1, the transmission mechanism TM to which the drive force from the rotary electric machine MG is transmitted, the differential gear mechanism DF that is disposed on the second axis A2and that distributes the drive force from the rotary electric machine MG via the transmission mechanism TM to the wheels W, the output members OUT that are disposed on the second axis A2and that drivingly connect the differential gear mechanism DF and the wheels W, the terminal block50, and the case1. The case1is integrally formed therein with the first housing chamber20for housing the rotary electric machine MG and the second housing chamber30for housing the inverter device INV. Also in the second vehicle drive device100B, the integrally formed case1includes the partition wall11for separating the first housing chamber20and the second housing chamber30. The terminal block50is disposed such that the arrangement area thereof in the axial direction L overlaps the rotary electric machine MG and disposed so as to penetrate the partition wall11in the radial direction R of the output member OUT. In the second embodiment as well, as in the first embodiment, as compared with the case in which the two housing chambers are formed separately, the partition wall11for separating the first housing chamber20and the second housing chamber30can be commonized, so that the weight of the case1can be reduced. Further, in the second embodiment as well, since the rotary electric machine MG that is the driving force source of the wheels W and the output members OUT drivingly connected to the wheels W are housed in the first housing chamber20, the first axis A1and the second axis A2can be easily disposed close to each other. Therefore, it is possible to reduce the size of the vehicle drive device100. Further, in the second embodiment as well, since the rotary electric machine MG that is the driving force source of the wheels W and the output members OUT drivingly connected to the wheels W are housed in the first housing chamber20, the first axis A1and the second axis A2can be easily disposed close to each other. In the second embodiment as well, as shown inFIG.10, the terminal block50and the bus bars (the inverter-side bus bars7and the rotary electric machine-side bus bars8) for connecting the rotary electric machine MG and the inverter device INV are disposed between the partition wall11and the output member OUT. Since the rotary electric machine MG and the output member OUT are housed in the first housing chamber20formed in the integrally formed case1, an empty space can be easily secured in the first housing chamber20. The terminal block50and the bus bars are disposed in such an empty space, so that an increase in size of the vehicle drive device100can be suppressed while securing a space for wiring. Further, the first housing chamber20for housing the rotary electric machine MG and the second housing chamber30for housing the inverter device INV are separated by the partition wall11. In other words, the first housing chamber20and the second housing chamber30are adjacent to each other via one common partition wall11. Further, since the inverter device INV and the output member OUT (second axis A2) overlap when viewed from the up-down direction, the rotary electric machine MG and the inverter device INV can be electrically connected via the bus bars in a short distance in an appropriate manner by disposing the terminal block50and the bus bars between the partition wall11and the output member OUT (second axis A2). As shown inFIG.10, the terminal block50and the partition wall11for separating the first housing chamber20and the second housing chamber30are disposed between the inverter device INV and the output member OUT (second axis A2). The output member OUT housed in the first housing chamber20and the inverter device INV housed in the second housing chamber30overlap each other when viewed from the up-down direction. Therefore, it is possible to suppress an increase in dimensions of the case1integrally formed therein with the first housing chamber20and the second housing chamber30in the up-down direction V. Further, the terminal block50can be disposed by effectively utilizing the target area E sandwiched between the second axis A2and the inverter device INV. In the second embodiment as well, the output member OUT is disposed in the first housing chamber20, and the partition wall11and the terminal block50can be disposed by effectively utilizing the target area E sandwiched between the output member OUT and the inverter device INV. Further, as shown inFIGS.10and11, the terminal block50is disposed at a position where the arrangement area thereof in the front-rear direction H that is a direction orthogonal to both the axial direction L and the up-down direction V overlaps the second axis A2. Therefore, the terminal block50can be disposed by efficiently utilizing the housing space in the case1, and an increase in size of the vehicle drive device100can be suppressed. The second vehicle drive device100B also includes the main body cover10(the first cover10aand the second cover10b) that closes the first housing chamber20, and the third cover31that closes the second housing chamber30. The case1including the rotary electric machine MG, the transmission mechanism TM, and the inverter device INV is formed by the first cover10athat closes the first opening21of the first housing portion2of the case1on the first axial side L1, the second cover10bthat closes the second opening22of the first housing portion2of the case1on the second axial side L2, and the third cover31that closes the second housing portion3of the case1. Since the main body cover10closes the first housing chamber20for housing the rotary electric machine MG, the rotary electric machine MG can be easily touched from the outside of the case1when the main body cover10is not attached to the case1. Therefore, the inverter-side bus bars7and the rotary electric machine-side bus bars8can be easily connected from the outside of the case1. Further, since the third cover31closes the second housing chamber30for housing the inverter device INV, the inverter device INV can be easily touched from the outside of the case1when the third cover31is not attached to the case1. Therefore, the inverter-side bus bars7and the inverter device INV can be easily connected from the outside of the case1. That is, the inverter device INV and the rotary electric machine MG can be easily electrically connected, so that the productivity is improved. As described above, in the second embodiment as well, since the bus bars can be connected from both the main body cover10side and the third cover31side, it is not necessary to provide an opening called a service hole or a maintenance hole in the case1. Therefore, the manufacturing cost of the case1can be reduced, and a decrease in the rigidity of the case1due to the opening can be suppressed. As shown inFIG.10, in the second embodiment as well, the fastening portion9for fastening the rotary electric machine-side bus bars8and the inverter-side bus bars7is disposed in the first housing chamber20. Therefore, the rotary electric machine-side bus bars8and the inverter-side bus bars7can be fastened in the first housing chamber20. Further, as shown inFIG.9, in the second embodiment as well, the second housing chamber30is disposed at a position where the arrangement area thereof in the axial direction L overlaps the differential gear mechanism DF. Therefore, the terminal block50can be disposed by efficiently utilizing the housing space in the case1, and an increase in size of the vehicle drive device100can be suppressed. Other Embodiments Hereinafter, other embodiments will be described. It should be noted that the configurations of each embodiment described below are not limited to be applied independently, and can be applied in combination with the configurations of other embodiments as long as there is no contradiction. (1) In the above embodiment, a form is shown as an example in which at least a part of the terminal block50and at least parts of the rotary electric machine-side bus bars8are disposed in the target area E sandwiched between the output member OUT and the inverter device INV. However, when the terminal block50is configured such that at least a part thereof disposed so as to penetrate the partition wall11in the radial direction R of the output member OUT is disposed in the target area E and configured to extend toward the rotary electric machine MG, all of the rotary electric machine-side bus bars8may not be disposed in the target area E. (2) In the above embodiment, a form is shown as an example in which at least parts of the connection terminal portions5to which the rotary electric machine-side bus bars8are connected in the terminal block50are disposed on the second direction X2side with respect to the second axis A2in the direction along the reference plane Q. However, all of the connection terminal portions5may be disposed on the first direction X1side with respect to the second axis A2in the direction along the reference plane Q. (3) In the above embodiments, a form is shown as an example in which the second rotary electric machine-side bus bar8band the third rotary electric machine-side bus bar8coverlap each other when viewed from the axial direction L. That is, a form is shown as an example in which parts of the rotary electric machine-side bus bars8overlap when viewed from the axial direction L. However, when the area in the radial direction of the output member OUT, for example, the area between the output member OUT and the inverter device INV (for example, the target area E) can be sufficiently large, a form may be adopted in which all of the rotary electric machine-side bus bars8do not overlap when viewed from the axial direction L. Alternatively, when the area in the radial direction of the output member OUT, for example, the area between the output member OUT and the inverter device INV (for example, the target area E) is small, a form may be adopted in which all of the rotary electric machine-side bus bars8overlap when viewed from the axial direction L (including a form in which a part of each of the rotary electric machine-side bus bars8overlaps). Summary of Embodiments Hereinafter, the summary of the vehicle drive device (100) described above will be briefly described. As one aspect, a vehicle drive device (100) includes: a rotary electric machine (MG) disposed on a first axis (A1); a transmission mechanism (TM) to which drive force from the rotary electric machine (MG) is transmitted; a differential gear mechanism (DF) that is disposed on a second axis (A2) that is a separate axis parallel to the first axis (A1) and that distributes the drive force from the rotary electric machine (MG) via the transmission mechanism (TM) to a wheel (W); an output member (OUT) that is disposed on the second axis (A2) and that drivingly connects the differential gear mechanism (DF) and the wheel (W); an inverter device (INV) for driving and controlling the rotary electric machine (MG); a terminal block (50) for electrically connecting a rotary electric machine-side bus bar (8) connected to a stator coil (81) of the rotary electric machine (MG) and an inverter-side bus bar (7) connected to the inverter device (INV); and a case (1) integrally formed in the case (1) with a first housing chamber (20) for housing the rotary electric machine (MG) and a second housing chamber (30) for housing the inverter device (INV), in which the integrally formed case (1) includes a partition wall (11) for separating the first housing chamber (20) and the second housing chamber (30), and the terminal block (50) is disposed such that an arrangement area of the terminal block (50) in an axial direction (L) that is a direction along the first axis (A1) overlaps the rotary electric machine (MG), and disposed so as to penetrate the partition wall (11) in a radial direction (R) of the output member (OUT). According to this configuration, the inverter-side bus bar (7) and the rotary electric machine-side bus bar (8) are electrically connected via the terminal block (50) that penetrates in the radial direction the partition wall (11) for separating the second housing chamber (30) and the first housing chamber (20). A member for electrically connecting the inverter-side bus bar (7) and the rotary electric machine-side bus bar (8) is not provided so as to protrude in the axial direction, so that an increase in size of the case (1) in the axial direction (L) is suppressed, and an increase in size of the vehicle drive device (100) is suppressed. That is, according to this configuration, it is possible to provide the vehicle drive device (100) of which the size can be further reduced while appropriately performing electrical connection between the rotary electric machine (MG) and the inverter device (INV). Further, in the vehicle drive device (100), it is preferable that the output member (OUT) be disposed in the first housing chamber (20). According to this configuration, the vehicle drive device (100) can be appropriately configured by housing the output member (OUT) in the case (1). Further, in the vehicle drive device (100), it is preferable that the partition wall (11) and the terminal block (50) be disposed between the inverter device (INV) and the second axis (A2) in an up-down direction (V). According to this configuration, the partition wall (11) and the terminal block (50) can be disposed by effectively utilizing an area (E) sandwiched between the second axis (A2) and the inverter device (INV). As a result, the size of the vehicle drive device (100) can be reduced. For example, when the output member (OUT) is disposed in the first housing chamber (20), the partition wall (11) and the terminal block (50) can be disposed by effectively utilizing the area (E) sandwiched between the output member (OUT) and the inverter device (INV). Further, in the vehicle drive device (100), it is preferable that an arrangement area of the terminal block (50) in a front-rear direction (H) that is a direction orthogonal to both the axial direction (L) and the up-down direction (V) be disposed at a position overlapping the second axis (A2). According to this configuration, the terminal block (50) can be disposed by efficiently utilizing a housing space in the case (1), and an increase in size of the vehicle drive device (100) can be suppressed. Further, in the vehicle drive device (100), it is preferable that at least a part of the terminal block (50) and at least a part of the rotary electric machine-side bus bar (8) be disposed in an area (E) sandwiched between the second axis (A2) and the inverter device (INV). According to this configuration, the terminal block (50) and the rotary electric machine-side bus bar (8) can be disposed by effectively utilizing the area (E) sandwiched between the second axis (A2) and the inverter device (INV). As a result, the size of the vehicle drive device (100) can be reduced. For example, when the output member (OUT) is disposed in the first housing chamber (20), the terminal block (50) and the rotary electric machine-side bus bar (8) can be disposed by effectively utilizing the area (E) sandwiched between the output member (OUT) and the inverter device (INV). Further, in the vehicle drive device (100), it is preferable that a fastening portion (9) for fastening the rotary electric machine-side bus bar (8) and the inverter-side bus bar (7) be disposed in the first housing chamber (20). According to this configuration, the rotary electric machine-side bus bar (8) and the inverter-side bus bar (7) can be fastened in the first housing chamber (20). For example, when the first housing chamber (20) is configured to include an opening through which a device such as the rotary electric machine (MG) can pass, and has a structure in which the opening is covered by a cover member, the bus bars can be fastened in the first housing chamber (20) before the cover member is attached to the opening. That is, it is not necessary to separately provide an opening for fastening the bus bars to each other, in the first housing chamber (20), for example, a service hole, and a structure of the case (1) can be simplified. Further, in the vehicle drive device (100), it is preferable that, in a direction along a plane (Q) including the first axis (A1) and the second axis (A2), at least a part of a connection terminal portion (5) to which the rotary electric machine-side bus bar (8) is connected in the terminal block (50) be disposed on a farther side (X2) from the rotary electric machine (MG) with respect to the second axis (A2). According to this configuration, since the second axis (A2) and the rotary electric machine (MG) can be disposed close to each other, the size of the vehicle drive device (100) can be reduced in the radial direction (R). Further, it is preferable that the vehicle drive device (100) include a plurality of the rotary electric machine-side bus bars (8(8a,8b,8c)), and parts of the rotary electric machine-side bus bars (8(8a,8b,8c)) overlap when viewed from the axial direction (L) along the axial direction. According to this configuration, the parts of the rotary electric machine-side bus bars (8) overlap when viewed from the axial direction (L), so that a width of the rotary electric machine-side bus bars (8(8a,8b,8c)) arranged along the radial direction can be reduced while securing an insulation distance between each of the rotary electric machine-side bus bars (8). That is, since a length between the output member (OUT) and the inverter device (INV) can be shortened, the size of the vehicle drive device (100) can be reduced. Further, in the vehicle drive device (100), it is preferable that an arrangement area of the second housing chamber (30) in the up-down direction (V) be disposed at a position overlapping the rotary electric machine (MG). According to this configuration, while securing an arrangement area of the inverter device (INV) in the up-down direction (V) in the integrally formed case (1), an increase in size of the case (1) in the up-down direction (V) is suppressed. This facilitates reduction in size of the vehicle drive device (100). Further, in the vehicle drive device (100), it is preferable that the second housing chamber (30) be disposed at a position overlapping the differential gear mechanism (DF) when viewed from the axial direction along the axial direction (L). According to this configuration, the terminal block (50) can be disposed by efficiently utilizing the housing space in the case (1), and an increase in size of the vehicle drive device (100) can be suppressed. DESCRIPTION OF THE REFERENCE NUMERALS 1: case,5: connection terminal portion,7: inverter-side bus bar,8: rotary electric machine-side bus bar,9: fastening portion,11: partition wall,20: first housing chamber,30: second housing chamber50: terminal block,51: first housing chamber-side connecting portion (connection terminal portion),81: stator coil,100: vehicle drive device,100B: second vehicle drive device (vehicle drive device), A1: first axis, A2: second axis, DF: differential gear mechanism, INV: inverter device, L: axial direction, MG: rotary electric machine, OUT: output member, Q: reference plane (plane including axis of rotary electric machine and axis of output member), R: radial direction, TM: transmission mechanism, V: up-down direction, W: wheel, X2: second direction (farther side from rotary electric machine) | 55,713 |
11858328 | DETAILED DESCRIPTION FIG.1is an isometric view of a robot-assisted modular battery interchanging system100according to one or more embodiments. Robot-assisted modular battery interchanging system100comprises a battery exchange robot120and mobile operations platform130. In the most general sense, mobile operations platform130is a device responsible for storing batteries, dispensing them when needed, and storing returned empty batteries. In one or more embodiments, the mobile operation platform130charges (or maintains pursuant to a battery tender) discharged batteries in place or simply acts as a transport container for batteries to be charged elsewhere, in other embodiments. Battery exchange robot120can be either autonomous or automatic whereby it receives a more explicit instruction code set from mobile operations platform130. In practice, battery exchange robot120uses a relative position sensing technology140(such as ultrasonic multilateration, ultrasonic radar, infrared multilateration, LiDAR, or any similar technology) to locate itself relative to vehicle110. Using its location relative to a fixed point on the vehicle110and instructions wirelessly communicated from mobile operations platform130, battery exchange robot120positions itself under the vehicle110to remove one or more discharged batteries (e.g., a tray that includes one or more discharged batteries) or to install one or more charged batteries (e.g., a tray that includes one or more charged batteries). Before the battery exchange robot120removes or installs batteries, the vehicle110is lifted to provide sufficient vertical space for the battery removal and/or installation. FIG.2illustrates an example of semi-autonomous lift systems20for lifting a vehicle, according to one or more embodiments. Each lift system20engages a wheel222of the vehicle110. Each wheel222can be considered a load for the respective lift system20. In this example, the wheel222may also include a tire, which for the present purposes does not change the method or system of the invention, so the load-bearing arms120of lift system20can engage a tire as well (just referred to as a wheel for some or all present examples for simplicity). In an embodiment, two parallel load-bearing arms220of the lift system20cradle the tire/wheel222of car120and the load thus rests between the two load-bearing arms220for raising off of a ground surface211. FIG.3is an underneath perspective view of the lift system20engaged with and raising a respective wheel222of the vehicle110, according to one or more embodiments. Raising the wheels222lifts the body of the vehicle110(e.g., after compressing the springs of the suspension system) to increase clearance between the underside112of the vehicle110and the ground surface (e.g., ground surface211), which allows the battery robot120to access a battery storage compartment300for the vehicle110. The battery storage compartment300includes a bottom cover plate310that can be secured in place by a plurality of bolts or fasteners320, which can be removed (e.g., by a machine or service robot) for access to the equipment or batteries lying within cover310. Also, one or more fiducial or position-indicating marks330on the bottom of the battery storage compartment300may be used to generally indicate a position with respect to the underside112of the vehicle110. FIG.4illustrates a bottom view of vehicle110raised up by a set of lift systems20to access battery storage compartment300, according to one or more embodiments. In a particular example, one or more under-carriage fiducial position markers330on the bottom of the battery storage compartment300includes a series of equally-spaced LED light sources330aarranged in a pair of orthogonal line segments, e.g. in a cross shape (but other configurations are equally possible). The position-indicating marks or fiducial marks330can be used to identify, locate, or direct (e.g., through image processing and geometric/trigonometric calculations) other equipment into place with respect to servicing the underside of vehicle110. An under-carriage camera432may use an optical line of sight432ato one or more position locating marks or fiducial marks330to identify, locate or direct other equipment into place with respect to servicing the underside112of vehicle110. For example, the position-locating marks or fiducial marks330can be used to guide a service robot401using wireless control signals410. The communication with service robot201can take place in some embodiments directly between robot401and lift system(s)20or may take place through a remote control unit400that sends control signals410to service robot401. In some embodiments, service robot401is the same as battery exchange robot120and/or remote control unit400is the same as mobile operations platform130. FIG.5is an exploded perspective view of a battery storage compartment500according to one or more embodiments. In some embodiments, battery storage compartment500is an example of battery storage compartment300. Battery storage compartment500includes an interface plate501and removeable battery trays502. Each battery tray502includes removeable battery modules503, and each battery module503can include one or multiple batteries (e.g., rechargeable batteries) to power an electric vehicle. Though 4 battery trays502are illustrated inFIG.5, it is noted that interface plate501can be configured to receive fewer or additional battery trays502. In addition or in the alternative,FIG.5illustrates that each battery tray502includes 4 battery modules503, but the battery trays502can include fewer or additional batteries in other embodiments. It is also noted that interface plate501can receive at least a first battery tray502that include first battery modules503A (not illustrated) and at least a second battery tray502that includes second battery modules503B (not illustrated). The first battery module(s)503A can include batteries having first specifications or first properties and the second battery module(s)503B can include batteries having second specifications or second properties where the first specifications/properties are different than or the same as the second specifications/properties. When the battery modules503in a given battery tray502are discharged or depleted, the battery tray502can be interchanged with a replacement battery tray602that includes charged battery modules503. This eliminates the need to wait several hours for the vehicle's batteries to be recharged at a charging station or at home. The battery modules503can then be charged while they remain in the tray502or they can be removed from the tray502and charged using another apparatus. FIG.6is a perspective view of an example battery tray502with battery modules503according to one or more embodiments. Battery tray502is configured to receive four battery modules503, which are disposed on a planar tray surface of the battery tray502. An outer tray wall600extends about the perimeter of the battery tray502. Threaded attachment mechanisms610are disposed at the corners of the outer tray wall600. The threaded attachment mechanisms610are configured to mate with complementary threaded attachment mechanisms that are disposed on the interface plate501. For example, the threaded attachment mechanisms610can comprise bolts and the threaded attachment mechanisms disposed on the interface plate501can comprise nuts (or vice versa). In addition, battery tray502includes first and second tray electrical connectors620A,620B (in general, tray electrical connectors620) that electrically couple the battery modules503to corresponding electrical connectors on the interface plate501. FIG.7is a perspective view of example battery tray502with the battery modules503removed, according to one or more embodiments. The battery tray502includes an inner wall630in the middle of the battery tray502that extends across the center of opposing outer tray walls600to define first and second battery tray sections701,702. Each battery tray section701,702is configured to receive two battery modules503. For example, battery tray section701is configured to receive first and second battery modules503A,503B (not illustrated) at first and second battery module positions705,706, respectively (generally one or more such connectors, depending on expected redundancy needs and/or power level requirements). Likewise, battery tray section702is configured to receive third and fourth battery modules503C,503D (not illustrated) at third and fourth battery module positions703,704, respectively. Visual identification markings710are disposed on planar tray surface720for a robot to identify the battery module positions703-706for placing each battery module503. Alignment pegs730further define the location to place each battery module503in orthogonal first and second directions (e.g., along the “x” and “y” axis of the battery tray502) within a tolerance range (e.g., about 1 mm to about 2 mm). The alignment pegs730include a length alignment peg731, a first corner alignment peg732, a second corner alignment peg733, and a width alignment peg734. Each alignment peg731-734has a tapered upper portion740. FIG.7shows a tray that holds the batteries.FIG.6shows the tray with the batteries inserted into it. ExampleFIGS.6,7show the tray from the top as it would normally be used in a road-going vehicle. The tray is inserted into the plate (FIG.5shows a view from under the plate) and locked in place. The tray ofFIG.7may comprise a metal object that provides protection for the batteries therein. FIGS.8A-Cillustrate detailed views of the length alignment peg731, first corner alignment peg732, and second corner alignment peg733, respectively, according to one or more embodiments. The cross-sectional thickness is smaller at the top741than at the bottom742of the tapered upper portion740. In some embodiments, the cross-sectional thickness can increase by about 1 mm, about 1.5 mm, or about 2 mm (or any cross-sectional thickness or cross-sectional thickness range between any two of the foregoing values) or from the top741to the bottom742of the tapered upper portion740. In a specific embodiment, the top741of the tapered upper portion740can have a cross-sectional thickness of about 3 mm, about 3.5 mm, or about 4 mm (or any cross-sectional thickness or cross-sectional thickness range between any two of the foregoing values) and the bottom742of the tapered upper portion740can have a cross-sectional thickness of about 5 mm, about 5.5 mm, or about 6 mm (or any cross-sectional thickness or cross-sectional thickness range between any two of the foregoing values). The tapered upper portion740of each alignment peg731-734can help align a battery module503, when placed by a robot, in the proper location (e.g., in one of battery module positions703-706) on the tray surface720. For example, in some embodiments the robot can place the battery module503in a target location on the tray surface720within about 1 mm to about 2 mm in orthogonal first and second directions (e.g., in the “x” and “y” directions of tray surface720). The tapered upper portion740of the alignment pegs731-734can correct for any misalignment due to the robot's placement error. The increased cross-sectional thickness of the lower portion745of each alignment peg731-734is designed so that it constrains movement of each battery module503in orthogonal first and second directions when the battery module503is disposed on the planar tray surface720. Constraining movement can reduce vibration and the likelihood of damage to the battery modules503while the vehicle110is in motion. In a specific embodiment, the distance between each battery module503and its respective alignment pegs731-734is about 0.2 mm, about 0.25 mm, about 0.3 mm, about 0.35 mm, or about 0.4 mm when the battery module503is centered. As such, each battery module503can move a maximum of double this distance in orthogonal first and second directions when it moves between contacting alignment pegs731-734on opposing sides of the battery module503. FIG.9is an enlarged perspective view of a portion of example battery tray502with the battery modules503removed, according to one or more embodiments. This figure illustrates the location of each alignment peg731-734for a battery module. A first length alignment peg731A is disposed proximal to (e.g., adjacent to, in contact with, and/or against) a first side931of inner wall630of battery tray502. An identical second length alignment peg731B (not illustrated) is disposed proximal to (e.g., adjacent to, in contact with, and/or against) a second side932of inner wall630of battery tray502and in alignment with the first length alignment peg731. Each alignment peg731is aligned with the center of a respective visual identification marking710. The first corner alignment peg732is disposed, proximal to an outer wall750, between first and second battery module positions703,704. A first planar corner932A of the first corner alignment peg732is disposed to face a corner of the first battery module503A when placed in the first battery module position703. A second planar corner932B of the first corner alignment peg732is disposed to face a corner of the second battery module503B when placed in the second battery module position704. The first and second planar corners932A,932B can align the first and second battery modules503A, B in the “x” and “y” directions of tray surface720(generally one or more such modules and respective connectors). The second corner alignment peg733is disposed, proximal to the outer wall750, in a corner of first battery module position703. A planar corner933of the second corner alignment peg733is disposed to face a corner of the first battery module503A when placed in the first battery module position703. The planar corner933can align the first battery module503A in the “x” and “y” directions of tray surface720. Accordingly, the first and second corner alignment pegs732,733are configured and arranged to align two corners of the first battery module503A in the “x” and “y” directions and to constrain the first battery module503A with respect to the “x” and “y” directions. The width alignment peg734is disposed on the outer tray wall600and centered along the length of first batter module503A when placed in the first battery module position703. The width alignment peg734can align the first battery modules503A in the “x” direction of tray surface720and can constrain the first battery module503A with respect to the “x” direction. FIG.9also illustrates a battery module connector910having an input that is configured to be releasably electrically coupled to a battery module503when the battery module503is in the first battery module position703. The battery module connectors910for the first and second battery module positions703,704have output connectors that are electrically coupled to the first tray electrical connector620A. Likewise, the battery modules connectors910for the third and fourth battery module positions705,706have outputs that are electrically coupled to the second tray electrical connector620B. Though the foregoing description has focused on the alignment pegs731-734and battery module connector910for the first battery module position703, it is noted that identical alignment pegs731-734and battery module connectors910are provided in the battery tray502for each battery module position703-706. When the battery tray502is not attached to the interface plate501, the battery modules503can be removed from the battery tray502. For example, the battery modules503can be removed (e.g., by a robot or manually) to place them in a charging apparatus. Alternatively, the battery tray502can be electrically connected to a power source to charge the battery modules503. A battery module503can also be removed from the battery tray502when the battery module503is damaged or it is at or near its end of life. In another embodiment, when the battery modules503are depleted, they can be removed and replaced with charged battery modules. Each battery module503can be removed by lifting it vertically away from the tray surface720, which disconnects the battery module output connectors from the battery module connector910. FIG.10is a detailed view of the tray electrical connector620, according to one or more embodiments. The tray electrical connector620includes first and second female electrical connectors1001,1002that are configured to mate with corresponding first and second male electrical connectors in the interface plate501. The exposed end of each female electrical connector1001,1002includes a tapered portion1005that tapers from a wide diameter to a narrow diameter (e.g., that tapers from about 3 mm to about 2 mm), which can help align the male electrical connectors to the respective female electrical connectors1001,1002. The tray electrical connector620includes a base1020that includes first and second springs1025, as illustrated inFIG.11. The springs1025allow the middle and top portions1021,1022to move laterally (e.g., orthogonal to the height of tray electrical connector620in the “x” and/or “y” directions) up to about 4.5 mm, about 5 mm, about 5.5 mm, or any value or range between any two of the foregoing. The top portion1021includes orifices1100that are configured to mate with corresponding mechanical projections1210that are mechanically coupled to the first and second male electrical connectors1201,1202of interface connector1200, as illustrated inFIG.12. FIG.13is a detailed view of threaded attachment mechanism610, which is disposed at each corner of the outer tray wall600. The threaded attachment mechanism610includes a tapered cylindrical top1300that tapers from a wide diameter at the top1301to a narrow diameter at the bottom1302. A threaded bolt1310is disposed in a cylindrical cavity1320that extends from the bottom1302of the tapered cylindrical top1300. The threaded bolt1310is mounted on a spring1340, as illustrated inFIG.14, which is a cross-sectional view of threaded attachment mechanism610through plane14-14inFIG.13. The threaded bolt1310engages a threaded nut disposed in a corresponding threaded attachment mechanism on the interface plate501(or vice versa). The tapered cylindrical top1300provides a self-aligning feature when the threaded nut is placed into the threaded attachment mechanism610to engage the threaded bolt1310. Additional details of the threaded attachment mechanisms are disclosed in U.S. Patent Application Publication No. 2016/0369826, titled “Automated Self-Aligning Mechanical Fastener,” published on Dec. 22, 2016, which is hereby incorporated by reference. FIG.15is a perspective view of the bottom1500of the interface plate501, according to one or more embodiments. The interface plate501includes four compartments1510to receive four respective battery trays502. Each compartment1510includes threaded attachment mechanisms1520in its corners that are aligned with and configured to mate with complementary threaded attachment mechanisms610on the battery trays502. As discussed above, the threaded attachment mechanisms610on the battery trays502can comprise bolts and the threaded attachment mechanisms1520on the interface plate501can comprise nuts (or vice versa). In addition, each compartment1510includes two interface connectors1200that includes first and second male electrical connectors1201,1202. The interface plate501also includes a flange1505disposed around the four compartments1510. Fiducial or position indicating marks1530are disposed on the flange1505so they are visible when the battery trays502are disposed in the compartments1510. The fiducial or position indicating marks1530can be the same as fiducial or position indicating marks330. FIG.16is a perspective view of an example threaded attachment mechanism1620, which can be the same as or different than each threaded attachment mechanism1520. The threaded attachment mechanism1620includes a motor1622and a gear system1624that drives a nut1626to engage a corresponding bolt on the battery tray502. Alternatively, the motor1622and gear system1624can drive a bolt that engages a corresponding nut on the battery tray502. FIG.17is a cross-sectional view of a threaded attachment assembly1700that includes the threaded attachment mechanisms610,1620, according to one or more embodiments. Threaded attachment assembly1700can be the same as or can comprise threaded attachment mechanism1620. For example, the cross-sectional view of assembly1700can be through plane17-17inFIG.16. The threaded attachment mechanism1620on the interface plate501is engaged with the threaded attachment mechanism610on the battery tray502. Specifically, the motor1622has driven the gear system1624to rotate the nut1626onto the threaded bolt1310in the threaded attachment mechanism1620on the battery tray602. Rotating the nut1626onto the threaded bolt1310secures the threaded attachment mechanisms610,1620together, which in turn, in combination with other threaded attachment mechanisms610,1620, secures the battery tray502to the interface plate501. FIG.18is a perspective view of the top side1800of the interface plate501, according to one or more embodiments. In operation, the top side1800of the interface plate501is secured against the underside of vehicle110(e.g., by bolts, nuts, or other attachment mechanism). A cover1510extends across the top side1800of the interface plate501to physically protect the underlying electrical structures. The interface cover1510is disposed on a gasket1820to provide a waterproof barrier to protect the underlying electrical structures. The gasket1820can comprise neoprene, rubber, silicone, polychlorotrifluoroethylene, or another material. An emergency disconnect switch1830is disposed in a hole defined in the interface cover1510. The emergency disconnect switch1830is configured to cut electrical power from flowing from the battery modules503to the interface output connector1540, which is electrically coupled to the vehicle110when the interface plate501is secured to the underside of vehicle110. FIG.19is a perspective view of the top side1800of the interface plate501without the interface cover1510, according to one or more embodiments. This view illustrates that electrical wires1900pass through holes1910in the interface plate501to electrically connect to the interface connectors1200(e.g., to the first and second male electrical connectors1201,1202on the interface connector1200). Each set of electrical wires1900includes a first wire that connects to the first male electrical connector1201(e.g., that carries a positive electrical current) and a second wire that connects to the second male electrical connector1202(e.g., that carries a negative electrical current). Each electrical wire1900is electrically connected to a conductive bus bar2000(FIGS.20,21), disposed under bus bar cover1920, that is electrically connected to the interface output connector1540. The top side1800of the interface plate501also includes a controller box1930that houses controller circuitry including microprocessors and memory that includes instructions readable or executable by the microprocessors. In addition, the top side1800of the interface plate501includes attachment holes1940for securing the interface plate501to the underside of the vehicle110. FIG.20is a perspective view of the top side1800of the interface plate501without the interface cover1510, the cover for the controller box1930, and the bus bar cover1920, according to one or more embodiments. As illustrated, the controller box1930includes first, second and third microprocessors2010,2020,2025, and memory modules2030. The memory modules2030store instructions (e.g., software) that are readable and/or executable by the first, second and third microprocessors2010,2020,2025. The first microprocessor2010can electrically communicate with a control system of the vehicle110via interface plate signal output connector2015, which is electrically coupled to the first microprocessor2010. The first microprocessor2010can send data to the control system of the vehicle110such as specifications of the battery modules503, the remaining energy in the battery modules503, and other data relating to the battery storage compartment500. The second microprocessor(s)2020is/are in electrical communication with the motors1622in each threaded attachment mechanism1620on the interface plate501. The second microprocessor(s)2020send commands to each motor1622to engage or disengage the corresponding threaded attachment mechanism610on the battery tray502. The second microprocessor(s)2020can be in electrical communication directly or indirectly with an external robot (e.g., lift robot20, battery exchange robot120, and/or mobile operations platform130) and/or an external control system to determine when to send the appropriate commands. In some embodiments, the second microprocessor(s)2020is/are in electrical communication with the first microprocessor2010, which in turn is in communication directly or indirectly with an external robot (e.g., lift robot20, battery exchange robot120, and/or mobile operations platform130) and/or an external control system. The third microprocessor(s)2025is/are in electrical communication with the fiducial or position-indicating marks1530to control lights (e.g., light-emitting diodes) on the fiducial or position-indicating marks1530. For example, the third microprocessor(s)2025can control the light frequency of each fiducial or position-indicating mark1530, the duration and/or frequency that each fiducial or position-indicating marks1530is turned on, and/or a sequence or pattern of turning on/off the fiducial or position-indicating marks1530. FIG.21is a perspective view of conductive bus bar2000according to one or more embodiments. The conductive bus bar2000includes first and second conductive bars2101,2102that each extend to first and second ends2110,2120of the conductive bus bar2000. At the first end2110, the first and second conductive bars2101,2102are physically and electrically coupled to the interface output connector1540. The conductive bus bar2000can be formed of copper, aluminum, silver, or another conductive material. Service disconnect1531permits disconnecting voltage in the system when the plate is being serviced. In some embodiments, the conductive material (e.g., copper) is coated with nickel or another anti-corrosion material to prevent corrosion. Portions of the bus bar2000can be coated with an insulating material, such as epoxy powder or another insulating material. In some embodiments, all surfaces of the conductive bus bar2000are coated with the insulating material except for the locations in physical and electrical contact with the electrical wires1900and the terminals at interface output connector1540. The first conductive bar2101can be electrically coupled to a fuse circuit2130that will cut off electrical power to the vehicle120(e.g., via interface output connector1540) when the current passing through the first conductive bar2101exceeds a predetermined maximum current. The invention should not be considered limited to the particular embodiments described above, but rather should be understood to cover all aspects of the invention as fairly set out in the attached claims. Various modifications, equivalent processes, as well as numerous structures to which the invention may be applicable, will be apparent to those skilled in the art to which the invention is directed upon review of this disclosure. The claims are intended to cover such modifications and equivalents. | 27,640 |
11858329 | DETAILED DESCRIPTION OF THE DRAWINGS FIG.1schematically shows a vehicle1according to an exemplary embodiment of the invention. The vehicle1is in particular an electric vehicle or a plug-in hybrid. The vehicle1is thus configured for providing electric energy. The vehicle1comprises a body2and a high-voltage accumulator3. The high-voltage accumulator3in the peripheral region is fastened to the body2by way of fastening elements4and is thus fixedly connected to the body2. The body2herein has a cutout in which the high-voltage accumulator3is attached. The body is potentially weakened by such a cutout such that support by way of a central connector5is advantageous. The high-voltage accumulator3is substantially cuboid. It is provided herein that the largest external faces6of the high-voltage accumulator3are oriented so as to be perpendicular to a central axis of the vehicle1. A largest external face6is in particular present on an upper side of the high-voltage accumulator3. The central connector5connects the body2to this external face6of the high-voltage accumulator3and thus permits the body2to be supported on the high-voltage accumulator3. The central connector5is in particular disposed so as to be centric on the external face6. FIG.2schematically shows the central connector5configured as a rubber mount7.FIG.3shows a schematic view of the central connector5in the installed state between the high-voltage accumulator3and the body2.FIGS.2and3are therefore conjointly described hereunder. The rubber mount7has a threaded sleeve8. The threaded sleeve8in turn comprises a cylindrical wall9, wherein an internal thread10as well as an external thread11are attached to the wall9. Two different elements can thus be fastened to the threaded sleeve in a mutually independent manner by way of screw-fitting, wherein both elements are disposed so as to be concentric. The internal thread10serves for fastening the rubber mount7to the body2by means of a screw element13. In the exemplary embodiment shown inFIG.3, the screw element13is a flat-head screw. The threaded sleeve8is advantageously made from a metal or a plastics material. A compensation of tolerances is to be preferably provided in order for the rubber mount7to be linked to the body2. A spacing between the high-voltage accumulator3and the body2herein is in particular to be compensated for. To this end, the rubber mount7has a compensation bushing12which is screwed onto the external thread11. When the compensation bushing12is screw-fitted to the external thread, an entire dimension of the rubber mount7is thus varied. On account thereof, the rubber mount7can be adapted to a spacing between the body2and the high-voltage accumulator3. The compensation bushing12has an opening14through which the screw element13is guided. The screw element13serves for connecting the body2to the internal thread10of the threaded sleeve8of the rubber mount7. In order to guarantee simple handling of the rubber mount7during assembling, it is provided that the compensation bushing12is also able to be activated by way of the screw element13. In order for this simple handling capability to be achieved, the compensation bushing12in the opening14has a circlip15, in particular a spring element, so that the compensation bushing12and the screw element13are connected in a force-fitting manner. The external thread11and the internal thread10furthermore have threads with different rotating directions. For example, the internal thread10has a right-hand thread, and the external thread11has a left-hand thread. When the body2is to be connected to the rubber mount7by way of the screw element13, the following assembly steps are thus provided. First, the screw element13is guided through an opening of the body2and through the opening14of the compensation bushing12. The screw element13is then connected in a force-fitting manner to the compensation bushing12. When the screw element13is rotated in the screwing-in direction thereof, the compensation bushing12is thus initially unscrewed from the external thread11. This takes place until the compensation bushing12bears on the body2, which means that a compensation of tolerances has been carried out. The compensation bushing12can subsequently not to be moved any further so that the screw element13rotates in relation to the compensation bushing12until the screw element13is fixedly connected to the internal thread10. On account thereof, the body2is linked to the rubber mount7. The screw element13has thus only to be rotated in the screwing-in direction so as to carry out a compensation of tolerances as well as establish a connection between the body2and the high-voltage accumulator3. The handling of the rubber mount7is thus simplified. The rubber mount7has a base plate16, as well as a rubber element17and an external rubber element18, the latter two being configured for receiving and absorbing relative movements between the body2and the base plate16. The rubber element17, like the external rubber element18, can be produced from a natural or synthetic rubber. It is provided that the rubber element17is fixedly connected to the base plate16. The rubber element17is in particular adhesively bonded to the base plate16. The external rubber element18advantageously extends at least partially about the threaded sleeve8. The external rubber element18is in particular situated between an external ring19connected to the base plate and the compensation bushing12. The rubber element17and the external rubber element18can thus reliably dampen relative movements between the high-voltage accumulator and the body. The rubber mount7is linked to the high-voltage accumulator3by way of the base plate16. The base plate16is attached to an external wall21of the high-voltage accumulator3that forms the external face6. For example, the base plate16can be screwed, riveted or adhesively bonded to the external wall21. Alternatively, the external wall21can be configured so as to be integral to the base plate16such that the rubber element17is fastened directly to the high-voltage accumulator3. If a relative movement arises between the body2and the high-voltage accumulator3, the rubber element17and/or the external rubber element18are thus deformed on account of which the relative movement is damped. Since there is a connection between the high-voltage accumulator3and the body2by way of the rubber element17and/or the external rubber element18, supporting the body2on the high-voltage accumulator3by way of the rubber mount3is made possible. The rubber mount7moreover has a seal20by way of which a gap between the compensation bushing12and the external ring19is sealed independently of a position of the compensation bushing12. The rubber mount7can thus be sealed in relation to the body2and in relation to the high-voltage accumulator3. In particular, the rubber element17and the external rubber element18are protected in relation to external influences by the external ring19and the base plate16. A secure and reliable damping function is thus provided. A dimension of the rubber mount7along a vertical axis of the vehicle1is preferably at most 50.0 millimeters or at most 27.5 millimeters or at most 20.5 millimeters. A compensation of tolerances of at most 10 mm, in particular at most 7 mm, along the vertical axis is particularly advantageously enabled by means of the compensation bushing12. This is achieved in particular in that the compensation bushing12, proceeding from a central position on the external thread11, is able to be moved at least 5 mm, in particular at least 3.5 mm, in each screwing direction. Moreover, a dimension of the rubber mount7in a plane perpendicular to the vertical axis of the vehicle1is at most 120 millimeters or at most 50 millimeters or at most 38 millimeters. The rubber mount7can thus be attached in a manner that saves installation space. At the same time, secure and reliable damping of relative movements between the high-voltage accumulator3and the body2is made possible so as to achieve a reliable support of the body2on the high-voltage accumulator3with minor forces. LIST OF REFERENCE SIGNS 1Vehicle2Body3High-voltage accumulator4Fastening element5Central connector6External face7Rubber mount8Threaded sleeve9Wall10Internal thread11External thread12Compensation bushing13Screw element14Opening15Circlip16Base plate17Rubber element18External rubber element19External ring20Seal21External wall | 8,463 |
11858330 | Corresponding reference characters indicate corresponding components throughout the several views of the drawings. Skilled artisans will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of various embodiments. Also, common but well-understood elements that are useful or necessary in a commercially feasible embodiment are often not depicted in order to facilitate a less obstructed view of these various embodiments. DETAILED DESCRIPTION OF THE DISCLOSURE With reference toFIG.1, a battery2is shown resting on a battery platform4which forms part of a vehicle and typically the base part of a battery compartment in an electric vehicle. The rest of the vehicle is not shown and the rest of the battery compartment is not shown, but this disclosure is applicable particularly where there is minimal clearance above the battery2, in the battery compartment, which means that access to the battery from above is not possible and also that during insertion or removal of the battery2, the battery is not able to be raised to any significant degree and must be translated laterally typically in the direction of the arrow A, in the Figure. The battery2will typically be of conventional construction having multiple cells electrically connected together and be of a rechargeable type technology. In order to provide good energy density, the internal cells will often be closely packed meaning that the battery pack itself has significant mass and is therefore quite difficult to handle in a battery compartment having only slightly larger dimensions than the external dimensions of the battery2. FIG.2shows a side view of the battery ofFIG.1andFIG.3is an enlargement of the right side ofFIG.2. With reference to these Figures, when installed, the battery lowest surface6is supported by the battery platform4, both of which will generally be flat surfaces so that the load is distributed evenly across the battery platform4. This arrangement is effective once the battery is installed and provides good location, frictional resistance to movement of the battery in the vehicle battery compartment and good heat dissipation and NVH properties. However, this type of arrangement, because of its relatively high friction characteristics, makes it difficult to manoeuvre the battery laterally in a sliding fashion. Thus, in this embodiment, rollers8are provided at the distal end of the battery2, i.e. the part of the battery that will move first into the vehicle battery compartment and be deepest into the vehicle battery compartment when the battery is in an installed position. The rollers are in a fixed relationship relative to the battery lowest surface6and with particular reference toFIGS.2and3, are fixed so that the lower bearing surface of the rollers is below the plane of the battery lowest surface6. Thus, as the battery2is moved along the battery platform4during an installation or removal operation, the rollers8serve to lift the battery slightly above the battery platform4and provide greatly reduced friction between the battery platform4and battery lowest surface6, both through the rolling motion of the rollers themselves and also because the battery lowest surface6is no longer in full contact with the battery platform4. Optionally, and preferably, the proximal end of the battery2may be lifted slightly at the same time as being pulled or pushed in the direction of arrow A, which then means that the battery lowest surface6has no contact at all with the battery platform4and the only resistance to lateral movement is then the friction imposed by the rollers8. In this embodiment, the rollers are shown at the distal end of the battery. However, it will be appreciated that the rollers could be mounted part way along the battery and still achieve the same effect. Generally, the rollers will be positioned beyond the centre of gravity of the battery in the distal direction, which means that a lift at the proximal end will remove all parts of the battery from engagement with the platform. However, it is conceivable that the rollers could be positioned at the centre of gravity or on the proximal side of the centre of gravity, meaning that a neutral or downward force would be applied at the proximal end in order to remove the lowest parts of battery from engagement with the platform. The skilled person will thus appreciate that the longitudinal position of the rollers does not necessarily need to be as shown in the drawings in connection with this particular embodiment. Typically, the rollers8are of a generally conventional construction using, for example, steel rollers and needle roller bearings. Thus, the friction introduced by the rollers themselves is relatively low. Thus, in this way, installation and removal of the battery2is greatly eased and only a very small clearance is required above the battery to allow this to happen. The clearance is required to take account of the distance B (seeFIG.3) which the roller8protrudes below the battery lowest surface6, and with a small manufacturing tolerance. If the proximal end of the battery is lifted a similar amount, the battery may be removed or inserted in a generally parallel position to the battery platform4but displaced by this distance B. However, the advantages of having a generally flat engagement between the battery lowest surface6and the battery platform4are then removed when the rollers are engaged with the platform4. With this in mind, the platform4has recesses10into which the rollers8are able to drop once the battery is fully installed into the battery compartment. In this way, once the battery is fully installed, the rollers are taken out of load bearing engagement with the battery platform4and the load of the battery is taken entirely by the battery lowest surface6, resting on the battery platform4. This arrangement also serves to provide engagement of the battery in the battery compartment, as during any lateral movement in the direction A to remove the battery2, the roller8must mount the edge of the platform4adjacent the recess10against the downward gravitational force acting on the battery mass. In other words, to move the battery in the proximal direction, it is necessary to lift the battery via the roller8, which translates into a force in the direction A that must be overcome in order to remove the battery. It will be noted that this arrangement requires no translation or actuation of the rollers. The roller arrangement rolling axis remains static throughout, in a fixed relationship to the battery lowest surface6. This is simple, convenient, robust and easy to manufacture. This arrangement also allows the battery to be removed with minimal vertical displacement, and yet in the installed position with good engagement with the battery compartment, both through the frictional effects of the battery lower surface and the platform4and the engagement of the rollers8in the recess10. It will also be noted that in this arrangement, not only do the rollers have no need to translate relative to the battery, but also there is no need to have any translating parts in the battery platform. This means that the platform may be machined or cast from a continuous piece and needs no actuators or any other active components in order to engage the battery in place. This is particularly important when one considers that access to the depths of the battery compartment would otherwise need to be provided from some other area of the vehicle as the battery will block access from the entrance to the battery compartment when the battery is installed. This adds yet further to the simplicity and effectiveness of the proposed arrangement. In the drawings, two rollers are shown mounted on a roller mount12. The skilled person will appreciate that other arrangements of rollers and roller mount12are possible. In this particular arrangement, the roller mount12may be manufactured separately from the battery and attached to the distal end of the battery prior to battery installation. This is one convenient way to produce the effect, but other numbers of rollers, including a single long roller may be used. The key point is that the roller is in fixed relation to the lowest surface of the battery6and its own lower outer circumference, or bearing surface, is fixed at a lower position than the plane of the battery lowest surface. In other arrangements, the battery lowest surface and battery platform4, may not be entirely flat but may, for example, have interlocking patterns. As long as it is possible to lift the battery enough using the rollers and with a lift at the proximal end, during installation or removal of the battery, so that clearance between these features is achievable, then the effect of the disclosure will still be satisfied. Thus, it is not necessary to have completely flat surfaces between the battery and the battery platform. For completeness,FIGS.4and5are equivalent toFIGS.2and3but show the battery2in its part installed arrangement before the rollers8have engaged with the recesses10. With particular reference toFIG.5, the clearance B can be seen between the battery lowest surface6and the battery platform4.FIG.6shows a plan view of the battery platform4and shows the nature of the recesses10, which can simply be cast or machined cut outs in the platform4, at a position that will correspond with the rollers when the battery is fully inserted, and with the thickness of the platform material providing sufficient depth for the rollers8to drop into once the battery is installed. For battery platforms of thicker materials, the recesses may not pass through the entire thickness of the battery platform, they simply need to be deep enough to ensure that the rollers no longer touch the battery platform material in any significant way so that the platform4does not impart any significant reaction force on the rollers8when the battery is in its fully inserted position in the compartment. With reference toFIGS.7and8, the recesses10may be enhanced using a ramp or chamfer14which has the effect of changing the ratio of lift of the battery during lateral movement in the direction of arrow A and thus reduces the lateral forces required to remove the battery. It also helps to drop the battery more slowly into its final engaged position in the battery compartment. In the drawings, this feature is shown as a linear ramp, but other arrangements with, for example, arcuate profiles, may be appropriate. The profile will be chosen by the skilled person to match the lift at the distal end of the battery with lateral movement of the battery into or out of the battery compartment. The arrangement is effectively a camming arrangement of the profile of the ramp or chamfer14with the rollers8, and therefore the skilled person will readily understand the effect of the profile on the desired insertion and removal characteristics of the battery2. In a yet further enhancement shown inFIGS.10,11and12, which may be used in combination with the chamfer14or otherwise, the platform4is modified to include grooves16into which the rollers8run during insertion and/or removal of the battery. This serves to provide a guiding effect for the battery to make sure that it enters the battery compartment squarely and at exactly the desired sideways position in the compartment. This may be particularly useful where there are close constraints on the dimensions between the sides of the battery compartment and the battery sides18. In the Figures, the grooves are shown having flat bases, but it will be noted that these could have other profiles and indeed the rollers themselves might have a spherical lower profile and the grooves16might themselves have a matching spherical profile. The choice of these profiles would be chosen typically by the skilled person with normal considerations of differences between, for example, plain bearings and roller bearings and the relative distribution of forces and precision of manufacture required. Material hardnesses and the scale of the parts and battery weights will also be considerations to be taken into account. Persons having ordinary skill in the art will recognize certain modifications, permutations, additions and sub-combinations therefore. It is therefore intended that the following appended claims hereinafter introduced are interpreted to include all such modifications, permutations, additions and sub-combinations are within their true spirit and scope. | 12,706 |
11858331 | DETAILED DESCRIPTION OF THE INVENTION InFIG.1there is shown the body structure of a two-track vehicle, which will be described hereinbelow inasmuch as it is required for the understanding of the invention. Accordingly, the body structure has two lateral sills1running in the vehicle longitudinal direction x, only one of which is shown inFIG.1. The sill1extends in the vehicle longitudinal direction x between a front A-pillar3and a rear C-pillar5and delimits side door openings7at the bottom. A crash-sensitive traction battery9is installed in the vehicle floor of the body structure. The traction battery is positioned beneath a floor sheet-metal part10and extends in the vehicle transverse direction y between the two sills1. In the vehicle longitudinal direction x, the traction battery9extends between a front cross-member and a rear cross-member, which are not shown in the figures. As is apparent fromFIG.1, the traction battery9, when viewed in the vehicle vertical direction z, is positioned at approximately the same height as the sills1. InFIG.2, the traction battery9has a battery housing13, namely with a housing side wall16, a top wall15and a bottom wall17. The housing side wall16is configured with a laterally protruding housing flange19, which engages beneath the sill1and is in a screw connection21with a sheet-metal profile part22of the sill1. InFIG.2, only half the body structure up to the vehicle mid-plane E is shown. The other half which is not shown is approximately the mirror image thereof. In the event of a side crash described hereinbelow, the impact forces C (FIG.4) are transmitted from the sill1that faces the crash in a transverse load path, which includes the traction battery9as a rigid shear panel, in the direction towards the sill1that is remote from the crash. The screw position21will be described hereinbelow with reference toFIG.3: According to that figure, the housing flange19is screwed in place from beneath the vehicle by means of a screw bolt25oriented in the vehicle vertical direction z. The screw bolt25is guided with hole play through a housing flange through-channel27and through a sheet-metal profile part screw hole and is screwed to a weld nut31. InFIG.3, the weld nut31is welded to the side of the sheet-metal profile part22that is remote from the housing flange19. Accordingly, the housing flange19is clamped between a screw head33of the screw bolt25and the sheet-metal profile part22. InFIG.3, the weld nut31is prolonged by a shaft35, which extends through the sheet-metal profile part screw hole and protrudes with a projecting length a beyond the side of the sheet-metal profile part22that faces the housing flange19. The screw head33of the screw bolt25is clamped inFIG.3against an end-face opening rim region37of the housing flange through-channel27. In addition, inFIG.3the end face39of the weld nut shaft35that faces the bolt head33of the screw bolt25is spaced apart from the bolt head33of the screw bolt25by an axial clearance Δz. As is further apparent fromFIG.3, an inside wall of the housing flange through-channel27has a channel portion of large diameter43and a channel portion of small diameter45, which channel portions merge into one another at an annular shoulder. The channel portion of small diameter45merges on the side that faces the screw head33into the opening rim region37of the housing flange through-channel19, against which the screw head33of the screw bolt25is clamped. The axial length b (FIG.4) of the channel portion of small diameter45is smaller than the axial clearance Δz between the shaft end face39and the bolt head33of the screw bolt25. In addition, the channel portion of small diameter45and the axial clearance Δz are arranged inFIG.3so as to be in radial alignment (i.e. in the vehicle transverse direction y) with one another. The crash profile in the event of a side crash in which the traction battery9is displaced in a crash direction C (FIG.4) within the installation space12in the vehicle transverse direction y will be described hereinbelow: Accordingly, the channel portion of large diameter43of the housing flange through-channel27comes up against the outer circumference of the weld nut shaft35, while the channel portion of small diameter45enters the axial clearance Δz between the shaft end face39and the bolt head33. InFIG.3, the channel portion of small diameter45is offset radially inwards relative to the channel portion of large diameter43by a radial offset Δr. The radial offset Δr is thereby smaller than a wall thickness of the weld nut shaft35. In this manner it is ensured that, in the event of a crash (FIG.4), the channel portion of small diameter45remains out of contact with the bolt shaft49of the screw bolt25. By means of the above component geometry at the screw position21, the crash load path L indicated inFIG.4is obtained, in which the crash load is transferred from the battery housing13via the housing flange19thereof into the weld nut shaft35and, from there, is transmitted via the opening rim (that is to say the cut edge)51into the sheet-metal profile part22of the body. The bolt shaft49of the screw bolt25thus does not come into direct contact either with the cut edge51of the sheet-metal profile part22or with the inside wall of the housing flange through-channel27, whereby a shear load acting on the screw bolt25transversely to the screw direction S is reduced. As is further apparent fromFIGS.3and4, the outer circumference of the weld nut shaft35merges at a circumferential outer corner53into the shaft end face39. Analogously thereto, a circumferential inner corner57is spanned inFIG.3between the channel portion of large diameter43and an annular surface55, which inner corner forms a negative form of the shaft outer corner53. In the event of a crash (FIG.4), the housing flange inner corner57engages in an interlocking manner around the shaft outer corner53. FIG.5is a view corresponding toFIG.3of a screw position21according to a second exemplary embodiment, the geometry of which is substantially identical in terms of construction to that of the preceding first exemplary embodiment. Unlike inFIG.3or4, inFIG.5the annular surface55of the annular shoulder is spaced apart from the shaft end face49by a free axial distance d. FIG.6shows a screw connection21according to a further exemplary embodiment. Accordingly, inFIG.6, the housing flange19is clamped against the sheet-metal profile part22with the interposition of a clamping sleeve59, which is rotationally symmetrical in form. The clamping sleeve59is supported on the housing flange19by a supporting base. InFIG.6, the supporting base consists of a hollow cylindrical lower, in terms of the vehicle, sleeve portion61which merges at a transition edge63into a radially outwardly protruding circumferential rim flange65. The screw bolt25is guided through the clamping sleeve59. InFIG.6, the hollow cylindrical sleeve portion61is in contact with the channel portion of large diameter43of the housing flange through-channel27, while the transition edge63and the radially outwardly protruding supporting flange65is supported on the opening rim region67of the housing flange through-channel27that faces the sheet-metal profile part22. In addition, the clamping sleeve59is supported on the opening rim region of the sheet-metal profile part screw hole by an upper, in terms of the vehicle, sleeve portion60. The crash profile in the event of a side crash in which the traction battery is displaced in a crash direction C (FIG.6) within the installation space12in the vehicle transverse direction y will be described hereinbelow: Accordingly, the upper, in terms of the vehicle, sleeve portion60of the clamping sleeve59comes up against the outer circumference of the weld nut shaft35, while the lower, in terms of the vehicle, sleeve portion61of the clamping sleeve59enters the axial clearance Δz between the shaft end face39and the bolt head33, without touching the bolt shaft49of the screw bolt25. LIST OF REFERENCE NUMERALS 1sill3A-pillar5C-pillar7side door opening9traction battery10floor sheet-metal part12installation space13battery housing16housing side wall15top wall17bottom wall19housing flange21screw connection22sheet-metal profile part25screw bolt27housing flange through-channel31weld nut33screw head35weld nut shaft37opening rim region39shaft end face43channel portion of large diameter45channel portion of small diameter49bolt shaft51cut edge53outer corner55annular surface57inner corner59clamping sleeve60upper, in terms of the vehicle, sleeve portion61lower, in terms of the vehicle, sleeve portion63transition edge65supporting flange67opening rim regionE vehicle median longitudinal planeS screw directionL load patha projecting lengthb axial lengthd free axial distanceΔz axial clearanceΔr radial offset | 8,828 |
11858332 | DESCRIPTION OF EMBODIMENTS To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are merely some but not all of the embodiments of the present application. The components of the embodiments of the present application generally described and shown in the drawings herein may be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the accompanying drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of the present application. All the other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without any inventive effort shall fall within the scope of protection of the present application. It should be noted that, the embodiments in the present application and features in the embodiments may be mutually combined in case of no conflict. It should be noted that similar reference numerals and letters indicate similar items in the following drawings. Therefore, once a certain item is defined in one drawing, it is unnecessary to further define and explain it in the subsequent drawings. In the description of the embodiments of the present application, it should be noted that, the terms such as “up”, “down”, “inside”, and “outside” indicate that orientations or positional relationships are orientations or positional relationships shown based on the accompanying drawings, or orientations or positional relationships of products of the present application when they are used, or orientations or positional relationships commonly appreciated by those skilled in the art, or orientations, and they are merely for convenience of describing the present application and for simplifying the description, rather than for indicating or implying that an indicated apparatus or element must have a specific orientation, and must be constructed and operated in a specific orientation, which thus shall not be understood as limitation to the present application. In addition, the terms such as “first”, “second”, and “third” are merely intended for distinguishing the description, and shall not be understood as an indication or implication of relative importance. In the description of the present application, it should be further noted that, unless explicitly specified and defined otherwise, if the terms “disposing”, “mounting”, “connecting”, and “connection” occur, they should be understood in a broad sense, for example, they may be a fixed connection, a detachable connection, or an integrated connection; they may be a mechanical connection, or an electrical connection; and they may be a direct connection, or an indirect connection via an intermediary, or communication between interiors of two elements. Those of ordinary skill in the art may appreciate the specific meanings of the foregoing terms in the present application according to specific conditions. Application of a battery generally includes three levels: a battery cell, a battery module, and a battery pack. The battery cell includes a positive electrode sheet, a negative electrode sheet, an electrolytic solution and a separator. The separator is disposed between the positive electrode sheet and the negative electrode sheet to prevent internal short circuits. A common battery cell may be generally divided into three types according to the way of packaging: a cylindrical battery cell, a prismatic battery cell and a pouch battery cell. The battery module refers to a single physical module including a plurality of battery cells to provide a higher voltage and/or capacity. In the battery module, the plurality of battery cells may be connected in series and/or in parallel via busbars for various applications, for example, high-power applications such as some electric vehicles. The battery pack is constructed by assembling components such as a battery management system on the basis of one or more battery modules, and then putting them in a sealed box body, and the box body is then connected to a power consumption apparatus such as an electric vehicle. The battery mentioned in the embodiments of the present application may be a battery pack. During the production of the box body of the battery, it is more and more popular to adopt a die-casting process for molding. The die-casting process for molding has the advantages of high production efficiency and simple processes. However, a side wall of the box body for which the die-casting process for molding is adopted has a draft angle, resulting in that it is difficult to construct a restraint structure between the battery module and an inner wall of the box body by themselves, and it is difficult to realize stable mounting of the battery module in the box body without the help of a fastener. The use of a fastener to connect the two results in that it is difficult to provide suitable expansion space for the battery module in the battery. Since the battery module and the box body are rigidly connected using a bolt, during the expansion the battery module, although part of an expansion force could be released to a certain extent through partial deformation of an end plate of the battery module, a rigid connection is formed between the end plate and the box body due to the use of locking with a bolt between the two. Therefore, the box body is certainly affected during the deformation of the end plate, which may cause the deformation of the box body. If it is desirable to avoid the deformation of the box body due to the deformation of the end plate, an amount of partial deformation of the end plate is small, which is not benefit for providing sufficient expansion space for the battery module. The battery cell is still squeezed by the inner wall of the box body during the expansion, and a phenomenon of lithium plating may occur, resulting in a dive of battery capacity. In view of this, a battery10is provided in some embodiments of the present application. In the battery10, expansion space could be provided for a battery module200, and an expansion force could be released, which is benefit for reducing possibility of occurrence of lithium plating due to squeeze of battery cells211, and could reduce possibility of deformation of a box body100at the same time. In other words, the possibility of deformation of the box body100may be reduced while the expansion space is provided for the battery module200. An embodiment of the present application provides a power consumption apparatus that uses the battery10as a power source. The power consumption apparatus may be, but is not limited to, a vehicle1, a ship or an aerial vehicle. It can be understood that the battery10described in the embodiments of the present application is applicable to various apparatuses using batteries, such as mobile phones, notebook computers, electromobiles, electric automobiles, ships, spacecrafts, electric toys and electric tools. For example, the spacecrafts include rockets, space shuttles, spaceships, and the like. The electric toys include fixed or mobile electric toys, such as game consoles, electric vehicle toys, electric ship toys and electric airplane toys. The electric tools include electric metal cutting tools, electric grinding tools, electric assembling tools and electric railway tools, such as electric drills, electric grinders, electric spanners, electric screwdrivers, electric hammers, concrete vibrators, and electric planers. The battery described in the embodiments of the present application is not only applicable to the power consumption apparatus described above, but also applicable to all apparatuses using the battery10. As shown inFIG.1,FIG.1is a schematic structural diagram of a vehicle1according to an embodiment of the present application. The vehicle1may be a fuel-powered vehicle, a gas-powered vehicle or a new energy vehicle, and the new energy vehicle may be a battery electric vehicle, a hybrid vehicle, an extended-range vehicle, or the like. A battery10, a motor20and a controller30may be disposed inside the vehicle1, and the controller30is configured to control the battery10to supply power to the motor20. For example, the battery10is disposed at the bottom or head of the vehicle1. The battery10may be used for power supply to the vehicle1. For example, the battery10may serve as an operation power source of the vehicle1for a circuit system of the vehicle1, for example, for a working power demand of the vehicle1during startup, navigation and running. In another embodiment of the present application, the battery10may be used not only as an operation power source of the vehicle1, but also as a driving power source of the vehicle1, replacing or partially replacing fuel or natural gas to provide driving power for the vehicle1. During the production of a box body of the battery, it is more and more popular to adopt a die-casting process for molding. The die-casting process for molding has the advantages of high production efficiency and simple processes. However, a side wall of the box body for which the die-casting process for molding is adopted has a draft angle, resulting in that it is difficult to construct a restraint structure between a battery module and an inner wall of the box body by themselves, and it is difficult to realize stable mounting of the battery module in the box body without the help of a fastener. The use of a fastener to connect the two results in that it is difficult to provide suitable expansion space for the battery module in the battery. In some embodiments of the present application, the vehicle may be powered by a battery10as shown inFIG.2andFIG.3. The battery10includes a battery module200, a mounting plate300and a box body100, and the battery module200and the mounting plate300are disposed in the box body100. The battery module200includes a battery cell arrangement structure210and a first end plate220, the battery cell arrangement structure210may include a plurality of battery cells211stacked along a first direction A1, the first end plate220is disposed between the box body100and the battery cell arrangement structure210, and the first end plate220is fixedly connected to the battery cell arrangement structure210. The mounting plate300is disposed between the first end plate220and the box body100, and the mounting plate300is fixedly connected to the box body100. As shown inFIG.4toFIG.6, the first end plate220includes a first elastic support part224, the first elastic support part224is configured to be capable of abutting the mounting plate300, being squeezed by the battery cell arrangement structure210and deforming when the battery cell arrangement structure210expands to provide expansion space for the battery cell arrangement structure210. In the foregoing technical solution, since the battery cell arrangement structure210includes the plurality of battery cells211in the first direction A1, the battery module200expands mainly along the first direction A1when expanding. The first elastic support part224provides the expansion space through its own deformation, and the deformation is reliable, which could provide the expansion space for the battery cell arrangement structure210in time (that is, the expansion space is provided for the battery module200), mainly the expansion space in the first direction A1, to release an expansion force of the battery cell arrangement structure210, could reduce the possibility of deformation of the box body100caused by the expansion force, and improves reliability of assembly and the service life of the box body100. Meanwhile, by releasing the expansion force, the possibility of occurrence of lithium plating in the battery cells211caused by an excessive squeezing force between the mounting plate300and the first end plate220could be reduced. Therefore, the possibility of deformation of the box body100may be reduced while the expansion space is provided for the battery module200, which is beneficial to normal operation of the battery10. In addition, due to the provision of the mounting plate300, it is benefit for adding a molding manner of the box body100. For example, by providing the mounting plate300, the box body100may be molded by means of a die-casting process. By reasonably designing a structure of the mounting plate300and arranging its position on the box body100, it is benefit for offsetting a draft angle of the box body100to facilitate construction of a restraint structure between the battery module200and the box body100, so as to realize restraint of the battery module200in the box body100. The fixed connection between the first end plate220and the battery cell arrangement structure210can be realized in any suitable manner, for example, bonding, or connecting with a cable tie, or connecting the first end plate220and the battery cell arrangement structure210using an end side plate, which is not limited in the embodiments of the present application. The fixed connection between the mounting plate300and the box body100may mean that the two are connected through a fastener, or the two are welded, or the like, which is also not limited in the embodiments of the present application. In an embodiment of the present application, as shown inFIG.2andFIG.3, the box body100may include a lower box body101and an upper cover body102, the upper cover body102hermetically covers the lower box body101, and the battery module200may be mounted to the lower box body101. As shown inFIG.3andFIG.6, in an embodiment of the present application, the box body100includes a first wall110and a second wall120, the second wall120is connected to the first wall110and extends upward, the battery module200is located above the first wall110, that is, the first wall110is a bottom wall of the box body100, the second wall120is a side wall connected to the bottom wall, and the mounting plate300is disposed between the first end plate220and the second wall120. The first wall110may be a bottom wall of the lower box body101, and the second wall120may be a side wall of the lower box body101. For this reason, the expansion space is provided between the first end plate220and the mounting plate300for the battery cell arrangement structure210through the deformation of the first elastic support part224, which could reduce a squeezing force of the battery module200to the second wall120of the box body100. As shown inFIG.6, in an embodiment of the present application, the mounting plate300may be connected to the second wall120through a first fastener500to fix the mounting plate300to the box body100. To ensure reliability of the connection between the mounting plate300and the second wall120, as shown inFIG.6, in an embodiment of the present application, a restraint groove410with an opening facing upward is disposed in the box body100, and a lower end of the mounting plate300is plugged into the restraint groove410. For this reason, the lower end of the mounting plate300is restrained in the box body100, which improves reliability of the connection between the mounting plate and the box body100. The restraint groove410may be formed in any suitable structure. For example, a restraint member400is fixed in the box body100, and the above restraint groove410is provided on the restraint member itself, or the restraint groove410is restricted by the restraint member400and an inner wall of the box body100, or the restraint groove410is provided on an inner wall of the box body100. For example, the restraint groove410is provided on the first wall110. Optionally, as shown inFIG.6, in an embodiment of the present application, a restraint member400is disposed in the box body100, the restraint member400has an upright part420, and the restraint groove410is restricted between the upright part420and the second wall120. Optionally, as shown inFIG.6, the restraint member400may be an L-shaped plate, the L-shaped plate includes an upright part420and a horizontal part430connected to each other, a bottom face of the horizontal part430is connected to the first wall110, and one end of the horizontal part430far away from the upright part420is connected to the second wall120. The structure of the L-shaped plate is simple, and the L-shaped plate is connected to the first wall110through the horizontal part430, which increases the connection area between the restraint member400and the inner wall of the box body100, thereby increasing reliability of the connection between the two, and further being benefit for ensuring reliability of restraint of the restraint member400on the lower end of the mounting plate300. The bottom face of the horizontal part430may be welded to the first wall110, and one end of the horizontal part430far away from the upright part420may be welded to the second wall120. As shown inFIG.6andFIG.7, in an embodiment of the present application, the lower end of the mounting plate300is bent toward the second wall120to construct a restraint step360, the upright part420of the restraint member400abuts on a step face of the restraint step360, and an upright section of the restraint step360is inserted into the restraint groove410. This arrangement is benefit for avoiding the upright part420of the restraint member400to protrude from a face of the mounting plate300close to the first end plate220toward the first end plate220. Therefore, during the expansion of the battery module200, possibility of restraining movement of the first end plate220toward the mounting plate300due to the protrusion of the upright part420could be reduced while possibility of applying a squeezing force to part of the first end plate220due to the protrusion of the upright part420is reduced, thereby being benefit for improving consistency of forces that the battery cells211are subjected to. The specific structure of the mounting plate300is not limited in the embodiments of the present application. As shown inFIG.6, optionally, in an embodiment of the present application, the mounting plate300includes a mounting plate body350and a first extending part310, the first extending part310extends from the mounting plate body350toward the second wall120, and the first extending part310is fixedly connected to the second wall120. By providing the first extending part310, it facilitates the connection between the mounting plate300and the second wall120. In addition, due to the provision of the first extending part310, the mounting plate body350could be connected to the second wall120through the first extending part310when arranged in an upright direction. In this way, a draft angle of the second wall120could be offset, and the connection between the mounting plate300and the box body100is conveniently realized. As shown inFIG.6, the first extending part310may be fixedly connected to an upper surface of the second wall120. The first extending part310is connected to the upper surface of the second wall120to facilitate operation and be benefit for simplifying the connection structure therebetween. For example, as shown inFIGS.6and7, the upper surface of the second wall120is provided with a mounting bolt hole121, the first extending part310is provided with a mounting through hole311, and a lower end of the first fastener500passes through the mounting through hole311to be fixed in the mounting bolt hole121. In other embodiments of the present application, a groove into which the first extending part310is inserted may be provided in the middle of the second wall120in the height direction, and the first extending part310is fixed into the groove with the help of a fastener. As shown inFIG.6andFIG.7, in an embodiment of the present application, the first extending part310may be multiple in quantity, the multiple first extending parts310are arranged at intervals along a length direction of the mounting plate310(a direction perpendicular to the first direction A1), a plurality of recessed parts122are provided at corresponding positions on the upper surface of the second wall120, and the first extending parts310are plugged into the recessed parts122. Mounting bolt holes121are formed on bottom walls of the recessed parts122. The multiple first extending parts310are benefit for improving the reliability of the connection between the mounting plate300and the second wall120. Moreover, the first extending parts310are plugged into the recessed parts122, which is also benefit for further improving the reliability of the connection between the mounting plate300and the second wall120. As shown inFIG.6andFIG.7, in an embodiment of the present application, the mounting plate300further includes a second extending part320, the second extending part320extends from the mounting plate body350toward the second wall120and abuts the second wall120, and the second extending part320and the first extending part310are spaced apart in an up-down direction. By providing the second extending part320, connection points between the mounting plate300and the second wall120in the up-down direction are increased, and the reliability of the connection between the mounting plate300and the second wall120is improved. Optionally, one end of the second extending part320for abutting the second wall120may be provided with an inclined face to facilitate face-to-face contact with the second wall120. The first extending part310may be located either above the second extending part320or below the second extending part320, which is not limited in the embodiments of the present application. Optionally, in the embodiment shown inFIG.6, the first extending part310is located above the second extending part320, and the second extending part320is substantially connected to the middle position of the second wall120in the height direction. In an embedment of the present application, rigidity of the mounting plate300may be greater than rigidity of the first end plate220, so that when the battery cell arrangement structure210expands, the first end plate220easily deforms to provide expansion space for the battery module200. Meanwhile, the rigidity of the mounting plate300meets the requirements, which plays a role in reliably mounting the battery module200in the box body100. The specific materials of the mounting plate300and the first end plate200are not limited in the embodiments of the present application. Optionally, in an embodiment of the present application, the mounting plate300may be made of a metal material, for example, an aluminum alloy material. The first end plate220is made of a non-metal material, for example, a plastic material. In an embodiment of the present application, a height of the mounting plate300is not smaller than a height of the battery cell arrangement structure210, and the height of the mounting plate300is greater than a height of the second wall120. In this embodiment, even if the height of the second wall is relatively small (the height is smaller than the height of the battery cell arrangement structure210), when the battery cell arrangement structure210expands, the mounting pate300can abut the first end plate220in the up-down direction, which does not cause the position of the first end plate220corresponding to the height of the upper surface of the second wall120to be subjected to a shear force, and thus the case of damage to the battery cells211caused by reduction of the height of the second wall120does not occur. To deform the first elastic support part224easily when squeezed, as shown inFIG.8, in an embodiment of the present application, at least a portion of the first elastic support part224obliquely extends upward toward the mounting plate300. For this reason, when the first end plate220is squeezed, since the first elastic support part224has an inclined angle, the first elastic support part224deforms more easily when squeezed by the mounting plate300, which could provide the expansion space for the battery cell arrangement structure210in time. It should be noted that the angle at which the first elastic support part224inclines upward may be any angle, as long as the deformation requirement can be met, and the angle at which the first elastic support part224inclines upward is not limited in the embodiments of the present application. As shown inFIG.8andFIG.9, in an embodiment of the present application, the first end plate220further includes an end plate body223, the end plate body223has a first surface2231facing the battery cell arrangement structure210and a second surface2232facing away from the battery cell arrangement structure210, and the first elastic support part224is disposed on the second surface2232. The second surface2232is a large face (a face with a large area) of the end plate body223, which facilitates the provision of the first elastic support part224. In addition, since the second surface2232is a large face, it facilitates arrangement of more first elastic support parts224, which is benefit for dispersing the expansion force of the battery cell arrangement structure210, and reduces a phenomenon of occurrence of lithium plating due to squeeze of the battery cells211caused by concentration of the squeezing force. It can be understood that, in other embodiments of the present application, the first elastic support parts244may be disposed on two side walls of the end plate body233in a thickness direction (the first direction A1), that is, on small faces (faces with a small area) of the end plate body223, and extend toward the mounting plate300. To disperse the expansion force of the battery cell arrangement structure210as much as possible, in an embodiment of the present application, an orthographic projection of the first elastic support part224on a horizontal plane is in a long strip shape, a face on which one long side of the long strip shape is located is connected to the second surface2232, and a face on which the other long side of the long strip shape is located abuts the mounting plate300. In other words, the first elastic support part224is arranged on the second surface2232along a length direction of the first end plate220(a direction perpendicular to the first direction A1), which is benefit for dispersing the expansion force of the battery cell arrangement structure210in the length direction of the first end plate220. To deform the first elastic support part224easily, as shown inFIG.8, optionally, the first elastic support part224may be shaped in a thin sheet. That is, in this embodiment, the first elastic support part224is constructed as a thin sheet-shaped structure obliquely extending upward. It should be noted that the specific structure of the first elastic support part224is not limited in the embodiments of the present application. For example, the first elastic support part224may be constructed as a horizontal protrusion extending along the first direction A1, and the first elastic support part224is provided with a strength weakening structure such as a groove to weaken the strength of the first elastic support part224, so that the first elastic support part224deforms easily when squeezed by the second wall120. In addition, the first elastic support part224may be a spring, one end of the spring is connected (for example, welded) to the second surface2232, and the other end extends toward the mounting plate300. As shown inFIG.8andFIG.9, in an embodiment of the present application, the first elastic support part224is multiple in quantity, and the multiple first elastic support parts224are arranged at intervals on the second surface2232along an up-down direction, which is benefit for evenly dispersing the expansion force, improves consistency of forces that positions on a face where the battery cell arrangement structure210is in contact with the first end plate220are subjected to, improves consistency of forces that the battery cells211are subjected to, and reduces the problem caused by inconsistent forces that the battery cells211are subjected to. Further, as shown inFIG.9, the multiple first elastic support parts224may be arranged in a rectangular array on the second surface2232to be benefit for evenly dispersing the expansion force of the entire battery arrangement structure210transferred to the first end plate220and to further improve consistency of forces that positions on the battery cell arrangement structure210are subjected to, which improves consistency of forces that the battery cells211are subjected to. In a battery of the prior art, to mount a battery module in a box body and restrain the battery module to freely move upward in the box body, an end plate of the battery module is usually mounted to a side wall of the box body through a fastener (for example, a locking bolt). To facilitate the mounting of the fastener, a thickness size of the side wall of the box body is relatively great. Therefore, it is not benefit for increasing the space of the box body for accommodating the battery module, and utilization of space in the box body is reduced. As shown inFIG.8, in an embodiment of the present application, the mounting plate300is provided with a first restraint face330, and the first restraint face330is configured to abut the first end plate220to limit the first end plate220to move upward. The first restraint face330limits the first end plate220to freely move upward, which ensures mounting positions of the first end plate220and the battery module200in the up-down direction (that is, a height direction of the first end plate220), and avoids affecting normal operation of the battery module200due to the upward movement of the battery module200. For this reason, it is possible to omit locking with a bolt between the first end plate220and the mounting plate300, which is benefit for reducing the use of parts, and improves utilization of space inside the box body100. Moreover, since locking with a bolt is cancelled, the rigid connection between the first end plate220and the mounting plate300is released, so that the possibility of deformation of the box body100may be reduced while the battery10provides the expansion space for the battery module200. The first restraint face330may be constructed in any suitable structure. As shown inFIG.8, in an embodiment of the present application, a surface of the second wall120facing the first end plate220is partially recessed to form a groove, and an upper side wall of the groove is a the first restraint face330. The manner of constructing the first restraint face330through the upper side wall of the groove is beneficial to weight reduction of the box body100while the space of the box body100for accommodating the battery module200is not occupied. As shown inFIG.8, in an embodiment of the present application, the first end plate220is provided with a first restraint protrusion221, and an upper surface of the first restraint protrusion221is configured to abut the first restraint face330to limit the first end plate220to move upward. The manner in which the first restraint protrusion221abuts the first restraint face330for restraint realizes that the first end plate220and the mounting plate300are reliably restrained, and compared with the manner of locking with a bolt, it further has the advantages of simple structure, convenient mounting of the battery module200in the box body100, and the like. To ensure the restraint effect of the first restraint protrusion221, as shown inFIG.8, in an embodiment of the present application, the first restraint protrusion221horizontally extends toward the mounting plate300. For this reason, when the battery module200expands, the direction in which the first restraint protrusion221may move (upward) is perpendicular to the extending direction, so that it is not easy to slide between the first restraint protrusion221and the first restraint face330, which could improve reliability of restraint of the first restraint protrusion221and the first restraint face330. Further, as shown inFIG.8, the first restraint face330may be a face parallel to a horizontal plane. In this way, when the first restraint protrusion221extending toward the second wall120along the horizontal direction abuts the first restraint face330, the two faces are fully attached, which further improves the reliability of restraint of the first restraint protrusion221and the first restraint face330. When the battery10is assembled, first, a squeezing force may be applied to the battery module200to compress the length of the battery module200in the first direction A1; then, the battery module200in a compressed state is placed in the box body100and on the first wall110; and later, the squeezing force is removed to restore the length of the battery module200, so as to move the first restraint protrusion221of the first end plate220to a bottom of the first restraint face330. To smoothly move the first restraint protrusion221to the bottom of the first restraint face330after removing the squeezing force, as shown inFIG.8, in an embodiment of the present application, after the battery module200is mounted in the box body100in place, a gap is provided between an upper surface of the first restraint protrusion221and the first restraint face330in the up-down direction when the battery cell arrangement structure210does not expand. For this reason, after removing the squeezing force squeezing the first end plate220, since there is a gap in the up-down direction, the first restraint face330does not interfere with the horizontal movement of the first restraint protrusion221, which is benefit for smoothly moving the first restraint protrusion221to a bottom of the first restraint face330. As shown inFIG.8, optionally, after the battery module200is mounted in the box body100in place, a gap is provided between the first restraint protrusion221and the mounting plate300in the horizontal direction when the battery cell arrangement structure210does not expand, so that the first end plate220could move toward the mounting plate, thereby providing the expansion space for the battery cell arrangement structure210. In this way, during the expansion of the battery cell arrangement structure210, the horizontal movement of the first restraint protrusion221is divided into two stages. At the first stage, the first restraint protrusion221horizontally moves toward the mounting plate300until it abuts the mounting plate300. If the battery cell arrangement structure210still expands after the first restraint protrusion221abuts the mounting plate300, the end plate body223of the first end plate220may partially deform to provide the expansion space continuously. In an embodiment of the present application, the battery module200is bonded to the first wall110through a bonding adhesive. In the existing battery10, the case of pressure adhesive occurs in the battery module200, that is, after the battery module200is mounted in the box body100, since the battery module200excessively squeezes the bonding adhesive on it and the first wall110, a thickness of an adhesive layer between a lower end of the battery module200and the first wall110is relatively small, which is not beneficial to the connection between the lower end of the battery module200and the first wall110. In view of this, as shown inFIG.8, in an embodiment of the present application, the second wall120is further provided with a second restraint face340, and the second restraint face340is configured to abut the first end plate220to limit the first end plate220to move downward. For this reason, after the battery module200is mounted in the box body100, possibility of excessive pressure adhesive for the battery module200could be reduced, which is benefit for ensuring that the thickness of the adhesive layer meets the requirements, thereby ensuring a bonding effect between the lower end of the battery module200and the first wall100. The second restraint face340may be constructed in any suitable structure. As shown inFIG.8andFIG.9, in an embodiment of the present application, the upper surface of the second wall120is the second restraint face340, and the existing upper surface of the second wall120is used as a restraint face, which is benefit for simplifying the structure of the second wall120. In other embodiments of the present application, a surface of the second wall120facing the first end plate220is partially recessed to form a groove, and a lower side wall of the groove is constructed as the second restraint face340. It should be noted that the specific position relationship between the first restraint face330and the second restrain face340in the up-down direction is not limited in the embodiments of the present application. Optionally, in the embodiment shown inFIG.8, the second restraint face340is an upper surface of the mounting plate body350, and the second restraint face340is located above the first restraint face330. As shown inFIG.8andFIG.9, in an embodiment of the present application, the first end plate220is further provided with a second restraint protrusion222, and a lower surface of the second restraint protrusion222is configured to abut the second restraint face340to limit the first end plate220to move downward. The manner in which the second restraint protrusion222abuts the second restraint face340for restraint has the advantages of simple structure, convenient mounting of the battery module200in the box body100, and the like, while realizing that the first end plate220and the box body100are reliably restrained. To ensure the restraint effect of the second restraint protrusion222, as shown inFIG.7, in an embodiment of the present application, the second restraint protrusion222extends toward the mounting plate300along the horizontal direction. As shown inFIG.8andFIG.9, the first restraint protrusion221is disposed on the second surface2232of the end plate body223. The second surface2232is a large face (a face with a large area) of the end plate body223, which facilitates the provision of the first restraint protrusion221. Moreover, since the second surface2232is a large face, it facilitates arrangement of a longer first restraint protrusion221long the length direction of the first end plate220(a direction perpendicular to the first direction A1) to improve the reliability of restraint of the battery module200in the box body100in the up-down direction as much as possible. It can be understood that, in other embodiments of the present application, the first restraint protrusions221may be disposed on two sides of the end plate body223in a thickness direction (the first direction A1), that is, on small faces (faces with a small area) of the end plate body223, and extend toward the mounting plate300. In an embodiment of the present application, an orthographic projection of the first restraint protrusion221on the horizontal plane is in a long strip shape, and a face on which one long side of the long strip shape is connected to the second surface2232. The first restraint protrusion221is in a long strip shape, which is benefit for increasing the contact area between the first restraint protrusion221and the first restraint face330, thereby being benefit for improving the restraint effect of the first restraint protrusion221. Similarly, as shown inFIG.8andFIG.9, the second restraint protrusion222may be disposed on the second surface2232of the first end plate220. The second surface2232is a large face of the first end plate220, which facilitates the provision of the second restraint protrusion222. Moreover, since the second surface2232is a large face, it facilitates arrangement of a longer second restraint protrusion222along the length direction of the first end plate220to improve the reliability of restraint of the battery module200in the box body100in the height direction. It can be understood that, in other embodiments of the present application, the second restraint protrusions222may be disposed on two sides of the end plate body233in a thickness direction, that is, on small faces (faces with a small area) of the end plate body223, and extend toward the mounting plate300. In addition, an orthographic projection of the second restraint protrusion222on the horizontal plane may be in a long strip shape, and a face on which one long side of the long strip shape is connected to the second surface2232. The second restraint protrusion222is in a long strip shape, which is benefit for increasing the contact area between the second restraint protrusion222and the second restraint face340, thereby being benefit for improving the restraint effect of the second restraint protrusion222. In the embodiments of the present application, the lower end of the battery cell arrangement structure210may be attached to the first wall110, and a gap is provided between the lower end of the first end plate220and the first wall110to ensure the contact between the battery cell arrangement structure210and the first wall110. It should be noted that the “attachment” mentioned above may mean that the lower end of the battery cell arrangement structure210is in contact with but not connected to the first wall110, or mean that the lower end of the battery cell arrangement structure210is in contact with and connected to the first wall110. For example, the two are bonded by an adhesive. As shown inFIG.3andFIG.10, in an embodiment of the present application, the box body100may include a third wall130, the third wall130is connected to the first wall100and extends upward, the third wall130is disposed opposite to the second wall120along the first direction A1, and the first elastic support part224abuts the mounting plate300when the battery cell arrangement structure210does not expand to realize locating of the battery module200in the first direction A1. For this reason, after the battery module200is mounted in the box body100, the first elastic support part224of the first end plate220abuts the mounting plate300, and a second end plate230is fixedly connected to the third wall120, which could provide mounting locating in the first direction A1for the battery module200, and ensures the reliability of the mounting of the battery module200in the first direction A1. Here, when the battery cell arrangement structure210does not expand, the first elastic support part224abuts the mounting plate300, which may mean that the first elastic support part224is exactly in contact with the mounting plate300and the first elastic support part224is in an unreformed state, or mean that the first elastic support part224abuts on the mounting plate300and is in a deformed state, which is not limited in the embodiments of the present application. Optionally, in an embodiment of the present application, the battery module200is in an interference fit with the box body100, and the first elastic support part224is configured to absorb a magnitude of interference in the first direction A1through generation of elastic deformation. That is, in this embodiment, when the battery cell arrangement structure210does not expand, the first elastic support part224abuts on the mounting plate300and is in a deformed stated. In addition to the advantage of providing the mounting locating in the first direction A1for the battery module200mentioned above, this setting has at least the following two advantages: first, after the battery module200is assembled in place, the first elastic support part224provides an assembly margin in the first direction A1for the battery module200, so that a dimension error of the battery module200in the first direction A1can be offset by the deformation of the first elastic support part224. For example, when a dimension of the battery module200in the first direction A1is greater than a mounting dimension of the box body100in the corresponding direction, it can be realized that the battery module200is smoothly mounted in the box body100through the deformation of the first elastic support part224. Therefore, requirements on processing and assembly accuracy of the battery module200in the first direction A1are reduced. Second, after the battery module200is assembled in place, since the first elastic support part244is in a deformed state, a reaction force of the mounting plate300could be transferred to the battery cell arrangement structure210. The battery cells211are subjected to a certain pressure, which is benefit for ensuring good contact between interfaces of positive electrode sheets and negative electrode sheets inside the battery cells211. As shown inFIG.3andFIG.11, in an embodiment of the present application, the battery further includes a second end plate230. The second end plate230is disposed opposite to the first end plate220along the first direction A1, the battery cell arrangement structure210is located between the first end plate220and the second end plate230, and the second end plate230is fixedly connected to both the battery cell arrangement structure210and the box body100. That is, in this embodiment, deformation space is provided between one end of the battery module200in the first direction A1and the box body100through the first elastic support part224, and the other end of the battery module200in the first direction A1is rigidly connected to the box body100. When the battery cell arrangement structure210expands, it expands toward one end at which the first end plate220is located, the battery module200could expand in a preset direction while the release of the expansion force of the battery cell arrangement structure210is realized, and squeeze and deformation of a side wall of the box body at the other end of the battery module200could be avoided. In the embodiments shown inFIG.3,FIG.10andFIG.11, two middle beams are provided inside the box body100(a lower box body102). The two middle beams are respectively constructed as third walls130of the box body100for mounting two battery modules200, the two middle beams are spaced apart in the first direction A1, and the space between the two middle beams may be configured to mount an electrical element, for example, an electrical case. As mentioned above, since the battery module200expands mainly toward the second wall120of the box body100, it is not easy to squeeze and deform the two middle beams when the battery module200expands, which could play a role in protecting the electrical element mounted between the two middle beams. It should be noted that, in other embodiments of the present application, two ends of the battery cell arrangement structure210in the first direction A1each may be provided with the above first end plates220, and the second wall120and the third wall130of the box body100may be connected to one of the above mounting plates300, respectively. In this way, when expanding, the battery module200could move toward both the second wall120and the third wall130in the box body100. To ensure that the battery module200expands in a preset direction, optionally, in an embodiment of the present application, rigidity of the second end plate230may be greater than rigidity of the first end plate220. For this reason, when the battery cell arrangement structure210expands, the second end plate230does not easily deform, and the first end plate220easily deforms, so that the battery module200expands toward the first end plate220more easily. The specific materials of the first end plate220and the second end plate230are not limited in the embodiments of the present application. Optionally, in an embodiment of the present application, the second end plate230is made of a metal material, and the first end plate220is made of a non-metal material. For example, the second end plate230may be made of an aluminum alloy material, and the first end plate220may be made of a plastic material. As shown inFIG.11, in an embodiment of the present application, the second end plate230is provided with a third extending part231, and the third extending part231is configured to be connected to the third wall130. By providing the third extending part231, it is benefit for offsetting a draft angle of the second wall120of the box body100while facilitating the connection between the third extending part231and the third wall130. Optionally, as shown inFIG.11, the first extending part231is connected to the third wall130through a second fastener600, where an upper surface of the third wall130is provided with a second mounting bolt hole131, the second fastener600is a fastening bolt, and a lower end of the second fastener600passes through the third extending part231and is fixed in the second mounting bolt hole131, thereby realizing the fixed connection between the second end plate230and the third wall130. As shown inFIG.11, the second end plate230may further include a fourth extending part232, the fourth extending part232extends toward the third wall130and abuts the third wall130, and the fourth extending part232and the third extending part231are spaced apart in the up-down direction. By providing the fourth extending part232, connection points between the second end plate230and the third wall130in the up-down direction are increased, and reliability of the connection between the second end plate230and the third wall130is improved. The fourth extending part232may be located either above the third extending part231or below the third extending part231, which is not limited in the embodiments of the present application. Optionally, in the embodiment shown inFIG.11, the fourth extending part232is located below the third extending part231. Optionally, as shown inFIG.11, the fourth extending part232may be multiple in quantity, and the multiple fourth extending parts232are arranged at intervals in the up-down direction. As shown inFIG.3andFIG.9, in an embodiment of the present application, the box body100further includes a pair of fourth walls140, the pair of fourth walls140are both connected to the first wall110and extend upward, the pair of fourth walls140are disposed opposite to each other along a second direction A2, and the second direction A2intersects with the first direction A1. Optionally, as shown inFIG.9, the second direction A2may be perpendicular to the first direction A1, and the second direction A2is the length direction of the first end plate220. In the embodiments shown inFIG.1toFIG.10, the interior of the box body100are partitioned by middle beams into two spaces for mounting the battery modules200, and two battery modules200are arranged along the first direction A1. It should be noted that the number of battery modules200in the first direction A1is not limited in other embodiments of the present application. For example, as shown inFIG.11, no middle beam is disposed in the box body100, and only one battery module200is disposed in the first direction A1. As shown inFIG.13toFIG.15, in another embodiment of the present application, the first end plate220further includes a second elastic support part225, and the second elastic support part225is configured to abut the fourth wall140to realize locating of the battery module200in the second direction A2. For this reason, after the battery module200is mounted in the box body100, the second elastic support part225abuts the fourth wall140, which could provide mounting locating in the second direction A2for the battery module200, and ensures the reliability of the mounting of the battery module200in the second direction A2. Here, when the battery cell arrangement structure210does not expand, the second elastic support part225abuts the fourth wall140, which may mean that the second elastic support part225is exactly in contact with the fourth wall140and the second elastic support part225is in an unreformed state, or mean that the second elastic support part225abuts on the fourth wall140and is in a deformed state, which is not limited in the embodiments of the present application. Optionally, in an embodiment of the present application, the battery module200is in an interference fit with the box body100, and the second elastic support part225is configured to absorb a magnitude of interference in the second direction A2through generation of elastic deformation. That is, in this embodiment, when the battery cell arrangement structure210does not expand, the second elastic support part225abuts on the fourth wall140and is in a deformed stated. In addition to the advantage of providing the mounting locating in the second direction A2for the battery module200mentioned above, this setting has at least the following two advantages: first, after the battery module200is assembled in place, the second elastic support part225provides an assembly margin in the second direction A2for the battery module200, so that a dimension error of the battery module200in the second direction A2can be offset by the deformation of the second elastic support part225. For example, when a dimension of the battery module200in the second direction A2is greater than a mounting dimension of the box body100in the corresponding direction, it can be realized that the battery module200is smoothly mounted in the box body100through the deformation of the second elastic support part225. Therefore, requirements on processing and assembly accuracy of the battery module200in the second direction A2are reduced. Second, after the battery module200is assembled in place, since the second elastic support part225is in a deformed state, a reaction force of the fourth wall140could be transferred to the battery cell arrangement structure210. The battery cells211are subjected to a certain pressure, which is benefit for ensuring good contact between interfaces of positive electrode sheets and negative electrode sheets inside the battery cells211. It should be noted that, in the embodiments of the present application, the above second elastic support part225may be disposed between the battery module200and one of the fourth walls140, that is, only one side of the first end plate220is provided with the second elastic support part225, or the above second elastic support parts225each may be disposed between the battery module200and the pair of fourth walls140, that is, two opposite sides of the first end plate220each are provided with the second support part225. Optionally, as shown inFIG.15, in an embodiment of the present application, the second elastic support parts225are disposed on two opposite sides of the end plate body223along the second direction A2, that is, two opposite sides of the end plate body223along the second direction A2each are provided with the second electric support part225. As shown inFIG.16, in an embodiment of the present application, at least a portion of the second elastic support part225extends upward from the end plate body223toward the fourth wall140. In this way, the portion of the second elastic support part225extending upward may abut the fourth wall140, which realizes the mounting locating of the second elastic support part225and the fourth wall140, and the second elastic support part225obliquely extends upward, which is benefit for squeezing the second elastic support part by the fourth wall140to deform. The specific structure of the second elastic support part225is not limited in the embodiments of the present application. Optionally, as shown inFIG.17, in an embodiment of the present application, the second elastic support part225include a first section2251and a second section2252, the first section2251obliquely extends upward from the end plate body223toward the fourth wall140, the second section2252extends upward from one end of the first section2251far away from the end plate body223, and the second section2252is configured to abut the fourth wall140. For this reason, the first section2251is obliquely arranged upward, which could play a role of a certain guiding. The second section2252extends along the up-down direction, which could form face contact with the fourth wall140, and is beneficial to the squeeze fit between the two. Moreover, a gap is provided between the second section2252and the end plate body223, which is benefit for deforming the second section2252when the second section2252and the fourth wall140are squeezed. In other embodiments of the present application, the second elastic support part225may be constructed as an elastic long strip extending along the up-down direction. To facility the mounting of the battery module200in the box body100, as shown inFIG.16andFIG.17, in an embodiment of the present application, the first end plate220further includes a guiding part226, the guiding part226is located below the second elastic support part225, the guiding part226has a inclined guiding face2261, and the inclined guiding face2261is configured for guiding when the first end plate220is mounted in the box body100. To avoid the guiding part226to affect the normal operation of the second elastic support part225, as shown inFIG.16, in an embodiment of the present application, a gap may be provided between the guiding part and the fourth wall140. In other words, as shown inFIG.17, the height of the guiding part protruding from the end plate body223in the second direction A2is smaller than the height of the second elastic support part225protruding from the end plate body223in the second direction A2. As shown inFIG.18, according to another aspect of the present application, a method for producing a battery is provided, for example, a method for producing the battery10mentioned above, and the method includes the following steps:S1: providing a box body100;S2: providing a mounting plate300;S3: providing a battery module200, the battery module200including a battery cell arrangement structure210and a first end plate220, the battery cell arrangement structure210including a plurality of battery cells211stacked on each other, for example, a plurality of battery cells211stacked on each other along a first direction A1; the first end plate220being disposed on one side of the battery cell arrangement structure210and fixedly connected to the battery cell arrangement structure210, the first end plate220having a first elastic support part224, and the first elastic support part224being configured to be capable of abutting the mounting plate300, being squeezed by the battery cell arrangement structure210and deforming when the battery cell arrangement structure210expands to provide expansion space for the battery cell arrangement structure210;S4: fixedly connecting the mounting plate300to the box body100; andS5: mounting the battery module200in the box body100, and allowing the first end plate220to be located between the mounting plate300and the battery cell arrangement structure210. Optionally, the battery module200further includes a second end plate230, the second end plate230is disposed on one side of the battery cell arrangement structure210far away from the first end plate220, and the second end plate230is fixedly connected to the battery cell arrangement structure210. In this case, the method of mounting the battery module200in the box body100includes the following step: placing the battery module200in the box body100, and fixedly connecting the second end plate230to the box body210. Optionally, the mounting plate300is provided with a first restraint face330, and the first restraint face330is configured to abut the first end plate220to limit the first end plate220to move upward. in this case, the method of mounting the battery module200in the box body100further includes the following steps: applying a squeezing force to the battery module200to compress a length of the battery module200; placing the battery module200in a compressed state in the box body100; and removing the squeezing force to restore the length of the battery module200, so as to move at least a portion of the first end plate220to a bottom of the first restraint face330. In this way, when the battery cell arrangement structure210expands, the first end plate220may abut on the first restraint face330to avoid the battery module200to freely move upward from the box body100. The above fit between a first restraint protrusion221and a first restraint face330may be set on the first end plate220. It should be noted that, the features in the embodiments of the present application may be mutually combined in case of no conflict. The foregoing descriptions are only preferred embodiments of the present application, and are not intended to limit the present application. For those skilled in the art, the present application may have various modifications and changes. Any modification, equivalent substitution, improvement, or the like, made within the spirit and principle of the present application can fall within the protection scope of the present application. | 61,125 |
11858333 | DETAILED DESCRIPTION An embodiment of the present disclosure will be described in detail below with reference to the drawings. Note that the following description of the preferred embodiment is only an example in nature, and is not intended to limit the scope, applications or use of the present disclosure. FIG.1is a left side view of a motor vehicle1of an embodiment of the present disclosure. The motor vehicle1is a so-called passenger car. Note that in the description of this embodiment, the front side of the vehicle is simply referred to as “front,” the rear side of the vehicle is simply referred to as “rear,” the right side of the vehicle is simply referred to as “right,” and the left side of the vehicle is simply referred to as “left.” A right-left direction of the vehicle is a vehicle width direction. In a front portion of the motor vehicle1, a power house S is provided. In the power house S, a power train (not shown) including a traction motor M etc. is stored. Thus, the power house S can also be referred to as, e.g., a power train storage compartment or a motor room. The motor vehicle1may be an electric motor vehicle or a hybrid motor vehicle (including a plug-in hybrid motor vehicle). In a case where the motor vehicle1is the electric motor vehicle, the traction motor M is mounted in the power house S. In a case where the motor vehicle1is the hybrid motor vehicle, the traction motor M and a not-shown internal combustion engine (an engine) are mounted in the power house S. Further, although not shown in the figure, the traction motor may be mounted at a rear portion of the motor vehicle1, or may be an in-wheel motor mounted inside a wheel. Provided above the power house S is a hood2. The motor vehicle1may be such a front-engine rear-drive vehicle (hereinafter referred to as an FR vehicle) that an engine, a traction motor M, etc. mounted in a power house S drive rear wheels or such a front-engine front-drive vehicle (hereinafter referred to as an FF vehicle) that an engine, a traction motor M, etc. mounted in a power house S drive front wheels. In addition to the FR vehicle and FF vehicle, the motor vehicle1may also be a 4-wheel drive vehicle that drives four wheels. In the motor vehicle1, a vehicle interior R is provided at the rear of the power house S, as shown inFIG.2. A bottom surface of the vehicle interior R is formed by a floor panel3, and therefore, a space above the floor panel3is the vehicle interior R. A roof4is provided above the vehicle interior R. Further, as shown inFIG.1, a front door5and a rear door6are arranged in an openable/closable manner at a left portion of the motor vehicle1. Note that a front door and a rear door are also arranged in an openable/closable manner on the right side of the motor vehicle1, although not shown in the figure. As shown inFIG.2, the motor vehicle1has a vehicle body structure1A of the present disclosure. Although the vehicle body structure1A includes the floor panel3and a dash panel7, the dash panel7may be a member not forming the vehicle body structure1A of the present disclosure. A member dividing the vehicle interior R and the power house S from each other in the front-rear direction is the dash panel7. The dash panel7is made of, e.g., a steel plate, and extends not only in the right-left direction but also in the up-down direction. A lower portion of the dash panel7is inclined or curved so as to be positioned rearward toward a lower end portion thereof, and a lower end portion of the dash panel7is connected to a front end portion of the floor panel3. Thus, the floor panel3is provided so as to extend rearward from the lower end portion of the dash panel7. In this embodiment, the right side of the vehicle interior R is a driver seat side, and the left side of the vehicle interior R is a passenger seat side.FIG.2is a cross-sectional view of the driver seat side of the motor vehicle1, and shows the cross sections of the floor panel3and the dash panel7and a schematic structure of a driver seat8and a rear seat10attached to the floor panel3as well as a brake pedal B attached to the dash panel7. While the driver seat8is provided on the right side of a center portion of the vehicle interior R in the right-left direction, a passenger seat9(shown inFIG.1) is provided on the left side of the center portion of the vehicle interior R in the right-left direction. Note that the present disclosure is not limited to above, and the driver seat side may be on the left side of the vehicle interior R and the passenger seat side may be on the right side of the vehicle interior R. Further, there may be two or more rows of rear seats in the vehicle interior R. The vehicle body structure1A of the motor vehicle1will be described more specifically. As indicated by broken lines inFIG.1, at each of the right and left portions of the motor vehicle1, there are a front door opening40to be opened or closed by the front door5and a rear door opening41to be opened or closed by the rear door6. As shown inFIG.3, the vehicle body structure1A has a pair of right and left side sills42arranged so as to extend in the front-rear direction at both end portions of the floor panel3in the right-left direction. Further, as shown inFIG.4, the vehicle body structure1A also includes a pair of right and left hinge pillars43(only the left one is shown) arranged so as to extend in the up-down direction at both end portions of a front floor panel30forming a front portion of the floor panel3. A lower portion of the hinge pillar43is connected to the vicinity of a front portion of the side sill42, and the hinge pillar43extends upward from such a portion. A rear portion of the hinge pillar43is formed so as to be positioned rearward toward a lower portion of the hinge pillar43. That is, the dimension of the hinge pillar43in the front-rear direction is set so as to be longer toward the lower portion of the hinge pillar43. A lower end portion of the hinge pillar43extends to a position lower than a lower surface of the front floor panel30described later. As shown inFIG.4, a lower end portion of a front pillar44is connected to an upper portion of the hinge pillar43. The front pillar44extends while being inclined so as to be positioned rearward toward the upper side, and is connected to a front portion of the roof4. Further, as shown inFIG.1, the vehicle body structure1A includes a center pillar45extending upward from a middle portion of the side sill42in the front-rear direction. The front door opening40is formed by a rear edge portion of the hinge pillar43, a lower edge portion of the front pillar44, an upper edge portion of the side sill42, a front edge portion of the center pillar45, and the roof4. The front door5is supported by the hinge pillar43, and the rear door6is supported by the center pillar45. Further, the vehicle body structure1A may include a rear pillar (not shown) that extends in the up-down direction at a portion away rearward from the center pillar45. The rear door opening41is formed between the center pillar45and the rear pillar. The rear door6is omitted in some cases, and in these cases, the rear door opening41is also omitted. As shown inFIG.2, the brake pedal B is swingably provided at the dash panel7. That is, in the vehicle interior R on the right side of the dash panel7, a pedal bracket11is attached to a portion facing the driver seat8. The pedal bracket11is provided away upward from an upper surface of the floor panel3. A spindle11aextending in the right-left direction is provided at the pedal bracket11. An upper end portion of the brake pedal B is pivotably supported on the spindle11a. The brake pedal B extends downward from the portion supported by the spindle11a. A lower end portion of the brake pedal B is a portion to be stepped on by an occupant. A rear end portion of a rod B1is coupled to the brake pedal B. A front end portion of the rod B1is connected to an input of a brake booster apparatus12. Note that the front end portion of the rod B1may be coupled to a brake force generation apparatus other than the brake booster apparatus12. Note that the support structure of the brake pedal B is not limited to one described above and the brake pedal B may be a so-called organ pedal type brake pedal although not shown in the figure. In this case, a lower portion of the brake pedal is swingably supported on the floor panel3through a spindle extending in the right-left direction. FIG.5is a cross-sectional view of the dash panel7and the floor panel3, and shows the position of an accelerator pedal A. The accelerator pedal A is of a so-called organ pedal type, and a lower portion of the accelerator pedal A is swingably supported to the floor panel3through a spindle μl extending in the right-left direction. Note that although not shown in the figure, the accelerator pedal A may be of a hanging type. In this case, an upper portion of the accelerator pedal A is swingably supported on the dash panel7via the spindle extending in the right-left direction. The motor vehicle1driven by the traction motor also includes a pedal to be operated upon acceleration, and such a pedal will be also referred to as an accelerator pedal in the present specification. Although not shown in the figure, in a case where a manual transmission, whose gear ratio is changed by an occupant using an operation lever (not shown) provided in the vehicle interior R, is mounted, a pedal for operating a clutch is provided in the vehicle interior R. Normally, the accelerator pedal A is arranged at the rightmost position, the brake pedal B is arranged at the left of the accelerator pedal A, and a clutch pedal is arranged at the left of the brake pedal B. Further, for example, in an instruction vehicle used for a motor vehicle driving course, an accelerator pedal and a brake pedal are also provided on a passenger seat side as in a driver seat side, although not shown in the figure. The present disclosure is also applicable to such an instruction vehicle. (Configuration of Floor Panel) As shown inFIG.6, the floor panel3includes a front floor panel30and a seat-mounted floor panel34. The front floor panel30and the seat-mounted floor panel34are formed by separate members, and are joined to each other to form the floor panel3. Further, the seat-mounted floor panel34includes a first floor panel (a rear floor panel)31forming a front portion of the seat-mounted floor panel34and a second floor panel (a rear-seat floor panel)32forming a rear portion of the seat-mounted floor panel34. The first floor panel31and the second floor panel32are separate members, and are joined to each other to form the seat-mounted floor panel34. As shown inFIGS.3and4, a floor tunnel portion30cis formed at the front floor panel30and the first floor panel31. The floor tunnel portion30cmay be formed in such a manner that center portions of the front floor panel30and the first floor panel31in the right-left direction bulge upward, and for example, may be formed so as to continuously extend in the front-rear direction from the front portion of the front floor panel30to the rear portion of the first floor panel31. As shown inFIG.2, the front floor panel30extends rearward from the lower end portion of the dash panel7, and extends in the right-left direction. As shown inFIG.6, a heel rest portion30aon which a heel of the pedal operator operating the brake pedal B and the accelerator pedal A is placed is provided at the front floor panel30. The heel rest portion30ais a portion where the heel of the occupant is naturally placed when the occupant operates the accelerator pedal A or the brake pedal B. This portion varies to some extent according to the physique, driving postures, etc. of the occupant, but is generally an area (region) shown inFIG.6. That is, the heel rest portion30acan be defined as a continuous region from a portion away rearward from a front end portion of the front floor panel30to a portion away forward from a rear end portion of the front floor panel30, and can also be a middle portion of the front floor panel30in the front-rear direction. As shown inFIG.2, the second floor panel32is a member provided away rearward from the front floor panel30and fixed to the rear seat10. The rear seat10includes a rear-seat cushion portion10aforming a seat surface and a rear-seat seat back portion10bforming a back rest portion. The rear-seat cushion portion10ais fixed to an upper surface of the second floor panel32. Although the second floor panel32is continuously formed at least from a portion corresponding to a front end portion to a portion corresponding to a rear end portion of the rear-seat cushion portion10a, the second floor panel32may be further extended rearward beyond the rear end portion of the rear-seat cushion portion10a. In this case, a rear seat of a second row or a luggage compartment for placing luggage can be provided at the rear of the rear seat10. As shown inFIG.6, the first floor panel31extends from a rear portion of the front floor panel30to a front portion of the second floor panel32. The first floor panel31is positioned lower than the front floor panel30. That is, for example, the front floor panel30can be formed so as to extend substantially horizontally in the front-rear direction, and the first floor panel31can also be formed so as to extend substantially horizontally in the front-rear direction. In this case, since the front floor panel30is in a position higher than the first floor panel31, the floor panel3includes a front plate portion3A extending in the up-down direction from the rear portion of the front floor panel30to the front portion of the first floor panel31. Since the front floor panel30and the first floor panel31are connected to each other through the front plate portion3A, there is a step between the front floor panel30and the first floor panel31. Further, the second floor panel32may also be in such a shape that the second floor panel32extends substantially horizontally in the front-rear direction. The second floor panel32is positioned higher than the first floor panel31. Thus, the floor panel3includes a rear plate portion3B extending in the up-down direction from the front portion of the second floor panel32to the rear portion of the first floor panel31. Since the second floor panel32and the first floor panel31are connected to each other through the rear plate portion3B, there is a step between the second floor panel32and the first floor panel31. Thus, the first floor panel31is positioned one step lower than the front floor panel30and the second floor panel32. A difference in a height between the first floor panel31and each of the front floor panel30and the second floor panel32may be set to 5 cm or more, 10 cm or more, or 15 cm or more, for example. The front floor panel30and the second floor panel32may be at the same height, or the front floor panel30may be lower or higher than the second floor panel32. Further, the front floor panel30, the first floor panel31, and the second floor panel32are not necessarily precisely horizontal, and may be inclined so as to be positioned downward toward the rear side. Further, only part of the front floor panel30, the first floor panel31, and the second floor panel32may be inclined, and the remaining part may be substantially horizontal. Further, the second floor panel32may be at the same height as that of the first floor panel31. The front plate portion3A may be integrally formed with the front floor panel30or with the first floor panel31. Alternatively, the front plate portion3A may be formed separately from these floor panels30,31. The rear plate portion3B may be integrally formed with the second floor panel32or with the first floor panel31. Alternatively, the front plate portion3A may be formed separately from these floor panels31,32. Further, the front plate portion3A and the rear plate portion3B may extend substantially vertically, or may be inclined or curved. For example, the front plate portion3A may be inclined or curved so as to be positioned rearward toward the lower side, and the rear plate portion3B may be inclined or curved so as to be positioned forward toward the lower side. As shown inFIG.2, the first floor panel31includes a first front-seat fixing portion (front seat fixing portion)31aand a second front-seat fixing portion (rear seat fixing portion)31bfor fixing the front seat8. The first front-seat fixing portion31ais provided at the front of a center portion of the first floor panel31in the front-rear direction, and for example, includes a member fixed to the first floor panel31and formed long in the right-left direction. Similarly, the second front-seat fixing portion31balso includes a member formed long in the right-left direction, and is provided a predetermined distance away rearward from the first front-seat fixing portion31a. The configurations of the first front-seat fixing portion31aand the second front-seat fixing portion31bare not limited to the members as described above, and may be members formed in various shapes by plate members etc. Note that in this embodiment, the first front-seat fixing portion31ais formed so as to be higher than the second front-seat fixing portion31b. However, the heights of the first front-seat fixing portion31aand the second front-seat fixing portion31bmay be the same as each other. A rear-seat fixing portion32afor fixing the rear seat10is provided at least at a front portion of the second floor panel32. The rear-seat fixing portion32amay be configured similarly to or differently from the front-seat fixing portions31a,31b. In a case where the second floor panel32and the first floor panel31are arranged at the same height, the front seat8and the rear seat10can be arranged at the same height. (Front Seat) The front seat8includes a front-seat cushion portion8a, a front-seat seat back portion8b, and a seat slide mechanism8cconfigured to adjust the position of the front-seat cushion portion8ain the front-rear direction. The front-seat cushion portion8ais a portion forming a seat surface for a front seat occupant, and although not shown in the figure, includes, e.g., a seat frame, a cushion material, and a cover material. The front-seat seat back portion8bis a portion forming a back rest portion for the front seat occupant, and although not shown in the figure, includes, e.g., a seat frame, a cushion material, and a cover material. A lower portion of the front-seat seat back portion8bis attached to a rear portion of the front-seat cushion portion8athrough a reclining mechanism8d. The reclining mechanism8dis typically well-known, and is a mechanism for fixing the front-seat seat back portion8bat an optional inclination angle. The seat slide mechanism8cmay be a typically well-known mechanism, and for example, includes a movable member8efixed to a lower portion of the front-seat cushion portion8aand a rail8ffixed to the first front-seat fixing portion31aand the second front-seat fixing portion31bon the first floor panel31. The rail8fis a member for guiding the front-seat cushion portion8ain the front-rear direction, and extends in the front-rear direction. A front portion of the rail8fis fixed to the first front-seat fixing portion31a, and a rear portion of the rail8fis fixed to the second front-seat fixing portion31b. Since the first front-seat fixing portion31ais higher than the second front-seat fixing portion31b, the rail8fis inclined so as to be positioned upward toward the front. The rail8fmay be substantially horizontal. The movable member8eis a member capable of moving relative to the rail8fin the front-rear direction while being engaged with the rail8f. The position of the movable member8ewith respect to the rail8fin the front-rear direction can be an optional position within a predetermined range, and the movable member8ecan be locked to the rail8fat such a position. Such a lock mechanism is also typically well-known, and for example, can be unlocked by, e.g., lever operation. Note that the seat slide mechanism8cand the reclining mechanism8dmay be of an electric type using an electric motor. Further, the height of the seat slide mechanism8ccan be set according to the height of the first floor panel31, the height of the first front-seat fixing portion31a, and the height of the second front-seat fixing portion31b. In this embodiment, the height of the seat slide mechanism8cis set such that the front floor panel30is at a position higher than the seat slide mechanism8cwhen compared with the front floor panel30. (Battery) As shown inFIG.2, the motor vehicle1includes a plurality of batteries50that supply electric power to the traction motor M. In this embodiment, each battery50is a so-called battery cell, and may be a lithium-ion battery, an all-solid-state battery, or other secondary batteries, for example. Further, the battery50may be a battery pack housing a secondary battery. For mounting the batteries50, the vehicle body structure1A has, as spaces (battery arrangement spaces) for arranging the batteries50, a first battery arrangement portion51, second battery arrangement portions52, and rear battery arrangement portions53below the floor panel3. The first battery arrangement portion51is a portion in which some of the plurality of batteries50are arranged, the second battery arrangement portions52are portions in which some other batteries50are arranged, and the rear battery arrangement portions53are portions in which the remaining batteries50are arranged. The first battery arrangement portion51and the second battery arrangement portions52will be specifically described with reference toFIGS.3and4. InFIGS.3and4, the sizes and shapes of the first battery arrangement portion51and the second battery arrangement portions52are schematically indicated by virtual lines. The sizes and shapes of these arrangement portions may be larger or smaller than those shown in the figures. The first battery arrangement portion51is provided long in the front-rear direction from a center portion of the front floor panel30in the right-left direction to a center portion of the second floor panel32in the right-left direction through a center portion of the first floor panel31in the right-left direction. On the other hand, the second battery arrangement portions52are provided outside the first battery arrangement portion51in the vehicle width direction below the front floor panel30. More specifically, the second battery arrangement portions52are each positioned below the driver seat side (one side in the vehicle width direction) and the passenger seat side (the other side in the vehicle width direction) of the front floor panel30. The second battery arrangement portion52on the driver seat side is provided inside the vicinity of the right hinge pillar43in the vehicle width direction. The dimension of such a second battery arrangement portion52in the right-left direction is set so as not to reach a portion immediately below the floor tunnel portion30cfrom the vicinity of the right hinge pillar43. As shown inFIG.2, a lower portion of the hinge pillar43and at least part of the second battery arrangement portion52are positioned so as to overlap with each other as viewed from the side. The second battery arrangement portion52on the passenger seat side is provided inside the vicinity of the left hinge pillar43in the vehicle width direction. The dimension of such a second battery arrangement portion52in the right-left direction is set so as not to reach a portion immediately below the floor tunnel portion30cfrom the vicinity of the left hinge pillar43. At least part of the second battery arrangement portion52on the passenger seat side also overlaps with a lower portion of the hinge pillar43as viewed from the side. The hinge pillar43is a highly-rigid member because the hinge pillar43supports the front door5in an openable/closable manner. A lower end portion of the hinge pillar43is positioned in the vicinity of the front floor panel30. For example, when an impact load acts laterally from the motor vehicle1(e.g., upon lateral collision), the load is transmitted to the vehicle body through the highly-rigid hinge pillar43. At this time, since the hinge pillar43and the batteries50arranged in the second battery arrangement portions52overlap with each other as viewed from the side, the batteries50can be protected by the hinge pillar43and the input load on the batteries50can be reduced. A front portion of the second battery arrangement portion52is at the same position as that of the front portion of the front floor panel30or immediately below the dash panel7. A rear portion of the second battery arrangement portion52is at the same position as that of the rear portion of the front floor panel30or in the vicinity of the front plate portion3A. The first battery arrangement portion51is provided between the second battery arrangement portion52on the driver seat side and the second battery arrangement portion52on the passenger seat side, i.e., at a center portion in the vehicle width direction below the floor panel3. Since the floor tunnel portion30cis formed at the center portion of the floor panel3in the vehicle width direction, the first battery arrangement portion51is arranged such that the position thereof in the vehicle width direction corresponds to the floor tunnel portion30c. Further, a region corresponding to the floor tunnel portion30cand positioned below the floor panel3is a region inside in the vehicle width direction with respect to outer portions of the second battery arrangement portions52in the vehicle width direction. In other words, the second battery arrangement portions52are provided outside the floor tunnel portion30cin the vehicle width direction. Further, in this embodiment, a lower portion of the first battery arrangement portion51and a lower portion of the second battery arrangement portion52are set to the same height, but these portions may be at different heights. The first battery arrangement portion51is also arranged inside the floor tunnel portion30c, and an upper portion of the first battery arrangement portion51is positioned in the vicinity of an upper portion of the floor tunnel portion30c. As a result, the upper portion of the first battery arrangement portion51is positioned higher than the upper portions of the second battery arrangement portions52. Thus, the dimension of the first battery arrangement portion51in the up-down direction is longer than the dimension of the second battery arrangement portion52in the up-down direction. Further, in the case of comparing the dimension in the vehicle width direction, the second battery arrangement portion52is longer than the first battery arrangement portion51. A relative positional relationship among the first battery arrangement portion51and the second battery arrangement portions52, in other words, is that the second battery arrangement portions52are provided on both sides of the first battery arrangement portion51in the vehicle width direction. The second battery arrangement portion52on the driver seat side, the first battery arrangement portion51, and the second battery arrangement portion52on the passenger seat side are continuous in the vehicle width direction. As shown inFIG.2, the rear battery arrangement portions53are also provided the driver seat side and the passenger seat side below the second floor panel32. As in the second battery arrangement portion52, an upper portion of the first battery arrangement portion51is positioned higher than an upper portion of the rear battery arrangement portion53. The first battery arrangement portion51is provided inside the floor tunnel portion30c, and is provided to extend to a rear portion of the floor tunnel portion30cin the floor tunnel portion30c. A rear portion of the first battery arrangement portion51reaches below the second floor panel32, and is positioned between the rear battery arrangement portions53on the driver seat side and the passenger seat side. Note that the rear battery arrangement portions53may be provided as necessary and may be omitted. The first battery arrangement portion51, the second battery arrangement portions52, and the rear battery arrangement portions53as described above are spaces for arranging the batteries50. For arranging the batteries50in these arrangement spaces, there is a need for a battery holder for holding the batteries50at predetermined positions. As an example of the battery holder, a battery case54for housing the batteries50is used. Thus, the vehicle body structure1A includes the battery case54having a shape as shown inFIG.7. The battery case54is fixed to, e.g., at least one of the floor panel3or the side sill42, and is integrated with the vehicle body. Examples of members forming the battery case54may include a steel plate and an extruded material, and these members form the single battery case54. The term “single” means that the battery case54is one piece as a structure before fixed to the vehicle body and, even if the battery case54is dividable into a plurality of members, these members are integrated so as not to be separated immediately before these members are fixed to the vehicle body on a manufacturing line for the motor vehicle1, for example. The batteries50and the battery case54may be collectively referred to as a battery unit, for example. A reinforcement member etc. are provided inside or outside the battery case54. With these members, the rigidity of the battery case54can be enhanced. By fixing the highly-rigid battery case54to the floor panel3or the side sill42as shown inFIGS.3and4, the rigidity of the battery case54contributes to enhancement of the rigidity of the vehicle body. A fixing structure of the battery case54is not particularly limited. For example, a fixing structure using a fastening member such as a bolt, a nut, or a screw can be adopted. As shown inFIG.7, the battery case54includes a right front housing portion54acorresponding to the second battery arrangement portion52on the driver seat side and the front side, a left front housing portion54bcorresponding to the second battery arrangement portion52on the passenger seat side and the front side, a center housing portion54ccorresponding to the first battery arrangement portion51, a right rear housing portion54dcorresponding to the rear battery arrangement portion53on the driver seat side, and a left rear housing portion54ecorresponding to the rear battery arrangement portion53on the passenger seat side. The first floor panel31(shown inFIG.2) is positioned between the right front housing portion54aand the right rear housing portion54dand between the left front housing portion54band the left rear housing portion54e. The right rear housing portion54dand the left rear housing portion54emay be omitted. Further, the housing portion5cmay be arranged within the first battery arrangement portion51, or may have the same shape as that of the first battery arrangement portion51. Further, the housing portion54a,54bmay be arranged within the second battery arrangement portion52, or may have the same shape as that of the second battery arrangement portion52. Further, the housing portion54d,54emay be arranged within the rear battery arrangement portion53, or may have the same shape as that of the rear battery arrangement portion53. The right front housing portion54ais formed so as to protrude rightward from a right portion of the center housing portion54c. As a result, the right portion of the right front housing portion54ais positioned in the vicinity of the lower portion of the right hinge pillar43. Further, the left front housing portion54bis formed so as to protrude leftward from a left portion of the center housing portion54c. As a result, the left portion of the left front housing portion54bis positioned in the vicinity of the lower portion of the left hinge pillar43. Further, the upper portion of the center housing portion54cis positioned higher than the upper portions of the right front housing portion54a, the left front housing portion54b, the right rear housing portion54d, and the left rear housing portion54e. Since the center housing portion54cis formed higher, the batteries50can be housed in the center housing portion54cso as to form a plurality of stages in the up-down direction. The batteries50are housed in the housing portions54ato54ein a similar manner. Thus, a space below the front floor panel30, a space below the second floor panel32, and the internal space of the floor tunnel portion30ccan be effectively used as spaces for housing the batteries50, and the capacity for mounting the batteries50can be increased. Since the right front housing portion54ais positioned in the second battery arrangement portion52, the internal space of the right front housing portion54ais the second battery arrangement portion52. Further, since the left front housing portion54bis also positioned in the second battery arrangement portion52, the internal space of the left front housing portion54bis also the second battery arrangement portion52. Since the center housing portion54cis positioned in the first battery arrangement portion51, the internal space of the center housing portion54cis the first battery arrangement portion51. As described above, the single battery case54includes the second battery arrangement portion52on the driver seat side, the first battery arrangement portion51, and the second battery arrangement portion52on the passenger seat side. Since the right front housing portion Ma and the right rear housing portion54dare separated from each other in the front-rear direction, a space having no batteries50is formed between the right front housing portion54aand the right rear housing portion54d. This space can be used to lower the position of the front seat8. Although not shown in the figure, the second battery arrangement portion52may be provided inside the vicinity of the center pillar45(shown inFIG.1) in the vehicle width direction below the floor panel30. Further, although not shown in the figure, the second battery arrangement portion52may be provided inside the vicinity of the rear pillar in the vehicle width direction below the floor panel30. The structure, shape, etc. of the battery case54may be changed according to the type of battery50. In the battery case54, a cooling unit, a heating unit, etc. (both not shown in the figure) for adjusting the temperatures of the batteries50can be provided. The lower portions of the first battery arrangement portion51and the second battery arrangement portions52may be at the substantially same height as that of the lower surface of the first floor panel31or at a position higher than the lower surface of the first floor panel31such that the minimum ground clearance of the motor vehicle1is not low. As shown inFIG.8, the lower portions of the second battery arrangement portions52and the rear battery arrangement portions53may be lower than the lower surface of the first floor panel31. As a result, the capacity for mounting the batteries50can be further increased. Similarly, the lower portion of the first battery arrangement portion51may be lower than the lower surface of the first floor panel31. (Posture of Front Seat Occupant and Pedal Operation) FIG.9is a view showing a lower limb100of the front seat occupant (a pedal operator) seated on the front seat8, the floor panel3, the dash panel7, the brake pedal B, and the vicinity thereof. In this embodiment, the hip point of the pedal operator can be lowered. Lowering the hip point of the pedal operator means that the seating position of the pedal operator is lowered. This lowers the height of the center of gravity of the vehicle while the occupant is on-board. Further, since the front floor panel30on which a heel101of the pedal operator is placed is positioned higher than the first floor panel31, the heel101of the pedal operator is placed at a position higher as compared to a general operation posture. Such a layout leads to such a posture that an upper leg102and a lower leg103of the pedal operator are widely open. InFIG.9, a reference numeral200indicates the center line of the upper leg102of the pedal operator whereas a reference numeral201indicates the center line of the lower leg103, and a difference in a height between the front floor panel30and the first floor panel31is set such that an angle (an opening angle α between the upper leg102and the lower leg103) between the center lines200,201falls within a range of 125° to 150°. Setting the height difference as described above results in a smaller angle (angle β between the center line201and the front floor panel30) between the lower leg103and the front floor panel30. This decreases component force, which is input to the heel101upon pedal operation, in the up-down direction, and improves the operability of the brake pedal B. More specifically, when the pedal operator steps on the brake pedal B, the heel101causes obliquely-downward force F to act on the front floor panel30. When divided into vertical force and horizontal force, the force F is divided into force F1and force F2. Since the angle β is small as described above, the component force F1, which is input from the heel101, in the up-down direction is reduced. This allows, e.g., the quick and accurate operation of switching the pedal to be stepped on from the brake pedal B to the accelerator pedal A or from the accelerator pedal A to the brake pedal B. As a result, the operability of the pedals A, B is improved. (Comfort of Rear Seat Occupant) Note that this embodiment can improve the comfort of the rear seat occupant. As shown inFIG.2, since the second floor panel32to which the rear seat10is attached is positioned higher than the first floor panel31, the occupant on the rear seat10is seated at a relatively-high position, which improves the field of view. The feet of the rear seat occupant are placed on the first floor panel31. Since the first floor panel31is positioned lower than the second floor panel32, a wide foot space for the rear seat occupant is ensured particularly in the height direction. (Features and Advantages of Embodiment) As described above, according to this embodiment, the batteries50can be mounted in all of the first battery arrangement portion51and the second battery arrangement portions52. In this case, since the upper portion of the first battery arrangement portion51at the center portion in the vehicle width direction is positioned higher than the upper portion of the second battery arrangement portion52, the number of batteries mountable in the first battery arrangement portion51can be increased, and accordingly, the capacity for mounting the batteries50can be increased. In this case, the center portion in the vehicle width direction corresponds to, e.g., a portion between the driver seat and the passenger seat, and therefore, even if the height of the first battery arrangement portion51at this portion is high, it is less likely to feel the internal space of the vehicle interior as a narrow space. On the other hand, the second battery arrangement portion52corresponds to the outside of the first battery arrangement portion51in the vehicle width direction, i.e., the portion where the front seats8,9are arranged and the portion where the feet of the rear seat occupant are placed, and therefore, although it is likely to feel the internal space of the vehicle interior as a narrow space if the height of such a portion is high, a sufficient internal space of the vehicle interior can be ensured because the height of the second battery arrangement portion52is relatively low in the present embodiment. OTHER EMBODIMENTS The above-described embodiments are merely examples in nature in all respects, and the scope of the present disclosure should not be interpreted in a limited manner. Further, variations and modifications of equivalents of the patent claims are intended to fall within the scope of the present disclosure. For example, as in a variation of the embodiment shown inFIG.10, the floor panel3may be a single piece from the front portion to the rear portion. Specifically, the floor panel3of the variation includes a front panel portion300for placing the heel of the pedal operator and a seat-mounted panel portion340. The seat-mounted panel portion340is provided at the rear of the front panel portion300, and includes a first panel portion (a rear panel portion)310to which at least the front seat8is attached and a second panel portion (a rear-seat panel portion)320. The front panel portion300is equivalent to the above-described front floor panel30, the first panel portion310is equivalent to the above-described first floor panel31, and the second panel portion320is equivalent to the above-described second floor panel32. In this variation, features and advantages similar to those of the above-described embodiment can be also obtained. Alternatively, the front panel portion300and the first panel portion310may be integrally formed, and the second panel portion320may be a separate member. Alternatively, the second panel portion320and the first panel portion310may be integrally formed, and the front panel portion300may be a separate member. As described above, the vehicle body structure of the present disclosure is applicable to a motor vehicle having a floor panel, for example. | 41,495 |
11858334 | DETAILED DESCRIPTION OF THE INVENTION FIG.1shows a motor vehicle2in a side view. In the front end, the motor vehicle2has a mounting arrangement1and a drive unit17in succession. The motor vehicle2has a longitudinal axis22, a transverse axis23, and a yaw axis24. A fluid5flows through the motor vehicle2along the flow path15(when the motor vehicle2is moving in the travel direction), parallel to the longitudinal axis14. The fluid5acts on and flows across or through the heat exchanger3of the mounting arrangement1. A protective element4of the mounting arrangement1protects the heat exchanger3from damage from stones25, which may be tossed up when the motor vehicle2is traveling along the roadway26. FIG.2shows a protective element4in a perspective view. The protective element4has a grid structure6through which a fluid5may flow, and which at least partially covers a surface of the heat exchanger3across which the fluid5may flow. The protective element4is a component that is manufactured by an injection molding process, and has a sealing element8, integrally formed onto the protective element4in a multicomponent method, for conducting flow of the fluid5. The grid structure6extends over a lower portion of the heat exchanger3opposite the force of gravity (extending along the yaw axis24; seeFIG.1). The grid structure6extends over the entire width (transverse to the longitudinal axis22) of the heat exchanger3. The protective element4has a frame part9between the sealing element8and the grid structure6. The grid structure6and the sealing element8are joined together in one piece via the frame part9. The frame part9forms a frame having a design that is closed all the way around in a circumferential direction10. The sealing element8, starting from the frame part9, extends outwardly at least in a radial direction11. FIG.3shows a mounting arrangement1in an exploded illustration in a perspective view.FIG.4shows the mounting arrangement1according toFIG.3in a first perspective view.FIG.5shows the mounting arrangement1according toFIGS.3and4in a second perspective view.FIG.6shows a first detail of the mounting arrangement1according toFIGS.3through5in a perspective view.FIG.7shows a second detail of the mounting arrangement1according toFIGS.3through5in a perspective view.FIGS.3through7are described together in the following discussion, with reference to the statements forFIGS.1and2. Along the flow path15of a fluid5, the mounting arrangement1has in succession a protective element4, a heat exchanger3, a seal carrier12, and a fan guard13, which are connected or connectable to one another to form an assembly or mounting unit. The protective element4and the heat exchanger3are (directly) connected to one another via first mountings18situated on the frame part9(seeFIGS.3,6, and7). The sealing element8extends at least partially along the frame part9, closed all around, along the circumferential direction10. The sealing element8has slots, so that a desired pattern may be ensured in corner areas of the protective element4without undesirable deformation of the sealing element8having a circumferentially closed design. The seal carrier12seals off with respect to the surroundings16a flow path15for the fluid5, extending along an axial direction14, between the heat exchanger3and the fan guard13. The fan guard13is used here to accommodate a fan wheel, via which a fluid flow may be forced through the heat exchanger3, in particular when the motor vehicle3is at a standstill. The seal carrier12is connected to the protective element4via a plurality of second mountings19(seeFIGS.3,4, and5). The seal carrier12is also connected to the heat exchanger3via a plurality of third mountings20(seeFIGS.3and5). The fan guard13is connected to the heat exchanger3via a plurality of fourth mountings21(seeFIGS.3,4,5, and7). LIST OF REFERENCE NUMERALS 1mounting arrangement2motor vehicle3heat exchanger4protective element5fluid6grid structure7surface8sealing element9frame part10circumferential direction11radial direction12seal carrier13fan guard14axial direction15flow path16surroundings17drive unit18first mounting19second mounting20third mounting21fourth mounting22longitudinal axis23transverse axis24yaw axis25stone26roadway | 4,244 |
11858335 | DETAILED DESCRIPTION OF THE DISCLOSURE Hereinafter, one embodiment for implementing the present disclosure is described with reference to the accompanying drawings. The following desirable embodiment is merely illustration, and it is not intended to limit the present disclosure and applications thereof. As illustrated inFIG.1, an engine room1is provided in a front part of a vehicle V. Below, an arrow F, an arrow L, and an arrow U in the drawings indicate front, left, and up of the vehicle, respectively. Inside the engine room1, a multi-cylinder engine3in which a plurality of cylinders are lined up in a front-and-rear direction (a so-called “longitudinal engine”) is accommodated between a pair of front side frames2extending in the front-and-rear direction of the vehicle V. The engine3is covered by an engine cover (hereinafter, referred to as a “heat shielding cover4”) at an upper surface part, a rear surface part, and left and right side surface parts, and the part covering the upper surface part is openable and closable. The engine room1is defined in a vehicle width direction by front inside panels (outside the figure) coupled to the pair of front side frames2, and is defined in the front-and-rear direction by a dash panel (outside the figure) located between the engine room1and a cabin rearward of the engine room1. A driving force transmission mechanism5having a transmission is disposed rearward of a lower part of the engine3, and in order to transmit a driving force to rear wheels, the driving force transmission mechanism5extends rearward along a floor tunnel provided in a floor panel extending rearward from the dash panel (outside the figure). An upper part of the engine room1is covered by an engine hood (outside the figure) which is openable and closable. The heat shielding cover4is made of, for example, a synthetic resin material, having a heat insulation function, and it divides an internal space of the engine room1into a high-temperature area inside the heat shielding cover4and a low-temperature area outside the heat shielding cover4. In addition, it protects components (e.g., a battery) disposed outside the heat shielding cover4from heat of the engine3. Moreover, the heat shielding cover4has a sound insulating function which covers the engine3and improves sound insulation, and a protective function which reduces an impact on a pedestrian between the pedestrian and the engine3when the vehicle collides with the pedestrian. A radiator (outside the figure) and a blower fan are disposed forward of the engine3, and cooling air indicated by arrows is introduced into the engine room1normally from the front through a front opening of the vehicle V by a traveling wind (i.e., wind caused by the vehicle traveling) or the blower fan. The cooling air introduced inside the heat shielding cover4among the cooling air introduced into the engine room1flows toward the driving force transmission mechanism5rearward of the lower part of the engine3, through between the engine3and the heat shielding cover4. The cooling air which is not introduced inside the heat shielding cover4cools the components (e.g., the battery) outside the heat shielding cover4. A pair of left and right wheelhouses6which accommodate front wheels are provided outside of the engine room1in the vehicle width direction. Between the engine3and one of the wheelhouses6, an exhaust emission control device7for purifying exhaust gas of the engine3is disposed. For example, an intake system which supplies air for combustion to the engine3is disposed on the left side of the engine3, an exhaust system is disposed on the right side of the engine3, and the exhaust emission control device7is disposed between the wheelhouse6of the right front wheel and the engine3. Below, the wheelhouse6of the right front wheel and the exhaust emission control device7are mainly described, but the left and right wheelhouses6are largely symmetrical and most of the redundant description is omitted. As illustrated inFIGS.1to5, a wheelhouse liner11for protecting an inner wall of the wheelhouse6from a collision with a pebble, etc. and improving sound insulation is attached to the wheelhouse6. Moreover, a splash shield12for intercepting water, a pebble, etc. which enter the engine room1from the wheelhouse6when the front wheels of the traveling vehicle V rotate is fixed to the front side frame2or the wheelhouse liner11with bolts, push rivets, etc. The wheelhouse liner11and the splash shield12are made of, for example, a synthetic resin material, in order to reduce the weight while reducing the noised cause by the collision with the pebble, etc. In a lower part of the wheelhouse6, a lower arm14rotatably supported by a sub-frame8extending in the front-and-rear direction below the front side frame2and a tie rod15which constitutes a steering mechanism extend from the center side in the vehicle width direction. A damper16with a coil spring is fixed at an upper part, for example, to a given location of a front inside panel1a. A lower part of the damper16is attached to the lower arm14, and they constitute a suspension mechanism. An engine mount18for fixing the engine3is fixed to the sub-frame8and the front side frame2. As illustrated inFIG.6, the engine mount18includes a cylindrical body part18a, an upper fixing part18bfor fixing the body part18ato the front side frame2, and a front lower part fixing part18cand a rear lower part fixing part18dwhich are formed so that they spread in the front-and-rear direction as it goes downward from the upper fixing part18bin order to fix the body part18ato the sub-frame8. The engine3is fixed to the body part18athrough a bracket18e. The cylindrical body part18ainclines so that an upper surface of the body part18ato which the bracket18eis fixed faces upward and inward in the vehicle width direction (seeFIG.4). The rear lower part fixing part18dinclines downward and outward in the vehicle width direction so that it follows the inclination of the body part18a. As illustrated inFIG.5, the wheelhouse liner11is notched in a center part in the front-and-rear-direction from an upper part to a lower end of an inward part in the vehicle width direction, for the suspension mechanism, the steering mechanism, etc. The notched middle part of the wheelhouse liner11is coupled by the splash shield12, and an upper part above the middle part is coupled by a connecting member13. As illustrated inFIGS.2to4, above the splash shield12, water entering the engine room1is intercepted because the wheelhouse6and the engine room1are divided by the front side frame2and the front inside panel1awhich extends upwardly from the front side frame2. The exhaust emission control device7between the wheelhouse6and the engine3is disposed above the splash shield12. The exhaust emission control device7purifies exhaust gas of the engine3introduced from a front upper part thereof and discharges the purified exhaust gas to an exhaust passage7aextending rearward from a rear lower part thereof. A lower end of a side surface part of the heat shielding cover4covering the engine3extends to a position so as to cover the lower end of the exhaust emission control device7and is fixed to the front side frame2. A lower part of the engine room1is covered by an undercover19fixed to the sub-frame8so that it prevents the collision of the pebble to the engine3and rectifies air passing through a space underneath the vehicle V, while traveling. As illustrated inFIG.5, the splash shield12is provided with a discharging part20for communicating the engine room1with a rear part of the inside of the wheelhouse6via a hatched area E. This hatched area E is an opening area between the splash shield12and the rear lower part fixing part18dof the engine mount18, and is an area conventionally covered by the splash shield12for preventing water entering the engine room1. The discharge of the cooling air from the discharging part20stimulates the heat discharge and suppresses the water entering the engine room1through the discharging part20. In this embodiment, the discharging port20may be provided to only the wheelhouse6of the right front wheel and not to the wheelhouse6of the left front wheel, because the exhaust emission control device7is provided on the right side of the vehicle. This discharging part20is formed by notching a part which is a rear part of the splash shield12and rearward and downward of the exhaust emission control device7, but it may be formed by making a hole in this part of the splash shield12. Moreover, the discharging part20is provided rearward of a front end of the body part18aof the engine mount18. In addition, the discharging part20is provided in a part between the lower end of the side surface part of the heat shielding cover4and the undercover19. Operation and effects of the engine room heat exhausting structure of this embodiment are described. The cooling air is introduced into the engine room1from the front due to the traveling wind or the blower fan. The cooling air is divided into what is discharged forward of a front window screen, what is discharged into the wheelhouse6, and what is discharged downwardly from the rear part of the vehicle through the floor tunnel. The cooling air introduced into the heat shielding cover4from the engine room1flows rearward of the lower part of the engine3along the upper part or the side part of the engine3. As illustrated by the arrows inFIGS.1,3, and4, among them, the cooling air which flows along the side part of the engine3on the exhaust system side flows near the exhaust emission control device7and cools the exhaust emission control device7. A portion of the cooling air which became high in temperature after cooling the exhaust emission control device7flows rearward of the lower part of the engine3, and on the way, it flows from the inside of the heat shielding cover4into the engine room1. Then, the cooling air is discharged to the rear part of the wheelhouse6through the discharging part20provided at the intermediate location of the flow of the cooling air rearward of the lower part of the engine3. Since a portion of the cooling air which became high in temperature after cooling the exhaust emission control device7is discharged into the wheelhouse6from the discharging part20, the heat discharge from the engine room1can be stimulated. Although the cooling air which is not discharged from the discharging part20is discharged downwardly of the rear part of the vehicle through the floor tunnel (outside the figure) where the driving force transmission mechanism5is accommodated, since the hot cooling air which cooled the exhaust emission control device7and flows toward the driving force transmission mechanism5can be reduced, overheating of the driving force transmission mechanism5can be prevented. At this time, by utilizing the front lower part fixing part18cof the engine mount18to direct a part of the cooling air flowed from the front to the exhaust emission control device7thereabove, the cooling of the exhaust emission control device7is stimulated. Moreover, by utilizing the rear lower part fixing part18dof the engine mount18to lead the cooling air which became high in temperature after cooling the exhaust emission control device7to the discharging part20, the heat discharge from the engine room1can be stimulated. Moreover, the cooling air which came out from the heat shielding cover4into the engine room1flows rearward of the lower part of the engine3along the side part of the engine3, without being discharged downwardly from the vehicle V because of the undercover19. The portion of the cooling air is discharged into the wheelhouse6on the way of the flow route, from the discharging part20which is provided in the part of the splash shield12between the lower end of the side surface part of the heat shielding cover4and the undercover. Therefore, the heat discharge from the engine room1can be stimulated. The above description concerns a configuration in which the exhaust emission control device7is provided between the engine3and the wheelhouse6of the right front wheel. However, the exhaust emission control device7may be disposed between the wheelhouse6of the left front wheel and the engine3, and, for example, when the engine3is a V-engine, it may be disposed at both left and right. For these cases, the heat discharge from the engine room1can similarly be stimulated by providing the discharging part20to the wheelhouse(s)6corresponding to the exhaust emission control device(s)7. Note that various modifications of the above embodiment are possible by the person skilled in the art without departing from the spirit of the present disclosure, and the present disclosure also encompasses these modifications. It should be understood that the embodiments herein are illustrative and not restrictive, since the scope of the invention is defined by the appended claims rather than by the description preceding them, and all changes that fall within metes and bounds of the claims, or equivalence of such metes and bounds thereof, are therefore intended to be embraced by the claims. DESCRIPTION OF REFERENCE CHARACTERS 1: Engine Room2: Front Side Frame3: Engine4: Heat Shielding Cover5: Driving Force Transmission Mechanism6: Wheelhouse7: Exhaust Emission Control Device8: Sub-frame11: Wheelhouse Liner12: Splash Shield14: Lower Arm15: Tie Rod16: Damper18: Engine Mount18c: Front Lower Part Fixing Part18d: Rear Lower Part Fixing Part19: Undercover20: Discharging Part | 13,552 |
11858336 | The following embodiments are examples. Although the description refers to one or more embodiments, this does not necessarily mean that each reference relates to the same embodiment, or that the features apply only to one embodiment. Individual features of various embodiments can also be combined or interchanged in order to create other embodiments. FIG.1illustrates a front-end module2for an air inlet of a motor vehicle1according to the invention. The front-end module2extends in a longitudinal (X), transverse (Y) and vertical (Z) direction, for example with respect to the axes of the vehicle1, when the front-end module is installed in the motor vehicle1. The front-end module2according to the invention comprises a housing3, which will be described in more detail later, corresponding to an envelope, or even a sheath, thus defining, by its walls, a flow duct4, in other words a flow channel, with an air inlet20and an outlet22in which an air stream flows. The front-end module2of an air stream according to the invention further comprises a thermal block6. The thermal block6comprises at least one heat exchanger intended to allow heat exchange between the air stream and the fluid circulating within the heat exchanger. As illustrated inFIG.1, the thermal block6here comprises a first and a second heat exchanger8,10. The first heat exchanger8corresponds for example to a condenser, while the second heat exchanger10corresponds for example to a radiator. The thermal block6further comprises a motor-fan unit12corresponding to a fan with blades and an associated motor so as to be able to suck and release an air stream through the front-end module2, even when the vehicle1is stationary. The thermal block6also comprises a carrier frame62, corresponding to a rigid structure, more precisely a rigid plastics material frame with four uprights delimiting a surface in which the heat exchangers8,10and said motor-fan unit12are arranged. In order to ensure the continuity of the flow duct4, the housing3is attached to the carrier frame62in a sealed fashion. In other words, the carrier frame62ensures the continuity of the flow duct4or, in other words, the carrier frame corresponds to part of the flow duct4. The front-end module2according to the invention may further comprise a shut-off device14comprising a set of shut-off flaps18capable of pivoting in rotation so as to vary the flow rate of the air stream, said shut-off device14being arranged in the flow duct4upstream of the thermal block6with respect to the flow of the air stream. The shut-off device14further comprises a support frame16having bearings so as to carry the shut-off flaps18. Each shut-off flap18comprises an axis of rotation embodied by a journal that is inserted into the bearings of the support frame16. The axes of rotation allow the shut-off flaps18to switch from an open configuration to a closed configuration. The open configuration, or in other words opening a shut-off flap18, consists of placing (by rotation) the shut-off flaps18so that they provide as little opposition as possible to the passage of the air stream while orienting it appropriately. As shown inFIG.1, in the open configuration, the shut-off flaps18are arranged in a horizontal position, in other words they extend in a longitudinal (X) and transverse (Y) direction, and thus ensure a maximum flow rate of the air stream, the air inlet20being freed. The closed configuration, or in other words closing a shut-off flap18, consists of placing the shut-off flaps18so that they provide, by means of their front surface, as much opposition as possible to the flow of the air stream F, in conjunction with the other shut-off flaps18. In this configuration, the shut-off flaps18are arranged in a vertical position, in other words they extend in a transverse (Y) and vertical (Z) direction, and thus ensure a minimum or even zero flow rate of the air stream, the air inlet20being shut off. Of course, the shut-off flaps18are capable of adopting any intermediate position between these two configurations. According to the invention, the housing3of the front-end module2comprises a perforated structure30(illustrated inFIG.2) having at least partially a plurality of openings32and a skin36(illustrated inFIGS.3and5) arranged in such a manner to fully fill, or seal, the openings32of the perforated structure30. The perforated structure30is partially illustrated inFIG.2. The perforated structure30corresponds to a framework made of a first material, mainly a thermoplastic. The most commonly used thermoplastic corresponds to polypropylene filled with 20% talc (PP TD 20), although other polymers such as a polypropylene filled with 40% chalk (PP KD 40) could correspond for such use. The perforated structure30corresponds to a framework and is made of a rigid material in order to be able to resist torsional and bending forces. As illustrated inFIG.2, the perforated structure30has at least partially a plurality of openings32, in other words, the perforated structure30has holes or apertures within its structure. The openings32are at least partially arranged in a repeated pattern. In other words, the structure of the perforated structure30defines a mesh by way of the ribs34and the openings32so as to define a set of cells35which may be of the same geometric shape or of a different geometric shape. A cell35corresponds to a set of an opening32and a plurality of ribs34, two juxtaposed cells35possibly having one or more ribs34in common. The ribs34are also connected to one another and form nodes or junctions. To summarize, according to the invention it is understood that the ribs34define an opening32, in other words an empty space, so that when it is indicated that the opening or the cell has a certain shape, for example a triangular shape, this implies that three ribs34define between them an opening32which is in the shape of a triangle. Likewise, four ribs34will define between them an opening32of rectangular shape, and so on. In summary, a plurality of ribs34will define between them an opening32of polygonal shape. For simplicity, it will be said later that a cell35, consisting of an opening32and a plurality of ribs34, is of a geometric shape (polygonal, circular, etc.), the shape being a set of contours or a set of points defined by the ribs34. In other words, the perforated structure30defines a network of ribs34separated by openings32so as to define a framework, or a skeleton, that is robust and lighter. The network of ribs34thus defines a mesh which can be homogeneous (as illustrated inFIG.2) or heterogeneous. As illustrated inFIG.2, the mesh, and therefore the cells35, can be triangular or rectangular in shape or have any other polygonal shape. The mesh and therefore the cells35can also have other geometric shapes such as circles or even ellipses. The openings32, and therefore the cells35, are arranged at least partially according to a repeated pattern, for example according to a set of triangles. The cells35, and therefore the openings32, may have a geometric shape and dimensions that are identical or different. In other words, the mesh can comprise various patterns, the openings32, and therefore the cells35, can be arranged in a honeycomb pattern, that is to say the openings32, and therefore the cells35, correspond to alveoli. The mesh can also be in a triangle pattern; we speak of triangulation where the ribs define triangles, and we can also speak of a mesh of the Eiffel Tower type. FIG.3illustrates the housing3according to the invention forming part of the flow duct4. The housing3comprises a perforated structure30, as defined above, and a skin36. The skin36is arranged so as to fill, or shut off, the openings32so as to guarantee a seal within the flow duct4and to ensure that the entire air stream is routed to the heat exchangers8,10. It can be seen that the skin36corresponds to a uniform layer arranged all along the perforated structure30. FIG.4schematically illustrates such an arrangement in a sectional view. The skin36corresponds to a uniform layer of a material, which is secured, or contiguous, to the perforated structure30so as to block the holes formed by the network of ribs34and ensure that the air stream remains confined within the flow duct4. The skin36is made of a second material which may be identical to the material of the perforated structure30. However, preferably, the skin is made of a lighter material. As examples, we can cite various polymers such as PolyEthylene Terephthalate (PET), unfilled PolyPropylene (PP), Acrylonitrile Butadiene Styrene (ABS) or polystyrene (PS) or even a porous material, said material having or not having sound insulation properties. According to another aspect of the invention, the skin36is made of a second acoustic insulation material different from the first material. The density of the second material is lower than that of the first material. The density of the second material is for example less than 1. The second acoustic insulation material can be a porous material. In summary, the housing3according to the invention therefore comprises two layers, a first layer materialized by the perforated structure30made of a more rigid material and of higher density than that of the skin36. This first layer at least partially has openings32. The housing3further comprises a second layer materialized by the skin36made of a less rigid material and of lower density than that of the perforated structure30. The housing3according to the invention is such that the thickness Hn(or the height) of the perforated structure30, and more particularly the thickness of the ribs34, is greater than that of the skin Hp, as illustrated inFIG.4. Specifically, the thickness Hnof the perforated structure30, and more particularly the thickness of the ribs34, is between 1 and 1.5 mm, preferably 1.2 mm, while the thickness Hpof the skin36is between 0.3 and 0.7 mm, preferably 0.5 mm. The thickness Hnof the rib34corresponds to the spacing measured between two parallel faces, namely that which is in full contact with the skin36and that which is opposite or parallel, as illustrated inFIG.4. Analogously, the thickness Hpof the skin36corresponds to the spacing measured on the face in contact with the ribs34and that opposite, or parallel, to the latter. In the case where the rib34is embedded in the skin36, one can speak of a bare thickness Hn. The housing3according to the invention is such that the width Lnof the ribs34is less than the width Loof the openings32, as illustrated inFIG.4. The width Lnof the ribs34corresponds to the spacing measured between the two parallel faces which are not fully in contact with the skin36. The width Loof the openings32corresponds to the spacing measured between two parallel ribs34, or in the case of a triangle-shaped opening, the width Locorresponds to the height of the triangle. Obviously, and as illustrated inFIGS.2,3and5, the ribs34may have different widths and thicknesses from one another. As illustrated inFIG.2, the horizontal ribs34acan be thicker and/or wider than the diagonal ribs34b, and vice versa. The housing3may further include other openings which are not covered with a perforated structure or a skin to allow the introduction of various elements, for example an air filter, a protective grid for the heat exchangers, etc. There are several ways to form the skin36. The skin36can be formed by thermoforming. In other words, the second thermoplastic material generally in the form of a plate is heated so as to be softened and then, taking advantage of the ductility of the material in this softened state, the skin36is shaped in a mold. The perforated structure30is then overmolded on the skin36.FIG.4illustrates a housing resulting from such a method. The invention therefore also relates to the method for manufacturing the housing according to the invention. Said method comprises the following steps:a. Thermoforming step, where the second material of the skin36is heated and then shaped in a mold;b. Overmolding step, where the first material of the perforated structure30is injected onto the skin36so as to form a network of ribs with openings32. The skin36can also be formed by extrusion. For this, the second thermoplastic material passes through an extruder, which is to say that it is compressed and heated and then forced to pass through a die having the cross section of the part to be obtained, that is to say the skin36, in order to perform stretching. The perforated structure30is then overmolded on the skin36. According to a variant, the skin can also be formed by an extrusion-blow-molding method, which is to say that following the extrusion, air or an inert gas is blown in such that the ductile material is pressed against the walls of the blow mold, thus making it possible to form a hollow skin36. In other words, the skin36has an internal cavity38. The perforated structure30is then overmolded on the hollow skin36.FIG.6illustrates a housing resulting from such a method. Such a housing3can be particularly advantageous because, by virtue of the internal cavity38formed, the seal is always guaranteed and the air stream will flow only within the flow duct4. It is therefore not necessary in this embodiment to add a sealing bead between the two half-housings. It is also possible to arrange spacers39within the internal cavity38in order to reinforce the structure of the skin36. The housing3according to the invention, and as illustrated inFIG.1, is made in two parts, a first part3aconnecting the inlet of the housing3, and therefore the air inlet20of the flow duct4, where the shut-off device14is arranged, to the thermal block6, in particular the carrier frame62, and a second part3bconnecting the thermal block6, and more precisely the carrier frame62, to the outlet of the housing3and therefore to the air outlet22of the flow duct4. The parts3a,3bof the housing comprise fastening means such as clips, hooks, screws with threaded shanks/nuts with internal thread, bolts, etc., of shapes that complement the fastening means arranged on the carrier frame62. It will therefore be appreciated that the carrier frame62provides the continuity of the flow duct4between the two parts3a,3bof the housing3. According to other embodiments, the parts3a,3bcan also comprise fastening means with complementary shapes so that each part3a,3bcan be fastened to one another. A housing3as a single one-piece part forming continuity of material between the air inlet20and the air outlet22of the flow duct4can also be envisioned. The housing3, and more precisely each part3a,3b, according to the invention and as illustrated inFIG.3, can comprise two half-housings3a1,3a2. Each pair of half-housings3a1,3a2or3b1,3b2together form part of the flow duct4. In other words, the first pair of half-housings3a1,3a2, constitutes the part3aof the housing3, namely the part of the flow duct4connecting the inlet of the housing3, in particular the air inlet20of the flow duct4, where the shut-off device14is arranged, to the thermal block6, in particular to the carrier frame62. The second pair of half-housings3b1,3b2(not illustrated) constitutes the second part3b, namely the part of the flow duct4connecting the thermal block6, and more precisely the carrier frame62, to the outlet of the housing3and therefore to the air outlet22of the flow duct4. Each pair of half-housings3a1,3a2, or3b1,3b2comprises fastening means of complementary shape, such as clips, in which the female part is arranged on one half-housing3a1and the male part is arranged on the corresponding other half-housing3a2, or vice versa. These fastening means may be reversible so that said half-housings are fixed to one another in a removable manner, in other words that said half-housings are separable by a reversible connection. The invention therefore also relates to the method for manufacturing the housing according to the invention. Said method comprises the following steps:a. Extrusion step, where the second material of the skin36is compressed and heated and then shaped in a mold;b. Blow-molding step, where air or an inert gas is blown within the second material resulting from the first step in order to create an internal cavity within the skin36;c. Overmolding step, where the first material of the perforated structure30is injected onto the skin36resulting from the second step so as to form a network of ribs with openings32. The invention therefore also relates to the method for manufacturing the front-end module2for a motor vehicle1comprising a housing3as described above. Said method comprises the following steps:a. Step of inserting the thermal block, where the heat exchangers and the motor-fan unit are arranged within the flow duct defined by the housing resulting from the overmolding step as described aboveb. Mechanical assembly step, where the two housings are secured; the housings can be crimped, butted, screwed or even clipped together to form the flow duct4. Referring toFIG.8, according to another embodiment, the step of preheating the layer of skin36is followed by the shaping step which breaks down into a sub-step E2in which the preheated layer of skin36is placed in a thermoforming mold (not shown), then after allowing the layer of skin36to cool (sub-step E30), the cooled layer of skin36can be demolded (sub-step E31). According to the particular example with a preheating temperature around 180° C., the layer of skin36can cool until reaching a temperature around 70° C. The thermoformed layer of skin36can then be positioned in an injection mold in step E4. According to this first embodiment, the shaping of the layer of skin36is carried out during the cooling of the layer of skin36in the thermoforming mold (not shown). According to a second embodiment, the layer of skin36is preheated but is no longer thermoformed. In general, the layer of skin36is preheated so as to be softened and then, taking advantage of the ductility of the second material in this softened state, the layer of skin36is shaped in the injection mold for the overmolding of the perforated structure30on the layer of skin36, and no longer in a thermoforming mold. According to an alternative method, during the preliminary step E0, the second material can be cut and brought to be placed in a support such as a frame in step E1′. The frame holds the second material in position. For this purpose, it may include holding members, such as clamps, which hold the layer of second material, in other words the layer of skin36or more simply the skin36. The frame is for example arranged in front of the injection tool. The frame is arranged in front of a half-mold forming, with another complementary half-mold, the injection mold allowing overmolding of the perforated structure30on the layer made of a second material. More precisely, the frame can be placed between the two half-molds. Furthermore, the frame may have various locations to hold several layers of second material. The method then comprises, according to this second embodiment, a step E2′ for preheating the frame holding the layer of second material. Said layer can be maintained in its initial form by the frame during the preheating step E2′. The preheating step E2′ is therefore implemented using the frame. For example, a heating drawer surrounds the frame holding the layer(s). The heating drawer comprises for example two resistors that will heat on each side of each layer. The frame is therefore inserted into the heating drawer during the preheating step E2′. With such a heating drawer, the preheating temperature is controllable, for example around 180° C. If the layer of second material has two different opposite faces, for example if the layer has on one of its faces a skin such as an airtight skin, the preheating temperature may be different for each face of the layer of skin36. At the end of the preheating step E2′, the heating drawer is removed from the frame and returns to its initial position in step E3′. The frame then releases the layer of preheated second material which is arranged in the injection mold, more precisely sandwiched between the two half-molds in step E4′. In particular, the two half-molds move closer together until the frame holding the skin36is sandwiched between the two. The frame can for example move at the same time as one of the half-molds. When the injection mold closes, the clamps open to release the layer of second material and move aside, so that the layer of second material is completely caught and held in the injection mold. The shaping of the layer of second material is done according to this second embodiment in the injection mold, by the imprint of the injection mold. The two steps E5and E6then take place as described below. The perforated structure is then overmolded on the thermoformed or preheated layer according to the first or second embodiment in the overmolding step E5. During the overmolding step E5, the first material is injected into the injection mold at least in part around the layer of second material, in other words the skin36, to produce the perforated structure30of the housing3. More precisely, the first material is injected to form the walls of the housing3and is also on the edges of the layer of acoustic insulation material intended to fill the openings32, so that it is connected to the walls of the housing3. The preheating temperature is lower than the injection temperature. Finally, in step E6, the perforated structure30is demolded. The perforated structure30obtained has a framework of the first material and comprises at least one layer of the second material, for example an acoustic or sound insulation material, which fills at least one opening32of the perforated structure30. According to an embodiment not shown, the housing3is made so that the perforated structure30is made in several parts not forming any continuity of material, and in particular in several flanks or uprights, with each part being secured to the others via the skin36. For example, the lateral flank of the perforated structure is dissociated from the rear flank of the perforated structure, and the skin forming a continuity of material connects these flanks to one another, so that it is possible to fold the parts of the housing onto one another in order to be able to transport them more easily, the skin36being made of a flexible material. Obviously, the perforated structure can be made in a single piece forming a continuity of material, in other words it is not possible to separate one part from the other without causing irreversible damage. The front-end module2according to the invention further comprises a flap28arranged within the flow duct4downstream of the thermal block6with respect to the flow of the air stream. The flap28is of the drum type as illustrated inFIG.1as, given that such a regulation device extends over a large part of the width of the vehicle (Y axis) and can thus reach more than one meter, the drum flap, due to its structure that offers improved mechanical strength, is better suited to such use. Other flaps can be envisioned, such as a sliding flap (also known as a sliding door) comprising a sliding door on which there are arranged at least one rack and a gear that complements the rack, rotated about an axis by an actuator in order to move this flap, in particular in a translational movement, according to an embodiment not illustrated. Still according to the invention, the thermal block6is inclined relative to the shut-off device14. In other words, the mid-planes of the thermal block6and of the shut-off device14form an angle other than 0° (nonzero), particularly an angle in a range between 10° and 80°, more specifically in a range between 30° and 60°. Such an arrangement makes it possible to reduce the steric bulk of the front-end module2. Still according to the invention, it may prove to be advantageous for blades44to be arranged upstream and/or downstream of the thermal block6with respect to the flow of the air stream. The blades44correspond to air guides in the form of rounded walls defining corridors for the air stream in order to distribute the air stream F1(FIG.1) over the entire surface of the heat exchangers8,10of the thermal block6, resulting in improved thermal efficiency. Still according to the invention, the passage cross section of the flow duct4increases from the air inlet20of the flow duct4to the thermal block6and narrows from the thermal block6to the air outlet22of the flow duct4in the direction of flow of the air stream. In other words, the passage cross section of the flow duct4has at least one dimension (width and/or height) that progressively increases along the length thereof, or as it draws closer to the thermal block6starting from the air inlet20, in the direction of flow of the air stream. Analogously, the passage cross section of the flow duct4has at least one dimension (width and/or height) that decreases progressively along the length thereof, or as it becomes further away from the thermal block6going towards the air outlet22, in the direction of flow of the air stream. The housing3of the front-end module2according to the invention comprises at least one sealing means to prevent any air leakage outside the flow duct4. In other words, the one or more sealing means ensure that the entirety of the air stream passing through the air inlet20of the flow duct4leaves through the air outlet22of the flow duct4. The one or more sealing means can be arranged at various locations of the front-end module2. Specifically, each sealing means is arranged at the interface of, that is to say between, two elements of the front-end module2that are disjointed, in other words, dissociable or even not forming a continuity of material. More precisely, in order to provide optimal sealing, the sealing means is arranged on the peripheral perimeter of each element that forms part of the dissociated flow duct4. In other words, between two elements forming part of the flow duct4, a sealing means is arranged on the peripheral connection surface at the peripheral edges of each of these elements. The sealing means may therefore be arranged between each half-housing3a1,3a2and3b1,3b2, and/or between a part3aor3bof the housing3and the carrier frame62and/or between each half-housing3a1,3a2and3b1,3b2and the carrier frame62. It is possible also to contemplate positioning a sealing means between the housing3and the support frame16of the shut-off device14, in the region of the air inlet20. FIG.7illustrates a vertical cross section of a motor vehicle1in a longitudinal direction of the vehicle. The vehicle comprises a bumper beam50below which is placed a grille52or grid. This grille52is fixed and remains in the open position to allow an incoming air stream to pass through. The vehicle1according to the invention comprises a front-end module2as described above. The motor vehicle1according to the invention therefore comprises an air inlet54provided with a grille52and a front-end module2, arranged downstream with respect to an air stream, this air inlet. The outlet22of the flow duct4comprises a discharge duct24arranged to convey the air stream to the outside of the motor vehicle1and a cooling duct26arranged to convey the air stream to the engine compartment56of the vehicle. The vehicle1according to the invention further comprises an additional inlet58as well as an additional duct60connecting said additional inlet58to the discharge duct24conveying the air stream to the outside of the vehicle. This makes it possible to accentuate the Venturi effect of the discharge duct24, thus increasing the air flow rate circulating, thus improving the thermal efficiency. The additional inlet58can also be provided with a grille in order to prevent any foreign bodies (branches, leaves, etc.) from entering the additional duct60. The invention as has just been described is not limited to the means and configurations exclusively described for a particular exemplary embodiment, and also applies to all combinations of these means or configurations, as well as to equivalents and to any combination of such means or configurations with the equivalents. | 28,268 |
11858337 | DETAILED DESCRIPTION In an embodiment, the present invention provides a cooling air opening and a motor vehicle front end having a cooling air opening that is improved in relation to the prior art and can positively influence the drag coefficient of the motor vehicle. One exemplary embodiment of the present invention relates to a cooling air opening having a peripheral edge and having a number of slats, which are arranged substantially parallel to one another and extend in the cooling air opening within the peripheral edge. The slats are arranged in a pivotably mounted manner in such a way that, in a first pivoted position, they are arranged in such a way that they substantially free the cooling air opening and, in a second pivoted position, close the cooling air opening. A peripheral sealing frame against which the slats bear in a sealing manner is provided on the peripheral edge. Adjacent slats bear against one another in a sealing manner. This ensures that, in the second pivoted position, the cooling air opening is substantially sealed, with the result that the positive influence on the drag coefficient is not reduced by unnecessary leakages. It is also expedient if the sealing frame is mounted on the edge of the cooling air opening by means of a holding frame. Consequently, the sealing frame can be individually and quickly mounted on the motor vehicle front end in the region of the cooling air opening and also be quickly exchanged as required. It is also expedient if the sealing frame is fastened to the holding frame or mounted or formed in one piece therewith, in particular by means of injection-molding. This allows simple and cost-effective assembly. It is particularly advantageous if the sealing frame is produced from a thermoplastic material or an elastomer material, and the holding frame is produced from a thermoplastic material. It is thus possible for the sealing frame to be produced from a hard and substantially rigid material or from a soft, elastic material, with the holding frame advantageously consisting of a hard thermoplastic material so as to allow a durably stable fastening of the sealing frame to, for example, a motor vehicle front end. It is also particularly advantageous if the slats have longitudinal sides, in particular if the slats have a basic body, which has longitudinal sides which are of stepped design such that two adjacent slats in the second pivoted position bear against one another by way of their mutually adjoining longitudinal sides and form a labyrinth seal between them. This makes it possible to ensure that a leakage flow between slats is small. In a further exemplary embodiment, it is also expedient if the slats have a basic body on which there is provided at least one articulation by means of which the slat can be pivoted about an axis of rotation, wherein the axis of rotation extends outside the basic body. This ensures that the slat is not disturbed by the articulation and its axis of rotation when bearing against the sealing frame, which can lead to leakages. Here, the articulation connects the basic body of the slat to the axis of rotation, which is arranged spaced apart from the basic body and thus ensures a defined distance between the basic body and axis of rotation, with the result that the sealing frame can be arranged between the basic body and axis of rotation. It is also advantageous if the sealing frame defines a plane, wherein the slats, at least in the second pivoted position, are arranged on one side of the plane, while the respective axes of rotation of the slats extend on the other side of the plane. This ensures that the axis of rotation is remote from the sealing frame and does not have a disturbing effect on the sealing. It is also advantageous if the slats can be pivoted by means of at least one drive in the same direction between the first pivoted position and the second pivoted position about their respective axis of rotation. This facilitates not only the bearing and the sealing with respect to the sealing frame but also the bearing and sealing of the slats among themselves. One exemplary embodiment of the invention relates to a motor vehicle front end having at least one cooling air opening according to the invention. It is also advantageous here if the motor vehicle front end is formed with two cooling air openings which are arranged spaced apart from one another, wherein the slat arrangements of the two cooling air openings are arranged mirror-symmetrically to a center plane. This ensures a good appearance with expedient air guidance in the first pivoted position. FIGS.1to5show in different illustrations a cooling air opening1in a motor vehicle front end2. The cooling air opening1is an opening in the motor vehicle front end2that has a peripheral edge3which delimits the cooling air opening1from the motor vehicle front end2. Furthermore, the cooling air opening1has a number of slats4which are arranged substantially in the spatial region of the cooling air opening1within the edge3. Here, the slats4extend in the cooling air opening1within the peripheral edge3. The slats4are arranged substantially parallel to one another and have a basic body5. Furthermore, the slats4have, in addition to the basic body5, at least one articulation6by means of which the slats4can be pivoted about an axis of rotation7. The articulation thus connects the basic body5to the axis of rotation7or to the pivot point on the axis of rotation7. It can be seen here that the axis of rotation7extends outside the basic body5. The slats4are here arranged in the motor vehicle front end2in a pivotably mounted manner in such a way that, in a first pivoted position (seeFIGS.1and4), they are arranged in such a way that they substantially free the cooling air opening1. Furthermore, the slats4are arranged and are adjustable in such a way that, in a second pivoted position (seeFIGS.2,3and5), they close the cooling air opening1. To provide tight bearing of the slats4against the circumference of the cooling air opening1, a peripheral sealing frame8is provided on the peripheral edge3. It is on this sealing frame8that the slats4bear in a sealing manner in the second pivoted position. Here, adjacent slats4then also bear against one another in a sealing manner. This largely reduces or prevents a leakage air flow between the slats4and edge3and also between the slats4among themselves.FIGS.2,3and5show that the slats4bear against one another and also against the sealing frame8. The sealing frame8is preferably and optionally mounted on the edge3of the cooling air opening1by means of a holding frame9. Here, the holding frame9is connected to the motor vehicle front end2which forms the edge3. Here, the sealing frame8is fastened to the holding frame9or mounted or formed in one piece therewith, in particular by means of injection-molding. It is thus possible for the sealing frame8and the holding frame9to be produced in one piece, for example by one-component injection-molding or by two-component injection-molding. The sealing frame8is preferably produced from a thermoplastic material or from an elastomer material. Accordingly, the sealing frame8would be rather hard and rigid or rather soft and elastic. The holding frame9is preferably produced form a thermoplastic material. However, it could also be otherwise produced, for example from a metal. The figures show that the slats4are designed as planar structures with their basic body5having a rather narrow and elongate configuration. Here, the slats4have longitudinal sides10, which are stepped in design such that two adjacent slats4in the second pivoted position (seeFIG.5) bear against one another by way of their mutually adjoining longitudinal sides10and form a labyrinth seal. The gap11which results between the two longitudinal sides10has a step-shaped path here. In order to ensure that good sealing can occur, it is also advantageous if the sealing frame8defines a plane, wherein the slats4, at least in the second pivoted position, are arranged on one side of the plane, whereas the respective axes of rotation7of the slats4extend on the other side of the plane. InFIG.4, this is shown for the first pivoted position, with it being the case that this also applies in principle to the second pivoted position. It is also particularly advantageous if the slats4can be pivoted by means of at least one drive in the same direction between the first pivoted position and the second pivoted position about their respective axis of rotation7. This makes it possible to effectively achieve the mutual bearing in the second pivoted position according toFIG.5. The figures each show only one cooling air opening1, with it also being advantageous if the motor vehicle front end2has two such cooling air openings1which are ideally arranged symmetrically to the vehicle center. Accordingly, these cooling air openings1would be arranged spaced apart from one another in the motor vehicle front end2. It would also be advantageous here if the slat arrangements of the two cooling air openings1were arranged mirror-symmetrically to a center plane. This would result in a visually appealing appearance. While embodiments of the invention have been illustrated and described in detail in the drawings and foregoing description, such illustration and description are to be considered illustrative or exemplary and not restrictive. It will be understood that changes and modifications may be made by those of ordinary skill within the scope of the following claims. In particular, the present invention covers further embodiments with any combination of features from different embodiments described above and below. Additionally, statements made herein characterizing the invention refer to an embodiment of the invention and not necessarily all embodiments. The terms used in the claims should be construed to have the broadest reasonable interpretation consistent with the foregoing description. For example, the use of the article “a” or “the” in introducing an element should not be interpreted as being exclusive of a plurality of elements. Likewise, the recitation of “or” should be interpreted as being inclusive, such that the recitation of “A or B” is not exclusive of “A and B,” unless it is clear from the context or the foregoing description that only one of A and B is intended. Further, the recitation of “at least one of A, B and C” should be interpreted as one or more of a group of elements consisting of A, B and C, and should not be interpreted as requiring at least one of each of the listed elements A, B and C, regardless of whether A, B and C are related as categories or otherwise. Moreover, the recitation of “A, B and/or C” or “at least one of A, B or C” should be interpreted as including any singular entity from the listed elements, e.g., A, any subset from the listed elements, e.g., A and B, or the entire list of elements A, B and C LIST OF REFERENCE SIGNS 1Cooling air opening2Motor vehicle front end3Edge4Slat5Basic body6Articulation7Axis of rotation8Sealing frame9Holding frame10Longitudinal side11Gap | 11,147 |
11858338 | FIG.1shows a schematic representation of a device2according to the invention for closing a motor vehicle cooling module in a fully closed state in a front view according to a first embodiment. According to the front view, the arrow indicating the direction of travel R points out the plane of the sheet in the present case. The present device2shows a closure element4composed of a first and a second partial closure element4aand4b, each of which can be opened and closed along a width B of the vehicle. For receiving and supporting the closure element4, the device2further comprises a frame28which ensures that the present device2can withstand even greater forces and can close air intakes6arranged within a vehicle front even at higher guiding speeds of a motor vehicle. FIG.2shows a schematic representation of a device2according to the invention for closing a motor vehicle cooling module in a fully closed state in a rear view according to a first embodiment. In accordance with the rear view, the arrow indicating the direction of travel R points into the plane of the sheet. As can be seen in the rear view, in addition to the closure element4, comprising a first and second partial closure element4a,4bfor closing air intakes6in a motor vehicle, the device2also has a control element10for controlling an opening and a closing movement of the closure element4and a guide element8arranged in front of the control element10for guiding the closure element4during an opening and a closing movement. The closure element4and the guide element8are arranged relative to one another and can be controlled by the control element10in such a way that air intakes6in a motor vehicle can be opened and closed by the closure element4along a vehicle width B, it being possible for two air intakes6arranged opposite one another along a vehicle width B to be opened and closed simultaneously by the closure element4. The present closure element4can in this case preferably be configured in the form of a textile, in particular in the form of an at least partially air-impermeable textile, such as for example a polyester or polyamide material. The control element10is configured in the present case in the form of a shaft and comprises a first and a second cable pull14a,14b, which are connected to the closure element4via a guide roller16a,16b. The control element10is presently further configured and connected to the closure element4via the first and second cable pulls14a,14bsuch that the cable pulls14a,14bare unwound from the control element10during an opening movement and are wound onto the control element10during a closing movement. The cable pulls14a,14bcan be configured in the form of thin and stable wires, preferably in the form of fine cables made of stainless steel or in the form of Bowden cables or the like. The first and second guide rollers16a,16bare arranged at the same distance from the control element10and at the same height H as the control element10, in order to ensure as constant a traction as possible on the closure element4. In the present case, the control element10is of double conical shape, a first conically shaped part10abeing connected along a waisted area to a second conically shaped area10b. The conification serves in particular to compensate for the increase or decrease in diameter caused by the unwinding and winding of the closure element4around the guide element8. In addition to the frame28, a grid26is also provided in the present case for receiving and supporting the closure element4. Alternatively or additionally to a grid26, a support of a different kind, for example a curved and/or beveled support or the like, may be provided to continuously hold the closure element4under a slight bias. A guide means20for guiding the control element10is further provided on the control element10, which is formed in the present case in the form of a rotary actuator. The rotary actuator guides the second gear24barranged on the control element10, which engages with the first gear24aarranged on the guide element and thus also controls the guide element8. Such a gear transmission22may be formed in the form of a 1:1 gear or, for example, in the form of a 2:1 gear. FIG.3shows a schematic representation of a device2according to the invention for closing a motor vehicle cooling module in a fully closed state in a front view according to a second embodiment. According to this second embodiment, the device2does not comprise a frame28or a grid26for receiving and supporting the closure element4. However, according to this second embodiment, the closure element4comprises a first finishing strip12aarranged within a first finishing area E1and a second finishing strip12barranged within a second finishing area E2for attaching the closure element4to the control element10. The finishing strips12a,12bcan preferably be formed from plastic or the like and can be detachably or non-detachably connected to the closure element4. In this regard, the finishing strip may preferably comprise holes for attaching the first and second cable pulls14a,14b, which are advantageously arranged along the height, perpendicular to the opening or closing movement of the closure element4. FIG.4shows a schematic representation of a device2according to the invention for closing a motor vehicle cooling module in a fully closed state in a rear view according to a second embodiment in which the cable pulls14a,14bare formed in the form of Bowden cables. FIG.5shows a schematic representation of the device2according to the invention for closing a motor vehicle cooling module according toFIG.3in an overhead view. According to this representation, a first and a second traction means18a,18bcan also be seen, with which the control element10is connected to the closure element4via the first and second cable pulls14a,14b. The traction means18a,18bare formed in the present case in the form of tension springs and serve to exert a permanent traction on the closure element4during an opening and a closing process. With regard to a reasonable selection of traction means, traction means for exerting a tension or spring force of 20 to 50 N, preferably of 30 to 40 N, in particular for exerting a tension or spring force of 35 N, are advantageously suitable for common applications of closure systems for motor vehicle cooling modules. FIG.6shows a schematic representation of a device2according to the invention for closing a motor vehicle module in a fully open state in a front view according to a first embodiment, in which in particular the air intakes6arranged inside the grill26are clearly visible. Finally,FIG.7shows a schematic representation of a device2according to the invention for closing a motor vehicle module in a partially closed state in a front view according to a further embodiment. In the present case, only the centrally arranged area of a vehicle front is closed by the closure element4or the partial closure elements4a,4b, whereas the laterally arranged air intakes6, which allow a cooling flow into the left and right brake air ducts30b,30a, are open. In this way, the generation of a turbulent flow, which increases fuel consumption and reduces the range of a vehicle, can be kept to a minimum and released only for absolutely necessary vehicle elements. By means of the device according to the invention, it is possible in particular to cool partial areas of an engine compartment arranged symmetrically along a vehicle width as required by moving a closure element along a vehicle width, the movement being effected simultaneously from two positions arranged opposite one another along a vehicle width so as to converge symmetrically towards one another or move away from one another. In this way, it is possible in particular, for example, to ventilate or cool only brake air ducts arranged in the side areas of a vehicle front, so that the generation of turbulent flows is reduced to a minimum. This increases the range of a vehicle and reduces fuel consumption to a minimum. LIST OF REFERENCE SIGNS 2Device for closing a motor vehicle cooling module4Closure element4aFirst partial closure element4bSecond partial closure element6Air intakes8Guide element8aFirst partial guide element8bSecond partial guide element10Control element10aFirst conical shaped area10bSecond conical shaped area12aFirst finishing strip12bSecond finishing strip14aFirst Cable pull14bSecond Cable pull16aFirst guide roller16bSecond guide roller18aFirst traction means18bSecond traction means20Guide means22Gear transmission24aFirst gear24bSecond gear26Grill28Frame30aLeft brake air duct30bRight brake air ductR Direction of travelB Vehicle widthE1first finishing endE2Second finishing endHeight H | 8,729 |
11858339 | DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION FIG.1is an illustration of a working machine1001in the form of an articulated hauler having a front section1002with a cab1003for a driver and a rear section1004with a container1005for receiving a load. The container1005is preferably pivotally connected to the rear section1004and tiltable by means of a pair of tilting cylinders1006, for example hydraulic cylinders. The front section1002has a front frame1007and a pair of wheels1008suspended from the front frame1007. The rear section1004has a rear frame1009and two pairs of wheels1010,1011suspended from the rear frame1009. The front section1002has a hood1013covering an engine compartment1012. A fuel tank2with a fuel filler neck1as described herein is provided. The fuel filler neck1can be applied for providing fuel to a fuel tank2by gravity refuelling as well as by pressure refuelling. FIGS.2and3show an exemplary embodiment of a fuel filler neck1as described herein. FIGS.4through8show further exemplary embodiments of a fuel filler neck1as described herein. Identical elements or elements with substantially identical function are provided with identical reference signs. Identical or similar principles apply for the different embodiments of the fuel filler neck1unless described differently. FIG.9is a flow chart of an exemplary embodiment of a method for providing a fuel access to a fuel tank2as described herein. The exemplary embodiment of a fuel filler neck1according toFIGS.2and3as well as according toFIGS.4through8comprises a base tube110with an access opening120and at least one outlet opening130in a radial direction of the base tube110. Further, the fuel filler neck1comprises a transition tube211with an access port220and an extension tube212with at least one outlet port230. The transition tube211is releasably connected to the extension tube212. At least a portion of the transition tube211is arranged removably and in coverage of the at least one outlet opening130within the interior113of the base tube110. The extension tube212is connected to the base tube110, in particular a lower end of the base tube. When releasably connected to the extension tube212, the transition tube211covers the at least one outlet opening130of the base tube110. As can be seen inFIG.2, for pressure refuelling a flow passage201is provided from the access port220through an interior213of the transition tube211and through an interior214of the extension tube212to the at least one outlet port230. For pressure refuelling, a nozzle for pressure refuelling can be positioned in the access port220of the transition tube211and fuel can pass along the flow passage201under pressure from the access port220through the interior213of the transition tube211and through the interior214of the extension tube212to the at least one outlet port230of the extension tube212. The pressurized fuel does not exit through the at least one outlet opening130of the base tube110, since the transition tube211, when releasably connected to the extension tube212, covers the at least one outlet opening130of the base tube100. The pressurized fuel rather passes within the transition tube211past the at least one outlet opening130of the base tube110. The pressurized fuel enters a fuel tank via the at least one outlet port230of the extension tube212, which is releasably connected to the transition tube211. Thus, the flow passage201for the pressurized fuel extends from the access port220of the transition tube211through the interior213of the transition tube211and through the interior214of the extension tube212to the at least one outlet port230of the extension tube212. Further, as can be seen from the figures, a combined axial extension of the transition tube211and the extension tube212is larger than an axial extension of the base tube110. While the base tube110and the extension tube211are substantially in the form of a hollow cylinder and have a straight axial extension, the extension tube212is curved with a curved axial extension. In the examples depicted, the at least one outlet opening130is in the form of openings in a radial direction of the base tube110. InFIG.4, for example, outlet opening130is in the form of a dome shaped recess. However, alternatives, for example in the form of openings in an axial direction of the base tube, are possible. In particular, the inner filter tube112is responsible for blocking contaminants from entering into the tank. Preferably, the main supporting structure, e.g. in the form of a frame, is, among others, base tube110. For gravity refuelling, the connection between the transition tube211and the extension tube212is released and the transition tube211is removed from the interior113of the base tube110and a flow path101extends from the access opening120through an interior113of the base tube110to the least one outlet opening130, as can be seen, for example, inFIG.3. A nozzle for gravity refuelling can be positioned in the access opening120of the base tube110and fuel can pass by gravity along the flow path101from the access opening120through the interior113of the base tube110to the at least one outlet opening130of the base tube110. Thus, in gravity refuelling, the fuel can enter the fuel tank via the at least one outlet opening130of the base tube110. As can be seen fromFIGS.2and3, the at least one outlet opening130is located above the at least one outlet port230. The lower end of the base tube110is closed off in an axial direction, for example by a fuel impermeable annular cap. In the embodiment shown inFIG.3, in gravity refuelling, fuel can also enter the fuel tank via the at least one outlet port230. In the embodiments shown inFIGS.5, and7, the at least one outlet port230is provided on bottom valve240. The bottom valve240can be configured to allow only pressurized fuel to exit through the at least one outlet port230. FIGS.4through8show the fuel filler neck1in a situation where no refuelling takes place and the access port220is closed by a closing cap221arranged at the transition tube211. The closing cap221can be in a position closing the access port220and in a position allowing access to the access port220. The closing cap221can be fully removable from the transition tube211or can be attached to the transition tube211via a loss protection element also when the closing cap221does not close the access port220. FIGS.4,5, and7further show a closure121of the access opening120provided on the transition tube211. When at least a portion of the transition tube211is positioned within the interior113of the base tube110, the closure121closes the access opening120of the base tube110. Thus, as long as the transition tube211is positioned within the interior113of the base tube100, the access opening120of the base tube110is not available. When the closing cap221is removed, access port220is available for pressure refuelling and a flow passage is available from the access port220through an interior213of the transition tube211and through an interior214of the extension tube212to the at least one outlet port230of a bottom valve240. FIGS.5through8show examples of an inlet valve301and an intermediate valve300positioned in the interior213of the transition tube211. The intermediate valve300comprises an intermediate valve body310and an intermediate valve base320with an intermediate valve seat321, wherein the intermediate valve body310is biased against the intermediate valve seat321by intermediate valve biasing element330in the form of a spring. Inlet valve301can have a corresponding identical or similar design. Intermediate valve300in the embodiment ofFIGS.5and6can be configured as a valve opening at a certain pressure limit, which preferably is realized by pressurized fuel during pressure refuelling. Thus, the pressurized fuel will act to open intermediate valve300in the embodiment ofFIGS.5and6. In the embodiment ofFIGS.7and8, intermediate valve300can comprise an intermediate valve pin340, which can be coupled to the inlet valve301via an intermediate valve joint350. Thus, when inlet valve301is opened, e.g. by a pressure refuelling nozzle, also intermediate valve300is opened. The bottom valve240comprises an optional mounting element in the form of mounting plate241for mounting the extension tube within the fuel tank and adding further stability, in particular for pressure refuelling. Mounting elements can also be in the form of bars or struts or anchorings, etc. In the embodiment depicted inFIGS.4and5, a cylindrical shield242is provided protruding downwardly from mounting plate241surrounding the outlet port230and bottom valve240in order to reduce or prevent foam building caused by stirring movement of the fuel upon entering the fuel tank2. Further, the bottom valve240is connected to a breather valve250via a breather line251. By the breather valve250, during the refuelling, the pressure is set with respect to the surrounding pressure, which can be necessary due to temperature changes and as resulting volume changes. The bottom valve240, the breather valve250and the breather line251can be realized in the form of known bottom valves, breather valves and the breather lines for pressure refuelling. For gravity refuelling, the transition tube211is removed from the interior113of the base tube110and a flow path101extends from the access opening120through an interior113of the base tube110to the least one outlet opening130, as can be seen inFIG.3. Further, as can be seen fromFIGS.4through8, the at least one outlet opening130is located above the at least one outlet port230. According to the examples ofFIGS.4through8, the base tube110comprises and outer shell111and an annular cap116. An inner filter tube112is provided, which protrudes in an axial direction from the outer shell111of the base tube110. The at least one outlet opening130is in the form of at least one fuel permeable portion114of the inner filter tube112of the base tube110, for example a mesh or screen. For example, the permeable portion114of the inner filter tube112of the base tube110can comprise a plurality of apertures, which can be arranged in a repeating or random pattern and which can be identical or different in size. The material of the inner filter tube can comprise materials such as plastic, metal, non-wovens, filter media, or other material suitable for filtration. The inner filter tube112comprises several reinforced portions115spaced apart from another in a circumferential direction, as can been inFIG.4. The inner filter tube112is provided in order to filter the fuel. But it is preferred that it is not damaged during its cleaning and service of the fast filling system. Preferably, the pattern of plurality of apertures, such as holes, in the inner filter tube112can be random, while maintaining the required strength. Further, as can be seen fromFIGS.6and8, the releasable connection between the transition tube211and valve base320can be in the form of a slide-on connection and is sealed. In the depicted examples, the seal is realized in the form of sealing elements215, such as O-rings, for example. Preferably, an upper end of the extension tube212comprises a diameter large enough to accommodate a lower end of the transition tube211therein. For example, the releasable connection between the transition tube211and valve base320can be in the form of a slide-on connection, a snap-fit connection, a bayonet connection or the like. As can be seen fromFIGS.6and8, the upper end of the extension tube212can comprise a connector tube360connecting the upper end of the extension tube212to the lower end of the transition tube and the inner filter tube112of the base tube110. As further can be seen fromFIGS.6and8, an annular space between the outer shell111and the inner filter tube112is closed off in an axial direction by an annular cap116surrounded by an annular protrusion117. In particular, the annular cap116is connected to the outer shell111and serves as a support element. Preferably, the annular cap can be fuel impermeable. As can be seen inFIG.11, in particular, the extension tube212extends through an axial aperture118of the base tube110, in particular of the inner filter tube112of the base tube110. In particular, the extension tube212is connected to the transition tube211by means of the intermediate valve300and a connector tube360. Preferably, it is part of the refuelling system for pressurized fuel. The inner filter tube112preferably is a part of the gravity refuelling system. Further preferably, the extension tube212and the inner filter tube112are not connected with each other directly, e.g. by means of welding, etc. The extension tube212is connected to the inner filter tube112of the base tube110, possibly via the connector tube360. The connection of the extension tube212to the base tube110can be a releasable connection, such as a slide-on connection, a snap-fit connection, a bayonet connection or the like, or a non-releasable connection, such as an adhesive connection, a welded connection or a one-piece or integral design of the base tube with the extension tube. Preferably, the connection is stable and inseparable, but it does not have to be absolutely tight. For example, there can be an 8 bar pressure inside the system, additionally the machine vibrates. Therefore, the connection preferably is secured against automatic disconnection or disconnection under the influence of working pressure. Connections such as welding, screwing, bayonet connection are preferred. The embodiments of the fuel filler neck provide an alternative design, which is simple, reliable and cost-efficient. Further, the design allows for gravity refuelling as well as for pressure refuelling in a space-saving way. In addition, the fuel filler neck is suitable for retrofitting existing fuel tanks. FIG.8depicts a method for providing a fuel access to a fuel tank2comprising the step2001of providing a flow path101from an access opening120to least one outlet opening130through an interior113of a base tube110. The method further comprises the step2002of arranging at least a portion of a transition tube211removably and in coverage of the least one outlet opening130within the interior113of the base tube110and releasably connecting the transition tube211to an extension tube212to provide a flow passage201from an access port220at the transition tube211to least one outlet port230at the extension tube212. Preferably, the method for providing a fuel access to a fuel tank2further comprises the step of removing at least said portion of the transition tube211from the interior113of the base tube110. It is to be understood that the present invention is not limited to the embodiments described above and illustrated in the drawings; rather, the skilled person will recognize that many changes and modifications may be made within the scope of the appended claims. | 14,912 |
11858340 | DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS FIG.1shows a schematic block diagram, which represents a preferred embodiment of the fuel delivery device1according to one aspect of the invention. The fuel delivery device1comprises an application-specific integrated circuit (ASIC)2, which comprises a temperature-effect compensator3, a magnetoresistive fill level sensor4, an evaluation unit5, a selection unit6, a monitoring unit8, and an analog-to-digital converter9. In addition, the fuel delivery device1comprises a fill level indicator7that interacts with the magnetoresistive fill level sensor4by a float, a lever and a permanent magnet, in such a way that the fill level inside a fuel tank can be measured. The fuel delivery unit1also comprises a control unit10and an electric motor11that can be regulated and/or controlled by the control unit10. The control unit10is connected to a diagnostic interface12in the form of an OBD interface, to which a diagnostic device can be connected. The magnetoresistive fill level sensor4, which interacts with the fill level indicator7, generates a fill level signal which is typically influenced by the ambient temperature of the fill level sensor4. The magnetoresistive fill level sensor4is predominantly surrounded by fuel. To compensate for the temperature-related influences on the fill level signal of the fill level sensor4, a temperature-effect compensator3is provided. The evaluation unit5uses the compensation signal that can be generated by the temperature-effect compensator3to determine the fuel temperature. The fuel temperature is transmitted in the form of a fuel temperature signal to the analog-to-digital converter9, which transmits the signal to a digital input of the control unit10, where it is received and further used to regulate the electric motor11. In addition, the fill level sensor4transmits a fill level signal to the analog-to-digital converter9, which converts the fill level signal into a digital signal and transmits it to the same digital input of the control unit10where it can be further processed. The fill level sensor4also transmits its fill level signal to a selection unit6, wherein the selection unit6causes the evaluation unit5to determine the fuel temperature or the fuel vapor temperature based on a fill level threshold. The fill level threshold corresponds to a fill level above which the level sensor4is predominantly surrounded by fuel and below which the fill level sensor4is predominantly surrounded by fuel vapor. In this way, depending on the level, either the fuel temperature or the fuel vapor temperature can be determined by the evaluation unit5. In addition, the monitoring unit8monitors the functionality of the fill level sensor4and, depending on the functionality of the fill level sensor4, transmits a status signal to the analog-to-digital converter9, which converts the status signal into a digital signal and forwards it to the same digital input of the control unit10, where it can be further processed, forwarded, or stored. For example, a status signal stored in this way can be retrieved and evaluated on the control unit10by a diagnostic device via the OBD interface12. FIG.2shows the embodiment of the fuel delivery device1according to one aspect of the invention shown inFIG.1. The fuel delivery device1has a flange14in which the control unit is accommodated in a fluid-tight manner, i.e. protected against fuel and fuel vapor. In addition, the fuel delivery device1comprises a swirl pot13, which has a receptacle15, formed in one piece with the swirl pot13by plastic injection molding, for the mounting75of the fill level indicator7. The fill level indicator7of the fuel delivery device1comprises a float72, a lever71, and a permanent magnet73. The permanent magnet73is received in a receptacle74for the permanent magnet and interacts with the fill level sensor in such a way that the fill level within a fuel tank can be measured using the position of the fill level indicator7. The permanent magnet73is encapsulated in a receptacle for the permanent magnet73. The fill level sensor is also arranged on the outside of the swirl pot13. The sensor can also be arranged on the inside of the swirl pot13. In the sensor is arranged inside the swirl pot13it is possible to determine the fuel temperature inside the swirl pot13, while if the fill level sensor is arranged outside the swirl pot13the fuel temperature outside the swirl pot13can be determined. The selection unit is responsible for instructing the evaluation unit to determine either the fuel temperature or the fuel vapor temperature, depending on the fill level. FIG.3Ashows a schematic illustration of the embodiment of the fuel delivery device according to the invention fromFIG.2. The swirl pot13is arranged on the fuel tank bottom16. The magnetoresistive fill level sensor4is located on an outer wall surface131of the swirl pot13, wherein the fill level indicator, i.e. the float72, the lever71, and the permanent magnet receptacle74with the permanent magnet73, is also arranged outside the swirl pot13. The permanent magnet73is completely enclosed in the permanent magnet receptacle74by plastic injection molding and is therefore protected against fuel. The fill level indicator is mounted on the swirl pot outer wall surface131in such a way that the permanent magnet73performs a purely rotational movement about a rotational axis731when the float72transmits a change in the fuel level in the fuel tank to the permanent magnet receptacle74with the permanent magnet73by the lever71. In addition, the rotational axis731, about which the permanent magnet73can execute a purely rotary motion, penetrates the magnetoresistive fill level sensor4. FIG.3Bshows a further schematic illustration of another embodiment of the fuel delivery device according to one aspect of the invention fromFIG.1. The embodiment shown inFIG.3Bdiffers from the embodiment ofFIG.3ain that the fill level sensor4in this embodiment is arranged on a swirl pot inner wall surface132of the swirl pot13. This means that the magnetic field of the permanent magnet73penetrates the swirl pot wall and thus interacts with the fill level sensor4. In other words, this arrangement allows the fuel temperature within the swirl pot13to be measured. At the same time, it is ensured that the fill level sensor4is in contact with the fuel in the swirl pot13for heat transfer in almost every operating state, because the fuel fill level in the swirl pot13is usually higher and is subject to fewer fluctuations than outside the swirl pot13. FIG.3Cshows a further schematic illustration of another embodiment of the fuel delivery device according to the invention fromFIG.1. This embodiment differs from the embodiment which is shown inFIG.3bin that not only the fill level sensor4but also the permanent magnet receptacle74with the permanent magnet73is arranged on the swirl pot inner wall surface132. For this purpose, the lever71is fed out from the inside of the swirl pot13to the float72arranged outside the swirl pot13. Compared to the design shown inFIG.3b, a permanent magnet73with a weaker magnetic field can be used in this case, since the magnetic field of the permanent magnet73in this embodiment does not need to penetrate the swirl pot wall in order to interact with the fill level sensor4. At the same time, however, a more elaborate shape of the lever71and more installation space are required for the pivoting of the lever71. The exemplary embodiments inFIGS.1to3Care in particular not of a limiting nature and serve to illustrate the idea of the invention. Thus, while there have shown and described and pointed out fundamental novel features of the invention as applied to a preferred embodiment thereof, it will be understood that various omissions and substitutions and changes in the form and details of the devices illustrated, and in their operation, may be made by those skilled in the art without departing from the spirit of the invention. For example, it is expressly intended that all combinations of those elements and/or method steps which perform substantially the same function in substantially the same way to achieve the same results are within the scope of the invention. Moreover, it should be recognized that structures and/or elements and/or method steps shown and/or described in connection with any disclosed form or embodiment of the invention may be incorporated in any other disclosed or described or suggested form or embodiment as a general matter of design choice. It is the intention, therefore, to be limited only as indicated by the scope of the claims appended hereto. | 8,673 |
11858341 | DETAILED DESCRIPTION OF THE DISCLOSURE Hereinafter, an embodiment of the present disclosure is described in detail with reference to the accompanying drawings. Advantages and features of the present disclosure and a method of achieving same should become apparent with reference to the embodiments described below in detail in conjunction with the accompanying drawings. However, the present disclosure is not limited by the embodiments disclosed below but may be implemented in a variety of different forms, only the present embodiments are provided to complete the inventive concept of the present disclosure and to completely inform the scope of the disclosure to those of ordinary skill in the art to which the present disclosure belongs, and the present disclosure will only be defined by the scope of the claims. In addition, in the description of the present disclosure, when it is determined that related known techniques may obfuscate the gist of the present disclosure, a detailed description thereof is omitted. FIG.1is a view showing an apparatus for preventing fuel overflow of a vehicle fuel tank according to an embodiment of the present disclosure,FIG.2is a view showing an exploded state of the apparatus for preventing fuel overflow of a vehicle fuel tank according to an embodiment of the present disclosure, andFIG.3is a view showing a fuel flow path for the apparatus for preventing fuel overflow of a vehicle fuel tank. In addition,FIG.4is a view showing a conventional fuel flow path with respect to a fuel flow path of the apparatus for preventing fuel overflow of a vehicle fuel tank,FIG.5is a view showing coupling of a cover unit and a shielding unit for the apparatus for preventing fuel overflow of a vehicle fuel tank, andFIG.6is a view showing a cross section taken along line A-A′ inFIG.5for the apparatus for preventing fuel overflow of a vehicle fuel tank. In addition,FIG.7is a view showing a coupling state of the cover unit for the apparatus for preventing fuel overflow of a vehicle fuel tank,FIG.8is a view showing rotation of the cover unit in a right turning direction with respect to the apparatus for preventing fuel overflow of a vehicle fuel tank, andFIG.9is a view showing rotation of the cover unit in a left turning direction with respect to the apparatus for preventing fuel overflow of a vehicle fuel tank. With reference toFIGS.1-3, the apparatus for preventing fuel overflow of a vehicle fuel tank according to the present embodiment includes a valve unit100, a cover unit200, and a shielding unit300. The valve unit100includes a valve body110, a housing120configured to cover a lower part of the valve body110, a float130mounted on the valve body110and configured to slide up and down, and a vapor line140selectively connected to a canister side by being opened and closed according to a movement of the float130. The valve unit100further includes a fuel inlet hole121provided on a side surface of the housing120(refer toFIGS.3to4). The valve unit100further includes a valve cap150configured to cover and protect an upper end of the valve body110. The valve cap150is connected to the vapor line140and may be fixed to a position such that a fastening groove152aof a coupling member152thereof extending toward the housing120is positioned by being hooked on a latching piece124protruding from an outer circumferential surface of the housing120. In one example structure of the valve unit100including the above configuration, the float130may slide up and down due to buoyancy according to the height of the fuel introduced into the fuel inlet hole121as shown inFIG.3. In other words, when the fuel inside the fuel tank T rises to a preset height, the fuel flows into the window210and passes between an inner circumferential surface of the cover unit200and the housing120and flows into a fuel inlet hole121(refer to the direction of the arrow inFIG.3). Accordingly, the float130moves upward from the inside of the housing120due to the buoyancy to close the vapor line140. When the fuel inside the fuel tank T is filled with an amount less than a preset amount, the float130moves to a lower side (i.e., downward), and the vapor line140is opened. In the case of a vent valve of a conventional tank T, fuel flows into the open vapor line140as flow of the fuel becomes abrupt, such as when the vehicle is suddenly braked or stopped, turned in the left or right direction, or the like, thereby causing the fuel to flow into the open vapor line140to cause fuel leakage. In other words, as shown inFIG.4, when the flow of fuel becomes abrupt during instances such as when the vehicle is suddenly braked or stopped, turned in the left or right direction, or the like, the fuel inlet hole121provided on an outer circumferential surface of the housing120is exposed to the outside. Lower holes H of the housing120are also exposed to the outside. When the fuel is introduced inside through the fuel inlet hole121and the lower holes H, the fuel is introduced into the open vapor line140, thus causing fuel leakage. In order to prevent such a problem in advance, the cover unit200is coupled to the housing120in such a way to envelop the housing120. The cover unit200is provided with a plurality of windows210at equal intervals along an outer circumferential surface at a height corresponding to the fuel inlet hole121, thereby being formed to allow the fuel to be selectively introduced into the valve unit100while sequentially passing through a predetermined inflow path, i.e., the window210and the fuel inlet hole121. As shown inFIG.7, the cover unit200is formed in a shape corresponding to a diameter of the housing120and coupled with an outer circumferential surface of the housing120. Latching members122protruding from the housing120are positioned to be hooked to guide grooves220provided on an outer circumferential surface thereof, respectively, thereby allowing fixing with respect to coupling positions to be accomplished. Each of the latching members122may have an upper surface protruding with a predetermined length to support the inside of an associated one of the guide grooves220(see an enlarged drawing inFIG.7). Accordingly, when the latching members122are hooked on the cover unit200, a predetermined gap “a” may be formed between an outer circumferential surface of the housing120and an inner circumferential surface of the cover unit200. In addition, the cover unit200may be formed with a diameter larger than the diameter of the housing120such that the inner circumferential surface thereof is spaced apart from the outer circumferential surface of the housing120at a level of the gap “a” when the latching members122are hooked on the guide grooves220, respectively. The cover unit200is coupled with, by being hooked on, the housing120in a state in which the gap “a” is formed, so even when the windows210of the cover unit200are shielded through the shielding unit300, ventilation to the inside of the valve unit100is made through the gap “a”. Accordingly, this is to relieve the pressure inside the fuel tank T by allowing the fuel boil-off gas generated in the fuel tank T to be discharged. As shown inFIG.6, the shielding unit300is mounted on the outer circumferential surface of the cover unit200to selectively shield the open windows210and, in a state of being mounted on the cover unit200, rotates along a turning direction of the vehicle to form an inflow path of the fuel flowing into the fuel inlet hole121. To this end, the shielding unit300includes a body portion310and coupling protrusion parts320. The body portion310is mounted on a mounting area200aof the cover unit200provided with the windows210. In addition, the body portion310is provided with a length shorter than a circumferential length of the cover unit200when opposite end parts are spaced apart from each other, thereby being mounted on the mounting area200aand is formed to be able to shield some of the windows210including at least one of the plurality of windows210when rotating on the mounting area200a. The coupling protrusion parts320are formed to protrude from an upper portion and a lower portion of the body portion310, respectively, and are provided to be inserted into latching grooves202of the mounting area200a, respectively. In addition, each of the coupling protrusion parts320is formed with a width c shorter than a width b of an interior of associated one of the latching groove parts202(seeFIG.6). This allows the body portion310to be easily rotatable in the mounting area200aby gravity and acceleration acting thereon in the turning direction of the vehicle. When the vehicle is biased in the turning direction, the fuel level also rises along the corresponding direction. Accordingly, the body portion310rotates along the mounting area200aby the structural features of the coupling protrusion parts320to shield the fuel inlet hole121, thereby preventing the fuel from being rapidly introduced by the raised fuel level in advance and reducing the possibility that the fuel may be introduced into the vapor line140and guided to the canister. The fuel inlet hole121is typically formed to be biased toward one side of the housing120, and the fuel tank T is tilted by the turning direction of the vehicle, thereby rotating the body portion310to face the fuel inlet hole121. Accordingly, the windows210may be shielded through the shielding unit300so that the fuel may be blocked from being directly introduced through the fuel inlet hole121. In addition, when the fuel inlet hole121is formed to be biased toward one side of the housing120in the same direction as above, as the fuel tank T is tilted by the turning direction, the body portion310rotates in an opposite direction to the fuel inlet hole121. Accordingly, the windows210positioned opposite to the fuel inlet hole121may be shielded through the shielding unit300so that the fuel may be introduced into the fuel inlet hole121by passing (by being decelerated) between the inner circumferential surface of the cover unit200and the outer circumferential surface of the housing120. For example, as shown inFIG.8, assuming that the fuel inlet hole121is formed to be biased toward the left side of the housing120, when the vehicle turns in the left direction, the fuel tank T is inclined, and accordingly, the fuel level in the left part of the fuel tank T rises. In such a state, the shielding unit300rotates on the cover unit200by gravity and acceleration acting on the body part310according to the vehicle turning. As a result, the windows210at a position coincident with the fuel inlet hole121may be shielded through the shielding unit300so that the fuel may be blocked from being directly introduced through the fuel inlet hole121. On the contrary, as shown inFIG.9, when the vehicle turns in the right direction, the fuel tank T is inclined, and accordingly, the fuel level in the right part of the fuel tank T rises. In such a state, the shielding unit300rotates on the cover unit200by gravity and acceleration acting on the body part310according to the vehicle turning. As a result, the windows210positioned opposite to the fuel inlet hole121may be shielded through the shielding unit300so that the fuel may be introduced into the fuel inlet hole121by passing (by being decelerated) between the inner circumferential surface of the cover unit200and the outer circumferential surface of the housing120. In addition, even when the fuel tank T is tilted backward or forward due to a sudden start or sudden stop of the vehicle, thereby causing the fuel level to rise, the shielding unit300rotates on the cover unit200by gravity and acceleration acting on the body part310. As a result, the windows210may be shielded through the shielding unit300so that the fuel may be introduced into the fuel inlet hole121, by being decelerated, by passing between the inner circumferential surface of the cover unit200and the outer circumferential surface of the housing120. Therefore, in the present embodiment, the shielding unit300is selectively rotated on the cover unit200by gravity and acceleration acting on the body part310according to the vehicle turning, so that the window210is shielded. Accordingly, it is possible to prevent the fuel from rapidly flowing into the inside of the valve unit100. In addition, the cover unit200and the shielding unit300as described above may be commonly applied to the inside of the fuel tank T in which the valve unit100having the same diameter as the cover unit200and the shielding unit300is mounted, thereby realizing ease of manufacture and also reducing costs at the same time. The present disclosure is provided with a valve unit capable of being fixed to a valve body and a shielding unit mounted and capable of being rotated in the valve unit to complicate an overflowing flow path of fuel. This results in reducing a possibility for the fuel introduced into the valve unit to be guided and overflowed to the canister. In addition, according to the present disclosure, when the vehicle turns along different turning directions, the shielding unit rotates by gravity and acceleration to block a fuel inlet hole provided in the valve unit. Accordingly, when the fuel level in the fuel tank rises in a turning direction, there is an effect of preventing in advance the problem of the fuel from flowing into the inside of the valve unit and the canister, through the fuel inlet hole. In addition, the present disclosure may apply a configuration including a cover unit and the shielding unit to the inside of the fuel tank in which the valve unit having the same diameter as the cover unit and the shielding unit is mounted, so there is an effect of realizing ease of manufacture and also reducing costs, at the same time. Although the present disclosure has been described with reference to the embodiment(s) shown in the drawings, this is only for example, and it should be understood by those having ordinary skill in the art that various modifications may be made therefrom, and all or parts of the embodiment(s) may optionally be combined. Accordingly, the true technical protection scope of the present disclosure should be defined by the technical spirit of the appended claims. | 14,255 |
11858342 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG.1shows a possible embodiment of an electric-motor-driven rigid axle100, which is suitable for use in motor vehicles, for example utility vehicles.FIG.2shows the structure of the rigid axle100, illustrated schematically. The rigid axle100comprises an axle body110, which is preferably of elongated form and extends along a longitudinal axis200. The rigid axle100further comprises two wheel carriers120,120′, each of which serves for the fitting of at least one vehicle wheel (not shown inFIGS.1and2). The wheel carriers120,120′ are located at opposite longitudinal ends111,111′ of the axle body110and can in each case be rotated relative to the axle body110about a wheel axis121,121′. Preferably, the wheel carriers120,120′ are mounted rotatably on the axle body110. Preferably, the wheel axes121,121′ are coaxial with one another. Preferably, the wheel axes121,121′ are coaxial with the longitudinal axis200. The rigid axle100further comprises two electric motors130,130′, each of which serves to drive one of the wheel carriers120,120′. Preferably, the electric motors130,130′ are arranged close to the wheels. For example, the electric motors130,130′ are respectively arranged in the area of a center170. For example, the center170is located between the wheel carriers120,120′ half-way between the respective wheel carriers120and120′, and lies on a transverse axis220which, for example, corresponds to a longitudinal axis of the vehicle (not shown inFIGS.1and2). For example, the electric motors130,130′ are each accommodated in a housing40,40′. Preferably, the housing components40,40′ are each parts of an assembly of the axle body110. Preferably, the assemblies are joined together in the area of the transverse axis220or at the transverse axis220. Preferably, the rigid axle100as a whole is symmetrical relative to the transverse axis220and the center170. The electric motors130,130′ each have a motor shaft131,131′ by which the wheel carrier120or120′ associated with the respective electric motor130or130′ is driven. Preferably, the motor shaft131or131′ forms an axis of the respective electric motor130,130′. Preferably, the respectively associated housing component40or40′ is arranged coaxially relative to the motor shaft131,131′ or motor axis. In the rigid axle100, between the respective motor shaft131,131′ and the wheel axis121,121′ of the associated wheel carrier120or120′ an offset is provided. This offset is produced by a respective offset transmission140,140′ which is connected respectively between the electric motor130,130′ and the associated wheel carrier120,120′. Preferably, the offset transmissions140,140′ are in the form of step-down transmissions and, for example, each comprises at least one spur gear pair. Preferably, the offset transmissions140,140′ each have a drive input shaft1,1′ and a drive output shaft2,2′, which are arranged offset relative to one another and thus produce the parallel offset between the motor shafts130,130′ and the associated wheel axis121,121′. For this, for example, the respective drive input shafts1or1′ are connected to the associated electric motors130,130′ and the respective drive output shafts2or2′ are connected to the associated wheel carriers120,120′ Preferably, the drive input shaft1or1′ concerned is arranged coaxially with the motor shaft131,131′ of the respectively associated electric motor130,130′. Preferably, the drive input shaft1or1′ is coupled rotationally fixed to the motor shaft131or131′ of the electric motor130or130′ concerned. Preferably, the drive output shaft2or2′ concerned is coaxial with the wheel axis121,121′ of the wheel carrier120or120′ concerned. Preferably, the drive output shaft2or2′ is functionally connected to the associated wheel carrier120or120′. Preferably, the offset transmissions140,140′ are associated with or accommodated in a further housing component50,50′. For example, the housing component50,50′ is a hub carrier on which, for example, the respectively associated wheel carrier120or120′ is supported and/or rotationally mounted. Preferably, the further housing component50or50′ forms part of an assembly of the axle body110. Preferably, the housing50or50′ is arranged coaxially with the wheel axis121or121′ of the respectively associated wheel carrier120or120′. The respective offset transmission140,140′ is accommodated therein. The rigid axle100can comprise two countershaft transmissions160and160′. For example, the countershaft transmissions160,160′ are arranged each in the area of one of the wheel carriers120,120′. For example, each of the countershaft transmissions160or160′ is arranged inside the associated wheel carrier120,120′. Preferably, the offset transmissions140,140′ are arranged in each case between the countershaft transmissions160or160′ and the associated electric motor130or130′. For example, the distance between the respective offset transmission140or140′ and its associated wheel carrier120or120′, in particular the associated countershaft transmission160or160′, is larger than the distance to the respectively associated electric motor130,130′. Preferably, the countershaft transmissions160,160′ are in the form of step-down transmissions and form, for example in addition to the offset transmissions140,140′, a further step-down stage. For example, the countershaft transmissions160,160′ are each in the form of planetary gear transmissions. As can be seen for example fromFIG.2, the offset transmissions140,140′ each comprise at least one gearset10or10′, which comprises a main gearwheel10.1or10.1′, at least one and preferably two intermediate wheels10.2or10.2′ and10.3or10.3′, and a ring gear10.4or10.4′. The main wheel10.1or10.1′ meshes with one of the intermediate wheels10.2or10.2′ and10.3or10.3′, in particular the intermediate wheel10.2or10.2′, which in turn meshes with the other intermediate wheel10.3or10.3′ Preferably the main wheel10.1or10.1′ and the intermediate wheels10.2or10.2′ and10.3or10.3′ are surrounded by the ring gear10.4or10.4′, so that the main wheel10.1or10.1′ and the outer intermediate wheel10.3or10.3′ mesh with the inner teeth of the ring gear10.4or10.4′. Preferably, the main wheel10.1or10.1′ is associated with the drive input shaft1or1′ and the ring gear10.4or10.4′ with the drive output shaft2or2′, in particular connected rotationally fixed thereto. Preferably, the at least one intermediate wheels10.2or10.2′ and10.3or10.3′ are mounted on respective rotational axes5or5′ and6or6′, the rotational axes being fixed relative to the housing component40and/or the further housing component50, in particular attached thereto. The rigid axle100can be provided as an assembly together, respectively, with a wheel brake500or500′ that acts upon the associated wheel carrier120or120′ (FIG.1). For example, the wheel brake500or500′ is a disk brake that preferably comprises an actuator device510,510′, a brake caliper530,530′ and a brake disk520,520′. The wheel brake500or500′ can be a standard disk brake for utility vehicles. The actuator device510or510′ can for example be of cylindrical shape or can have a preferably cylindrical actuator housing520,520′ or can comprise such a brake cylinder. Relative to its central axis550(FIGS.6and7) the actuator housing520,520′ is for example arranged parallel to the longitudinal axis200of the rigid axle100and is for example directly and/or immediately adjacent to the housing component40or40′ and/or the further housing component50or50′. As can be seen fromFIG.1, the rigid axle100also has a plurality of attachment points150that can be used for fixing the axle body110to a vehicle frame. The type of connections and the position of the rigid axle100in its installed condition on a vehicle are shown, as examples, inFIGS.3to5. Therein, the vehicle frame is indicated by two longitudinal support members arranged parallel to one another and the vehicle frame or longitudinal supports are indexed400. Further, therein as an example, on one of the wheel carriers120or120′, namely on the wheel carrier120′, a vehicle wheel300is shown. For example, the vehicle wheel300is a standard wheel for a truck in the form of a double wheel with twin tires.FIG.3shows the rigid axle100in the installed condition on the vehicle frame400as viewed from above.FIG.4shows the rigid axle100in the installed condition as viewed from the front.FIG.5shows the rigid axle100in the installed condition as viewed from the side, looking in the direction of the longitudinal axis200of the rigid axle100. As can be seen fromFIGS.3to5, the attachment points150can comprise a plurality of air-spring carriers151,151′,152,152′, on which air springs400or440′ rest (FIG.3) and on which the vehicle frame400is supported. The attachment points150can also have one or more control arm fixing points153, to which control arms460or460′ of a wishbone control arm are attached (FIG.3). In addition, shock-absorbers420,420′ can be fitted on the rigid axle100, which form part of the attachment points150. The attachment points150enable the rigid axle100, in the installed condition, to be attached in a predetermined position on a motor vehicle, in particular on the vehicle frame400. FIGS.6and7show an example of the rigid axle100in the installed condition seen inFIGS.3to5, wherein in this case the housing component50or50′ is omitted so that from the respective side views shown, the position of the transmission elements of the offset transmission140can be seen as an example.FIG.6shows the rigid axle100in the installed position. However, the vehicle frame400has been omitted.FIG.7shows a schematic representation of the structure of the rigid axle100, viewed from the side, and in the figure the vehicle frame400is at least indicated. As can be seen fromFIGS.6and7, by means of the attachment points150the axle body110is to be fixed to the vehicle frame400in such manner that as viewed in a cross-section of the rigid axle100, the axle body110faces toward the vehicle frame400at an upper end112, and an axis of the axle body110forms the vertical axis113extending in the direction toward the upper end112, which axis intersects with the associated wheel axis121or121′. Furthermore, as viewed in the cross-section of the rigid axle100, the motor shafts131or131′ of the respective electric motors130,130′ and the wheel axes121,121′ offset from them form, in each case, an intersection point22or24on an offset line20. It is now provided that as viewed in the cross-section of the rigid axle100, the offset line20and the vertical axis113extend at an angle a relative to one another, whose vertex is at the intersection point22of the wheel axis121or121′ and the offset line20, where the size of the angle a has a value between 1 degree and 90 degrees, in particular between 30 and 40 degrees, for example approximately 35 degrees. As can be seen in particular fromFIGS.6and7, the offset transmission140or140′ can be orientated so that as viewed in the cross-section of the rigid axle100, in each case the wheel axis121,121′ is offset relative to the associated motor shaft131or131′ upward in the direction toward the upper end112of the axle body110and the associated motor shaft131,131′ is offset relative to the wheel axis121,121′ sideways, i.e. there is, as it were, a diagonal offset in which the offset line20extends diagonally or obliquely. InFIG.7, as an example, the structural advantage of such a diagonal offset is indicated. In the figure, the broken line600shows the position of the housing40and the broken line620shows the position of the actuator housing520with a vertical offset with which the offset line20lies on the vertical axis113. Thanks to the vertical offset, the respective motor shaft131or131′ is displaced sideways away from the vertical axis113. This results is a larger ground clearance, i.e. an increase of the distance between the underside of the rigid axle100relative to an underlying surface on which the vehicle is standing, as indicated for example by the distance X. At the same time there is an increase of the compression travel provided by the rigid axle100, which is indicated as an example by the distance Y. Moreover, by virtue of the diagonal offset relative to the vertical offset the actuator device510or510′ of the wheel brake500or500′, in particular the actuator housing520or520′, is brought to a position offset downward which, for example, relative to a horizontal line44perpendicular to the vertical axis113and intersecting with the wheel axis121or121′, is positioned at an angle b. The angle b can be chosen of a size such that the outer circumference of the actuator housing520or520′ is positioned under a tangent42to the housing component40or40′ that extends perpendicularly to the vertical axis113, in particular under or on the horizontal line44. The limit values themselves mentioned in the present description for the ranges, are in particular included in the range concerned. Also, the ranges mentioned include any individual value contained therein. In the present description, reference to a particular aspect or a particular embodiment or a particular design feature, means that a particular characteristic or a particular property which is described in combination with the aspect, embodiment or design feature concerned, is at least contained therein, but does not necessarily have to be present in every aspect, embodiment or design feature of the invention. It is expressly stated that any combination of the various characteristics and/or structures and/or properties which are described in relation to the invention are covered by the invention, unless this is expressly or clearly negated by the context. The use of individual or all the examples or an exemplary expression in the text should only shed light on the invention and does not constitute any limitation regarding the scope of the invention, unless otherwise stated. Furthermore, no expression or formulation in the description is to be understood as an element which is not being claimed but which is essential for the practical realization of the invention. INDEXES 1,1′ Drive input shaft2,2′ Drive output shaft3,3′ Rotation axis4,4′ Rotation axis10,10′ Gearset10.1,10.1′ Main gearwheel10.2,10.2′ Intermediate wheel10.3,10.3′ Intermediate wheel10.4,10.4′ Ring gear20Offset line22Intersection point24Intersection point40,40′ Housing component42Tangent44Horizontal line50,50′ Housing component100Rigid axle110Axle body111,111′ Longitudinal end112Upper end113Vertical axis120,120′ Wheel carrier121,121′ Wheel axis130,130′ Electric motor131,131′ Motor shaft140,140′ Offset transmission150Attachment point151,151′ Air-spring support152,152′ Air-spring support153Control arm fastening160,160′ Countershaft transmission170Center200Longitudinal axis220Transverse axis300Vehicle wheel400Vehicle frame420,420′ Shock-absorber440,440′ Air spring460,460′ Control arm500,500′ Wheel brake510,510′ Actuator device520,520′ Actuator housing530,530′ Brake caliper540,540′ Brake disk550Central axis600Broken line620Broken linea Angleb Anglex Distancey Distance | 15,118 |
11858343 | DETAILED DESCRIPTION OF THE ENABLING EMBODIMENTS Exemplary aspects of the lubricant supported electric motor assembly in accordance with the present disclosure will now be more fully described. Each of these example embodiments are provided so that this disclosure is thorough and fully conveys the scope of the inventive concepts, features and advantages to those skilled in the art. To this end, numerous specific details are set forth such as examples of specific components, devices and mechanisms associated with the lubricant supported electric motor assembly to provide a thorough understanding of each of the embodiments associated with the present disclosure. However, as will be apparent to those skilled in the art, not all specific details described herein need to be employed, the example embodiments may be embodied in many different forms, and thus should not be construed or interpreted to limit the scope of the disclosure. FIGS.1-25illustrate a lubricant supported electric motor assembly10in accordance with an aspect of the disclosure. As best illustrated inFIG.1, the lubricant supported electric motor assembly10is modular in design, and includes an electric motor module12, a shifting and first stage module14, and a final drive module16sequentially operably interconnected with one another for producing adjustable drive torque that is ultimately conducted to a wheel of a vehicle. As will be appreciated in view of the following more detailed disclosure, the modularity of the lubricant supported electric motor assembly10results in a design which allows for easy substitution of motor structures (as provided through the electric motor module12), first stage reduction structures (as provided through the shifting and first stage module14), and final reduction structures (as provided through the final drive module16). This modularity advantageously allows the lubricant supported electric motor assembly10to accurately match a powertrain requirement by choosing the correct modules from a library of module designs. For example, in a vehicular powertrain application with a restricted speed range requirement, such as a city delivery vehicle, the shifting and first stage module14may not require the two-speed shift capability that will be described in more detail below. In this case, a shifting and first stage module14without the two-speed shift mechanism can be used, resulting in reduced weight and cost. In another powertrain application with different power and torque requirements, a different motor may be used in the electric motor module12to optimally match the powertrain application. Thus, the lubricant supported electric motor assembly10provides manufacturing and design flexibility not afforded by the prior art wheel-end electric motor assemblies. As will be also be appreciated in view of the following more detailed description, as well as illustrated in the accompanying Figures, the modularity of the lubricant supported electric motor assembly10provides for ease of assembly, repair and replacement. More specifically, the electric motor module12, the shifting and first stage module14and the final drive module16can each be built as sub-assemblies and later integrated into or operably coupled with one another to build the lubricant supported electric motor assembly10. The various modules12,14,16may even be delivered separately, and assembled as needed, leading to more efficient assembly at an OEM. This modularity also furthers the ability for a flexible construction of a variety of wheel-end drives for different applications from the same manufacturing process. For example, replacement of the electric motor module12and the final drive module16with alternatively arranged modules instantly leads to a new device with different properties, and thus cheaper customization in terms of NRE and production. This modular structure of the lubricant supported electric motor assembly10also provides for easier servicing, repairability, replacement and refurbishment of the individual modules12,14,16for vehicles in the field. In other words, compared to traditional wheel-end drives, the modular structure provides better servicing with easier access to components. As best illustrated inFIGS.1-2, the electric motor module12includes a stator18extending concentrically around an axis A, and a rotor20extending concentrically along the axis A and movably (i.e, rotatably) disposed within the stator18to define a first gap21therebetween. The rotor20and the stator18of the electric motor module12produce drive torque in response to rotation of the rotor18, which is ultimately conducted to a wheel of a vehicle as will be described in more detail below. A lubricant22is disposed in the first gap21for presenting a first lubricant bearing surface/structure that supports the rotor20within the stator18, and provides continuous contact between these components. The lubricant22may therefore act as a buffer (e.g., suspension) between the stator18and the rotor20minimizing or preventing contact therebetween. In other words, the lubricant22is pressurized with the first gap21to support the rotor20, prevents direct contact between the stator18and rotor20and provides an electric motor module12which is robust to shock and vibration loading due to the presence of the lubricant22. The electric motor module12includes a motor support housing23extending along the axis A from a first motor housing end24to a second motor housing end26and which is disposed in surrounding relationship with the stator18and rotor20for housing and isolating the motor components from an environment of the lubricant supported electric motor assembly10. As best illustrated inFIG.3, in an arrangement, the stator18can be press-fit into the motor support housing22. However, other means of arranging the motor support housing23around the stator18and rotor20can be utilized without departing from the scope of the subject disclosure. As best illustrated inFIGS.3-5, the stator18is comprised of a stack of stator laminations which receive copper windings28passing therethrough. As further illustrated inFIGS.3-4, the stator18defines a plurality of cooling passages29extending axially through the stator18in circumferentially spaced relationship with one another. The plurality of cooling passages29are disposed in fluid communication with a lubricant supply, such as the same lubricant supply which communicates to the first gap21between the stator18and rotor20, for conducting lubricant/oil through the stator lamination stack and conducting heat away from, and thus cooling, the stator18. As will be described in more detail below, a lubricant/oil distribution manifold with a variable cross section can be utilized to supply an equal flow of lubricant to all of the plurality of cooling passages29. A similar circular manifold can also be used to conduct the lubricant away from the stator18to a lubricant return system (not expressly shown). These manifolds may be part of the overall motor support structure and may also serve to conduct lubricant to bearings, gears or hydraulic actuators of the lubricant supported electric motor assembly10. As best illustrated inFIG.6, the rotor20of the electric motor module12extends between a first rotor end30and a second rotor end32, and is preferably cylindrical shaped to present a outer rotor surface36and an inner rotor surface37, each of which extend in generally parallel and radially spaced relationship to the axis A. As best illustrated inFIGS.2and6-7, the inner rotor surface37of the rotor20defines an internal rotor cavity34. A series of magnets38extend circumferentially around the outer rotor surface36and are disposed in adjacent and facing relationship with the stator18. The magnets38can be glued to the outer rotor surface36or otherwise secured to the outer rotor surface36using mounting magnet retainers, or the like. As best illustrated inFIGS.1-2and6-7, a rotor plate40being generally circular in shape is secured to the first rotor end30of the rotor20to enclose the internal rotor cavity34at the first motor housing end24. The rotor plate40includes a spindle42extending axially away from the internal rotor cavity34in aligned relationship about the axis A. The rotor20is preferably comprised of a very thin structure, and thus when the rotor plate40is secured to the first rotor end30, the resulting rotor structure20resembles a small paint can in both size and shape. As best illustrated inFIGS.1-2and7, a motor housing cover44is secured to the first housing end24of the motor support housing23and is disposed adjacent the first rotor end30of the rotor20as well as the rotor plate40. The motor housing cover44includes a motor bearing46disposed in aligned relationship with the axis A for receiving the spindle42of the rotor plate46and mechanically rotatably supporting the rotor20relative to the motor housing cover44. In a preferred arrangement, the motor bearing46includes rolling elements or plain wheel bearing support, however other bearings could be utilized without departing from the scope of the subject disclosure. As will be described in more detail immediately below, the spindle42of the rotor plate40in combination with the motor bearing46facilitates an operable connection between the electric motor module12and the shifting and first stage module14, which are sequentially operably connected to one another. This operable connection may be stiff in torsion and radial displacement or may have defined compliances in torsion and radial displacement, the compliances of which may help control NVH or other vibration problems for the lubricant supported electric motor assembly10. In an embodiment, the motor support housing22of the electric motor module12may also house mounting locations and wiring channels for the motor's sensors. These include, but are not limited to, motor winding temperature, motor coolant temperature, motor angular position, system vibration level, shift actuator position and hydraulic system pressure(s). As best illustrated inFIG.1, the shifting and first stage module14is assembled into and disposed within the internal rotor cavity34and includes a first planetary gear reducer assembly62operably connected with the rotor20for rotation therewith. As best illustrated inFIGS.8-9, the shifting and first stage module14includes a gear housing48extending from a first gear housing end50to a second gear housing end52to define an internal gear cavity54and present a radially outer gear housing surface56extending between the first and second gear housing ends52,54. As best illustrated inFIG.1, the gear housing48is inserted into and placed inside of the internal rotor cavity34to dispose the first gear housing end50in adjacent relationship with the rotor plate46as well as the first rotor end30and the second gear housing end52in abutting and secured relationship with the second housing end26of the motor support housing22. The second gear housing end52of the shifting and first stage module14encloses an open portion of the internal motor cavity34of the electric motor module12disposed adjacent the second housing end26of the motor support housing22, to result in a structure comprised of both the electric motor module12and the shifting and first stage module14. Additionally, as best illustrated inFIG.1, in this nested or combined relationship, the outer gear housing surface56extends along an inner rotor surface37of the rotor20and presents a second lubricant bearing surface/structure for rotatably supporting the rotor20relative to the stator18. Put another way, the outer gear housing56is disposed in slightly spaced relationship with the inner rotor surface37of the rotor20to define a second gap58and the lubricant22is also disposed in and pressurized within this second gap58to provide auxiliary or additional lubricant support of the rotor20relative to the stator18. As illustrated inFIG.1, this second gap58can taper radially outward from the second gear housing end52to the first gear housing end50such that during operation this taper pushes the lubricant22towards the right portion of the modules12,14(i.e., towards the first motor housing end24and the first gear housing end50) and into various lubricant cavities defined by the motor support housing22. Further, the gear housing48defines an annular shoulder60extending radially outwardly form the outer gear housing surface56adjacent the second gear housing end52, and which is disposed in abutting relationship with the second rotor end32of the rotor18for ensuring correct axial placement of the first planetary gear reducer assembly62and the rotor20relative to one another and preventing lubricant from escaping the second gap58adjacent this rotor20/shoulder60interface. As best illustrated inFIGS.1and8, the first planetary gear reducer assembly62is disposed inside of the internal gear cavity54adjacent the first gear housing end50, and is operably interconnected to the rotor plate46for being driven in response to rotation of the rotor plate46about the axis A by the rotor20, thus establishing the operable connection between the first planetary gear reducer assembly62and the rotor20. In an arrangement, the first planetary gear reducer assembly62is sun driven and includes a first sun gear64rotatably aligned along the axis A in abutting and operably interconnected relationship with the rotor plate46, preferably in opposing relationship with the spindle42. As further illustrated inFIGS.8and17, the first planetary gear reducer assembly62includes a first planet carrier65rotatably supporting a plurality of first planet gears66arranged radially outwardly of and operably connected to the first sun gear64, and a first ring gear67is arranged concentrically around and operably connected to the first planet gears66for rotation about the axis A in response to rotation of the first sun gear64. Although described as being sun driven, the first planetary gear reducer assembly62could also be planet carrier driven without departing from the scope of the subject disclosure. Support for components of the first planetary gear reducer assembly62may be provided by self-centering gears, rolling element bearings (as shown) or plain bearings. As further illustrated inFIGS.1,8-9and14, the shifting and first stage module14also includes an output gear68rotatably aligned along the axis A and disposed adjacent the first sun gear64. Similar to the planetary gear components, support for the output gear68may be provided by self-centering gears, rolling element bearings (as shown) or plain bearings. As will be described in more detail immediately below, the shifting and first stage module14includes a shifting mechanism70for selectively coupling the output gear68with the first planetary gear reducer assembly62and establishing selective rotation therewith. As will be described in more detail below, the shifting mechanism70effectuates the transferring of adjustable torque to the final drive module16(which as described previously is operably connected sequentially or downstream from the shifting and first stage module14). As further illustrated inFIGS.1,8-9and14, the gear housing48defines a output shaft channel72extending along the axis A from the second gear housing end52to the output gear68. The gear housing48also houses or supports a output shaft bearing74disposed radially outside of the output shaft channel72next adjacent the output gear68. The output shaft channel72and the output shaft bearing74receive and rotatably support an output shaft76(See e.g.,FIGS.1and14) that is operably connected to the output gear68and extends along the axis A from the output gear68and axially out of or away from the second gear housing end52of the gear housing48for ultimately establishing the operable connection between the shifting and first stage module14to the final drive module16. As best illustrated inFIG.1, the final drive module16is disposed adjacent the second gear housing end52of the shifting and first stage module14as well as the second motor housing end26of the electric motor module12, and includes a second planetary gear reducer assembly78operably coupled with the output gear68. As will be described in more detail below, the second planetary gear reducer assembly78of the final drive module16transfers torque received from the shifting and first stage module14to a wheel of the vehicle. As best illustrated inFIGS.1and19, the second planetary gear reducer assembly78includes a second sun gear80rotatably aligned along the axis A in operably interconnected relationship with the output shaft76for rotatably coupling the second sun gear80with the output gear68of the shifting and first stage module14and establishing the operable connection therewith. As further illustrated inFIGS.1and19-23, the second planetary gear reducer assembly78also includes a plurality of second planet gears82arranged radially outwardly of and operably connected to the second sun gear80, and a second ring gear84is arranged concentrically around and operably connected to the second planet gears82. A planet carrier86rotatably supports the second planet gears82and is rotatable about the axis A in response to rotation of the second sun gear80. Support for components of the second planetary gear reducer assembly78is provided by a plurality of wheel bearings88, but may be provide by other types of bearings without departing from the scope of the subject disclosure. As further illustrated inFIGS.1and19-24, the planet carrier86includes a wheel flange shaft90extending along the axis A, and a wheel flange92is coupled to the wheel flange shaft90for rotation commensurate with rotation of the planet carrier86. The wheel flange92ultimately is coupled with a wheel hub for transferring torque directly from the final drive module16to the vehicle's wheel. Put another way, the wheel flange shaft90and the wheel flange92establish a direct coupling of the lubricant supported electric motor assembly10to a wheel of a vehicle to place the lubricant supported electric motor assembly10in an in-wheel or on-wheel arrangement. As previously mentioned, the shifting and first stage module14includes a shifting mechanism70for selectively coupling the output gear68with the first planetary gear reducer assembly62and transferring adjustable torque to the final drive module16. In a preferred arrangement, this shifting mechanism70includes at least one slider clutch100,102which is rotatable with and axially slideable relative to the output gear68from a neutral position wherein the at least slider clutch100,102is disposed in spaced and non-engaged relationship with the first planetary gear reducer assembly62to an engaged position wherein the at least one slider clutch100,102is moved axially towards and into selectively coupled relationship with said first planetary gear reducer assembly62to establish the selective coupling between said first planetary gear reducer assembly62and the output gear68. Although the shifting mechanism70will be described in relation to a slider clutch, the shifting mechanism70could also take a number of different forms, such alternatively wet or dry plate clutches, conical synchronizers, or the like, to achieve the plurality of different functions (such as the high gear condition/function illustrated inFIG.15A, the low gear condition/function illustrated inFIG.15B, the neutral condition/function illustrated inFIG.15C, and the park condition/function illustrated inFIG.15D) for the lubricant supported electric motor assembly10. Each of these functions will be explained below in association with a more detailed description of the slider clutches in the preferred embodiment of the shifting mechanism70. As best illustrated inFIGS.1and8, the first sun gear64of the first planetary gear reducer assembly62includes an annular sun gear flange94extending radially from the first sun gear64and disposed adjacent the output gear68. The sun gear flange94is rotatable in conjunction with the first sun gear64, and supported by a flange bearing96presented on the output gear68and aligned about the axis A. As further illustrated inFIGS.1and8, the first ring gear67includes a concentric ring gear flange98extending axially from the first ring gear67towards the second gear housing end52in concentric and radially spaced relationship with the axis A. Similar to the sun gear flange94, the ring gear flange98is also rotatable about the axis A in conjunction with the first ring gear67. The shifting mechanism70preferably includes a plurality of slider clutches100,102for establishing the multiple functions (i.e., high gear, low gear, park and neutral) of the lubricant supported electric motor assembly10. In this preferred arrangement, and as best illustrated inFIGS.1,8-9and14, the plurality of slider clutches100,102of the shifting mechanism70includes a high speed slider clutch100and a low speed slider clutch102concentrically and slideably arranged relative to one another, and collectively secured to the output gear68for rotation therewith. More specifically, the high speed slider clutch100is concentrically and slideably received along an outer sliding gear surface101of the output gear68for axially sliding from the neutral position (as shown inFIG.15C, and in which no rotational torque is transferred from the first planetary gear reducer assembly62to the output gear68) to the respective engaged position (as shown inFIG.15A). The low speed slider clutch102is also concentrically and slideably received along an outer sliding clutch surface103of the high speed slider clutch100for axially sliding from the neutral position (as shown inFIG.15C) to the respective engaged position (as shown inFIG.15B). To accomplish this arrangement, each of the low and high speed slider clutches100,102are cylindrical or sleeve shaped, with the low speed slider clutch102having a larger diameter than a smaller diameter of the high speed slider clutch100. As will be described in more detail below, each of the high and low speed slider clutches100,102are individually actuatable to establish selective coupling between the output gear68and the first planetary gear assembly62and transfer adjustable torque from the shifting and first stage module14to the final drive module16. For example, (1) in one instance the low and high speed slider clutches100,102slide in unison relative to the output gear68towards the first gear housing end50(SeeFIG.15D), (2) in another instance only the high speed slider clutch100slides along the outer sliding gear surface101of the output gear68towards the first gear housing end50, while the low speed slider clutch102remains in a non-actuated position (SeeFIG.15A) or (3) in yet another instance only the low speed slider clutch102slides along the outer sliding clutch surface103of the high speed slider clutch100, while the high speed slider clutch100remains in a non-actuated position (SeeFIG.15B). After actuation, the high and low speed slider clutches100,102retract towards the second gear housing end52, sliding along their respective sliding surfaces101,103to return to the neutral, non-actuated position (as shown inFIG.15C). More specifically,FIGS.1,8and15Cillustrate an arrangement in which both the high and low speed slider clutches100,102are disposed in their neutral, non-actuated positions, and thus each are disposed in spaced and non-engaging relationship with the sun gear flange94and the ring gear flange98. In this neutral, non-actuated position for both of the low and high speed slider clutches100,102, an operable connection is not present between the first planetary gear reducer assembly62and the output gear68, and thus no torque is transferred between these components. As such, the high and low speed slider clutches100,102achieve the neutral function for the lubricant supported electric motor assembly10in this position, namely because there is no connection between the first planetary gear reducer assembly62and the second planetary gear reducer assembly78. As best illustrated inFIG.15A, when only the high speed slider clutch100is actuated and slides along the outer sliding gear surface101of the output gear68from the neutral position (shown inFIG.15C) to its respective engaged position (shown inFIG.15A), the high speed slider clutch100moves into overlaying and operably interconnected relationship with the sun gear flange94, such that rotation of the first sun gear64drives corresponding rotation of the high speed slider clutch100as well as the output gear68to which the high speed slider clutch100is operably connected. In this arrangement, the high speed slider clutch100establishes a high gear for the lubricant supported electric motor assembly10, namely because the second stage gear reducer assembly78is operably connected to the first sun gear64. As best illustrated inFIG.15B, when the high speed slider clutch100is retracted to the neutral position, and only the low speed slider clutch102is actuated to axially slide from the neutral position (shown inFIG.15C) to its respective engaged position (as inFIG.15B), the low speed slider clutch102moves into abutting and operably interconnected relationship with the ring gear flange98. As a result, rotation of the first ring gear67drives corresponding rotation of the low speed slider clutch102as well as the output gear68to which the low speed slider clutch102is operably connected via the high speed slider clutch100(i.e., because the output gear68, the high speed slider clutch100, and the low speed slider clutch102are concentrically arranged on another to simultaneously rotate in unison about the axis A). In this arrangement, the low speed slider clutch102establishes a low gear for the lubricant supported electric motor, namely because the secondary gear reducer assembly78is operably connected to the first stage ring gear98. As best illustrated inFIG.15D, when both the low and high speed slider clutches100,102are actuated and moved into respective engaged conditions and respectively into operable connection with the ring gear flange98and the sun gear flange94, this establishes an operable connection of the second planetary gear reducer assembly78to both the first stage ring gear98as well as the first stage sun gear64, which locks the output gear68due to the action of the first stage planet gears66. In other words, actuating both the low and high speed slider clutches100,102creates a locked condition for the lubricant supported electric motor assembly10, because the first stage ring and sun gears64,68are locked up, to establish the park gear function. As best illustrated inFIGS.1and8-15, the shifting and first stage module14includes a plurality of actuators104,106arranged about the second gear housing end52of the gear housing48in circumferentially spaced relationship to one another for each actuating the low and high speed slider clutches100,102in accordance with the operational principles described above. In a preferred arrangement, the plurality of actuators104,106include at least one low speed actuator104operably connected to the low speed slider clutch100and at least one high speed actuator106operably connected to the high speed slider clutch102. In a more preferred arrangement, the at least one low speed actuator104includes a pair of low speed actuators104disposed in diametrically opposed relationship to one another and each operably connected to the low speed slider clutch100, and the at least one high speed actuator106includes a pair of high speed actuators106disposed in diametrically opposed relationship to one another and each operably connected to the high speed slider clutch102. Arrangement of the pairs of low and high speed actuators104,106in diametrically opposed relationship balances actuation of the respective slider clutch100,102to achieve a balanced or even sliding movement—i.e., an actuation force is also applied to diametrically opposite portions of the respective slider clutch100,102as opposed to an actuation force only applied in one location, resulting in more balanced movement of the clutches100,102. As best illustrated inFIG.10, the second gear housing end52of the gear housing48defines a plurality of actuator channels108for receiving the at least one low and high speed actuator104,106. As further illustrated inFIGS.1and8-14, each of the at least one low and high speed actuators104,106are comprised of a piston110which is slideably received in the actuator channel108, and a biasing member112, such as a Belleville spring, or the like, for biasing the piston110towards the second gear housing end52and into their neutral positions. The second gear housing end52defines a plurality of fluid passageways114each disposed in fluid communication with a respective one of the actuator channels108for selectively delivering hydraulic fluid or lubricant, and the associated pressure, to the actuator channels108to overcome the bias of the biasing member112and drive the pistons110towards the first gear housing end52and the clutches100,102into their respective engaged positions. Movement of the piston110associated with the at least one low speed actuator100results in actuation of the respective low speed slider clutch100and movement of the piston110associated with the at least one high speed actuator102results in actuation of the high speed slider clutch102. When the pressure associated with the hydraulic fluid or lubricant is released from the actuator channels108, the biasing member112moves the pistons110back towards the first gear housing end50, which correspondingly pulls the respective low or high speed slider clutch100,102back to its neutral position. As best illustrated inFIG.16, the second gear housing end52includes an lubricant/oil distribution plate manifold116which defines a plurality of fluid channels118each disposed in fluid communication with a respective one of the fluid channels118for selectively delivering hydraulic fluid or lubricant22to the actuator channels108associated with the at least one low speed actuator104and/or the at least one high speed actuator106. As previously discussed, the outer gear housing surface56of the gear housing48presents a second lubricant bearing surface/structure for rotatably supporting the rotor20relative to the stator18. As further illustrated inFIG.16, a portion of the outer gear housing surface56defines a plurality of lubricant supply holes120disposed in circumferentially spaced relationship to one another and in fluid communication with the second gap58for delivering lubricant to the second gap58to provide auxiliary or additional lubricant support of the rotor20relative to the stator18. As best illustrated inFIG.12, a restrictor plate122is disposed inside the gear housing48adjacent the second gear housing end52. The restrictor plate122defines a plurality of restrictor channels124, preferably rectangular or slotted in shape, for channeling and establishing restriction of the lubricant to the lubricant supply holes120and thus to the second gap58disposed along the second lubricant bearing/surface structure. As further illustrated inFIG.16, the lubricant distribution plate manifold116also defines a lubricant supply channel126disposed in fluid communication with the restrictor channels124of the restrictor plate122for controlling the supply of lubricant thereto. As illustrated inFIGS.1and26-27, the lubricant supported electric motor assembly10includes a knuckle mounting structure128which performs a number of functions including (a) holding and supporting the electric motor module12and the shifting and first stage module14, (b) connecting the lubricant supported electric motor assembly10to a beam axle, (c) holding the final drive module16and the related wheel bearings88(See, e.g.,FIG.1), (d) holding a brake and parking brake, and (e) allowing oil supply connections, electric connections and parking brake cable connections. For example, as best illustrated inFIGS.26and27, the knuckle mounting structure128defines a plurality of pick-up points130for a brake caliper, and a plurality of through-holes132for allowing the knuckle mounting structure to be bolted to the axle. The lubricant supported electric motor assembly10also deeply integrates the wheel end functions and the powertrain functions via this “multifunctional knuckle” structure128. The lubricant supported electric motor assembly10described above provides a unique approach to achieving minimum weight and minimum package for use in a wheel-end drive application using a surface mounted permanent magnet motor with a distributed wave winding in conjunction with a two-speed drive system that produces high output (approximately 100 HP and 2000 ft lbs of torque), albeit with a motor support housing approximately the size of a gallon of milk. In other words, a very compact electric motor structure (SMPM with distributed wave winding, or another design with similar packaging properties) is combined with a 2-speed compact gearing to provide a wheel-end electric drive motor with smaller package size and light weight, but better torque and power density. As appreciated in view of the above disclosure, part of the drive system housed by the shifting and first stage module14is housed inside the electric motor module12in an internal rotor cavity34defined by the rotor20. Integration is made possible by the plain bearings or other forms of a very compact and low drag high diameter bearings. Note that in the lubricant supported electric motor assembly10described above, the torque-transmitting structures and the vehicle weight-bearing structures are combined to share capabilities. This results in shorter force paths for loads and torques, which minimizes weight and package space requirements. The foregoing description of the embodiments has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure. Individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but, where applicable, are interchangeable and can be used in a selected embodiment, even if not specifically shown or described. The same may also be varied in many ways. Such variations are not regarded as a departure from the disclosure, and all such modifications are intended to be included within the scope of the disclosure. | 34,433 |
11858344 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Vehicles according to preferred embodiments of the present invention will be hereinafter explained in detail with reference to attached drawings.FIG.1is a perspective view of a vehicle1according to the present preferred embodiment. The vehicle1according to the present preferred embodiment is, for example, a so-called ROV that is suitable for traveling on rough terrain. As shown inFIG.1, the vehicle1includes a vehicle body2and a plurality of wheels3. The vehicle1includes, for example, four wheels. More specifically, the vehicle1preferably includes two front wheels and two rear wheels, for example. It should be noted that the number of wheels is not limited to four and may be greater than four. The vehicle body2includes a prime mover4and seats5L and5R. The prime mover4is disposed behind the seats5R and5L. The seats5R and5L are preferably seats disposed in a side-by-side arrangement, for example, and include a right seat5R and a left seat5L. A steering wheel6is disposed in front of the left seat5L. A roll cage7is disposed above the seats5R and5L. The roll cage7includes right and left roll cages7R and7L. The left roll cage7L extends from a position forward of the left seat5L to a position rearward of the left seat5L through a position above the left seat5L. The right roll cage7R extends from a position forward of the right seat5R to a position rearward of the right seat5R through a position above the right seat5R. It should be noted that the steering wheel6may be disposed in front of the right seat5R. The roll cage7may be disposed to extend in a right-and-left direction of the vehicle body2. FIG.2is a block diagram showing a drive train and a control system of the vehicle1. As shown inFIG.2, the vehicle1includes the prime mover4and a power train8. In the present preferred embodiment, the prime mover4is an engine (for example, an internal combustion engine). The prime mover4includes a throttle valve41, a fuel injection valve42and an ignition unit43. An accelerator44is coupled to the throttle valve41. The accelerator44is operated by a driver. The accelerator44may be an accelerator pedal. The opening degree of the throttle valve41(hereinafter referred to as “throttle opening degree”) is changed in response to operating the accelerator44. Therefore, the throttle opening degree is changed in accordance with the operating amount of the accelerator44(hereinafter referred to as “accelerator operating amount”). The fuel injection valve42injects fuel into the prime mover4, and the amount of fuel to be injected is set in accordance with the accelerator operating amount or so forth. The ignition unit43causes spark discharge inside the prime mover4at predetermined ignition timing within an engine cycle, such that a mixed gas of fuel and air is ignited. The power train8transmits a driving force from the prime mover4to the wheels3.FIG.3is a schematic diagram of a structure of the power train8. As shown inFIG.3, the power train8includes a clutch9, a transmission10, a propeller shaft12, a first differential gear13, a first axle14, a second differential gear15and a second axle16. The clutch9is connected to a crankshaft47of the prime mover4. The transmission10is connected to the clutch9and the propeller shaft12. The propeller shaft12extends in a vehicle back-and-forth direction. The propeller shaft12is connected to the first axle14through the first differential gear13. The first axle14extends in the right-and-left direction and is connected to the right and left wheels3. Additionally, the propeller shaft12is connected to the second axle16through the second differential gear15. The second axle16extends in the right-and-left direction and is connected to the right and left wheels3. It should be noted that the first axle14may be connected to the front wheels, whereas the second axle16may be connected to the rear wheels. Alternatively, the first axle14may be connected to the rear wheels, whereas the second axle16may be connected to the front wheels. The clutch9is disposed in a driving force transmission path of the power train8. The clutch9is, for example, a friction clutch. As shown inFIG.2, the clutch9includes a drive member91and a driven member92. The drive member91is connected to the crankshaft47of the prime mover4. The driven member92is connected to the transmission10. The drive member91and the driven member92are movable so as to approach toward and separate from each other. The drive member91and the driven member92are, for instance, clutch plates. It should be noted that each of the drive member91and the driven member92may have a different shape from a plate shape. Rotation of the crankshaft47of the prime mover4is transmitted to the drive member91. A reduction gear may be provided between the crankshaft47and the drive member91. The clutch9is able to be set in a disengaged state, an engaged state and a half-engaged state. In the disengaged state, the drive member91and the driven member92are separated from each other, such that a torque is not transmitted therebetween. In the engaged state, the drive member91and the driven member92are engaged with each other without sliding against each other, such that a torque is transmitted therebetween. The half-engaged state is an intermediate state between the engaged state and the disengaged state. In the half-engaged state, the drive member91and the driven member92make contact with each other while sliding against each other (sliding contact), such that a portion of the torque is transmitted therebetween. The transmission10is disposed in the driving force transmission path of the power train8. The transmission10includes a primary transmission17and a subsidiary transmission18. The primary transmission17includes a plurality of shift gears. The plurality of shift gears are able to be disposed in a plurality of gear positions. The plurality of gear positions include at least one forward gear position, at least one reverse gear position and a neutral position. Additionally, the plurality of shift gears include a plurality of gear positions having different gear ratios. The primary transmission17includes a shift member31. The shift member31may be, for instance, a shift cam, a shift fork or so forth. One of the plural shift gears to be engaged is changed by displacement of the shift member31, such that one of the gear positions of the primary transmission17is selected. The primary transmission17outputs rotation transmitted to an input shaft11of the transmission10from the clutch9after converting the rotation in accordance with the gear ratio and rotational direction corresponding to one selected from the gear positions of the primary transmission17. The subsidiary transmission18is connected to the primary transmission17through a transmission shaft19. As shown inFIG.3, the subsidiary transmission18includes high and low gears18H and18L having gear ratios that are different from each other. The subsidiary transmission18is able to select either the high gear18H or the low gear18L as the gear position thereof. As shown inFIG.2, the subsidiary transmission18includes a shift member32. The shift member32may be, for instance, a shift cam or a shift fork. The gear position of the subsidiary transmission18is able to be selected from the high gear18H and the low gear18L by shifting the shift member32. The subsidiary transmission18is connected to the propeller shaft12. The subsidiary transmission18outputs rotation, transmitted thereto from the primary transmission17, to the propeller shaft12after converting the rotation in accordance with the gear ratio corresponding to one selected from the gear positions of the subsidiary transmission18. The first differential gear13transmits the rotation of the propeller shaft12to the first axle14. As shown inFIG.3, the first axle14includes a right axle14R and a left axle14L. The first differential gear13is switched among an unlocked state, a locked state and a neutral state. In the unlocked state, the first differential gear13allows a difference in the rotational velocity between the right axle14R and the left axle14L in accordance with a difference in the load between the right axle14R and the left axle14L, and transmits the rotation of the propeller shaft12to the right and left axles14R and14L. In the locked state, the first differential gear13prevents a difference in the rotational velocity between the right wheel3and the left wheel3. In short, in the locked state, the first differential gear13transmits the rotation of the propeller shaft12to the right and left axles14R and14L such that the right and left axles14R and14L are rotated at the same rotational velocity. The right and left axles14R and14L are rotated, such that the right and left wheels3are rotated. In the neutral state, the first differential gear13decouples the propeller shaft12and the right and left axles14R and14L. Therefore, in the neutral state of the first differential gear13, the rotation of the propeller shaft12is not transmitted to the right and left axles14R and14L, such that the right and left axles14R and14L are able to idle with respect to the propeller shaft12. FIG.4is a cross-sectional view of the first differential gear13. As shown inFIG.4, the first differential gear13includes a drive pinion gear51, a ring gear52, a differential pinion shaft53, a differential pinion gear54, a right side gear55, a left side gear56and a differential case57. The drive pinion gear51is coupled to the propeller shaft12. The ring gear52is meshed with the drive pinion gear51. The differential pinion shaft53is rotated together with the ring gear52. The differential pinion gear54is rotated about the rotational center of the right and left axles14R and14L together with the differential pinion shaft53. Additionally, the differential pinion gear54is rotated about the axis of the differential pinion shaft53with respect to the differential pinion shaft53. The right and left side gears55and56are meshed with the differential pinion gear54. The differential case57accommodates the differential pinion gear54and the differential pinion shaft53. The differential case57is coupled to the ring gear52, and is rotated together with the ring gear52. The first differential gear13includes a differential lock58, a right output shaft59and a left output shaft60. The right output shaft59is coupled to the right axle14R. The left output shaft60is coupled to the left axle14L. The differential lock58switches the first differential gear13between the locked state and the unlocked state. The differential lock58includes a shift member61, a first meshing portion62and a second meshing portion63. The shift member61is movable with respect to the right output shaft59in the axial direction of the right output shaft59. The first meshing portion62is provided on the right side gear55. The second meshing portion63is provided on the differential case57. The first differential gear13is switched among the neutral state, the unlocked state and the locked state in conjunction with movement of the shift member61in the axial direction of the right output shaft59. As shown inFIG.5A, when the shift member61is meshed with the first meshing portion62, the right output shaft59is fixed to the right side gear55. It should be noted that in conjunction with rotation of the differential pinion gear54about the axis of the differential pinion shaft53, the right and left side gears55and56are rotatable at rotational velocities different from each other. Accordingly, the first differential gear13is set in the unlocked state. As shown inFIG.5B, when the shift member61is meshed with the first and second meshing portions62and63, the right and left side gears55and56are coupled through the differential case57. Accordingly, relative rotation of the right and left side gears55and56is prevented, such that the first differential gear13is set in the locked state. It should be noted that as shown inFIG.4, when the shift member61is not meshed with both the first meshing portion62and the second meshing portion63, the right output shaft59becomes rotatable with respect to the right side gear55, and the left output shaft60becomes rotatable with respect to the left side gear56. Accordingly, the first differential gear13is set in the neutral state. In the neutral state, the right and left output shafts59and60are able to idle with respect to the ring gear52. The second differential gear15preferably has a similar configuration to the first differential gear13. The second differential gear15transmits rotation of the propeller shaft12to right and left axles16R and16L. The right and left axles16R and16L are rotated, such that the right and left wheels3are rotated. It should be noted that the second differential gear15may not include the differential lock58. In other words, the second differential gear15may be always in the unlocked state. As shown inFIG.2, the vehicle1includes a controller20. The controller20includes a computer such as a CPU and memories such as an RAM and an ROM. The controller20is programmed or configured to control the prime mover4, the clutch9, the transmission10and the front and rear differential gears13and15. The vehicle1includes a throttle opening degree sensor45and a crank sensor46. The throttle opening degree sensor45detects the throttle opening degree of the prime mover4. A signal indicating the throttle opening degree is inputted into the controller20. The crank sensor46is a sensor that detects rotation of the crankshaft47of the prime mover4. A signal indicating rotation of the crankshaft47is inputted into the controller20. The crank sensor46is a magnetic sensor, for instance, and detects rotation of a magnet that rotates together with the crankshaft47. The controller20may be programmed or configured to calculate an engine rotational speed from the rotational velocity of the crankshaft47detected by the crank sensor46. The engine rotational speed corresponds to an input-side rotational velocity of the clutch9. Therefore, the crank sensor46detects the input-side rotational velocity of the clutch9. The clutch9includes a clutch actuator93. The controller20controls the clutch actuator93. The clutch actuator93makes the drive member91and the driven member92in the clutch9approach to and separate from each other. The clutch actuator93strengthens or weakens a pressing force acting between the drive member91and the driven member92, while the drive member91and the driven member92make contact with each other. Accordingly, the drive member91and the driven member92make frictional contact with each other, and a torque to be transmitted therebetween increases or decreases. By controlling the clutch actuator93, the state of the clutch9is able to be changed among the disengaged state, the half-engaged state and the engaged state, and the pressing force acting between the drive member91and the driven member92is able to be changed in the half-engaged state. The clutch actuator93may be an electric actuator, for example. Alternatively, the clutch actuator93may be a hydraulic actuator. The clutch actuator93is provided with a clutch actuator sensor94. The clutch actuator sensor94detects the position of an actuating element of the clutch actuator93. The position of the actuating element of the clutch actuator93corresponds to a distance between the drive member91and the driven member92in the clutch9. When the drive member91and the driven member92make contact with each other, the distance corresponds to the pressing force acting between the drive member91and the driven member92. The controller20drives the clutch actuator93based on an output signal from the clutch actuator sensor94, such that the pressing force in the clutch9, in other words, an engaging force is controlled. The primary transmission17includes a gear shift actuator33. The gear shift actuator33actuates the shift member31, such that the gear position of the primary transmission17is changed. The controller20executes gear shifting of the primary transmission17by controlling the gear shift actuator33. The gear shift actuator33may be an electric actuator, for example. Alternatively, the gear shift actuator33may be a hydraulic actuator. The primary transmission17is provided with a shift gear position sensor34. The shift gear position sensor34detects the gear position of the primary transmission17. An output signal from the shift gear position sensor34is inputted into the controller20. The shift gear position sensor34may be a sensor that detects the position of the shift member31. The subsidiary transmission18includes a high/low shift actuator35. The high/low shift actuator35actuates the shift member32, such that the gear position of the subsidiary transmission18is changed. The controller20changes the gear position of the subsidiary transmission18by controlling the high/low shift actuator35. The high/low shift actuator35may be an electric actuator, for example. Alternatively, the high/low shift actuator35may be a hydraulic actuator. The subsidiary transmission18is provided with a high/low gear position sensor36. The high/low gear position sensor36detects the gear position of the subsidiary transmission18. An output signal from the high/low gear position sensor36is inputted into the controller20. The high/low gear position sensor36may be a sensor that detects the position of the shift member32. The power train8includes a vehicle velocity sensor37that detects the velocity of the vehicle. An output signal from the vehicle velocity sensor37is inputted into the controller20. The vehicle velocity sensor37detects the rotational velocity of the wheels3. For example, the vehicle velocity sensor37may be a sensor that detects the rotational velocity of the propeller shaft12. The rotational velocity of the propeller shaft12is proportional to that of the wheels3. Hence, the rotational velocity of the wheels3is able to be detected by detecting the rotational velocity of the propeller shaft12. Correspondence is established between the rotational velocity of the propeller shaft12and the output-side rotational velocity of the clutch9based on the shift gear ratio in the transmission10. Therefore, the vehicle velocity sensor37detects the output-side rotational velocity of the clutch9. The vehicle velocity sensor37is a magnetic sensor, for instance, and detects the rotation of a magnet that rotates together with the propeller shaft12. The controller20may be programmed or configured to calculate the vehicle velocity from the rotational velocity of the propeller shaft12detected by the vehicle velocity sensor37. Alternatively, the vehicle velocity sensor37may be a type of sensor other than the magnetic sensor. The first differential gear13includes a differential actuator38. The differential actuator38actuates the shift member61. The controller20switches the first differential gear13among the locked state, the unlocked state and the neutral state by controlling the differential actuator38. The differential actuator38may be an electric actuator, for example. Alternatively, the differential actuator38may be a hydraulic actuator. The first differential gear13includes a differential position sensor39. The differential position sensor39detects the position of the shift member61. The position of the shift member61indicates the state of the first differential gear13. An output signal, indicating the position of the shift member61, is inputted into the controller20. As shown inFIG.2, the vehicle1includes a drive switch23, a reverse switch24and a neutral switch25. The drive switch23is a switch to be operated by the driver in order to select at least one forward gear position of the transmission10. When the drive switch23is operated, the controller20changes the gear position of the transmission10into the forward position by controlling the clutch actuator93and the gear shift actuator33. The reverse switch24is a switch to be operated by the driver in order to select at least one reverse gear position of the transmission10. When the reverse switch24is operated, the controller20changes the gear position of the transmission10into the reverse position by controlling the clutch actuator93and the gear shift actuator33. The neutral switch25is a switch to be operated by the driver in order to select a neutral state of the transmission10. When the neutral switch25is operated, the controller20changes the gear position of the transmission10into the neutral position by controlling the clutch actuator93and the gear shift actuator33. It should be noted that the drive switch23, the reverse switch24and the neutral switch25may be provided on a shift lever. Alternatively, the drive switch23, the reverse switch24and the neutral switch25may be switches provided separately from each other. The vehicle1includes a shift-up switch21and a shift-down switch22. The shift-up switch21is a switch to be operated by the driver in order to change the gear position (gear stage) of the transmission10to a high speed side by one stage. The shift-down switch22is a switch to be operated by the driver in order to change the gear position (gear stage) of the transmission10to a low speed side by one stage. The shift-up switch21is connected to a first shift operator26. The shift-down switch22is connected to a second shift operator27. The first and second shift operators26and27may be paddles disposed near, adjacent, or on the steering wheel6. When the first shift operator26is operated, an output signal from the shift-up switch21is inputted into the controller20. When the second shift operator27is operated, an output signal from the shift-down switch22is inputted into the controller20. The controller20executes a gear shift action by driving the clutch actuator93and the gear shift actuator33in response to inputs from the shift switches21and22, such that the gear position (gear stage) is changed among a plurality of forward gear positions. The vehicle1includes a brake switch28. The brake switch28is a switch to be operated by the driver in order to actuate a brake device (not shown in the drawings). The vehicle1is decelerated in conjunction with actuation of the brake. The brake switch28is connected to a brake operator29. The brake operator29may be, for instance, a brake pedal. The vehicle1includes a high/low gear selecting switch64. The high/low gear selecting switch64is a switch to be operated by the driver in order to select the gear position of the subsidiary transmission18. The controller20switches the gear position of the subsidiary transmission18between the high gear18H and the low gear18L by controlling the high/low shift actuator35in response to an output signal from the high/low gear selecting switch64. The vehicle1includes a differential selecting switch65. The differential selecting switch65is a switch to be operated by the driver in order to select the state of the first differential gear13. The controller20switches the state of the first differential gear13among the locked state, the unlocked state and the neutral state by controlling the differential actuator38in response to an output signal from the differential selecting switch65. It should be noted that the state of the first differential gear13may be automatically switched by the controller20without being switched by operating the differential selecting switch65. Next, control during a moving start of the vehicle1will be explained. In the present preferred embodiment, the vehicle1is able to execute a moving start in a normal mode and a moving start based on a moving start control. In the normal mode, the driver selects one of the gear positions other than the neutral position by operating the shift-up switch21, the shift-down switch22, the drive switch23or the reverse switch24. Accordingly, the controller20changes the gear position of the transmission10by driving the gear shift actuator33. Moreover, the driver increases the accelerator operating amount by operating the accelerator44. When the throttle opening degree increases in response to this operation, the engine rotational speed increases. With the increase in the engine rotational speed, the controller20increases the engaging force of the clutch9by controlling the clutch actuator93, such that the drive member91and the driven member92approach each other. The controller20sets a target engine rotational speed in accordance with the throttle opening degree, and controls the engaging force of the clutch9such that the engine rotational speed increases toward the target engine rotational speed. Accordingly, the engaging force between the drive member91and the driven member92gradually increases, and the clutch9transitions from the disengaged state to the engaged state via the half-engaged state. In this way, a torque generated by the prime mover4is transmitted to the transmission10through the clutch9. Moreover, the rotational speed changed in the transmission10is transmitted to the wheels3, such that the vehicle1moves. After the clutch9transitions to the engaged state, the controller20executes control of the fuel injection valve42(fuel injection control) and control of the ignition unit43(ignition control) so as to obtain an engine output in accordance with the throttle opening degree. When the driver operates the shift-up switch21, the shift-down switch22or the high/low gear selecting switch64during traveling of the vehicle1, a gear shift command is inputted into the controller20. In response to this, the controller20executes the gear shift action. Specifically, the controller20disengages the clutch9by controlling the clutch actuator93. Moreover, the controller20changes the gear position of the primary transmission17in response to the gear shift command by controlling the gear shift actuator33. Alternatively, the controller20changes the gear position of the subsidiary transmission18in response to the gear shift command by controlling the high/low shift actuator35. Thereafter, the controller20moves the clutch9to the engaged state via the half-engaged state by controlling the clutch actuator93. When the clutch9is in the engaged state and the gear shift action is completed, the controller20executes the fuel injection control and the ignition control so as to obtain the engine output in accordance with the throttle opening degree. When the vehicle velocity becomes lower than a shift-down threshold in the engaged state of the clutch9, the controller20executes automatic shift-down control. Here, the shift-down threshold has been preliminarily set and the value thereof depends on the gear positions. More specifically, when the vehicle velocity becomes lower than a clutch disengaging threshold that the value thereof depends on the gear stages, the controller20changes the clutch9into the disengaged state by controlling the clutch actuator93. Subsequently, when the vehicle velocity becomes lower than the shift-down threshold, the controller20changes the gear position by controlling the gear shift actuator33so as to shift down the gear stage by one stage. When the vehicle velocity further becomes lower than the shift-down threshold that the value thereof corresponds to the gear stage obtained after shifting down, the controller20changes the gear position so as to further shift down the gear stage by one stage. Thereafter, the controller20moves the clutch9to the engaged state via the half-engaged state by controlling the clutch actuator93. When the clutch9becomes the engaged state and the gear shift action is completed, the controller20executes the fuel injection control and the ignition control so as to obtain the engine output in accordance with the throttle opening degree. When the gear stage becomes the lowest stage and the vehicle velocity becomes lower than the clutch disengaging threshold corresponding to the lowest stage, the controller20disengages the clutch9. More specifically, when the vehicle velocity becomes lower than the clutch disengaging threshold while the lowest one of the plurality of forward gear positions is selected, the clutch9is disengaged. This configuration is similarly true of the at least one reverse gear position. In a configuration that the number of reverse gear positions is only one, the clutch9is disengaged when the vehicle velocity becomes lower than the clutch disengaging threshold corresponding to the reverse gear position. Next, the moving start control will be explained. During the moving start control, the controller20causes a driving force during a moving start of the vehicle1that is larger than a driving force during a normal moving start by controlling the engaging force of the clutch9. When a driver operates specific operators to command states in which execution of the moving start control is instructed, the moving start control is started.FIG.6is a flowchart showing a process during the moving start control to be executed by the controller20. In step S1, the controller20sets a control mode to the normal mode. In this case, the moving start is executed in the normal mode. In step S2, the controller20determines whether or not a standby condition has been satisfied. The standby condition indicates that predetermined operations have been executed by the specific operators. Specifically, the standby condition indicates that the first and second shift operators26and27have been operated, and in addition, that the brake operator29has been operated. For example, the standby condition is determined as having been satisfied when the first and second shift operators26and27have been pulled toward the driver and the brake operator29has been pushed. When the standby condition has not been satisfied yet, the normal mode is maintained in step S1. When the standby condition has been satisfied, the process proceeds to step S3. In step S3, the controller20determines whether or not either of the following conditions has been satisfied: the high gear18H has been selected; and the first differential gear13is in the unlocked state. The process proceeds to step S4when either of the following conditions is determined as having been satisfied in step S3: the high gear18H has been selected; and the first differential gear13is in the unlocked state. In step S4, the controller20sets the control mode to a moving start standby mode. FIG.7is a timing chart showing variations in the states of the clutch9, vehicle speed and so forth during the moving start control. As shown inFIG.7, when the standby condition is satisfied at a point of time T1, the control mode is set to the moving start standby mode. In the moving start standby mode, the clutch9is maintained in the disengaged state. Therefore, even if the driver increases the accelerator operating amount by operating the accelerator44in the moving start standby mode, the vehicle1does not travel and the vehicle velocity thereof does not increase. During standby of the moving start, the driver releases the brake operator29from the operated state thereof while keeping the first and second shift operators26and27in the operated states. When the driver operates the accelerator44under this condition, the throttle opening degree is changed in accordance with the operating amount of the accelerator44, such that the engine rotational speed is changed. Therefore, in the moving start standby mode, the engine rotational speed is increased when the driver increases the accelerator operating amount by operating the accelerator44while the vehicle1stands still. In step S5ofFIG.6, the controller20determines whether or not an execution condition has been satisfied. The execution condition is that the predetermined operations have been executed by the specific operators. Specifically, the execution condition includes the requirements that the accelerator operating amount is greater than or equal to a predetermined threshold and that the first and second shift operators26and27are released from the operated states thereof. For example, the execution condition is determined as having been satisfied when the driver has fully pushed down the accelerator44and has released the first and second shift operators26and27from the operated states thereof. When the execution condition has been satisfied, the process proceeds to step S6. In step S6, similarly to step S3, the controller20determines whether or not either of the following conditions has been satisfied: the high gear18H has been selected; and the first differential gear13is in the unlocked state. The process proceeds to step S7when either of the following conditions is determined as having been satisfied in step S6: the high gear18H has been selected; and the first differential gear13is in the unlocked state. In step S7, the controller20sets the control mode to a moving start execution mode. As shown inFIG.7, in the moving start execution mode, the controller20causes the clutch9to transition from the disengaged state to the engaged state through the half-engaged state. Accordingly, the driving force of the prime mover4is transmitted to the wheels3, such that the vehicle1starts moving. As shown inFIG.6, in step S3or S6, when the first differential gear13is determined as not being in the unlocked state, the process proceeds to step S8. In step S3or S6, when the high gear18H is determined as not being selected, the process also proceeds to step S8. The phrase “not in the unlocked state” means that the first differential gear13is in a state other than the unlocked state. Therefore, the phrase “not in the unlocked state” encompasses the locked state. Additionally, the phrase “not in the unlocked state” also encompasses that it has not been decided yet in which of the locked state and the unlocked state the first differential gear13is being set. When it has not been decided yet in which of the locked state and the unlocked state the first differential gear13is being set includes, for instance, the differential gear13not being firmly engaged as when a sleeve that switches the first differential gear13is not fitted in a proper state. The phrase “the high gear18H is decided as not selected” encompasses that the low gear18L is selected. Additionally, the phrase “the high gear18H is determined as not selected” encompasses that it has not been decided yet which of the high gear18H and the low gear18L is selected. When it has not been decided yet which of the high gear18H and the low gear18L is being selected includes, for instance, the gear position of the subsidiary transmission18transitioning between the high gear18H and the low gear18L. Alternatively, when it has not been decided yet which of the high gear18H and the low gear18L is being selected include the transmission10in the neutral state. Yet alternatively, when it has not been decided yet which of the high gear18H and the low gear18L is being selected includes the gear position of the transmission10in the reverse gear position. In step S8, the control mode is set to a moving start restriction mode. In the moving start restriction mode, the controller20prevents the moving start control. Therefore, in the moving start restriction mode, the controller20temporarily prevents moving start of the vehicle1, and thereafter, executes a moving start of the vehicle1in the normal mode. FIG.8is a block diagram showing clutch control and engine control in the moving start execution mode and the moving start restriction mode. As shown inFIG.8, the controller20stores clutch control information in the moving start execution mode and in the moving start restriction mode. In the moving start restriction mode, the moving start control may be prevented as described above, but alternatively, it is also possible to change a clutch engaging method during the moving start control. This clutch control information defines relationships among the difference in the rotational velocity between the input and output sides in the clutch9, the throttle opening degree and the engaging torque in the clutch9. The clutch control information may be expressed in the form of, for instance, a map, a table, a calculation formula or so forth. FIG.9Ais a chart showing a relationship between a difference in rotational velocity and the engaging torque in the clutch9, which is defined by the clutch control information. As shown inFIG.9A, in the moving start execution mode, the engaging torque in the clutch9is increased with an increase in the difference in rotational velocity. The engaging torque in the clutch9correlates to an engaging speed of the clutch9. The engaging speed of the clutch9is increased with an increase in the engaging torque of the clutch9. Therefore, in the moving start execution mode, the engaging speed of the clutch9is increased with the increase in the difference in rotational velocity. Accordingly, the driving force during a moving start becomes larger in the moving start execution mode than in the moving start restriction mode. Similarly, in the moving start restriction mode, the engaging torque in the clutch9is increased with an increase in the difference in rotational velocity. It should be noted that at the same value of the difference in rotational velocity, the engaging torque in the clutch9is larger in the moving start execution mode than in the moving start restriction mode. Therefore, at the same value of difference in rotational velocity, the clutch9is engaged at a greater engaging speed in the moving start execution mode than in the moving start restriction mode. Accordingly, the driving force during a moving start becomes larger in the moving start execution mode than in the moving start restriction mode. FIG.9Bis a chart showing a relationship between the throttle opening degree and the engaging torque in the clutch9, which is defined by the clutch control information. As shown inFIG.9B, in the moving start execution mode, the engaging torque in the clutch9is increased with an increase in the throttle opening degree. Therefore, in the moving start execution mode, the engaging speed of the clutch9is increased with an increase in the throttle opening degree. Similarly, in the moving start restriction mode, the engaging torque in the clutch9is increased with an increase in the throttle opening degree. It should be noted that at the same value of the throttle opening degree, the engaging torque in the clutch9is larger in the moving start execution mode than in the moving start restriction mode. Therefore, at the same value of the throttle opening degree, the clutch9is engaged at a greater engaging speed in the moving start execution mode than in the moving start restriction mode. As shown inFIG.8, the controller20stores engine control information in the moving start execution mode and in the moving start restriction mode. This engine control information includes information that defines a relationship between the throttle opening degree and the target engine rotational speed. The engine control information may be expressed in the form of, for instance, a map, a table, a calculation formula or so forth. FIG.10is a chart showing the relationship between the throttle opening degree and the target engine rotational speed, which is based on the engine control information. As shown inFIG.10, in both the moving start execution mode and the moving start restriction mode, the target engine rotational speed is increased with an increase in the throttle opening degree. It should be noted that in the moving start execution mode, the target engine rotational speed is abruptly increased when the throttle opening degree is greater than or equal to a predetermined first opening degree TH1. Then, when the throttle opening degree is greater than or equal to a second opening degree TH2, the target engine rotational speed in the moving start execution mode becomes greater than the target engine rotational speed in the moving start restriction mode. Therefore, when the accelerator44is operated by a large amount, the engine rotational speed in the moving start execution mode becomes greater than the engine rotational speed in the moving start restriction mode. Accordingly, the driving force during a moving start becomes larger in the moving start execution mode than in the moving start restriction mode. It should be noted that as described above, in the moving start restriction mode, the controller20is configured or programmed to start moving the vehicle1in the normal mode. Therefore, similarly in the normal mode, the engaging speed of the clutch9is controlled based on the clutch control information in the moving start restriction mode. Additionally, similarly in the normal mode, the engine rotational speed is controlled based on the engine control information in the moving start restriction mode. As described above, in the vehicle1according to various preferred embodiments of the present invention, the controller20is configured or programmed to control the engaging force of the clutch9during a moving start in accordance with which of the locked state and the unlocked state is selected by the first differential gear13. Specifically, when the first differential gear13is in the locked state, the controller20executes a moving start of the vehicle1in the moving start restriction mode even if the execution condition of the moving start control is satisfied. Likewise, when it has not been decided which of the locked state and the unlocked state the first differential gear13is being set, the controller20executes a moving start of the vehicle1in the moving start restriction mode. Accordingly, in accordance with which of the locked state and the unlocked state is selected by the first differential gear13, it is possible to execute the moving start control in a mode suitable for the present situation of the vehicle1. The controller20is configured or programmed to control the engaging force of the clutch9in accordance with which of the high gear18H and the low gear18L is selected in the transmission10. Specifically, when the gear position of the subsidiary transmission18is the low gear18L, the controller20executes a moving start of the vehicle1in the moving start restriction mode even if the execution condition of the moving start control is satisfied. Additionally, when it has not been decided which of the high gear18H and the low gear18L is being selected, the controller20also executes a moving start of the vehicle1in the moving start restriction mode. Accordingly, in accordance with which of the low gear18L and the high gear18H is selected, it is possible to execute the moving start control in a mode suitable for the present situation of the vehicle1. Preferred embodiments of the present invention have been explained above. However, the present invention is not limited to the preferred embodiments described above, and a variety of changes can be made without departing from the scope of the present invention. The vehicle1is not limited to an ROV, and may be another type of vehicle such as an ATV (All Terrain Vehicle). The structure of the vehicle1may not be limited to that described above, and may be changed. For example, at least one rear seat may be disposed behind the right and left seats5R and5L. The prime mover4may be another type of device such as an electric motor. In this case, the engine rotational speed may be an output rotational speed of the prime mover4. A target output rotational speed of the prime mover4may be determined in accordance with the accelerator operating amount. In the moving start restriction mode, the driving force during the moving start control may be reduced without preventing the moving start control and then enabling the normal mode. For example, as shown inFIGS.11A and11B, in the moving start restriction mode, the engaging torque in the clutch9may be smaller than that in the moving start execution mode but may be larger than that in the normal mode. Alternatively, as shown inFIG.12, in the moving start restriction mode, the target engine rotational speed at the second opening degree TH2or greater may be less than that in the moving start execution mode but may be greater than that in the normal mode. Yet alternatively, as shown inFIGS.13A and13B, in the moving start restriction mode, the engaging torque in the clutch9may be smaller than that in the moving start execution mode and that in the normal mode. Further yet alternatively, as shown inFIG.14, in the moving start restriction mode, the target engine rotational speed may be less than that in the moving start execution mode and that in the normal mode. While preferred embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims. | 45,072 |
11858345 | It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the present disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION Reference will now be made in detail to various embodiments of the present disclosure(s), examples of which are illustrated in the accompanying drawings and described below. While the present disclosure(s) will be described in conjunction with exemplary embodiments of the present disclosure, it will be understood that the present description is not intended to limit the present disclosure(s) to those exemplary embodiments of the present disclosure. On the other hand, the present disclosure(s) is/are intended to cover not only the exemplary embodiments of the present disclosure, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the present disclosure as defined by the appended claims. Meanwhile, in an exemplary embodiment of the present disclosure, terms such as first and/or second may be used to describe various components, but the components are not limited to the terms. These terms are only used to distinguish one component from another. For example, a first component could be termed a second component, and similarly, a second component could be termed a first component, without departing from the scope of exemplary embodiments of the present disclosure. It will be understood that when a component is referred to as being “connected to” another component, the component may be directly connected to the other component or intervening components may also be present. In contrast, when a component is referred to as being “directly connected to” another component, there are no intervening components present. Other terms used to describe the relationship between components should be interpreted in a like fashion (e.g., “between” versus “directly between”, “adjacent” versus “directly adjacent”, etc.). Throughout the specification, like reference numerals indicate like components. The terminology used herein is for illustrating embodiments and is not intended to limit the present disclosure. In the exemplary embodiment, the singular form includes plural forms unless otherwise specified. The terms “comprises” and/or “comprising” used in the exemplary embodiment means that a recited component, step, operation, and/or element does not exclude the presence or addition of one or more of other components, steps, operations and/or elements. The present disclosure is directed to providing an apparatus of controlling wheel slip of a vehicle and a method thereof configured for preventing excessive side slip of a wheel by controlling the operation of a limited slip differential by pre-reflecting tire vertical load information in real time while the vehicle is turning. The existing method of controlling suppressing wheel slip is a feedback control method that corrects the driving force after wheel slip has already occurred. However, in an exemplary embodiment of the present disclosure, tire vertical load information before wheel slip occurs or vehicle roll motion information before wheel slip occurs are used, and the limited slip differential is controlled to respond in real time to changes in tire vertical load before wheel slip occurs. In an exemplary embodiment of the present disclosure, the roll motion may exclude roll caused by left and right inclinations of a road surface. In other words, in the following description, the roll may only be suspension roll caused by a difference in the degree of contraction or tension between a left wheel suspension and a right wheel suspension, and a roll angle may be a suspension roll angle caused by the difference in the degree of contraction or tension between the left wheel suspension and the right wheel suspension. The state in which the suspension roll occurs is, for example, a state in which the strokes of the left wheel suspension and the right wheel suspension are different so that the left wheel suspension rebounds (is tensioned) more than the right wheel suspension, a state in which the right wheel suspension is bumped (contracted) more than the left wheel suspension, a state in which the right wheel suspension rebounds (is tensioned) more than the left wheel suspension, or a state in which the left wheel suspension is bumped (contracted) more than the right wheel suspension. One of the most direct factors that determines the limit of grip between the road surface and the tire is tire vertical load. As the tire vertical load increases, an available grip increases, making it difficult to cause wheel slip. As the tire vertical load decreases, the available grip also decreases, making it more likely to cause wheel slip. There are many reasons for the tire vertical load to change, and it is difficult to control wheel slip by considering all the reasons, which may be the vehicle itself or disturbance, for the change in tire vertical load. Therefore, just considering the change in tire vertical load caused by roll motion may be sufficient for controlling wheel slip. While the vehicle is turning, a roll moment is generated due to the difference between the center of gravity and the center of roll in the vehicle, and the roll motion of the vehicle is excited. Accordingly, a roll angle is generated by the mechanical characteristics of the suspension and the vehicle body. Generally, a roll angle is generated in a direction opposite to the turning direction of the vehicle due to suspension inertia of the vehicle, whereby the vehicle body is inclined, roll motion occurs, and the suspension of the vehicle contracts and tensions. At the present time, displacement of a spring or a damper of the suspension occurs, which affects the tire vertical load. In other words, when the vehicle is turning, lateral load transfer occurs in a direction opposite to the turning direction of the vehicle, decreasing the vertical load on the internal side wheel and increasing the vertical load on the external side wheel. Such changes in the tire vertical load may change the limit of grip in conjunction with the occurrence of roll motion. Therefore, when the above description is considered first to decide whether to engage the limited slip differential, the occurrence of wheel slip of the internal side wheel may be suppressed in advance. In an exemplary embodiment of the present disclosure, the limited slip differential is engaged at the optimal timing in conjunction with a driving force command, that is, a torque command of a driving device, effectively preventing side slip of the wheel. In the following description, the internal side wheel of the vehicle is one of the left and right wheels, and the external side wheel is the other one of the left and right wheels. Here, in consideration of the lateral load movement in the vehicle, regardless of the turning direction of the vehicle, the external side is defined as a side where the vertical load (vertical drag) is greater between the left side and the right side or a side where the vertical load increases, and the internal side is defined as a side where the vertical load is smaller between the left side and the right side or a side where the vertical load decreases. Hereinafter, various exemplary embodiments of the present disclosure will be described in detail with reference to the drawings. FIG.1is a block diagram showing components of a system configured to control traveling according to an exemplary embodiment of the present disclosure, which shows the components configured to control driving force and wheel slip of a vehicle.FIG.2is a flowchart showing the process of controlling wheel slip according to an exemplary embodiment of the present disclosure. Various embodiments of the present disclosure relates to a control apparatus and a control method configured to suppress occurrence of wheel slip, and to a control apparatus and a control method configured for preventing side slip of a wheel, specifically, excessive wheel slip of an internal side wheel, by controlling the operation of a limited slip differential60in consideration of vertical load change in real time, which is caused by lateral load movement while a vehicle is turning. In an exemplary embodiment of the present disclosure, a driving force is a force generated by a driving device40configured to drive a vehicle, and may be a force which is a sum of forces acting between a tire of a driving wheel70and a road surface. In other words, a driving force may include a force generated on the driving wheel70by the driving device40, and the force generated on the driving wheel70may be attributed to a torque applied to the driving wheel70by the driving device (e.g., a motor)40configured to drive the vehicle. For example, when the driving device40of the vehicle is a motor, the torque applied to the driving wheel70is a driving torque output when the motor is driven or a regenerative braking torque by the motor during regeneration. Here, the driving force is not only a driving force generated by a torque output when the motor is driven, but also a driving force having a concept including a regenerative braking force when the motor is regenerated. Furthermore, the driving force may be controlled by controlling the torque of the driving device40. Here, the torque is a torque applied to the driving wheel70and refers to both the driving torque by the motor and the regenerative braking torque by the motor. In the following description, “torque” and “torque command” may be replaced with “driving force” and “driving force command”. An apparatus configured to control driving force includes a first controller20configured to determine a torque command based on vehicle operation information, a second controller30configured to control the operation of the driving device40according to the torque command received from the first controller20, and a driving device40, which is a driving source for driving the vehicle, whose operation (torque generation) is controlled by the second controller30. The first controller20determines a real-time torque command based on vehicle operation information, and then outputs the determined torque command to the second controller30in real time. Accordingly, the second controller30is configured to control the operation of the driving device40according to the torque command output from the first controller20. The torque and rotation force output by the driving device40are transmitted to the driving wheel70through a reducer or a transmission50, a differential, and the limited slip differential60. The torque command is determined and generated based on real-time vehicle operation information obtained by an operation information detector in a vehicle while the vehicle is traveling. The operation information detector may include a sensor10, and the vehicle operation information may be sensor detection information detected by the sensor10and input to the first controller20via a vehicle network. Here, the sensor10configured to detect vehicle operation information may include an accelerator position sensor (APS) configured to detect a driver's accelerator pedal input value, a brake pedal position sensor (BPS) configured to detect a driver's brake pedal input value, a sensor configured to detect drive system speed, and a sensor configured to detect vehicle speed. The drive system speed may be the rotation speed of the driving device40or the rotation speed (wheel speed) of the driving wheel70. Here, the driving device40may be an engine or a motor, and the rotation speed of the driving device may be the rotation speed of the engine (engine speed) or the rotation speed of the motor (motor speed). Here, the sensor configured to detect the drive system speed may be a sensor configured to detect the engine speed or the motor speed, and the sensor configured to detect the motor speed may be a resolver configured to detect the position of a rotor of the motor. Alternatively, the sensor configured to detect the drive system speed may be a wheel speed sensor configured to detect the rotation speed (wheel speed) of the driving wheel70. Furthermore, the sensor configured to detect the vehicle speed may also be a wheel speed sensor. Obtaining vehicle speed information based on the signal of the wheel speed sensor is a well-known technique in the art, and thus a detailed description thereof will be omitted. As vehicle operation information for determining and generating the torque command detected by the sensor10, driver's accelerator pedal input value (APS value), driver's brake pedal input value (BPS value), the speed of the driving device40(rotation speed), vehicle speed, etc. may be selectively used. In the vehicle operation information, the accelerator pedal input value and the brake pedal input value may be referred to as driver input information, and the speed of the driving device40and the vehicle speed detected by the sensor may be referred to as vehicle state information. Alternatively, the vehicle operation information may be information determined by the first controller20itself, or may be information (e.g., driving force demand information) input to the first controller20via the vehicle network from another in-vehicle controller (e.g., an advanced driver assistance system (ADAS) controller). The first controller20may be an upper-level controller configured to generate a torque command based on vehicle operation information in an ordinary vehicle, for example, a vehicle control unit (VCU) or a hybrid control unit (HCU). Furthermore, in the exemplary embodiment of the present disclosure, the sensor10may further include a sensor configured to detect a steering angle based on driver's manipulation of a steering wheel, and a suspension sensor configured to obtain suspension roll angle information, which is roll motion information on the vehicle. Here, the sensor configured to detect a steering angle, which is one of the steering values input by a driver, may be an ordinary steering angle sensor. Furthermore, the suspension sensor configured to obtain suspension roll angle information may include a position sensor of the left wheel suspension and a position sensor of the right wheel suspension. In a process of obtaining suspension roll angle information from the information detected by the suspension sensor, a known method may be used. For example, suspension roll angle information on the vehicle may be determined in real time by comparing the position of the left wheel with the position of the right wheel based on the signal from the position sensor. Furthermore, as described above, the suspension roll angle may be obtained by an estimation process determined based on the vehicle operation information collected in the vehicle via sensors, etc. Here, because the estimation method is known to those skilled in the art, a detailed description thereof will be omitted. The second controller30is a controller configured to receive a torque command output from the first controller20and control the operation of the driving device40according to the received torque command. When the driving device40is a motor, the second controller30may be a motor control unit (MCU) configured to drive the motor via an inverter according to the torque command control the driving of the motor. In an exemplary embodiment of the present disclosure, the first controller20is configured to control the operation of the limited slip differential60while the vehicle is turning, and utilizes tire vertical load information or vertical information on the tire and roll motion information on the vehicle to control the limited slip differential60. The limited slip differential (LSD)60is a device configured to control a differential that transmits power (driving force) of the driving device40to the left and right driving wheels70differently, and is configured to restore power transmission to the driving wheels70. Here, the differential is a device configured to generate a difference in rotation speed between the internal side wheel and the external side wheel when the vehicle is turning. However, when the differential is applied, when one of the left and right wheels enters a low-friction road surface such as a sandy or icy road, the wheel that enters the low-friction road surface rotates at high speed and spins idle, whereas a wheel positioned on a high-friction road surface receives almost no power, causing a problem in that it is difficult for the vehicle to escape the section of the low-friction road surface. The limited slip differential60is a device configured to solve such a shortcoming of the differential, and is configured to limit the differential action. The limited slip differential60is configured for equally distributing driving force to the left and right driving wheels70irrespective of a difference in rotation between the left and right driving wheels70. For example, the limited slip differential may be provided between the differential and the wheel, and may be provided with a multi-plate clutch between an input shaft connected to a case side of the differential and an output shaft connected to the wheel side thereof. Accordingly, when the multi-plate clutch is engaged, the torque applied from the input shaft is transmitted to the output shaft through the multi-plate clutch, limiting the differential action by the differential. Furthermore, as the limited slip differential60in an exemplary embodiment of the present disclosure, an electronic limited slip differential (e-LSD) in which engaging and releasing (non-engaging) operations are controlled according to an electrical signal output by the controller, that is, a control signal of the controller may be adopted. The electronic limited slip differential is a device configured to enable optimized travel by properly distributing driving force to the left and right wheels depending on the traveling situation of the vehicle and the condition of the road surface. The electronic limited slip differential distributes equal power to the left and right driving wheels in a normal straight-line traveling situation, whereas in a situation in which one driving wheel is idle, such as during rapid turning or being stuck in mud, the electronic limited slip differential may help the vehicle to get out of the dangerous situation or help escape by concentrating power on the other driving wheel. When the vehicle turns at a high speed, in a situation in which the vehicle does not turn as intended by the driver, power may be appropriately distributed to the left and right driving wheels to ensure stable traveling. In an exemplary embodiment of the present disclosure, the operation of the limited slip differential60may be controlled by a controller, which may be the first controller20, and the engagement state of the limited slip differential60may be a state in which the differential action by the differential is limited by the clutch in the limited slip differential being engaged, which may be a state in which a speed synchronization of the left wheel and the right wheel is made. The configuration of the limited slip differential described above, and furthermore, the configuration, operation, and control of the electronic limited slip differential are well-known techniques to those skilled in the art, and thus a detailed description thereof will be omitted herein. Meanwhile, the first controller20may determine the tire vertical load (hereinafter abbreviated as “vertical load”) and the suspension roll angle (hereinafter abbreviated as “roll angle”) using a transfer function, and the description thereof is as follows. FIG.3is a view showing that a roll angle and a vertical load may be determined using a transfer function that takes information collected in a vehicle as an input. In the exemplary embodiment of the present disclosure, the transfer function set in the first controller20may have the following form. First, a transfer function taking steering angle and vehicle speed information as input and roll angle information as output, and a transfer function taking roll angle information as input and vertical load information as output may be used. Alternatively, a transfer function taking steering angle and vehicle speed information detected by a sensor as input and vertical load information as outputs, or a transfer function taking tire pressure information detected by a tire pressure sensor as input and vertical load information as outputs may be used. Alternatively, a transfer function taking information, detected by a lateral acceleration sensor or a vertical acceleration sensor provided in the vehicle, as input and taking roll angle or vertical load information as output may be used. Alternatively, a transfer function taking roll angle variation rate (roll rate) information obtained by a gyro sensor (roll rate sensor) as input and taking roll angle or vertical load information as output may be used. Alternatively, a transfer function taking information from a wheel speed sensor or a drive system speed sensor as input and taking roll angle or vertical load information as output may be used. Here, the drive system speed may be a driving device speed (engine speed or motor speed) or a driveshaft speed. Alternatively, a transfer function taking information detected by a suspension travel sensor (a position sensor of the wheel suspension) as input and taking roll angle or vertical load information as output may be used. Alternatively, a transfer function taking two or more of the above mentioned input information as input, and taking roll angle or vertical load information as output may be used. Here, the transfer function may be set to determine the roll angle or vertical load using a data-based optimization technique or a numerical solution. Alternatively, a transfer function based on a physical model may be constructed and used, or a learning technique may be used to obtain the transfer function. Alternatively, an algorithm including the above input and output may be constructed using various machine learning (ML) techniques in addition to the transfer function. FIG.2shows a control process for reducing wheel slip according to various exemplary embodiments of the present disclosure. The first controller20obtains real-time vehicle operation information, and as described above, a torque command is determined based on the obtained vehicle operation information in step S11. Furthermore, when there is a driver's steering input, a steering angle, which is a steering input value, is detected by the sensor10, and then the wheel slip control process is performed during turning according to an exemplary embodiment of the present disclosure. For wheel slip control, the first controller20obtains real-time vertical load information and roll motion information (roll angle) as described above in step S12. Furthermore, after obtaining the roll motion information and vertical load information, the first controller20determines a limited slip differential threshold engagement torque in real time in step S13, then determines whether a torque command, which is determined in real time based on vehicle operation information during traveling, exceeds the determined threshold engagement torque in step S14. Here, the threshold engagement torque may be determined by a predetermined equation based on real-time vertical load information, or may be determined by a predetermined equation based on real-time vertical load information and roll motion information (roll angle), as will be described later. Furthermore, the first controller20is configured to control the electronic limited slip differential (e-LSD)60to be engaged under the condition that the torque command exceeds the threshold engagement torque in step S15. When the torque command does not exceed the threshold engagement torque, the electronic limited slip differential remains unengaged. In the exemplary embodiment of the present disclosure, the first controller20may determine the threshold engagement torque using a function of a vertical load. For example, the first controller20may determine a threshold engagement torque proportional to the vertical load. FIG.4is a diagram showing a comparison between conventional wheel slip control and wheel slip control of the present disclosure. Referring toFIG.4, it may be seen that the threshold engagement torque is determined in real time from vertical load information for wheel slip reduction control, and the electronic limited slip differential is engaged when the torque command exceeds the determined threshold engagement torque. Furthermore, it may be seen that the occurrence of wheel slip is suppressed by controlling the operation of the limited slip differential according to the torque command in an exemplary embodiment of the present disclosure. In the above description, the control subject includes the first controller and the second controller, but the control process according to an exemplary embodiment of the present disclosure may be performed by one integrated control component instead of a plurality of controllers. The plurality of controllers and one integrated control component may be collectively referred to as a controller, and the control process of the present disclosure described below may be performed by the controller. In other words, the controller may refer to both the first controller and the second controller. Generally, when a vehicle travels, the operation (including regeneration of a motor) of a driving device (an engine or a motor) is controlled according to a torque command. Here, the torque (driving torque, not regenerative torque) of the driving device output may accelerate the vehicle. Furthermore, when a driver manipulates a steering wheel while the vehicle is traveling at an arbitrary speed by the torque of the driving device, the vehicle performs turning. Here, the vehicle turns according to the steering angle, which is the driver's steering input value. When turning, a roll angle is generated by lateral dynamics, and the vertical loads on the left and right wheels change at the same time. This may be understood as lateral load transfer, and generally, the vertical load (vertical drag) applied to the internal side wheel during turning decreases compared to the vertical load during straight traveling, and the vertical load applied to the external side wheel increases compared to the vertical load during straight traveling. When the vehicle performs turning, the vertical load on the left and right wheels does not simply decrease or increase, but the changing pattern thereof may be diversified depending on the dynamic characteristics of the vehicle's suspension and roll stabilizer, the vehicle body, etc. Furthermore, according to the vertical load change in such a transient state, the wheel speed of the driving wheel may momentarily cause slip, then converge the slip and cause the slip again. Such a phenomenon may hinder wheel slip control from being smoothly performed, and a significant amount of wheel slip may occur. Moreover, due to a general tire characteristic in which lateral traction is inversely proportional to the amount of longitudinal wheel slip, wheel slip may cause serious lateral traction loss and instability. Such a characteristic may be understood as an inherent limitation of the feedback control method, which is a method of responding after wheel slip occurs. On the other hand, in an exemplary embodiment of the present disclosure, tire vertical load information of the left wheel and the right wheel may be known through a transfer function, a model, or a learning or machine learning technique. After determining a threshold engagement torque based on the tire vertical load information, engagement of the limited slip differential is controlled under the conditions defined based on the torque command threshold engagement torque, preventing occurrence of excessive slip of the internal side wheel. Therefore, intervention of conventional wheel slip control is not needed. Accordingly, in an exemplary embodiment of the present disclosure, the vertical load inked with the roll motion and the threshold engagement torque proportional thereto may be found in real time, and by controlling the state of the limited slip differential according to the real-time torque command the threshold engagement torque, it may be possible to prevent the occurrence of side slip of the wheel in advance (seeFIG.4). Hereinafter, a method of controlling driving force performed by the controller will be described in more detail. In an exemplary embodiment of the present disclosure, the controller is configured to determine the threshold engagement torque based on real-time vertical load information (step S13inFIG.2), and compares the real-time torque command determined from the vehicle operation information with the threshold engagement torque determined in real time to control the state of the limited slip differential. When the torque command exceeds the threshold engagement torque, the limited slip differential is controlled to be engaged. Here, the threshold engagement torque may be determined from vertical load (vertical drag) information determined using the transfer function by the controller, because the threshold engagement torque is set to prevent slipping of the internal side wheel, the threshold engagement torque is determined using the smaller value between the vertical load on the left wheel and the vertical load on the right wheel. Generally, when the vehicle is turning normally, the vertical load on the internal side wheel, which is a wheel close to the center portion of turning, is smaller than the vertical load on the external side wheel, and thus it may be understood that the threshold engagement torque is determined based on the vertical load on the internal side wheel. In an exemplary embodiment of the present disclosure, the threshold engagement torque may be set based on the vertical load on the internal side wheel when the vertical load deviation between the left wheel and the right wheel occurs due to lateral load movement in the vehicle. In other words, in a situation in which the vertical load on the internal side wheel decreases and the vertical load on the external side wheel increases due to the lateral load movement, the threshold engagement torque is set to be linked based on the reduced vertical load on the internal side wheel. Equation 1 below shows an example of an equation for determining the threshold engagement torque using vertical load information. Threshold engagement torque=σ0×σ1×min (vertical load on left wheel,vertical load on right wheel) [Equation 1] As shown in Equation 1, the threshold engagement torque is determined using a smaller value (minimum value) between the vertical load on the left wheel and the vertical load on the right wheel. The vertical load on the left wheel and the vertical load on the right wheel each may be a value obtained by adding a vertical load on a front wheel and a vertical load on a rear wheel on the left side or on the right side, or may be the sum of the vertical loads of all driving wheels on the left side or on the right side thereof. For example, the vertical load on the left wheel may be the sum of the vertical load on the front left wheel and the vertical load on the rear left wheel. In Equation 1, σ0 is a coefficient preset for converting vertical load information into a threshold engagement torque value, that is, for unit matching and conversion between the vertical load (unit: N) and the torque (unit: N·m). In addition, σ1 is a parameter which is linked with information on the maximum coefficient of friction of the road surface on the road on which the vehicle is traveling. In determining the threshold engagement torque, σ1 may not be used when the vehicle does not have information on the maximum coefficient of friction of the road surface. However, when information on the maximum coefficient of friction of the road surface exists, the controller may use σ1 as in Equation 1 to adjust the threshold engagement torque according to the maximum coefficient of friction of the road surface. In other words, the controller may be configured to determine the maximum coefficient of friction securing ratio (%) to the high-friction road surface for the road surface on which the vehicle is traveling, and then use the determined maximum coefficient of friction securing ratio (%) as al to determine the threshold engagement torque as in Equation 1. Here, to explain the maximum coefficient of friction securing ratio (%) to the high-friction road surface, generally, the high-friction road surface may be dry asphalt, and the maximum coefficient of friction of the dry asphalt, which is a high-friction road surface, is about 0.9 to 1. Therefore, the maximum coefficient of friction of the high-friction road surface may be used by setting the maximum coefficient of friction of dry asphalt to 1. Furthermore, a slippery road surface such as a sandy, wet road surface or a snowy road is a low-friction road surface, and the maximum coefficient of friction of such a low-friction road surface is smaller than the high-friction road surface. For example, when the maximum coefficient of friction of the road surface on which the vehicle is traveling is 0.3, the maximum coefficient of friction securing ratio of the road surface on which the vehicle is traveling to the high-friction road surface with the maximum coefficient of friction of 1 is 30%. Accordingly, the maximum coefficient of friction securing ratio of the road surface on which the vehicle is traveling to the high-friction road surface may be defined as a percentage value of the maximum coefficient of friction of the road surface on which the vehicle is traveling with respect to the predetermined maximum coefficient of friction of the high-friction road surface. Furthermore, in determining the threshold engagement torque by multiplying the maximum coefficient of friction securing ratio of the road surface on which the vehicle is traveling as described above, when the maximum coefficient of friction securing ratio of the road surface on which the vehicle is traveling is 30% (σI=0.3), the threshold engagement torque may be determined using 0.3 (=30%). A method of determining a coefficient of friction of a road surface on which a vehicle travels based on image information captured by a camera in a vehicle is known. Accordingly, in an exemplary embodiment of the present disclosure, the parameter σ1 linked to the information on the maximum coefficient of friction of the road surface is used in Equation 1. Therefore, as shown inFIG.5, even under the same vertical load, the threshold engagement torque actually used may be adjusted according to the maximum coefficient of friction of the road surface. Meanwhile, in the case of Equation 1, the threshold engagement torque that reflects only the vertical load information of the internal side wheel during turning is determined. However, furthermore, it may be possible to determine and use the threshold engagement torque that reflects a roll angle ϕ, which is real-time roll motion information on the vehicle, and a roll angle variation rate (roll rate) p obtained from the roll angle. Here, the roll angle variation rate information may be obtained from the transfer function, like the roll angle information or the vertical load information, or may be obtained by differentiating the roll angle. Equation 2 below is an equation for determining the threshold engagement torque using a roll angle ϕ, a roll angle variation rate p, and vertical load information. Threshold engagement torque=σ0×σ1×min (vertical load on left wheel,vertical load on right wheel)−σ2×|ϕ|−σ3×sign(ϕ)×p[Equation 2] In Equation 2, ϕ denotes a roll angle, and p denotes a roll angle variation rate. Here, the roll angle ϕ is defined as shown inFIG.6. Furthermore, σ0 and σ1 are as in Equation 1, σ2 and σ3 are coefficients that determine how much roll angle ϕ and roll angle variation rate p are to be reflected in the threshold engagement torque, respectively, and their values are preset in the controller. Furthermore, sign(ϕ) is set to ‘+1’ when 4 is a positive value, and is set to ‘−1’ when ϕ is a negative value. Furthermore, | | denotes an absolute value. The reason for determining the threshold engagement torque by taking the absolute value of the roll angle in Equation 2 is to reflect an effect that the vertical load on one side decreases as the vehicle tilts more from the center in either the left or right direction in the roll angle. Furthermore, the reason for determining the threshold engagement torque by multiplying the roll angle variation rate by the sign(ϕ), which is a value indicating the direction of the roll angle, is to reduce the threshold engagement torque when there is a component of the roll angle variation rate in a direction more inclined to be away from the center, and to increase the threshold engagement torque when there is a component of the roll angle variation rate in a direction to return to the center. In another exemplary embodiment of the present disclosure, the threshold engagement torque may be determined as in Equation 3 below. Threshold engagement torque=min {(σ0×σ1×vertical load on left wheel−σ2×ϕ−σ3×p),(σ0×σ1×vertical load on right wheel+σ2×ϕ+σ3×p)} [Equation 3] The direction of movement of the vehicle follows the ISO vehicle coordinate frame shown inFIG.6. Furthermore, the definition of each sign in Equation 3 is the same as in Equation 2. In the determination of Equations 2 and 3, either of the roll angle and the roll angle variation rate may not be used. In other words, in Equations 2 and 3, terms of ‘σ2×|ϕ|’ and ‘σ2×ϕ’ may be deleted. Alternatively, terms of ‘σ3×sign(ϕ)×p’ and ‘σ3×p’ in Equations 2 and 3 may be deleted. After the threshold engagement torque is obtained as described above, the controller is configured to compare the torque command determined from the vehicle operation information with the threshold engagement torque (step S14inFIG.2), and when the torque command exceeds the threshold engagement torque, the controller is configured to control the limited slip differential60to be engaged (step S15inFIG.2). So far, the method of controlling the driving force of a vehicle according to an exemplary embodiment of the present disclosure has been described in detail. As is apparent from the above description, various aspects of the present disclosure are directed to providing the following effects. According to the apparatus of controlling wheel slip of a vehicle and a method thereof according to an exemplary embodiment of the present disclosure, it may be possible to determine whether to engage the limited slip differential in consideration of the real-time lateral vertical load change before wheel slip occurs while the vehicle performs turning, and by engaging the limited slip differential at the optimal time linked to the torque of the driving device, the lateral grip of the tire may be stably secured and excessive wheel slip may be prevented. Furthermore, the term related to a control device such as “controller”, “control apparatus”, “control unit”, “control device”, “control module”, or “server”, etc refers to a hardware device including a memory and a processor configured to execute one or more steps interpreted as an algorithm structure. The memory stores algorithm steps, and the processor executes the algorithm steps to perform one or more processes of a method in accordance with various exemplary embodiments of the present disclosure. The control device according to exemplary embodiments of the present disclosure may be implemented through a nonvolatile memory configured to store algorithms for controlling operation of various components of a vehicle or data about software commands for executing the algorithms, and a processor configured to perform operation to be described above using the data stored in the memory. The memory and the processor may be individual chips. Alternatively, the memory and the processor may be integrated in a single chip. The processor may be implemented as one or more processors. The processor may include various logic circuits and operation circuits, may process data according to a program provided from the memory, and may generate a control signal according to the processing result. The control device may be at least one microprocessor operated by a predetermined program which may include a series of commands for carrying out the method included in the aforementioned various exemplary embodiments of the present disclosure. The aforementioned invention can also be embodied as computer readable codes on a computer readable recording medium. The computer readable recording medium is any data storage device that can store data which may be thereafter read by a computer system and store and execute program instructions which may be thereafter read by a computer system. Examples of the computer readable recording medium include Hard Disk Drive (HDD), solid state disk (SSD), silicon disk drive (SDD), read-only memory (ROM), random-access memory (RAM), CD-ROMs, magnetic tapes, floppy discs, optical data storage devices, etc and implementation as carrier waves (e.g., transmission over the Internet). Examples of the program instruction include machine language code such as those generated by a compiler, as well as high-level language code which may be executed by a computer using an interpreter or the like. In various exemplary embodiments of the present disclosure, each operation described above may be performed by a control device, and the control device may be configured by a plurality of control devices, or an integrated single control device. In various exemplary embodiments of the present disclosure, the control device may be implemented in a form of hardware or software, or may be implemented in a combination of hardware and software. Furthermore, the terms such as “unit”, “module”, etc. Included in the specification mean units for processing at least one function or operation, which may be implemented by hardware, software, or a combination thereof. For convenience in explanation and accurate definition in the appended claims, the terms “upper”, “lower”, “inner”, “outer”, “up”, “down”, “upwards”, “downwards”, “front”, “rear”, “back”, “inside”, “outside”, “inwardly”, “outwardly”, “interior”, “exterior”, “internal”, “external”, “forwards”, and “backwards” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. It will be further understood that the term “connect” or its derivatives refer both to direct and indirect connection. The foregoing descriptions of predetermined exemplary embodiments of the present disclosure have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present disclosure, as well as various alternatives and modifications thereof. It is intended that the scope of the present disclosure be defined by the Claims appended hereto and their equivalents. | 44,312 |
11858346 | DETAILED DESCRIPTION The following disclosure concerns systems and methods, implementable in vehicles equipped with ACC, where the ACC feature is activated, for managing vehicle following distance by managing torque and torque reduction in a subject vehicle. Skilled artisans will appreciate additional embodiments of systems and methods of the present disclosure that extend beyond the examples of this disclosure. When reading this disclosure, singular forms should be read to contemplate and disclose plural alternatives. Similarly plural forms should be read to contemplate and disclose singular alternatives. Conjunctions should be read as inclusive unless stated otherwise. Expressions such as “at least one of A, B, and C” should be read to permit any one of A, B, or C, alone or in combination with the remaining elements. Additionally, such groups may include multiple instances of one or more elements in that group, which may be included with other elements of that group. All numbers, measurements, and values are given as approximations unless expressly stated otherwise. Terms and expressions used throughout this disclosure are to be interpreted broadly. Terms are intended to be understood respective to the definitions provided by this specification. Technical dictionaries and common meanings understood within the applicable art are intended to supplement these definitions. In instances where no suitable definition can be determined from the specification or from technical dictionaries, such terms should be understood according to their plain and common meaning. However, any definitions provided by the specification will govern above all other sources. Various objects, features, aspects, and advantages described by this disclosure will become more apparent from the following detailed description, along with the accompanying drawings. For purposes of clearly describing the components, features, and method steps discussed throughout this disclosure, some frequently used terms will now be defined. The term “subject vehicle,” as it is used throughout this disclosure, shall mean a vehicle, equipped with ACC and operating with ACC activated, comprising a system of the present disclosure and/or operating according to a method of the present disclosure. The term “target vehicle,” as it is used throughout this disclosure, shall mean a vehicle located some distance in front of a subject vehicle and with respect to which speed of the subject vehicle is calibrated so as to maintain substantially constant following distance. Various aspects of the disclosure will now be described in detail, without limitation. In the following disclosure, systems and methods for controlling vehicle following distance by managing torque and torque reduction in a subject vehicle, will be discussed. Those of skill in the art will appreciate that alternative labeling of the components, features, and method steps may be provided, which is consistent with the scope and spirit of this disclosure. Skilled readers should not view inclusion of any alternative labels as limiting in any way. ACC systems are commonly found in many different makes and models of vehicles today. ACC systems in a subject vehicle may be utilized to maintain a substantially constant following distance behind a preceding target vehicle located in front of the subject vehicle. When a vehicle with a conventional ACC system activated is travelling on a downward sloping surface, the ACC system may decrease the desired torque value to off-set acceleration due to gravity caused by the downward slope of the surface. Such off-set may be necessary to maintain a substantially constant following distance relative to a target vehicle given the increase in speed due to the downward sloping surface. Such decreased desired engine torque may be communicated to the ECU. The ECU may then, in a gasoline-powered vehicle, adjust throttle valve position to effectuate the new desired torque. Alternatively, in a vehicle containing a diesel engine, the ECU may modify the volume of fuel being injected into the vehicle's engine cylinders to effectuate the new desired torque. In a gasoline-powered vehicle, the modified throttle valve positioning adopted to effectuate the new desired torque value may be determined by a torque map. Such torque map may be programmed into the ECU. As those of skill in the art will appreciate, torque maps may be used to identify, for a desired engine torque output, necessary throttle valve position, given an engine speed (i.e., revolutions per minute of a crankshaft). In a vehicle containing a diesel engine, the modified volume of fuel being injected into the engine cylinders to effectuate the new desired torque value may be determined by a fuel map. Such fuel map may be programmed into the ECU. As those of skill in the art will appreciate, fuel maps may be used to identify, for a desired engine torque output, the necessary volume of fuel that must be injected into the engine cylinders. Conventional ACC systems, when there is a change in slope of the surface on which the subject vehicle is travelling, request a new desired torque that is calibrated to a downward slope. This new requested torque is, therefore, not optimal for upward sloping and substantially flat surfaces. Systems and methods of the present disclosure solve this problem by utilizing sensors that are communicatively and operatively connected to the ECU and transmit data to the ECU regarding slope of the surface on which the subject vehicle is travelling. With this information regarding slope of the surface, a more appropriate new desired torque may be identified by the ECU when there is a change in slope of the driving surface. In an alternative embodiment, systems and methods of the present disclosure comprise a series of sensors that detect pitch of a subject vehicle. When vehicle pitch changes, a new desired torque will be identified to off-set forces causing the change in pitch. With this information regarding pitch of the subject vehicle, a more appropriate new desired torque may be identified by the ECU when there is a change in pitch than with conventional ACC systems. Systems and methods of the present disclosure may be utilized in a subject vehicle. Systems and methods of the present disclosure may be utilized to maintain a substantially constant following distance behind a target vehicle. Components of systems of the present disclosure may include, without limitation, an ECU. Components of systems of the present disclosure may include, without limitation, radar sensors capable of detecting following distance relative to a target vehicle and capable of detecting speed of the target vehicle. Such sensors may be communicatively and operatively connected to the ECU. Those of skill in the art will readily appreciate suitable locations throughout the subject vehicle for placement of such radar sensors. Without limitation, such radar sensors may be located behind the grill of a subject vehicle. Components of systems of the present disclosure may include, without limitation, sensors that are capable of detecting slope of the surface on which the subject vehicle is travelling. Such sensors may be communicatively and operatively connected to the ECU. Such sensors may be located throughout the subject vehicle at any position that is substantially stable when the subject vehicle is being driven. Without limitation, such sensors may be located on a vehicle's frame within approximately six inches from such vehicle's transmission and/or within approximately six inches from such vehicle's wheel well. In instances where systems and methods of the present disclosure are deployed in a truck weighing more than approximately 10,000 pounds (referred to at times by those skilled in the art as a “heavy truck”), slope-detecting sensors as discussed herein may be located on the vehicle's transmission and/or elsewhere on such vehicle's powertrain. Those of skill in the art will readily appreciate alternative suitable locations for placement of the slope-detecting sensors and pitch-detecting sensors discussed herein. Components of systems of the present disclosure may include, without limitation, sensors that are capable of detecting degree of throttle valve opening in a subject vehicle. Such sensors may be communicatively and operatively connected to the ECU. Those of skill in the art will readily appreciate suitable locations for placement of such sensors. Components of systems of the present disclosure may include, without limitation, a throttle valve actuator. Such throttle valve actuator may, without limitation, comprise a stepper motor or a servo motor. Those of skill in the art will readily appreciate suitable locations for placement of such throttle valve actuators. Systems of the present disclosure, as well as related methods of the present disclosure, are intended to operate in vehicles equipped with ACC when such ACC has been activated. According to systems and methods of the present disclosure, and referring toFIGS.1-3, when a vehicle encounters a change in slope of the surface on which it is travelling, sensors transmit a signal to the ECU communicating data regarding the change in slope of the surface. Based on the data concerning change in road slope received from such sensors, the ECU may calculate a new desired torque value necessary to maintain substantially constant following distance relative to a target vehicle. Upon receipt by the ECU of such road slope data, in vehicles containing a gasoline-powered engine, the ECU, according to systems and methods of the present disclosure, may calculate a new desired torque value and may output to the throttle valve actuator a command signal to modify throttle valve opening to a position that corresponds to the new desired torque value. Such modified throttle valve position may be determined according to a torque map programmed into the ECU. In instances where systems and methods of the present disclosure are utilized in connection with a vehicle containing a diesel engine, upon receipt by the ECU of data indicating a change in road slope, the ECU may calculate a new desired torque value and may output a command signal to fuel injectors to modify the volume of fuel to be injected into the engine cylinders to correspond to the new desired torque value. Those of skill in the art will readily appreciate that different types of fuel injectors may be used in connection with systems and methods of the present disclosure. Without limitation, such fuel injectors may comprise a sequential fuel injection system; a direct fuel injection system; a single-point fuel injection system; or a multi-point fuel injection system. Such modifications in throttle valve position or modifications in the amount of fuel being to be injected into the engine cylinders may be effectuated in order to achieve a new desired torque value. Such new torque value may be necessary in order to maintain a substantially constant following distance relative to a target vehicle where there has been a change in slope of the surface on which the subject vehicle is travelling. In an alternative embodiment, systems of the present disclosure may comprise sensors capable of detecting pitch of the subject vehicle in lieu of or in addition to sensors for detecting slope of a surface on which the subject vehicle is travelling. According to such embodiment, when pitch of the subject vehicle changes, sensors located on the subject vehicle transmit a signal to the ECU communicating data concerning the change in vehicle pitch. Such sensors may be located at any position on the subject vehicle that preserves effectiveness of the sensors. Without limitation, such sensors may be positioned as reflected inFIGS.1-3. According to aspects of systems enabled by this disclosure, pitch-detecting sensors as discussed herein may be positioned, without limitation, on a vehicle's frame within approximately six inches from such vehicle's transmission and/or within approximately six inches from such vehicle's wheel well. In instances where systems and methods of the present disclosure are deployed in a truck weighing more than approximately 10,000 pounds (referred to at times by those skilled in the art as a “heavy truck”), pitch-detecting sensors as discussed herein may be located on the vehicle's transmission and/or elsewhere on such vehicle's powertrain. Those of skill in the art will readily appreciate alternative suitable locations for placement of such sensors. Based on the data concerning change in vehicle pitch, the ECU may calculate a new desired torque value necessary to maintain substantially constant following distance relative to a target vehicle. Upon receipt by the ECU of such vehicle pitch data, in vehicles containing a gasoline-powered engine, the ECU, according to systems and methods of the present disclosure, may output to the throttle valve actuator a command signal requiring adjustment of throttle valve opening to a position that corresponds to the new desired torque value. Upon receipt by the ECU of such vehicle pitch data, in vehicles containing a diesel engine, the ECU, according to systems and methods of the present disclosure, may output a command signal requiring modification of the volume of fuel being injected into the engine's cylinders to a volume that corresponds to the new desired torque value. Such modifications in throttle valve position and to the volume of fuel injections may be effectuated in order to realize a new desired torque value. Such new torque value may be necessary in order to maintain a substantially constant following distance relative to a target vehicle where there has been a change pitch of the subject vehicle. While various aspects of systems and methods enabled by this disclosure have been described above, the description of this disclosure is intended to illustrate and not limit the scope of the invention. The invention is defined by the scope of the claims and not the illustrations and examples provided in the above disclosure. Skilled artisans will appreciate additional aspects of the systems and methods enabled by this disclosure, which may be realized in alternative embodiments, after having the benefit of the above disclosure. Other aspects, advantages, embodiments, and modifications are within the scope of the claims. | 14,453 |
11858347 | DETAILED DESCRIPTION FIG.1illustrates the interior1of a vehicle (not depicted in its entirety). This interior1of the vehicle has an ambient vehicle illumination or ambient interior illumination. In the exemplary embodiment depicted here, this comprises a light band labelled with2, which is formed peripherally around the interior1of the vehicle. This light band2can be divided, in particular, into several individual light modules, for example eight individual light modules, which are here each labelled with3. The ambient interior illumination of the vehicle further comprises a plurality of individual ambient illumination elements4, which can be formed, for example, as light-emitting diodes for the indirect illumination, for example, of the footwell. In the depiction ofFIG.1, only some of these ambient illumination elements are provided with the reference numeral4. In total, here up to 150 individual light emitting diodes that can be controlled in terms of their color and light intensity, for example, can be provided as the illumination elements4. The vehicle further comprises various sensor and measurement receivers, whose data is to be visualized, in particular via the light modules3of the peripheral light band2. In the depiction ofFIG.2, various groups of sensors and measurement receivers are illustrated. Thus, all the sensors relating to comfort and measurement receivers are to be compiled, for example, via the box labelled with5. These can detect settings, for example, inside the interior1of the vehicle, in particular settings of an air conditioning system, a sound system, a seat heater, a setting of the seat or similar. In box6, sensors of the driver assistance system are compiled, which recognize objects in the surroundings of the vehicle, for example, which recognize other vehicles, which recognize the deviation of the vehicle from a driving track, and similar. The sensors compiled in the box6are, moreover, extended by a camera, which is correspondingly symbolized by box8and which can be part of the sensor technology of the driver assistance system throughout. Furthermore, measurements and sensor data from the region of the telematics system7are indicated by box7. All this data is transferred to a central control device9via a data connection, for example via an ethernet bus, which is indicated here and labelled with10. For its part, the central control device9is connected to a base control device11for the ambient vehicle illumination via the ethernet bus10. A control of the individual illumination elements in terms of color and intensity depending on the location at which the individual illumination elements4are arranged can be carried out via a linear bus12for up to 150 illumination elements4, for example, that can be individually addressed via this control device11for the ambient illumination of the vehicle interior1. Moreover, the central control device9is connected to the individual light modules3, here thus the eight light modules3of the light band2, via a solitary high-speed CAN-FD bus as a video link. In doing so, it is possible to very quickly control up to 100 LEDs, for example, per light module3in a single or multi-line video display. The central control device9now substantially assumes three different tasks, which are schematically indicated in the depiction ofFIG.3. The data reaches the region of the central control device9via the ethernet bus10and here initially a unit divided into two blocks14.1and14.2for the video processing. In this unit14, which can also be referred to as a video processor, the data, for example, is processed corresponding to the at least one camera8in order to analyze the video data according to relevant recognizable structures based on colors, image sectors, speeds and contrasts and to access the information in relation to the temporal duration of the individual image frequencies. The data is then processed for the control of the light modules3and utilized, in particular by it being adjusted to the depiction format of the respective light modules3, for example a single-line video display having up to 100 columns. Finally, the interesting contents of the video data received are then thus determined in the region14.1of the video processor14. Moreover, it is thus that, as already mentioned, data from the region also processes comfort (5), driver assistance (6) and telematics (7) via the ethernet bus10. This data can also be processed as needed via algorithms in video sequences, which are each formatted to be adapted to the control of the individual light modules3of the light band2. The video sequences from the video processor14then reach a video parser15in which they are superimposed. The whole superimposition of the videos, for example the superimpositions of up to five individual videos, which have been compiled from different data sources in the regions14.1and/or14.2of the video processor14, can thus be superimposed in a priority-controlled manner in relation to an overall video sequence. The priority control is useful here in order prioritize information relevant to safety more highly and to weight it more highly than information relevant to comfort. In doing so, an overall video emerges which can, in principle, make all information relevant, which, however, prioritizes information more important to the user of the vehicle more highly and thus makes it easier to recognize by means of a corresponding choice light intensities and contrasts in the whole video. The data of this whole video is then transferred directly or, as in the exemplary embodiment depicted inFIG.3, via a transducer16, which is also referred to as a mapper, to the eight light modules3. The solitary high-speed CAN-FD bus already discussed can be designed for this, for example in the form of four CAN-FD buses, which each control two of the light modules3. In doing so, it is possible to transfer the video sequences virtually in real time to the light modules3and thus to achieve a live display of the sensor data and measurements received by means of the video sequences in the individual light modules3of the light band2. The transducer or mapper16quasi “maps” the individual video pixel of the whole video coming from the video parser15onto the individual light modules3or the CAN-FD busses13allocated to them. In doing so, light modules of different lengths can also be controlled without the video sequences having to already take this into consideration. The individual video pixels of the whole video are thus directly prepared for the light modules3via the central control device9with the mapper16, such that the light modules3can be conceived overall exceptionally simply. Optionally, an external storage17can also be provided which is arranged in the central control device9or is directly connected to this. This central storage17can comprise pre-stored video sequences, which, in certain situations can be detected by sensor data and/or measuring data, make a useful visualization of this data possible. In this case, the computational cost in the portion14.2of the video processor14is saved. Here, these videos from the storage17are also superimposed in to the video parser15in addition to the other videos. This is correspondingly indicated in the depiction ofFIG.3. Moreover, a newly generated video sequence can be stored in the storage17via the video parser15or also via the video processor14in order to be able to use them as the pre-stored video sequence at a future point in time. Moreover, the central control device9is connected to the base control device11via the ethernet bus10, as also correspondingly emerges from the depiction ofFIG.2. The data from the central control device9, and, here in particular the data in relation to the whole video from the video sparser15, can thus be transmitted to the base control device11. This is then able to adjust the individual illumination elements4of the ambient interior illumination in terms of their color and light intensity at the respective location to the whole video sequence running in the region of the light band2, in order to thus obtain a coherent overall image of the interior illumination and to transmit the desired information intuitively to the person using the vehicle. Of course, the mapper16can also be dispensed with when a corresponding processing of the video sequences has already been carried out in the region of the video processor14and the whole video in the video parser15. The data can then be transferred directly from the video parser15to the individual light modules3, in particular when these are formed identically one below the other and have the same measurements and pixel resolution. Although the invention has been illustrated and described in detail by way of preferred embodiments, the invention is not limited by the examples disclosed, and other variations can be derived from these by the person skilled in the art without leaving the scope of the invention. It is therefore clear that there is a plurality of possible variations. It is also clear that embodiments stated by way of example are only really examples that are not to be seen as limiting the scope, application possibilities or configuration of the invention in any way. In fact, the preceding description and the description of the figures enable the person skilled in the art to implement the exemplary embodiments in concrete manner, wherein, with the knowledge of the disclosed inventive concept, the person skilled in the art is able to undertake various changes, for example, with regard to the functioning or arrangement of individual elements stated in an exemplary embodiment without leaving the scope of the invention, which is defined by the claims and their legal equivalents, such as further explanations in the description. | 9,840 |
11858348 | DETAILED DESCRIPTION FIG.1shows an example powertrain10of a battery electric vehicle12. The powertrain10includes a battery pack14for storing and discharging electrical energy, one or more prime-mover16in the form of one or more electric motor for converting the electrical energy into kinetic energy and a transmission18for delivering the kinetic energy from the prime-mover16to the wheels20. The transmission18may include a clutch, gearbox, differential and fixed gearing as known in the art and will not be discussed in detail here. In certain situations, such as in regenerative braking for example, kinetic energy may be converted back to electric energy by the motor16(acting in reverse as a generator) and stored in the battery pack14for later use. As such, the power delivery from the powertrain10may be positive, for example when power is being delivered from the battery pack14to the wheels20to accelerate the vehicle12, or negative, for example when power is being delivered to the battery pack14from the wheels20to decelerate the vehicle12. The battery pack14may include one or more batteries and associated controllers (not shown). The battery controllers may be used to monitor, inter alia, battery charge level and instantaneous discharge capability of the battery. The motor16may include power electronics and one or more controllers. The motor16may be controlled by a powertrain controller comprising one or more processors configured to receive instructions from the driver via an electronics control unit or ECU (not shown) as is known in the art. The maximum amount of power available from the powertrain10, referred to herein as the powertrain capability, may vary according to a number of factors. Such factors may include battery pack and/or motor temperature, motor speed and state of charge of the battery pack. As such the powertrain capability varies dynamically. It may be desirable to display to the driver an indication of the instantaneous power delivery from the powertrain as a proportion of the instantaneous powertrain capability. Such information may help inform the driver of their driving style and/or improve driving efficiency, for example. One such system comprises a display including a gauge, visible to the driver of the vehicle. A lower limit of the gauge represents zero or negligible power delivery of the powertrain and an upper limit of the gauge represents the maximum power delivery which is substantially equal to the power capability of the powertrain. A marker positioned between the lower limit and upper limit may represent the instantaneous power delivery as a proportion of the instantaneous power capability. However, certain situations, such as when one or more of the powertrain components is faulty, or when the vehicle is subject to a speed restriction, may result in an inability to deliver the full powertrain capability rendering the information on the display misleading. For example, in situations where the battery pack14is very cold or very hot the powertrain10may not be able to operate as would be predicted. Additionally or alternatively, failure of a high voltage component of the vehicle12may cause the vehicle systems to adopt a fault condition in which full power cannot be delivered. For example, this might be caused by the loss of integrity of a high voltage bus or damage to one or more high voltage connectors. By way of further example, in situations where one or more component of the vehicle12is faulty, the vehicle12may be configured to adopt a speed restriction as a safety measure and therefore the powertrain10may not be able to operate as would be predicted. Additionally or alternatively, the vehicle12may be configured to adopt a speed restriction when travelling along one or more routes due to local traffic enforcement requirements. In these embodiments, the powertrain10may operate as would be expected at low speeds, below that of the speed restriction, but the powertrain10may be disconnected or otherwise unable to generate further power to drive the vehicle12as the speed restriction is approached. The present invention is directed towards a display system for a vehicle which is configured to display instantaneous power delivery of a powertrain of the vehicle as a proportion of the instantaneous power capability of the powertrain. The system is also configured to display an anomalous limitation on the power delivery and/or power train capability, but only when particular criteria are met. The invention thus aims to deliver information to the driver only when it is considered relevant to the driving experience to prevent unnecessary distraction of the driver. FIG.2shows a vehicle display system30according to an embodiment of the invention for use in the vehicle12ofFIG.1. The illustrated system30includes a powertrain controller32in functional communication with a powertrain capability indicator34. The powertrain capability indicator34is configured to display the instantaneous power delivery of the powertrain10of the vehicle as a proportion of the instantaneous power capability of the powertrain10. More particularly, the powertrain controller32comprises at least one input36configured to receive information from the battery pack14and motors16relating to the instantaneous power delivery of the powertrain10and the instantaneous power capability of the powertrain10. The powertrain controller32is further configured to compute the percentage of available power being used by the powertrain10at that instant. This information is then transferred, as an output38, to the powertrain capability indicator34to allow for the display of accurate, real-time performance of the powertrain10. As described above, the power capability of the power train10may vary dynamically in dependence on a number of operating factors thereof. The powertrain controller32is therefore configured to receive real-time data relating to these operating factors and select or compute a corresponding instantaneous power capability over a range of possible power capabilities. The powertrain capability indicator34is therefore configured to display power delivery as a proportion of this range of power capabilities. This range of power capabilities has an upper limit and lower limit representing expected bounds of operation under a variety of expected operating conditions. The present invention relates to the detecting of conditions in which the power capability of the powertrain10is reduced to below the lower limit of this range i.e. below the minimum of the range of power capabilities typically displayed. In order to do this, the powertrain controller32comprises one or more input36configured to receive information from the battery pack14and/or motors16. The information comprises data relating to a condition indicative of a limitation on the instantaneous power delivery and/or power capability. More particularly, in one example the input36is configured to receive data from the battery pack14indicative of a reduction in available traction power. The reduction in available traction power may be due to a limitation on the discharge capability of one or more of the batteries in the battery pack14due to a fault in in one or more electrical components associated with the battery pack14. A battery pack14will typically include a number of high-voltage electrical components associated therewith, such as high-voltage connectors or high voltage buses. Failure of one or more of these components may trigger various safety measures in which the components may be isolated, at least one battery switched off or power may otherwise be prevented from being discharged from the battery pack14fully or in part. Other parts of the vehicle12having high voltage components, connectors, buses and safety mechanisms, and other parts of the high voltage system are also subject to failure detection and safety mechanisms which may also affect battery discharge. Discharge may also be affected by anomalous conditions of the battery pack14, for example very low or very high temperatures may cause a number of the components associated with the battery pack14to operate ineffectively or may also trigger a safety response limiting the power the battery pack14is able to discharge. A controller40associated with the battery pack is configured to deliver information relating to this limiting condition to the powertrain controller32for processing. The input36is also configured to receive data from the motors16indicative of a reduction in available traction torque from the motors16and the instantaneous speed of the motors16, i.e. the rotational speed of the motors16. A reduction in available traction torque may be the result of a failure or one or more components in a similar manner as described above. A controller42associated with the motors16is configured to deliver information relating to this limiting condition to the powertrain controller32for processing. The motor controller42is further configured to deliver information relating to the speed of the motors16to the powertrain controller32. In another example, the input36is configured to receive data from the motors16indicative of a speed limitation of the vehicle12and the instantaneous speed of the vehicle12. A controller42associated with the motors16and associated power electronics is configured to deliver information relating to this limiting condition to the powertrain controller32for processing. The motor controller42is further configured to deliver information relating to the speed of the vehicle12to the powertrain controller32. The powertrain controller32comprises at least one processor (not shown) configured to receive the above described data from the input36and decide whether the limitation should be displayed to a driver of the vehicle12. More particularly, the processor is configured to decide, from the data, whether the limiting condition (i.e. the reduction of available traction power and/or reduction in available traction torque, or the speed restriction) meets one or more predetermined criterion. The one or more predetermined criterion is set such that the limiting condition is only displayed when the power capability is below the minimum of the range of power capabilities typically displayed by the powertrain capability indicator34. Moreover, the predetermined criterion is set such that the limiting condition is only displayed to the driver when it is considered likely that the condition would affect the present driving experience. For example, when a reduction in available traction power is detected, as described above, the processor is configured to determine if the available traction power is below a predetermined threshold power value. The predetermined threshold power value represents the minimum power capability that is displayable by the powertrain capability indicator34. The processor is further configured such that, when detecting that the available traction power is below the predetermined threshold power value, the processor computes a ratio of the available power over the threshold value, referred to herein as the power ratio. The processor is configured to determine whether the power ratio is below a predetermined power ratio threshold. The power ratio threshold represents a condition in which the reduction in available traction power would be noticeable by the driver i.e. it would noticeably affect the driving experience. Additionally, when a reduction in available traction torque is detected, as described above, the processor is configured to determine if the available traction torque is below a predetermined threshold value. The predetermined threshold value represents the minimum power capability that is displayable by the powertrain capability indicator34. In this case, the predetermined threshold value varies in dependence on the speed of one or more of the motors of the powertrain. The processor is further configured such that, when detecting that the available traction torque is below the predetermined threshold, the processor computes a ratio of the available torque over the threshold value, referred to herein as the torque ratio. The processor is configured to determine whether the torque ratio is below a predetermined torque ratio threshold. In a similar manner to above, the torque ratio threshold represents a condition in which the reduction in available traction torque would be noticeable by the driver i.e. it would noticeably affect the driving experience. The main difference being that, in the case of a reduction in torque, the condition is only likely to be noticeable by the driver when the motors are operating at particular speeds. This is represented by the speed dependent torque threshold. More particularly, the difference between power limitation and torque limitation, with respect to speed, is that a power limitation results in a reduction in delivered torque only at higher motor speeds, such that the reduction is noticeable only at higher speeds. The speed at which it the limitation becomes noticeable is dependent on the magnitude of the power reduction. However, the available torque is typically lower at higher speeds in normal conditions, and reductions in actuator torque availability are usually scaled from the normal speed-dependent limits. As such, actuator torque limitations typically take effect at all motor speeds. As such, in this example the processor is configured to determine three types of conditions. A first condition where there is no limitation, a second condition where an absolute value of the limitation (i.e. available power or torque) is below a first threshold value but the ratio of the limitation over the first threshold value is not below a second, ratio threshold and a third condition where the absolute value of the limitation is below a first threshold value and a ratio of the limitation over the first threshold value is below the second, ratio threshold. In another example, when a speed restriction is detected, as described above, the processor is configured to determine if the available traction power is below a predetermined threshold value. The predetermined threshold value varies in dependence on the current vehicle speed. More particularly, the threshold value is determined as a function of the current vehicle speed such that it is sufficiently close to the current vehicle speed that the vehicle may approach the speed restriction. As such, in this example, the processor is configured to determine two (rather than three, as per the previous example) types of conditions. A first condition where there is no limitation and a second condition where an absolute value of the limitation (i.e. the speed limitation) is below a threshold value. The powertrain controller output38is configured to deliver data relating to the limitation to the powertrain capability indicator34for display thereon. More particularly, the powertrain controller output38is configured to deliver data indicative of the first, second or third condition as described above. The powertrain capability indicator34is configured to display the first, second (or third) condition in dependence on the received output38. More particularly, when receiving data indicative of the first condition, the powertrain capability indicator34is configured to display the instantaneous power delivery of the powertrain10as a proportion of the instantaneous power capability in the normal manner. In the example of three conditions, when receiving data from the output of the powertrain controller32indicative of the second condition, the powertrain capability indicator34is configured to display the instantaneous power delivery of the powertrain10as a proportion of an adjusted power indication. The adjusted power indication Cabeing calculated as follows: Ca=Pd*(Pa/Pt) where Pdis the instantaneous power delivery, Pais the instantaneously available power/torque of the powertrain10and Ptis the predetermined threshold as described above. The adjusted power indication Camay be calculated by the powertrain controller32, by a processor of the powertrain controller32, or by a processor of the powertrain capability indicator (not shown). When receiving data indicative of the third condition, the powertrain capability indicator34is configured to add a marker to the display indicative of a limitation. More particularly, the powertrain capability indicator34is configured to add a marker onto a scale or gauge of the indicator display at a position representative of the ratio (Pa/Pt). In the example of two conditions, when receiving data from the output of the powertrain controller32indicative of the second condition (an absolute value of the limitation is below a threshold value), the powertrain capability indicator34is configured to add a marker to the display indicative of a limitation. More particularly, the powertrain capability indicator34is configured to add a marker onto a scale or gauge of the indicator display at a position representative of the power limit at which the speed restriction is likely to be met and therefore the power limit at which the powertrain likely to be disengaged to prevent the vehicle from exceeding the speed restriction. The power limit and/or position of the marker may be determined by the processor of the powertrain controller32or by a processor of the powertrain capability indicator34. The powertrain capability indicator comprises a display which may take any form of visual output as known in the art. For example, the display may take the form of a gauge such as a circular or part-circular gauge, pie chart, a linear gauge comprising a moving bar. Additionally or alternatively the display may present the output as one or more numbers, for example a percentage and/or fraction. Other graphical representation of the data may be used additionally or alternatively and may be defined by colour, hue, shading, crosshatching, shapes, patterns etc. The display may show the information digitally on a screen and/or may comprise one or more mechanical dials. FIGS.3a-cshow an example display50for the powertrain capability indicator34described above and configured to display instantaneous power delivery of the powertrain10of the vehicle12as a proportion of the instantaneous power capability of the powertrain10. The display50is disposed within the interior of the vehicle12to be visible by the driver or occupant of the vehicle12. The display includes an arcuate gauge52having a lower limit54representing zero or negligible power delivery by the powertrain10and an upper limit56representing maximum power delivery by the powertrain10equal to the instantaneous power capability. The gauge52has a positive side58for when the vehicle12is operating in a power mode i.e. power is being drawn from the powertrain10and a negative side60for when the vehicle12is operating in a charge mode i.e. power is being provided to the powertrain10, for example during regenerative braking. FIG.3ashows the display50when the instantaneous power delivery close to its maximum i.e. approaching the instantaneous power capability. The display50comprises a power delivery marker62that moves around the gauge52in dependence on the instantaneous power delivery of the powertrain10.FIG.3ashows the powertrain10in either the first or second condition as described above i.e. either there is no powertrain limitation or the limitation is not considered sufficient to affect the driving experience and be noticeable by the driver. As such, no limitation is displayed. FIG.3bshows the display50when the instantaneous power delivery is lower than inFIG.3a. More particularly, the instantaneous power delivery is greater than zero and less than the instantaneous power capability. In this example the instantaneous power delivery is less than one quarter of the instantaneous power capability as represented by the position of the delivery marker62. In relation to the example of three conditions,FIG.3bshows the powertrain10in the third condition as described above, i.e. the powertrain limitation is considered sufficient to affect the driving experience and be noticeable by the driver. As such, a limitation marker64is also present on the gauge52to represent the powertrain limitation. In relation to the example of two conditions,FIG.3bshows the powertrain10in the second condition as described above, i.e. the speed restriction is within a predetermined margin of the current speed and is considered likely to affect the driving experience and be noticeable by the driver if more power is demanded. As such, a limitation marker64is also present on the gauge52to represent the potential limitation on power should the drive attempt to demand more power from the powertrain10. FIG.3cshows the display50when the instantaneous power delivery is negative i.e. the vehicle12is operating in a charge mode. As withFIG.3b,FIG.3calso shows the powertrain10in the third condition (for the three condition example) or second condition (for the two condition example) as described above, however in this example the powertrain limitation is also limiting the charging of the battery pack14. As such, a further limitation marker66is present on the gauge52to represent the charging limitation. FIG.4is a flow diagram showing a first method100of rendering on a vehicle display system the instantaneous power delivery as a proportion of power capability in which a powertrain limitation is selectively displayed in accordance with an embodiment of the invention. At step102, it is determined whether the available traction power is below a predetermined threshold or whether the available traction actuator torque is below a predetermined threshold, the predetermined threshold for available traction actuator torque being a function of actuator speed. As described above, the predetermined threshold in either case represent a condition in which the instantaneous power capability is below the range of power capabilities typically displayed by the powertrain capability indicator. If neither the available traction power nor the available traction actuator torque is below its respective threshold then the method proceeds to step104in which the vehicle display continues to show the instantaneous power delivery as a proportion of the instantaneous power capability. However, if either the available traction power or the available traction actuator torque is below its respective threshold then the method proceeds to step106. At step106the instantaneous power delivery is displayed however this is displayed as a proportion of an adjusted indication Ca. The adjusted power indication Cabeing calculated as follows: Ca=Pd*(Pa/Pt) where Pdis the instantaneous power delivery, Pais the instantaneously available traction power of the powertrain and Ptis the predetermined threshold. The method then proceeds to step108in which it is determined if the ratio of the available of the available traction power over the predetermined threshold (Pa/Pt) is itself below a predetermined ratio threshold. The ratio threshold representing a condition in which the limitation is likely to noticeably affect the driving experience. If the ratio is not below the ratio threshold the method then continues to step110and no limitation if displayed on the powertrain power indicator. If the ratio is below the ratio threshold, the method continues to step112in which the limitation is displayed on the display system. More particularly, the limitation is marked onto a scale or gauge of the display at a position representative of the ratio (Pa/Pt). FIG.5is a flow diagram showing a second method1100of rendering on a vehicle display system the instantaneous power delivery as a proportion of power capability in which a powertrain limitation is selectively displayed in accordance with an embodiment of the invention. At step1102, it is determined whether the there is a speed restriction and whether the speed restriction is below a predetermined threshold, the predetermined threshold for available traction actuator torque being a function of the current vehicle speed. As described above, the predetermined threshold represents a condition in which the powertrain is likely to be disconnected if further power is requested. If the speed restriction is above the threshold value then the method proceeds to step1104in which the vehicle display continues to show the instantaneous power delivery as a proportion of the instantaneous power capability and no limitation is displayed. If the speed restriction is below the threshold the method continues to step1106in which the limitation is displayed on the display system. More particularly, the limitation is marked onto a scale or gauge of the display at a position representative of the power at which the speed restriction is likely to be met. FIG.6is a graph200showing how the speed limit threshold202may vary with vehicle speed204in accordance with various embodiments of the invention. In one embodiment, the speed limit threshold202is represented by a first line206. The first line206shows the threshold202increasing linearly with vehicle speed204such that the speed limit threshold202will be higher at higher vehicle speed204. Although the illustrated embodiment shows a linear relationship between the threshold202and vehicle speed204, it will be appreciated that other relationships i.e. where the line206comprises one or more curves or lines of differing gradient. In a further embodiment, the speed limit threshold may be selected from one of a plurality of fixed threshold speeds represented by the lines208a-c. One of the threshold speeds is selected in dependence on the current vehicle. For example, when the current vehicle speed is within a first range then the first speed limit threshold208ais selected, when the current vehicle speed is within a second range then the second speed limit threshold208bis selected and when the current vehicle speed is within a third range then the third speed limit threshold208cis selected. Although the illustrated embodiment shows three fixed speed limit thresholds208a-c, it will be appreciated that any number of fixed speed limit thresholds could be determined, each threshold being selected when the current vehicle speed is within an associated range. In all the embodiments described above, the predetermined thresholds include a certain degree of hysteresis to prevent flickering of the display when the conditions remain close to the threshold. Although the present invention is described in relation to a battery electric vehicle (BEV), it will be appreciated that the present invention may be also application to hybrid electric vehicles and internal combustion engines. Many modifications may be made to the above examples without departing from the scope of the present invention as defined in the accompanying claims. | 26,991 |
11858349 | DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. Referring toFIG.1, an exemplary head-up display system10is shown. The head-up display system10displays graphics upon a windscreen12of a vehicle14to provide a driver18with a gamified experience during calibration of the head-up display system10. The head-up display system10includes one or more controllers20in electronic communication a graphic projection module22, a driver monitoring system24, and a user input device26. The graphic projection module22is configured to generate images upon the windscreen12of the vehicle14and includes a projection device for creating an excitation light for projecting images. The driver monitoring system24includes one or more cameras32located within an interior cabin34of the vehicle14for determining the location of a head38of the driver18of the vehicle14as well as an eye location of the driver18. In the example as shown inFIG.1, the user input device26is a keyboard, however, it is to be appreciated that other user input devices such as, but not limited to, a microphone may be used as well. The one or more controllers20are also in electronic communication with a head-down display40, which may be located alongside or below an instrument panel42(seen inFIGS.2A and2B) located within the interior cabin34of the vehicle14. It is to be appreciated that the vehicle14may be any type of vehicle such as, but not limited to, a sedan, truck, sport utility vehicle, van, or motor home. FIGS.2A-2Bare an exemplary interior view of the windscreen12, where the head-up display system10is operating in a calibration mode to ensure that the eye location of the driver18(FIG.1) is centered within an eyebox50(seen inFIG.3) of the head-up display system10. As explained below, during the calibration mode the head-up display system10first ensures that the eye location of the driver18is centered within the eyebox50. Once the eye location of the driver18is centered within the eyebox50, the head-up display system10is boresighted and a calibration map is calculated to account for build variations within the vehicle14and variations with the shape of the windscreen12. It is to be appreciated that the head-up display system10does not require calibration at a final assembly plant. Instead, the head-up display system10may be calibrated at a dealership or by a customer, without the need for special equipment. FIG.3is a schematic diagram illustrating the eyebox50of the head-up display system10. Referring to bothFIGS.1and3, a horizontal field-of-view54and a vertical field-of-view56define a display size58of the head-up display system10, where the display size58represents an area where the head-up display system10generates graphic images. The eyebox50is the volume within the interior cabin34of the vehicle14in which the head38of the driver18may view the entire display size58of the head-up display system10. Referring toFIGS.1and2A, the calibration mode of the head-up display system10is initiated by receiving a user-generated prompt. For example, the driver18may initiate the calibration mode by entering input using the user input device26. Upon entering the calibration mode, the driver18then adjusts a position of a steering wheel60of the vehicle14into an upmost position. The one or more controllers20receive the user-generated prompt, which indicates the calibration mode of the head-up display system10is initiated. In response to receiving the user-generated prompt, the one or more controllers20initiate the calibration mode and receive an eye location indicator from the driver monitoring system24indicating the eye location of the driver18. The one or more controllers determine the eye location of the driver18based on the eye location indicator received from the driver monitoring system24. The one or more controllers20then instruct the graphic projection module22to generate a vertical alignment graphic62upon the windscreen12of the vehicle14based on the eye location of the driver18. The vertical alignment graphic62indicates when the eye location of the driver18is positioned at a nominal height N of the eyebox50(seen inFIG.3) of the head-up display system10. In the example as shown inFIG.2A, the vertical alignment graphic62is a horizontally aligned arrow that changes color to indicate when the eye location of the driver18is at the nominal height N of the eyebox50(FIG.3). Specifically, in one non-limiting embodiment, the vertical alignment graphic62is colored red to indicate that the eye location of the driver18is outside of the eyebox50, and changes to yellow as the driver18adjusts his or her vertical height within the interior cabin34of the vehicle14and moves closer towards the nominal height N of the eyebox50. The driver18may adjust his or her vertical height by adjusting a height of his or her seat. Once the eye location of the driver18is within the eyebox50, the vertical alignment graphic62turns green. It is to be appreciated that while an arrow is illustrated, other types of graphics may be used as well such as, for example, text indicating instructions. Referring toFIGS.1and2B, once the driver18has adjusted his or her vertical height and the eye location is at the nominal height N of the eyebox50(FIG.3), the one or more controllers20then generate a horizontal alignment graphic64upon the windscreen12of the vehicle14based on the eye location of the driver18. The horizontal alignment graphic64indicates when the eye location of the driver18is positioned at a horizontally oriented center C of the eyebox50(seen inFIG.3) of the head-up display system10. In the non-limiting embodiment as shown inFIG.2B, the horizontal alignment graphic64is a vertically aligned arrow that changes color to indicate when the eye location of the driver18is at the horizontally oriented center C of the eyebox50(FIG.3). For example, the horizontal alignment graphic64is colored red to indicate that the eye location of the driver18not at the horizontally oriented center C of the eyebox50, and changes to yellow as the driver18approaches the horizontally oriented center C of the eyebox50, and turns green once the eye location of the driver18is at the horizontally oriented center C of the eyebox50. Once the eye location of the driver18is within the eyebox50(FIG.3), the driver18may select various options shown upon the head-down display40to display one or more boresighting controls68upon a screen, which is shown inFIG.4A. In the example as shown inFIG.4A, the boresighting controls68include an up/down slider68A, a left-right slider68B, and a rotational slider68C, however, it is to be appreciated that other controls may be used as well. Moreover, in another embodiment the boresighting controls68may be implemented as voice or gesture controls instead. Referring toFIGS.1and5A, the one or more controllers20then instruct the graphic projection module22to generate a boresight graphic70upon the windscreen12of the vehicle14. The boresight graphic70includes a curved underside profile72that follows a curvature74of the steering wheel60. The boresight graphic70also includes one or more arrows76. The arrows76indicate the direction in that the boresight graphic70is to be moved to in order to align the curved underside profile72of the boresight graphic70with the curvature74of the steering wheel60, which is shown inFIG.5B. In the example as shown inFIG.5A, the arrow76indicates the boresight graphic70is to be moved to the right and down in order to align with the curvature74of the steering wheel60. In one embodiment, the boresight graphic70changes color to indicate when the eye location of the driver18is not at the horizontally oriented center C of the eyebox50, or at the nominal height N of the eyebox50(FIG.3). For example, in one embodiment, the boresight graphic70is colored yellow to indicate the eye location of the driver18is not at the horizontally oriented center C or the nominal height N of the eyebox50, but changes to green once the driver18moves his or head to change his or her eye location to align with the horizontally oriented center C or the nominal height N of the eyebox50. Once the curved underside profile72of the boresight graphic is aligned with the curvature74of the steering wheel60, the one or more controllers20save one or more boresight parameters in memory. It is to be appreciated that original x, y coordinates of the head-up display system10that are determined during factory calibration are stored in the memory of the one or more controllers20, and the boresight parameters include offset values x′, y′ for the head-up display system10that is boresighted at the vehicle level, where the offset values x′, y′ replace the original x, y coordinates of the head-up display system10. The one or more controllers20then instruct the graphic projection module22to generate a graphic instructing the driver18to move the steering wheel60downwards from the upmost position. Referring now toFIG.6, the one or more controllers20then instruct the graphic projection module22to generate one or more distortion graphics80upon the windscreen12of the vehicle14, where the distortion graphics80are adjusted by the driver18to compensate for distortion that is created by variations in a shape of the windscreen12. In the example as shown inFIG.6, the distortion graphic80is a trapezium, however, as seen inFIG.7and as described below other types of graphics may be used as well. The one or more controllers20also instruct the head-down display40to generate one or more calibration controls86, which are shown inFIG.4B, for adjusting a distortion of the distortion graphic80displayed upon the windscreen12of the vehicle14. In the example as shown inFIG.4B, the one or more calibration controls86include an up/down slider86A, a left-right slider86B, and a rotational slider86C. In the example as shown inFIG.6, the distortion of the trapezium distortion graphic80may be adjusted along both parallel sides82. Specifically, an upper parallel side82A may be adjusted in an outward direction and a lower parallel side82B may be adjusted in an inwards direction as indicated by arrows84. However, in another embodiment, the upper parallel side82A may be adjusted in the inward direction and the lower parallel side82B may be adjusted in the outward direction. Referring toFIGS.1,4B, and6, the driver18performs distortion compensation adjustment by adjusting a shape of the distortion graphic80to remove distortions that are introduced by variations in the windscreen12shape by manipulating the one or more calibration controls86. Once the distortions are removed from the distortion graphic80, the shape of the distortion graphic80is finalized and translated into one or more distortion parameters. In an embodiment, as the driver18performs the distortion compensation adjustment, the distortion graphic80changes color to indicate when the eye location of the driver18is not at the horizontally oriented center C or the nominal height N of the eyebox50(FIG.3). AlthoughFIG.6illustrates a trapezium for distortion compensation, it is to be appreciated that other types of projection distortion may be corrected too. In an embodiment, the driver18may correct more than one type of projection distortion.FIG.7is an exemplary menu including several different types of distortion graphics90. In the example as shown inFIG.7, the distortion graphics90include a trapezium distortion graphic90A, a cushion distortion graphic90B, a smile distortion graphic90C, a shear distortion graphic90D, an asymmetrical shear horizontal right distortion graphic90E, an asymmetrical cushion horizontal right distortion graphic90F, an asymmetrical shear horizontal left distortion graphic90G, and an asymmetrical cushion horizontal left distortion graphic90H. The arrows92shown inFIG.7illustrate a direction of adjustment of the distortion graphic90. Once the driver18performs the distortion compensation adjustment on the one or more distortion graphics80, the one or more controllers20determine a distortion compensation value based on the distortion parameters corresponding to each distortion graphic80. The distortion compensation value is a two-dimensional matrix that includes distortion compensation values for each distortion graphic80that is adjusted by the driver18. It is to be appreciated that the distortion compensation value replaces an original two-dimensional matrix saved in memory of the one or more controllers20, where the original two-dimensional matrix is used to compensate for distortion that is introduced by the optical components of the head-up display system10. The one or more controllers20may then calculate the calibration map based on the distortion compensation value. The distortion compensation map yields a shaped or pre-distorted image that accounts for variations in the shape of the windscreen12, where the pre-distorted image is then projected upon the windscreen12by the graphic projection module22. Once the distortion compensation map is calculated, the calibration is complete and the one or more controllers20then determine a reward that is assigned to the driver18for completing the calibration of the head-up display system10. The reward may be in the form of brand incentive points that the driver18may redeem in exchange for good or services. The one or more controllers20instruct the graphic projection module22to generate an image notifying the driver18of the reward. It is to be appreciated that awarding brand incentive points provides a gamified experience that motivates and engages the driver. FIG.8is a process flow diagram illustrating a method200of providing a gamified experience to the driver18while calibrating the head-up display system10. Referring toFIGS.1and8, the method200may begin at block202. In block202, the calibration mode of the head-up display system10is initiated by receiving a user-generated prompt. For example, the driver18may initiate the calibration mode by entering input into the user input device26. The method200may then proceed to block204. In block204, upon entering the calibration mode, the driver18adjusts a position of a steering wheel60of the vehicle14(seen inFIGS.2A and2B) into the upmost position. The method200may then proceed to block206. In block206, in response to receiving the user-generated prompt, the one or more controllers20initiate the calibration mode and receive an eye location indicator from the driver monitoring system24indicating the eye location of the driver18. The one or more controllers20determine the eye location of the driver18based on the eye location indicator received from the driver monitoring system24. The method200may then proceed to block208. In block208, the one or more controllers20instruct the graphic projection module22to generate the vertical alignment graphic62(seen inFIG.2A) upon the windscreen12of the vehicle14based on the eye location of the driver18, where the vertical alignment graphic62indicates when the eye location of the driver18is positioned at the nominal height N of the eyebox50(FIG.3). The method200may then proceed to decision block210. In decision block210, the one or more controllers20continue to monitor the eye location of the driver18until the eye location of the driver18is positioned at the nominal height N of the eyebox50(FIG.3). As mentioned above, the driver18adjusts his or her vertical height by adjusting the seat height position. Once the eye location of the driver18is at the nominal height N of the eyebox50, the method200may then proceed to block212. In block212, in response to determining the eye location of the driver18is at the nominal height N of the eyebox50(FIG.3), the one or more controllers20instruct the graphic projection module22to generate the horizontal alignment graphic64(FIG.2B) upon the windscreen12of the vehicle14based on the eye location of the driver18, where the horizontal alignment graphic64indicates when the eye location of the driver18is positioned at the horizontally oriented center C of the eyebox50(FIG.3). The method200may then proceed to decision block214. In decision block214, the one or more controllers20continue to monitor the eye location of the driver18until determining the eye location of the driver18is positioned at the horizontally oriented center C of the eyebox50(FIG.3). Once the eye location of the driver18is at the horizontally oriented center C of the eyebox50, the method200may then proceed to block216. In block216, the one or more controllers20instruct the head-down display40to display one or more boresighting controls68(FIG.4A) upon the screen66. The method200may then proceed to block218. In block218, the one or more controllers20instruct the graphic projection module22to generate the boresight graphic70upon the windscreen12of the vehicle14(seen inFIGS.5A and5B). The method200may then proceed to decision block220. In decision block220, the driver18continues to manipulate the boresighting controls68(FIG.4A) until the curved underside profile72of the boresight graphic70is aligned with the curvature74of the steering wheel60(FIGS.5A and5B). The one or more controllers20then save one or more boresight parameters in memory. The method200may then proceed to block222. In block222, the one or more controllers20then instruct the graphic projection module22to generate a graphic instructing the driver18to move the steering wheel60downwards from the upmost position. The one or more controllers20also instruct the head-down display40to display one or more calibration controls86(FIG.4B) upon the screen66. The method200may then proceed to block224. In block224, the one or more controllers20instruct the graphic projection module22to generate the one or more distortion graphics80upon the windscreen12of the vehicle14(shown inFIG.6). The method200may then proceed to decision block226. In decision block226, the driver18continuously performs distortion compensation adjustment by adjusting the shape of the distortion graphic (FIG.6) to remove distortions by manipulating the one or more calibration controls86(FIG.4B). Once the distortions are removed from the distortion graphic the shape of the distortion graphic80is finalized and translated into one or more distortion parameters. As mentioned above, the driver18may perform distortion compensation on more than one distortion graphic80. The method200may then proceed to block228. In block228, the one or more controllers20determine the distortion compensation value based on the distortion parameters corresponding to each distortion graphic80(FIG.6). The one or more controllers20may then calculate the calibration map based on the distortion compensation value. The method200may then proceed to block230. In block230, the one or more controllers20then determine the reward that is assigned to the driver18for completing the calibration of the head-up display system10. The method200may then terminate. Referring generally to the figures, the disclosed head-up display system provides various technical effects and benefits. Specifically, the disclosure provides an approach to calibrate the head-up display system at a dealership, or by a customer of the vehicle instead of at the final assembly plant. This in turn reduces the overall cost associated with the vehicle. Furthermore, the disclosed approach also provides rewards to a driver for calibrating the head-up display. The reward provides a gamified experience that motivates and engages the driver. The controllers may refer to, or be part of an electronic circuit, a combinational logic circuit, a field programmable gate array (FPGA), a processor (shared, dedicated, or group) that executes code, or a combination of some or all of the above, such as in a system-on-chip. Additionally, the controllers may be microprocessor-based such as a computer having a at least one processor, memory (RAM and/or ROM), and associated input and output buses. The processor may operate under the control of an operating system that resides in memory. The operating system may manage computer resources so that computer program code embodied as one or more computer software applications, such as an application residing in memory, may have instructions executed by the processor. In an alternative embodiment, the processor may execute the application directly, in which case the operating system may be omitted. The description of the present disclosure is merely exemplary in nature and variations that do not depart from the gist of the present disclosure are intended to be within the scope of the present disclosure. Such variations are not to be regarded as a departure from the spirit and scope of the present disclosure. | 20,826 |
11858350 | DETAILED DESCRIPTION Aspects of the present disclosure are generally directed to systems, methods and computer readable storage media for providing a flexible and variability-accommodating instrument cluster for display on an in-vehicle screen. The disclosure generally relates to systems, methods, and computer readable storage media for providing flexible vehicle status notifications via an instrument cluster displayed on an in-vehicle screen. The detailed description set forth below in connection with the appended drawings is an illustrative and non-limiting description of various embodiments of the disclosed subject matter. Wherever possible, the same reference numbers are used in the drawings and the following description to refer to the same or similar elements. In the following description, numerous specific details are set forth in order to provide a thorough understanding of illustrative embodiments of the present disclosure. It will be apparent to one skilled in the art, however, that many embodiments of the present disclosure may be practiced without some or all of the specific details. In some instances, well-known process steps have not been described in detail in order not to unnecessarily obscure various aspects of the present disclosure. Further, it will be appreciated that embodiments of the present disclosure may employ any combination of features described herein. The illustrative examples provided herein are not intended to be exhaustive or to limit the claimed subject matter to the precise forms disclosed. While aspects of the present disclosure may be described, modifications, adaptations, and other implementations are possible. For example, substitutions, additions, or modifications may be made to the elements illustrated in the drawings, and the methods described herein may be modified by substituting, reordering, or adding stages to the disclosed methods. Accordingly, the following detailed description does not limit the present disclosure, but instead, the proper scope of the present disclosure is defined by the appended claims. Examples may take the form of a hardware implementation, or an entirely software implementation, or an implementation combining software and hardware aspects. The following detailed description is, therefore, not to be taken in a limiting sense. The following description proceeds with reference to examples of systems and methods suitable for use in vehicles, such as Class8trucks. Although illustrative embodiments of the present disclosure will be described hereinafter with reference to vehicles, it will be appreciated that aspects of the present disclosure have wide application, and therefore, may be suitable for use with many types of vehicles, such as trucks, passenger vehicles, buses, commercial vehicles, light and medium duty vehicles, etc. As discussed, physical gauges may occupy valuable real estate space in the vehicle and can be distracting or unnecessary. For example, a number of gauges may show information that are in a “normal” or non-needed state. The display of such information may not provide a benefit to the driver, and may instead overload the driver with available information. As such, the driver may be less aware and/or responsive to abnormal conditions that may necessitate the driver's attention. Additionally, physical gauges and the arrangement of gauges may vary amongst various vehicle build configurations. For example, custom-built vehicles may have various instrumentation configurations corresponding to variations in vehicle build configurations, wherein a vehicle may be ordered with a variety of gauges and vary across fleet orders or applications in which the vehicle may be used. In some examples, this may also unfavorably require a manufacturer of the vehicle to dedicate resources (e.g., inventory, storage for inventory, assembly resources associated with more complex assembly) to building vehicles with high part variation. In some cases, a digital display may be used for an instrument cluster, wherein the screen layout may include various gauges may be located on the display via defined size containers. For example, a gauge within that container may include a dynamic progress bar, a scale range bar, tick marks, scale numbers, a gauge function icon, and text label. When a vehicle is showing a maximized set of containers, there may not be additional room for more gauges; however other gauge information may exist on the vehicle in the background. Additionally, there may be times when a driver may need to monitor a gauge (displayed or in the background) if it starts to go outside of its normal operating range but prior to being in a true warning state. The driver may not be aware that a gauge is approaching a warning state, which may not provide the driver with ample reaction time to avoid possible damage to the vehicle. For example, if an on-screen gauge starts to go beyond a calculated normal level, the driver may not notice the gauge amongst the other gauges; or, if the gauge is off-screen, the driver may not be alerted until the gauge is already in a warning state. In some cases, popup notifications may be used to warn or provide information messages to the driver. In some examples, a driver may not be aware of which system may be associated with a popup notification or what to do when a fault condition occurs. Conveying appropriate salience with respect to criticality of a message may include the use of colors (e.g., white, amber, red); however, additional salience classifications may help to aid the driver's understanding of the severity level of a displayed popup notification. Priority Order Index (POI) definitions may help to rank in-vehicle messages to be ranked in terms of importance; however such definitions may not be sufficient for correlating the importance with an appropriate salience level or for handling conflicts arising from multiple, equally critical triggering at the same time. Given the sheer number of possible messages, and the variety of severities of warnings that can be included in a notification, a priority scheme may be needed to reduce information overload and improve the user experience. FIG.1Adepicts a side view of a vehicle102. The vehicle102may be a part of a tractor-trailer combination, which may include the vehicle102having a so-called fifth wheel by which a box-like, flat-bed, or tanker semi-trailer103(among other examples) may be attached for transporting cargo or the like. While the vehicle102is depicted as a truck inFIG.1A, it should be appreciated that the present technology is applicable to any type of vehicle where a flexible and variability-accommodating instrument cluster display is desired. The example vehicle102includes a cabin105from which a driver may operate the vehicle102. The cabin105includes a display screen128on which a flexible and variability-accommodating instrument cluster106may be displayed. According to one aspect, the instrument cluster106is configured to provide vehicle status-related information to the driver of the vehicle102. Notifications included in the displayed instrument cluster106and display attributes of the notifications may be determined by a notification system100of the vehicle102. Components and operations of an example notification system100is discussed in further detail below. With reference toFIG.1B, a schematic block diagram is provided of an example notification system100in which aspects of the present disclosure can be implemented. For example, some or all of the elements of the system100may be embodied in the vehicle102. The example notification system100includes various data sources in communication with an instrument cluster user interface (UI) engine104. According to an aspect, the instrument cluster UI engine104is illustrative of a software module, system, or device that is operative or configured to receive various signal inputs from a plurality of data sources and provide the flexible and variability-accommodating instrument cluster106for display on the display screen128included in the vehicle102. According to one aspect, the instrument cluster106is configured to provide vehicle status-related information to the driver of the vehicle102. According to an aspect, the instrument cluster UI engine104may include or be communicatively connected to a gauge layout application130comprising logic rules and layout rules that may be used by the instrument cluster UI engine104to select inclusion, form, and placement of content in the instrument cluster106. In some examples, vehicle status-related information may presented in the form of gauges that provide a visual display of measurements associated with the vehicle102. Because at least a portion of the instrument cluster106can be display-based, gauges can be utilized to communicate various attributes of vehicle status-related information and driver notifications, which was not previously possible with only physical needles and dials with lights. As will be described in further detail below, a gauge may be classified into one of various states or modes, where in each state may have a different display state comprising different presentation attributes that may convey different criticality levels. Example gauge states include an on-screen within-parameter state, a hidden within-parameter state, an out-of-parameter state, a warning state, and a magnitude only state. According to an aspect, the instrument cluster UI engine104may include or be communicatively connected to a warning and notification application124comprising logic rules and display rules that may be used by the instrument cluster UI engine104to select inclusion, type, and properties of warnings and notifications in the instrument cluster106. In some examples, vehicle status-related information may be presented in the form of a warning or message when a measurement is out-of-parameter or in a warning state, and the warning/notification may be in the form of a popup notification. A popup notification may be selected for display, and display attributes of the popup notification may be based on a combination of safety relevance, operational relevance, and timeframe. As will be described in further detail below, a popup notification may be displayed in the instrument cluster106in a defined space and according to a format template (e.g., icon, color, and text) that may convey a system in an out-of-parameter or warning state needing the driver's attention, and may include command level language informing the driver of an action to perform based on the associated out-of-parameter/warning state measurement. The plurality of data sources may include any suitable data source, unit, or sensor operative to provide various data or signaling information that may be used by the instrument cluster UI engine104to provide vehicle status-related information via the instrument cluster106. The plurality of data sources can include, but are not limited to, a vehicle mode data source108, a gearbox data source110, an engine state data source112, a warning and notification manager114, a speed control function data source116, a vehicle information data source118, a navigation data source120, and steering wheel switch (SWS) infotainment and display actuation data sources122,124(e.g., via a scroll wheel, dial, or other actuator (referred to herein as a cluster control122)). In some examples, another data source may include a mobile computing device126in communication with the instrument cluster UI engine104. One or more of the data sources108,110,112,114,116,118,120, and122can comprise an engine control unit, a vehicle control unit, or other systems of the vehicle102. As can be appreciated, in other examples, additional or alternative data sources are possible and are within the scope of the present disclosure. In an example aspect: the vehicle mode data source108is operative to provide vehicle mode state data; the gearbox data source110is operative to provide transmission state data; the engine state data source112is operative to provide engine state data; the warning and notification manager114is operative to provide information associated with active warnings, active notifications, and message content; the speed control function data source116is operative to provide information associated with active functions, setspeed values, offset values, and popup triggers; the vehicle information data source118is operative to provide information associated with the vehicle's road speed, engine speed, and air pressure, and time; the navigation data source120is operative to provide turn-by-turn direction information and estimated arrival time (ETA) information in association with a navigable route; the cluster control122is operative to enable the driver to navigate between views, menus, and list items; suppress suppressible popup notifications, etc. In some examples, the cluster control122includes a scroll wheel. In other examples, the cluster control122includes a rotatable dial control. According to an aspect, the cluster control122is located on a steering wheel, and an ability to easily transition between content views, including an ability to change the number of gauges displayed in the instrument cluster106, may be provided by a simple thumb-scroll or rotation of the cluster control122. For example, the instrument cluster106may be utilized for providing a selectable amount of (within-parameter) information to a driver of the vehicle102, wherein the driver may be provided with an ability to control the visual workload. Rather than simply replacing one digital gauge for another, scrolling to another content view may expand a display of gauges from a minimal view to a maximum number (e.g., minimized content view to basic content view to enhanced content view). In some examples, the display screen128may include a touch interface via which the driver may be enabled to interact with the instrument cluster106. With reference now toFIG.2A, an example layout200aof an instrument cluster106adisplayed on an in-vehicle display screen128is shown according to a first embodiment. For example, the layout200aof the instrument cluster106amay comprise a plurality of content display zones202-216that may be displayed or hidden based on a user-selected content view. According to an example aspect, the layout200aof the instrument cluster106amay include a first gauge zone202that may be shown in a minimized content view, in a basic content view, and in an enhanced content view, second gauge zones204a,b(generally204) that may be hidden in the minimized content view but shown in the basic content view and in the enhanced content view, and a third gauge zone206a,b(generally206) that may be hidden in the minimized content view and in the basic content view but shown in the enhanced content view. In some examples, a favorites function may be provided that allows for a driver-selectable set of gauges to be configured as a personalized favorites screen/view. For example, in a favorites setup process, the driver may choose one or more gauges to include in the second gauge zones204and/or the third content zones206. In some examples, a plurality of favorites views and other settings may be stored in association with a plurality of drivers. According to an aspect, the second gauge zones204and the third gauge zones206may each comprise one or more containers (as indicated by the dotted outlines) configured to hold single, super, and/or combo gauges based on a set of layout rules. For example, the set of layout rules may dictate which types of gauges can be displayed in a particular container, which gauges may be combined into a super gauge and share a same scale, which gauges may be related and can be brought together in a combination (combo) gauge that may or may not share a same scale, whether a gauge is displayed in a compact version or a normal/long version, etc. For example, a gauge may be shown in different formats to conserve display area by either combining gauge functions or by compressing the gauge information to make room for additional gauges to be displayed. In some examples, vehicle status-related information that may be included in the first gauge zone202may include a minimal set of gauges including at least a display of information associated with the vehicle's road speed (i.e., a speedometer) and the vehicle's engine speed (i.e., a tachometer). In some examples, vehicle status-related information that may be included in the second gauge zones204includes a display of basic view gauges, such as: one or more air pressure gauges, one or more oil pressure gauges, one or more fuel level gauges (which may optionally include a diesel exhaust fluid (DEF) level gauge), and one or more water temperature gauges, while suppressing a display of additional gauges that may be within normal usage ranges (e.g., as opposed to out-of-parameter or warning ranges). In some examples, vehicle status-related information that may be included in the third gauge zones206may be specific to the vehicle build configuration and priority of available gauges. In some examples, the instrument cluster UI engine104may include or be communicatively connected to the gauge layout application130comprising logic rules (e.g., a priority level, warning state, included in a super or combo gauge) and layout rules that may be used by the instrument cluster UI engine104to select inclusion and placement of available gauges in the maximized enhanced content view. Examples of available gauges that may be included in the third gauge zone include: brake application gauge(s) (e.g., truck and trailer brake application), an engine oil temperature gauge, air suspension gauge(s), a torque gauge(s), a boost gauge, a transmission oil temperature gauge, an air filter gauge, a steering axle temperature gauge, a front-rear axle temperature gauge, a center-rear axle temperature gauge, a rear-rear axle temperature gauge, a fuel filter restriction gauge, an auxiliary transmission temperature gauge, a transfer case oil temperature gauge, an electric current/ammeter gauge, and a trailer reservoir pressure gauge. In some examples, in the favorites view, the driver may be enabled to select which available gauges to include in gauge containers in the second gauge zones204and the third gauge zones206based on the layout rules. Other elements that may be included in the layout200aof the instrument cluster106aand that may be persistently displayed when the vehicle102is in a drive mode may include a top bar208, a bottom bar210, a side bar216, and a notifications zone212. In some examples, the top bar208may include a display of one or more of the following information elements: a voltmeter, a clock, an active warning indicator (e.g., indicating a number of active critical red warnings and amber warnings), an outside temperature indicator, and a diesel particulate filter (DPF) status indicator. In some examples, the bottom bar210may include a display of one or more of the following information elements: an odometer, a trip odometer, a sub-trip odometer, and engine power take-off (PTO) hours indicator (e.g., if the vehicle102is equipped with a PTO system). In some examples, the side bar216may include a display of a pagination indication of the drive view (e.g., an indication of an active content view page in relation to a set of content view pages) and a drive mode indication (e.g., an indication of a control position of the active gear: drive, neutral, reverse). In some examples, the notifications zone212may include suppressible or non-suppressible popup notifications when a fault or a need to message the driver is triggered, and may further include a selectable display of information associated with information sources such as: entertainment/radio, a communicatively-connected mobile computing device126(e.g., mobile phone, music device), and navigation system120. In some examples, the notifications zone212is persistently displayed in each content view mode. For example, the notifications zone212may provide a dedicated location to show a variety of warning, convenience, or other informational type messaging to the driver. Popup warning/notification messages displayed in the notifications zone212and other messaging may be selected based on determinations made by the warning and notification application124and gauge layout application130. For example, the notification zone212may be a reconfigurable area that allows for reusing screen space in the vehicle102for providing information from a range of data sources beyond that of just warnings (e.g., turn-by-turn instructions, phone status, smartphone-enabled application, current song, artist, etc. In some examples, the content display zones included in the layout200aof the instrument cluster106amay further include an advanced driver-assistance system (ADAS) zone214. The ADAS zone214may be provided when the vehicle102is configured with an ADAS and the ADAS is active, and may include a display of passive and/or active driver assistance information, settings, and warnings. In some examples, the ADAS zone214is persistently displayed in each content view mode. According to another aspect of the present disclosure, dynamic containers218a,b(generally218) may be included in the instrument cluster106afor providing a way to put additional gauge information onto the instrument cluster106athat may already be full of gauge information. For example, when a particular gauge goes into an out-of-parameter or a warning state that is in the background of sensors being monitored by the vehicle102(i.e., not currently included in the display of the instrument cluster106aand may not have an assigned position in the instrument cluster), the particular gauge may be dynamically displayed in a dynamic container218. In some examples, the dynamic containers218are located in the third gauge zones206as shown inFIG.2A. In some examples, in order to maintain spatial locations for the gauges already on the screen, the other containers in a third gauge zone204a,bmay collapse into a smaller area (e.g., transitioned into a compact or smaller version) and allow for an additional gauge (e.g., out-of-parameter or warning state gauge) to appear below them in the dynamic container218a,b. When the dynamic container218disappears, compacted gauges may transition back to their normal (longer) version. As should be appreciated, additional and/or alternative information elements may be displayed in the instrument cluster106aand are within the scope of the present disclosure. With reference now toFIG.2B, another example layout200bof an instrument cluster106baccording to a second embodiment is shown. In some examples, the layout200bof the instrument cluster106bmay comprise a combination of physical gauges and a digital display. According to one example, the physical gauges may include a tachometer220, a speedometer222, an engine coolant temperature gauge224, and an oil pressure gauge226, and the digital display may include a display of a plurality of display screens, sometimes referred to herein as cards228. In other examples, one or more of the tachometer220, speedometer222, engine coolant temperature gauge224, and oil pressure gauge226may be embodied as digital displays. The cards228may include various display zones. In one example, a card228may include a header or top bar230, a vehicle mode content zone232, a dynamic content zone234, and a footer or bottom bar238. For example, the top bar230may include a set of persistent content horizontally across the top of the screen128. The vehicle mode content zone232may include content specific to the vehicle's current mode (e.g., drive versus park) and state (e.g., active versus inactive). In some examples, the vehicle mode content zone232may include a digital speedometer, cruise control functions, engine brake information, an ADAS zone, and a plurality of digital telltale slots. In some examples, when a determination is made to provide a popup notification (described in further detail below), the popup notification may be displayed in a notifications zone212located in a top portion of the vehicle mode content zone232. For example, the notifications zone212may be in a location central to the driver's field of vision on the instrument cluster106b. The dynamic content zone234may include specific content unique to the card228, which may include gauges, custom setup options, ADAS features, TPMS, menu options, and/or trip information. The bottom bar238may include vehicle-specific fuel gauge configurations. According to an aspect, the gauge layout application130may comprise logic rules and layout rules that may be used by the instrument cluster UI engine104to select inclusion and placement of available gauges in the dynamic content zone234. In some examples, different formats may be used to conserve display area by either combining gauge functions or compressing the gauge information to make room for additional gauges to be displayed. For example, a gauge displayed in the dynamic content zone234may be in a single gauge format (e.g., one gauge function displayed individually), a double gauge format (e.g., two gauge functions displayed together), or a compact gauge format (gauges that have elements removed). In some examples, the dynamic content zone234may include a dynamic container236, which like the dynamic container218included in the instrument cluster106ain the first embodiment, is a container that may be dynamically displayed when a non-displayed gauge is out-of-parameter or in warning state. In some examples, when a gauge is displayed in the dynamic container236, the gauges displayed above the dynamic container may be transitioned into a compact version (e.g., a smaller version so that there is room for the dynamic container236). When the dynamic container236disappears, compacted gauges may transition back to their normal (longer) version. Gauge states, notifications and warnings of gauge states, and dynamic containers218,236are described in further detail below with reference to example instrument cluster106UI examples shown inFIGS.3A-D,4A-C, and5A-D. In the example instrument cluster106UIs shown inFIGS.3B-D,4A-C, and5C-D, example gauges are illustrated as slider gauges. However, as should be appreciated, in other examples, the gauges may be displayed as analog gauges or other types of gauges. In some examples, the gauges may include a scale, which may or may not include tickmarks, a pointer/indicator that moves in relation to the measurement represented by the particular gauge, and an indication of a warning zone. For example, the indication of the warning zone may be denoted when available so that the needle position relative to a warning state can be understood in advance of a warning condition. With reference now toFIG.3A, an instrument cluster106ais shown in an example minimized content view, wherein the instrument cluster106amay at least include a display of information associated with the vehicle's road speed and the vehicle's engine speed. For example and as illustrated, minimal view gauges302included for display in the minimized content view may include a speedometer302aand a tachometer302b. As illustrated, in the minimized content view, the top bar208and bottom bar210may additionally be displayed. In some examples (and as shown in an example maximized content view inFIG.3C), when the vehicle102is configured with an ADAS and when the ADAS is active, the instrument cluster106amay further include a display of ADAS-related passive and/or active driver assistance information, settings, and warnings in the ADAS zone214. With reference now toFIG.3B, an instrument cluster106ais shown in an example basic content view, wherein the instrument cluster106amay include a display of vehicle status-related information relative to the first gauge zone202and the second gauge zones204. In some examples, the basic content view may include a display of information that may be typically provided by basic view gauges included in an instrument cluster of a vehicle102. For example, the basic content view may include a display of minimal view gauges302included in the minimized content view in the first gauge zone202. Additionally, the second gauge zones204may include a display of basic view gauges312, such as: one or more air pressure gauges312a, one or more oil pressure gauges312b, one or more fuel level gauges312c(which may optionally include a diesel exhaust fluid (DEF) level gauge), and one or more water temperature gauges312d. With reference now toFIG.3C, an instrument cluster106ais shown in an example enhanced content view, wherein the instrument cluster106amay include a display of vehicle status-related information relative to the first gauge zone202, the second gauge zones204, and the third gauge zones206. In some examples, the enhanced content view may include additional vehicle status-related information (e.g., conditional and/or optional gauge content) that may be specific to the build configuration of the vehicle102. For example, enhanced view gauges314included in the enhanced view may be defined by the truck order configuration and the layout may be determined by the gauge layout application130. In some examples, the enhanced content view may include a display of minimal view gauges302included in the minimized content view in the first gauge zone202, a display of basic view gauges312included in the basic content view in the second gauge zone204, and additionally, in the third gauge zones206, may include a display of one or more enhanced view gauges314, such as but not limited to: a brake application gauge(s)314a(e.g., truck and trailer brake application), an engine oil temperature gauge314b, air suspension gauge(s)314c, a torque gauge(s)314d, a boost gauge314e, a transmission oil temperature gauge314f, an air filter gauge314g, a steering axle temperature gauge (not shown), a front-rear axle temperature gauge (not shown), a center-rear axle temperature gauge (not shown), a rear-rear axle temperature gauge (not shown), a fuel filter restriction gauge (not shown), an auxiliary transmission temperature gauge (not shown), a transfer case oil temperature gauge314h(shown inFIG.4B), an electric current/ammeter gauge (not shown), and a trailer reservoir pressure gauge (not shown). According to an aspect, in the various content views, additional gauges may be available for display but may be suppressed from display when the additional gauges are within normal usage ranges (e.g., as opposed to out-of-parameter or warning ranges). With reference now toFIG.3D, an instrument cluster106bincluding various gauges and other vehicle status-related information displayed in an example card228. The example card228includes various gauges316a,bincluded in gauge containers within the dynamic content zone234. Other cards may include a display of other (e.g., primary, secondary, user-selected, favorites, additional) gauges. In some examples, the gauges selected for inclusion in a particular card and the layout may be based on the truck order configuration and determinations made by the gauge layout application130. According to one aspect, a gauge may be classified into one of various gauge states. In some examples, the various gauge states include: an on-screen within-parameter state; a hidden within-parameter state; an out-of-parameter state; a warning state, and an on-screen state. For example, the on-screen within-parameter state may be associated with a ‘normal’ view of a gauge, that is, a gauge that is reporting a value within defined typical boundaries and is displayed in the content view/card228requested by the driver. The example gauges302,312-316shown inFIGS.3A-Dare in the on-screen within-parameter state. In some examples, a gauge may be active but not displayed on the screen128. These gauges are in the hidden within-parameter state. For example, because aspects of the flexible instrument cluster106display allow for gauge content to be minimized, on different cards228, or available as sensors but do not have an active view configuration (i.e., on a favorites view or custom page, or available as a sensor on the vehicle102, but not allocated to a gauge container within the gauge container placement schema), a gauge in the hidden within-parameter state may be in the background monitoring the status/measurement of a vehicle component. According to an aspect, when a gauge is in the hidden within-parameter state, the status of the monitored vehicle component is in bounds or within parameter. Accordingly, by virtue of the gauge not presenting itself to the driver, a gauge in the hidden within-parameter state conveys status information to the driver that the particular gauge is fine and does not need to be attended to. A gauge may change from an on-screen or hidden within-parameter state to an out-of-parameter state when the gauge starts to exceed its normal operating condition. For example, a normal operating condition may be defined as when a measurement associated with a gauge is within a normal operating threshold, and the out-of-parameter state may be triggered with the measurement is outside of the normal operating threshold (e.g., above or below), but not within a warning threshold. According to an aspect, a gauge in the out-of-parameter state may be displayed as such to inform the driver to take note of the gauge, not to alarm the driver where he/she may think there may be a significant problem. In some examples, gauges may have an out-of-parameter display state where they are brought onto the screen128(if hidden) or highlighted (if currently displayed on-screen) via an animation and/or color change to draw the driver's attention to the out-of-parameter gauges. According to an aspect, if a hidden gauge is brought onto the screen128, and if the gauge has an assigned gauge container position (e.g., in the basic or enhanced content views), the gauge may be brought onto the screen128in the assigned gauge container position. According to another aspect, if a hidden gauge is brought onto the screen128, and if the gauge does not have an assigned gauge container position (e.g., in the basic or enhanced content views), the gauge may be brought onto the screen128and displayed in a dynamic container218,236. Aspects of the out-of-parameter display state are described below with reference to example out-of-parameter display state gauges illustrated inFIGS.4A-B. According to an aspect, the out-of-parameter display state may be configured to convey that the state is not a warning. According to another aspect, the out-of-parameter display state enables minimized viewed to be trusted and used by drivers in that drivers can trust that they will be shown information when they need it, prior to being in a warning state. Otherwise, hidden gauges may only warn the driver after there is already a problem. The warning state may be associated with a typical ‘red zone’ warning. For example, a gauge may have a warning threshold, wherein when a value measured by the gauge meets or exceeds the starting value of the warning threshold, the state of the gauge may be changed to the warning state. The red zone or warning threshold may be associated with values at which damage to the vehicle102may occur. In some examples, gauges may have a warning display state where they are brought onto the screen128(if hidden) or highlighted (if currently displayed on-screen) via an animation, color change, and in some examples, an audible alert to draw the driver's attention to the warning state gauges. Aspects of the warning display state are described below with reference to example warning display state gauges illustrated inFIGS.4B-C). In some examples and as described in further detail below, a pop-up notification associated with the gauge in the warning state may be displayed in the notification zone212. In some examples, an out-of-parameter state gauge may transition to a warning state gauge. In some examples, a gauge may not have a warning state. For example, some gauges may be provided only to show magnitude of a measured value, and thus may be in an on-screen only state. With reference now toFIG.4A, an example of a gauge314fis shown in an out-of-parameter display state in an assigned gauge container position in an example instrument cluster106ain the minimized content view. For example, the example instrument cluster106aillustrated inFIG.3Amay be displayed when the gauge314fis in the hidden within-parameter state, and when an out-of-parameter condition is sensed in association with the gauge314f, the state of the gauge314fmay be changed to the out-of-parameter state and brought onto the screen128for display to the driver as shown inFIG.4A. In the example shown, the gauge314fmay have an assigned gauge container position (indicated by the dashed outline) in the right third gauge zone206b. For example, in the enhanced content view shown inFIG.3C, the transmission oil temperature gauge314fis shown in the assigned gauge container position. In the minimized and basic content views, the transmission oil temperature gauge314fmay be in the hidden within-parameter state and thus may be hidden from display while in normal operating conditions. Various gauge display properties may be associated with the out-of-parameter display state. For example, when a hidden gauge, such as gauge314f, is brought onto the screen128when it goes into an out-of-parameter state, a dynamic animation may be used to call attention to it. Additionally, the gauge may be displayed with a level of salience that is increased from the normal in-parameter display state, but less than a warning state. In some examples, a particular color (e.g., white) may be associated with an in-parameter display state. For example, the particular color may denote that the gauge state is informational, and not a warning. In some examples, an icon of the vehicle component associated with the gauge may be displayed in the particular color. In some examples and as shown inFIG.4A, a background glow402in the particular color may displayed in relation to the out-of-parameter gauge314f. Other display properties/attributes associated with the out-of-parameter display state may include: a larger-than-normal size scale and displayed in the particular color, a temporary pulsing background glow402, moving highlight of the scale (e.g., chaser effect) that may repeat and then become a stead glow, alternating between showing the gauge function text and the gauge value, etc. In some examples, display/presentation attributes associated with a gauge state may be based on a warning/salience level determined for the gauge/condition (described in detail below). As should be appreciated, additional or alternative display properties may be used to increase salience in a subtle way prior to warning to help prevent component damage. With reference now toFIG.4B, another example gauge312ais shown in an out-of-parameter display state in an assigned gauge container position in an example instrument cluster106ain the basic content view. For example, the example instrument cluster106aillustrated inFIG.3Bmay be displayed when the gauge312ais in the on-screen within-parameter state, and when an out-of-parameter condition is sensed in association with the gauge312a, the state of the gauge312amay be changed to the out-of-parameter state and may be displayed in the out-of-parameter display state to inform the driver of the change in condition/state of the gauge312aas shown inFIG.4B. With reference still toFIG.4B, an example gauge314his shown in a warning display state in a dynamic container218a. For example, the gauge314hmay previously be in an out-of-parameter state, and when a warning condition is sensed in association with the gauge314h, the state of the gauge314hmay be changed to the warning state and displayed in a warning display state for alerting the driver of the warning state as shown inFIG.4B. In the example shown, the gauge314hmay not have an assigned gauge container position in the second gauge zones204nor in the third gauge zones206. Accordingly, when the gauge314his brought onto the screen128, the gauge314hmay be displayed in a dynamic container218a. Dynamic containers218,236may be used to ensure non-visible gauges can be displayed when the gauges enter into an out-of-parameter or warning state. Various display properties and rules may be associated with dynamic containers218,236. In some examples, a dynamic container location may be conditional and may only appear when needed. In some examples, a dynamic container218,236may become non-visible again when the gauge displayed returns to a normal operating state. In some examples, hidden gauges not currently visible in the currently selected display view and that have an assigned location within a content display view may not use the dynamic container218,236and instead, may be displayed in its assigned location when needed (e.g., as described above with reference to the display of the out-of-parameter gauge314finFIG.4A. In some examples, when a dynamic container218,236is displayed, other gauges displayed in the enhanced content view, favorites view, or card228may be reduced to a compact/short format to make space available for the dynamic container. In some examples, each dynamic container218,236may include one out-of-parameter or warning state gauge. In some examples, two dynamic containers218may be displayed at a same time (e.g., a left dynamic container218aand a right dynamic container218b), wherein a higher priority gauge may be populated in the left dynamic container218a. In some examples, if more than two hidden gauges change state and are determined to be displayed in a dynamic container218,236, the dynamic container may cycle a display of the gauges (e.g., every T seconds). As should be appreciated, additional or alternative rules and display properties may be used to display non-visible gauges when the gauges enter into an out-of-parameter or warning state. With reference still toFIG.4B, when the example gauge314his shown in the warning display state, the gauge may be displayed in such a way as to indicate that the represented function has exceeded a warning threshold and is outside the expected limits or ranges. Various gauge display properties may be associated with the warning display state, wherein the display state corresponds with attributes of various salience levels. In some examples, the color of the gauge may transition to a different, more salient color than in the out-of-parameter display state. In some examples, when the gauge transitions into the warning state, the gauge bar indication, labeling text, and/or icon may be shown in the more-salient color, may have an animated (e.g., pulsating) background glow in the more-salient color, and may include a moving red highlight/glow of the gauge scale (e.g., a chaser effect) that my repeat for a specified number of times and then glow steadily. In some examples, if the warning state gauge is part of a super gauge, the portion of the super gauge associated with the warning state may be displayed in the warning display state. According to an aspect, a gauge may continue to be shown in the warning display state until the parameter drops below its warning threshold. As should be appreciated, additional or alternative display properties may be used to increase salience in an obvious way to warning the driver of potential component damage. In some examples, a gauge may not have an out-of-parameter state. For example, the gauge may have a normal state and a warning state, wherein the gauge may be in the warning state when a value measured by the gauge meets or exceeds the starting value of the gauge's red state or warning threshold. A normal state gauge may be on-screen or hidden (e.g., based on determinations made by the gauge layout application130), and a warning state gauge may be brought onto the screen128(if hidden) or highlighted (if currently displayed on-screen) via an animation and/or color change to draw the driver's attention to the red state (i.e., warning) gauges. For example and as illustrated inFIG.4C, an example battery charge gauge404is shown displayed in a dynamic container236position in an example card228displayed in an instrument cluster106b. For example, the instrument cluster106billustrated inFIG.3Dshows an example dynamic content zone234of a card228that may be displayed when the example battery charge gauge404is in a hidden normal state. When a warning condition is sensed in association with a hidden gauge404, the state of the gauge404may be changed to a warning state and may be displayed in the warning display state to inform the driver of the change in condition/state of the gauge404as shown inFIG.4C. According to an aspect, when a gauge or super gauge that is not currently displayed on-screen enters a not normal-operating range state, it may appear in a dynamic container236at the bottom of the screen128. Further, in some examples and as illustrated inFIG.4C, when a dynamic container236appears, content currently displayed on-screen may be minimized to accommodate the new container and to shift focus on the warning state gauge or super gauge. If the state is corrected to the normal state, the dynamic container236may be dismissed, and minimized content will return to its normal state. According to another aspect, an on-screen gauge that changes from a normal state to a warning state may not require use of the dynamic container236to be displayed in the warning state. For example, the display state of the on-screen gauge may transition to a warning display state. In some examples, if the dynamic container236is used to show a warning state of a hidden gauge, a visible gauge in the warning state may transition to a compact format and remain in warning state. In some examples, if more than one gauge or super gauge enters a warning state at the same time, or a new gauge or super gauge enters a warning state while a gauge or super gauge is currently in a warning state, each individual gauge or super gauge may automatically rotate every N seconds within the dynamic container236. In some examples and as described in further detail below, a popup notification may be displayed in a notification zone212included in the displayed card228. As should be appreciated, additional or alternative display properties may be used to notify the driver of gauges that are operating out of normal-state via a displayed card228in an instrument cluster106b. In some examples, a popup notification (sometimes referred to as a popup warning) may be displayed on the screen128to alert the driver of a prioritized message, wherein the message may be prioritized based on safety relevance, operational relevance, and timeframe. For example, given the sheer number of possible messages/warnings that can to be communicated to the driver in association with the vehicle's status, and further given the various varieties of severities of the messages/warnings, the warning and notification application124may be configured to use a priority schema to prioritize messages and to select a top-priority message to display as a popup notification in the notification zone212. In some examples, a popup notification may be primarily intended for view while driving (no parking brake set); however a popup notification may also be displayed when parking brakes are set. While parking brakes are set, all popup notifications may be suppressible (e.g., to allow for menu access). A popup notification may help to reduce information overload and improve the user experience. For example, a popup notification may be displayed when a fault or a need to message the driver is triggered. A popup notification may have a specific format of text, layout, and color. The presentation of popup notifications to the driver may improve the driver's situational awareness to help protect the vehicle102from damage and/or person from injury. With reference toFIGS.5A-D, various example popup notifications500a-d(generally500) are shown. The popup notification500ashown inFIG.5Ais illustrative of a popup notification associated with an out-of-parameter state gauge, the popup notification500bshown inFIG.5Bis illustrative of a popup notification associated with a warning state gauge, the popup notification500cshown inFIG.5Cis illustrative of a popup notification associated with a warning state gauge, and the popup notification500dshown inFIG.5Dis illustrative of a popup notification associated with a warning state gauge that may be selected for display over another warning state gauge based on a priority level/message severity classification determined based on safety relevance, operational relevance, and time. For example, two gauges are shown to be in a warning state: a forward and rear axle oil temperature super gauge510alocated in the dynamic content zone234, and a battery charge gauge404located in the dynamic container236. For example, the forward and rear axle oil temperature super gauge510amay have an assigned position in the displayed card228(e.g., such as shown inFIG.5C), and when its state changes to a warning state, the gauge510amay be transitioned into a warning display state according to a determined salience level. Additionally, the battery charge gauge404may be brought onto the screen from a hidden state and placed in the dynamic container236. As shown, a popup notification500dis selected to be displayed in the notification zone212in association with the warning state of the battery charge gauge404. As will be described in further detail below, a message associated with the warning state of the battery charge gauge404may be determined to rank higher in priority than a message associated with the non-normal state of the rear axle oil temperature gauge, wherein the priority ranking may be based on an evaluation of the messages' safety relevance, operational relevance, and time. In some examples, a popup notification500may be classified into one of four types, in high to low order in terms of saliency: non-suppressible messages, acknowledgeable messages, suppressible messages, and self-suppressing. For example, non-suppressible messages may include popup notifications500determined to be urgent enough that, when present, persist on the screen and the driver cannot push them to the background while driving. For example, a non-suppressible popup notification500may be associated with a critical message, where the driver may need to take an action or the condition may have to be corrected for the message to be removed. While parked, all popup notifications500may become suppressible, but may then be re-displayed if the vehicle102returns to the driving state and the condition still exists. An acknowledgeable message may include a popup notification500that has been acknowledged by an input device and removed from the screen128. A telltale or gauge warning state may remain as indicators that the condition still exists. In such a case, an icon or graphic symbol506(shown inFIG.5A) used in the popup notification500may become a virtual tell-tale that may be dynamically updated to represent the gauge condition. For example, the virtual tell-tale can replace text content. A suppressible message may include a popup notification500that can be manually pushed into the background and removed from the screen128by the driver via actuation of the cluster control122. For example, a suppressible message may remain in queue (i.e., in a main stack list as will be described in detail below) while the warning condition still exists. A self-suppressing message may include a popup notification500that may have a display timer and/or when conditions change, may be automatically removed from the screen128without driver involvement. A popup notification500may have a particular format. In one example, a top line of the popup notification500may be configured to include a title502denoting the system or issue causing the message. In some examples and as shown inFIGS.5A-D, the textual title502may include a name or abbreviation of the out-of-parameter/warning/out-of-normal state gauge. In some examples and as shown inFIGS.5A, C, and D, the textual title502may further include an indication of the out-of-parameter/warning/out-of-normal condition (e.g., low, high, value associated with out-of-parameter/warning/out-of-normal condition state). In some examples, below the title, a command-level instruction504may be included. According to an aspect, the command-level instruction504may be instructions or a directive on what the driver should do about the out-of-parameter/warning/out-of-normal condition. Some examples of possible command-level instructions504include a “Stop driving or transmission damage will occur” instruction504bas shown inFIG.5Band a “Seek service immediately” instruction as shown inFIGS.5C,D. As should be appreciated, various other command-level instructions504are possible and may be displayed in association with a popup notification500. As illustrated, in some examples, a displayed popup notification500may further include a graphic symbol506as shown inFIG.5Athat may further convey information about the vehicle component or system needing the driver's attention. According to an aspect, a popup notification500may be displayed in a particular color and with a particular degree or level of salience based on a warning/priority level or message severity classification determined based on safety relevance, operational relevance, and time. In some examples, a popup notification500may be displayed in one of three colors: white, amber, or red, and may further be presented with animation effects (e.g., flashing), sound (e.g., audible alerts, dings, or other sound clips), or haptic feedback for increased salience. In some examples, certain criteria may be evaluated for determining a warning/salience level and sub-level, wherein a particular warning/salience level (e.g., levels 1-7) may correspond to a display color (e.g., white, amber, or red) and other presentation attributes (e.g., animation effects, sound, haptic feedback) corresponding to salience. In some examples, a navigation cue512(shown inFIGS.5A,B) may be included in a popup notification500that may give the driver a reference as to whether the message is suppressible or must remain on-screen. In some examples and as illustrated inFIGS.5C,D, a counter514of a number of all active level 1-6 messages (e.g., an amber message counter514aand a red message counter514b). Additionally and as illustrated inFIGS.5A,B, a numerical queue position indicator516may be included as an aid in the understanding of a total count and relative position corresponding to criticality/urgency of the popup notification500amongst active messages in a main stack of active messages (described in detail below). In some examples, the color white may be used for a popup notification500that may be information and that may not include a known hazard or operational risk. A white popup notification500may not be presented with flashing or sound. In some examples, the color amber may be used for a popup notification500that may include operational relevance-related information, such as to notify the driver of a system that he/she may need to monitor as vehicle operation is continued. In some examples, an amber popup notification500may be presented according to various saliency sub-levels. For example, a low sub-level amber popup notification500may be displayed as solid amber, and an audible ding may be played when the popup notification500is initially displayed. As another example, a mid sub-level amber popup notification500may be presented with increased saliency, such as a continuously flashing notification, and an audible ding may be played when the popup notification500is initially displayed. As another example, a high sub-level amber popup notification500may be presented with further increased saliency, such as a continuously flashing notification, and a repeating audible ding may be played. An example of an amber popup notification500ais shown inFIG.5A. In some examples and as shown inFIG.5A, an amber-colored background glow508amay be displayed in the background area behind or around an amber-level popup notification500a. In some examples, the color red may be used for a popup notification500that may include very high safety relevance or operational relevance, such as to notify the driver that the vehicle102needs to be pulled over immediately. In some examples, a red popup notification500may be presented according to various saliency sub-levels. For example, a low sub-level red popup notification500may be displayed as solid red, and an audible ding may be played when the popup notification500is initially displayed. As another example, a mid sub-level red popup notification500may be presented with increased saliency, such as a continuously flashing notification, and an audible ding may be played when the popup notification500is initially displayed. As another example, a high sub-level red popup notification500may be presented with further increased saliency, such as a continuously flashing notification, and a repeating audible ding may be played. An example of a red popup notification500b,c,dis shown inFIGS.5B-D. In some examples and as shown inFIGS.5B-D, a red-colored background glow508b-d may be displayed in the background area behind or around a red-level popup notification500b-d. According to an aspect, as part of determining a salience level and sub-level of a popup notification500, the warning and notification application124may be operative or configured to rate the popup notification500in terms of safety relevance, operational relevance, and timeframe. In some examples, a first set of criteria may be utilized to rate a popup notification500based in terms of safety relevance, operational relevance, and timeframe, wherein the first set of criteria may be relevant to a truck, and may result in a determination of a salience level. In some examples, a numerical value for safety, operational, and timeframe relevance may be determined, and a relevance rating may be determined based on the relevance value. A determined salience level may dictate display/presentation attributes of the popup notification500as described above (e.g., color, flashing vs continuous, audible alert). For example, the display/presentation attributes may be configured to match a perceived urgency relative to the message severity/criticality. In some examples, a popup notification500may be rated for safety relevance ranging from no relevance (e.g., a safety relevance rating of 3) to severe/high relevance (e.g., an operational relevance rating of 1), wherein the relevance rating may represent the degree to which the information may affect safe operation of the vehicle102or those around it. A popup notification500with no relevance may describe a popup notification500where there may be no injury risk (e.g., within reason) if the popup notification500were to be ignored. For example, the popup notification500may be purely information. One example of a popup notification500that may have a no safety relevance rating may be a warning that a service interval is past due or about the capability of a vehicle system. A popup notification500with moderate safety relevance may describe a popup notification500that may inform the driver of the risk of a hazard that could cause moderate injury to them or others if not attended to (e.g., a warning of hot exhaust temperature that could cause burns or start a fire). A popup notification500rated as severely safety relevant may describe a popup notification500where seeing the popup notification500is likely to cause a reaction that may prevent a severe or fatal injury to the driver or others. One example of a popup notification500that may have a severe safety relevance rating may be a command for the driver to take over braking because forward collision avoidance system cannot brake hard enough on its own. In some examples, a popup notification500may be rated for operational relevance ranging from low relevance (3) to high relevance (1), wherein the operational relevance rating may represent the degree to which the information may increase the ease and/or convenience of a driving task, including aspects of completing an assigned (daily) mission. The severity of a mechanical breakdown, for example, may have a high impact on the operational relevance rating. As an example, a popup notification500with low operational relevance (e.g., an operational relevance rating of 3) may include a popup notification500that may be purely informational or that may convey how to use a system correctly, wherein ignoring the message may result in no reasonable risk of damage to the vehicle. An example of a popup notification500that may have a low operational relevance risk may include a popup notification500including the vehicle's results of fuel economy performance for the day, or what the pressure is in a lift-able axle system. A popup notification500with moderate operational relevance (e.g., an operational relevance rating of 2) may describe a popup notification500informing that moderate damage to the vehicle102is possible if ignored. In some examples, the amount of damage that may be associated with the popup notification500may be based on repair costs of the associated out-of-parameter/warning vehicle component/system. For example, if damage is likely to occur due to ignoring the message, a popup notification500may be rated as moderately operationally relevant if repair costs are likely to be less than a certain price threshold (e.g., $3000) and/or based on the likelihood the vehicle102may be able to complete its daily or weekly mission. In one example, a tire pressure measure slightly below an ideal pressure may be rated as moderately operationally relevant. A popup notification500rated as severely/highly operationally relevant (e.g., an operational relevance rating of 1) may describe a popup notification500informing the driver that permanent or severe damage is likely to occur to the vehicle102. If the damage were to occur due to ignoring the message, a severe operational relevance rating may be attributed to the popup notification500based on a likelihood of the vehicle not being operational enough to complete its mission (delivery within the day or week) and/or if a likely cost of system damage may exceed a certain price threshold (e.g., $3000) to repair. As an example, if the engine or transmission oil level is measured to be at a level that is so low that it is in danger of destroying its ability to operate, the associated popup notification500may be rated as severely operationally relevant. In some examples, a popup notification500may be rated for timeframe relevance ranging from discretionary to emergency, wherein the timeframe relevance rating may represent the degree to which the information is time sensitive for the driver to attend to the popup notification500, and/or to make a decision on how to react to the popup notification500. As an example, a popup notification500that may be rated as discretionary (e.g., timeframe relevance rating of E) may represent a popup notification500that may not have a time consequence or that may have a relatively long term time consequence. For example, a discretionary popup notification500may not include a direct or immediate decision required by the driver (e.g., the driver contemplating the information in excess of a time threshold (e.g., two minutes) may have no consequences. An example of a discretionary popup notification500may include a low fuel warning where there is still ⅛ of a tank of fuel remaining. As another example, a popup notification500that may be rated with a preparation-to-respond or preparatory time relevance rating (e.g., timeframe relevance rating of D) may represent a popup notification500where the driver may have a predetermined time interval (e.g., between 20 seconds and 2 minutes) to act on the information presented (e.g., enough time to read the notification and to decide between multiple alternatives). As an example, a popup notification500associated with an axle that is just starting to exceed its operating temperature due to high torque application may be rated with a preparation-to-respond time relevance rating. As another example, a popup notification500may be rated as near-term (e.g., timeframe relevance rating of C) when the driver may need to read the notification, and make a decision or take an action within a shorter timeframe (e.g., 10 to 20 seconds) based on the information provided. As another example, a popup notification500may be rated as immediate (e.g., timeframe relevance rating of B) when the driver may need to read the notification, and make a decision or take an action within an even shorter timeframe (e.g., 3 to 10 seconds) based on the information provided. A near-term or immediate rated popup notification500may be associated with a warning that may require the driver to detect the notification and react as instructed. An example of a popup notification500rated as near-term or immediate may include a command to shut off the engine and pull to the side of the road, wherein the driver may have to decide if it is safe to do so and to react. As another example, a popup notification500may be rated with an emergency time relevance (e.g., timeframe relevance rating of A) when the driver may need to read the notification and make a decision or take an action within an immediate timeframe (e.g., within 3 seconds). An emergency popup notification500may be associated with a warning that may require an automated response from the driver. As example of a popup notification500rated as emergency may include a command for immediate full application of braking. According to an aspect, based on a safety, operational, and timeframe relevance rating determined for a popup notification500, a salience/severity/warning level associated with display/presentation attributes604of the popup notification500may be determined. In some examples, a decision matrix tool, such as an example decision matrix tool600shown inFIG.6, may be used to assign a salience/criticality/warning level602. As an example, a popup notification500with a severe (1) safety relevance rating and a high (1) operational rating and a near-term, immediate, or emergency (A) time relevance rating may be determined to have a level 1 salience level that may be associated with a red alert and a sub-level salience level that may be associated with further increased salience, such as a continuously flashing notification and a repeating audible alert. In some examples, as part of determining a salience level and sub-level of a popup notification500, the warning and notification application124may be further operative or configured to rate the popup notification500in terms priority based on a second set of evaluation criteria. For example, the second set of evaluation criteria may be associated with an automotive standard (e.g., SAE2395 FEB2002 and ISO 16951 standards) that can be used for characterizing message priority. In some examples, based on the second set of criteria, a set of safety, operational, and timeframe values/ratings may be determined for a popup notification500and used to determine a POI rank/level. For example, POI definitions may facilitate with ranking in-vehicle messages in terms of importance. In some examples, there may be as many as 45 POI levels ranking from a lowest priority level (45) to a highest priority level (1). In some examples, a POI rank/level may also correspond with salience levels602, wherein a level of salience may have particular presentation features/attributes604(e.g., color, flashing behavior, sound files). As an example, a message with a safety relevance of 2, an operational relevance of 1, and an immediate timeframe may be determined to have a POI level of 11, which may correspond with a salience level of 2. For example, a salience level of 2 may include the use of red coloring, flashing behavior, and sound. In some examples, POI definitions may be less relevant (than the first set of evaluation criteria) to trucks. As should be appreciated, a POI level alone may not correlate importance with an appropriate salience level and may not provide for handling conflicts arising from multiple equally-critical triggering in the same time. According to an aspect, the POI level may be used by the warning and notification application124as part of arbitrating between multiple active messages (i.e., notifications associated with multiple gauges that may be in an out-of-parameter or warning gauge state) for determining message is in a top priority position for display as a popup notification500in the notification zone212. In some examples and as illustrated inFIG.7, when an initiation condition is met (e.g., a message is received in association with a gauge that may be in an out-of-parameter or warning gauge state), the message may be added to an input queue702. According to an aspect, the input queue702is illustrative of a hidden memory operative or configured to store an IQ list706of all active messages704a-n(generally704). For example, the input queue702may be used to order active messages704according to a popup notification priority ranking716based on, respectively: criticality (i.e., salience level 1-2, then salience level 3-7), POI level (i.e., lower POI # to higher POI #), and order of occurrence (i.e., first to last). The IQ list706may be used for determining a highest-ranking (i.e., according to popup notification priority ranking716) input queue message (referred to as a top IQ message704a). In some examples, the top IQ message704amay be elected based a highest-ranked message in the IQ list706, with priority given to a highest-ranked message that has not been previously shown. For example, the top IQ message704amay be elected based in order of: un-shown critical messages, shown critical messages, un-shown non-critical temporary messages, shown non-critical temporary messages, un-shown non-critical non-temporary messages, then shown non-critical non-temporary messages, wherein salience levels6021 and 2 may be defined as critical. According to an aspect, the warning and notification application124may be operative or configured to make a determination714as to whether to show the top IQ message704aas a popup notification500in the notifications zone212for display to the driver, and if so, when. The determination714may be based on an evaluation of the top IQ message704aagainst a current top main stack (MS) message712athat may be currently displayed on-screen as a popup notification500in the notifications zone212. For example, a main stack708is shown inFIG.7, wherein the main stack708may comprise an ordered list (main stack (MS) list710) of active messages712a-n(generally712) that may be accessible to the driver via the digital display. For example, a top MS message712ain the MS list710may be currently displayed on-screen as a popup notification500. The determination714regarding whether/when to show the top IQ message704aas a popup notification in the notifications zone212may be based on the evaluation of the top IQ message704aagainst the current top MS message712a(i.e., current on-screen popup notification500). For example, the result of the determination may be a decision regarding whether and when (e.g., immediately or after a minimum display time for the current on-screen popup notification500has passed) to replace the current top MS message712awith the top IQ message704a. When a top IQ message704areplaces the current top MS message712a, it may be re-labeled as the top main stack (MS) message712a, and may be displayed as a popup notification in the notifications zone212, replacing the previous popup notification500. For example, the determination714may be made based at least in part on whether the current top MS message712aand/or the top IQ message704ais a critical message (e.g., salience levels 1 and 2). The determination may further be made based on one or a combination of: whether the top IQ message704ais a temporary notification, the POI level of the top IQ message704ain comparison with the current top MS message712a, whether the current on current top MS message712ais a temporary notification, and a length of time the current on current top MS message712ahas been displayed. With reference toFIG.8, an example arbitration matrix800is shown that may be used to decide whether/when to display the top IQ message704a. The example arbitration matrix800may be configured to prefer critical over non-critical temporary over non-critical non-temporary messages. For example, if the current top MS message712ais critical (e.g., salience levels 1 or 2) and if the top IQ message704ais also critical, a determination may be made to replace the current top MS message712awith top IQ message704a. The warning and notification engine124may be further operative or configured to determine whether to replace the current top MS message712awith top IQ message704aimmediately (and thus interrupt the display of the current on-screen popup notification500), or after the current top MS message712a(i.e., current on-screen popup notification500) has been displayed for at least the minimum display time associated with the notification. For example, based on the arbitration matrix800, the POI levels of the current top MS message712aand the top IQ message704amay be compared, and if the top IQ message704ahas a lower POI level (i.e., lower POI #) than the current top MS message712a, a determination may be made to interrupt the display of the current on-screen popup notification500by immediately replacing the current top MS message712ain the main stack708with the top IQ message704a. Else, if the top IQ message704ahas an equal or higher POI level (i.e., higher POI #/is less critical) than the current top MS message712a, a determination may be made to replace the current top MS message712ain the main stack708with the top IQ message704aafter the minimum display time of the current on-screen popup notification500. According to an aspect, the minimum display time may be the minimum amount of time in which a popup notification500may be required to be shown to the driver before it can be replaced by another message of equal or lower importance. In some examples, importance may be based on whether the message is critical or non-critical, and may be further based on whether the message is temporary or non-temporary (if non-critical). A message show timer may initiate when the top IQ message704ais moved to the main stack708. In some examples, when a top IQ message704replaces a top MS message712ain the main stack708, all messages704in the IQ list706may be moved to and replace the messages712in the MS list710. In some examples the driver may be enabled to navigate through the active MS messages712in order of the MS list710(e.g., when in a manual mode). In manual mode, a new critical-level (saliency level 1-2) top MS message712amay force transition into automatic mode, wherein the new critical message may be allowed to interrupt and show. In some examples, when in an automatic mode, the top MS message712amay be displayed for its minimum display time, and then a next message704in the MS list710may be displayed for its minimum display time. In some examples, a message deactivation timer may be used to assign a maximum amount of time after which a non-critical temporary message may be automatically deactivated if not displayed to the driver. As should be appreciated, various other decisions may be made as part of determining which message to shown and when as illustrated in the example arbitration matrix800. In some examples, a determination may be made to hold (i.e., not replace the current top MS message712awith the top IQ message704a). As shown in the example arbitration matrix800, this determination may be made when the current top MS message712ais critical and the top IQ message704ais non-critical. In some examples and as shown, this determination may also be made when the top MS message712ais non-critical and temporary and the top IQ message704ais non-critical and non-temporary or when the top IQ message704ais also non-critical and temporary and has an equal or higher POI level than the top MS message712a. According to an aspect, when a hold determination is made, the IQ list706(including the top IQ message704a) may be re-ordered according to the popup notification priority ranking716(i.e., based on, respectively: criticality (i.e., salience level 1-2, then salience level 3-7), POI level (i.e., lower POI # to higher POI #), and order of occurrence (i.e., first to last)). For example, the un-shown messages are not prioritized over the shown messages such as when the top IQ message704awas elected. The re-ordered IQ list706may replace the current MS list710below the current top MS message712a, unless the lists are the same. The driver may be enabled to manually scroll/navigate through and display popup notifications500for the active MS messages712. FIGS.9A-Bis a flow diagram depicting general stages of an example method900for providing flexible vehicle status notifications via an instrument cluster106displayed on an in-vehicle screen128. At OPERATION902, information associated with a gauge measurement that is outside a normal operating range may be received. At OPERATION904, a gauge state may be determined based on the gauge measurement. In some examples, the gauge may be in a warning state, wherein the gauge measurement may meet or exceed the gauge's warning threshold. In other examples, the gauge may be in an out-of-parameter state, wherein the gauge measurement may be outside of the normal operating threshold (e.g., above or below), but not within the warning threshold (e.g., approaching the warning threshold). At DECISION OPERATION906, a determination may be made as to whether the gauge may be currently displayed on-screen or hidden. For example, the driver may have a particular display mode selected where some gauges may be hidden from display due to space constraints or driver preference. If the gauge is currently displayed in the instrument cluster106display, at OPERATION908, the displayed gauge may be dynamically transitioned to an out-of-parameter or warning display state. For example, based on the determined gauge state, certain user interface effects may be applied to the gauge to increase saliency of the gauge. For example, the certain user interface effects (e.g., color, animation, sound) may be indicative of the determined gauge state, wherein a warning state gauge may be presented with increased salience over an out-of-parameter state gauge (e.g., red versus amber color, flashing, sound effect). If a determination is made at DECISION OPERATION906that the gauge is currently hidden from display, at DECISION OPERATION910, a determination may be made as to whether or not the gauge has an assigned position (i.e., gauge container position) in a content display mode. For example, a particular content view mode may be selected where content displayed in the instrument cluster106is minimized, and accordingly, some gauges may be hidden from display but may have an assigned position in a less-minimized display mode. When a determination is made that the gauge has an assigned position, at OPERATION912, the hidden gauge may be dynamically displayed in its assigned position in the out-of-parameter or warning display state. When a determination is made at DECISION OPERATION910that the gauge does not have an assigned position, at OPERATION914, the hidden gauge may be dynamically displayed in a dynamic container218,236in the out-of-parameter or warning display state. In some examples, when the dynamic container218,236is displayed, other currently-displayed gauges may be compacted to make room for the dynamic container. At DECISION OPERATION916, a determination may be made as to whether to display a popup notification500in association with the outside-of-normal operating range condition. In some examples, this determination may be made based on preconfigured rules. For example, these rules may be based on industry regulations, whether a gauge warning or telltale may be sufficient for informing the driver about the condition, and/or whether a popup notification500may be appropriate for informing the driver about the condition. If a determination is made to not display a popup notification500, the method900may end. Else, if a determination is made to display a popup notification500, the method900may continue to OPERATION918inFIG.9B, where a salience level602(sometimes referred to as a criticality level) of the message/notification may be determined using a decision matrix, such as the example decision matrix600illustrated inFIG.6. For example, a safety relevance rating, an operational relevance rating, and a time relevance rating may be determined based on an evaluation of a first set of criteria, and based on these determined ratings, a salience level602that corresponds with display/presentation attributes604of the popup notification500may be determined. At OPERATION920, a POI level (e.g., importance/priority level) of the message/notification may be determined using a second set of criteria and a decision matrix tool. For example, a safety relevance rating, an operational relevance rating, and a time relevance rating may be determined based on an evaluation of a second set of criteria, and based on these determined ratings, a POI level (e.g., one of levels 1-45) may be determined. At OPERATION922, a popup notification input queue (IQ) list706may be updated to include the message/notification, wherein messages704included in the IQ list706may be ordered according to salience level602, POI level, and order of occurrence, and further prioritized for un-shown messages over previously-shown ones. At DECISION OPERATION924, a determination may be made as to whether there are other active messages (e.g., other IQ messages704and/or MS messages712). If there are no other active messages, at OPERATION926, the message/notification may be selected as the top IQ message704a, moved to the main stack708and re-labeled as the top MS message712a, and then displayed as a popup notification500in the notification zone212in the instrument cluster106display. If a determination is made at DECISION OPERATION924that there are other active messages, at OPERATION928, a top-ranking IQ message704amay be determined, and at OPERATION930, an arbitration between the top-ranking IQ message704aand the top MS message712a(i.e., current on-screen popup notification) may be performed using the example arbitration matrix800. Based on an evaluation of the top MS message712aand the top IQ message704using the arbitration matrix800, a determination may be made at DECISION OPERATION932whether to replace the top MS message712awith the top IQ message704or to hold. When a determination is made to replace the top MS message712awith the top IQ message704, another determination may be made using the arbitration matrix800at DECISION OPERATION934whether to interrupt the display of the current on-screen popup notification500(i.e., top MS message712a) immediately or to interrupt the display of the current on-screen popup notification500after a minimum display time for the current popup has passed. When a determination is made to not interrupt the display of the current on-screen popup notification500immediately, at OPERATION936, a determination may be made whether the minimum display time for the current on-screen popup notification500has passed. When the minimum display time for the current on-screen popup notification500has passed or when a determination is made to interrupt the display of the current on-screen popup notification500with the top IQ message704immediately at DECISION OPERATION934, at OPERATION938, the main stack list710may be replaced by the ordered IQ list706, wherein the top IQ message704amay replace the top MS message712a, and may be displayed as a popup notification500in the notification zone212. When a determination is made at DECISION OPERATION932to not replace the top MS message712awith the top IQ message704a, at OPERATION940, the top IQ message704amay remain in the IQ list706, and the IQ list706may be re-ordered according to salience level602, POI level, and order of occurrence (i.e., without prioritizing un-shown messages over previously-shown ones). At OPERATION942, the re-ordered IQ list706may be moved to and replace the MS list710(with exception of the current top MS message712a), where the messages can be accessed by the driver. FIG.10is a block diagram of an illustrative computing device1000appropriate for use in accordance with embodiments of the present disclosure. The description below is applicable to servers, personal computers, mobile phones, smart phones, tablet computers, embedded computing devices, and other currently available or yet-to-be-developed devices that may be used in accordance with embodiments of the present disclosure. In its most basic configuration, the computing device1000includes at least one processor1002and a system memory1004connected by a communication bus1006. Depending on the exact configuration and type of device, the system memory1004may be volatile or nonvolatile memory, such as read-only memory (“ROM”), random access memory (“RAM”), EEPROM, flash memory, or other memory technology. Those of ordinary skill in the art and others will recognize that system memory1004typically stores data or program modules that are immediately accessible to or currently being operated on by the processor1002. In some examples, system memory1004may store an application to perform elements of the present systems and methods, such as the gauge layout application130and/or the warning and notification application124. In this regard, the processor1002may serve as a computational center of the computing device1000by supporting the execution of instructions. As further illustrated inFIG.10, the computing device1000may include a network interface1010comprising one or more components for communicating with other devices over a network. Embodiments of the present disclosure may access basic services that utilize the network interface1010to perform communications using common network protocols. The network interface1010may also include a wireless network interface configured to communicate via one or more wireless communication protocols, such as WiFi, 2G, 3G, 4G, LTE, WiMAX, Bluetooth, or the like. In the illustrative embodiment depicted inFIG.10, the computing device1000also includes a storage medium1008. However, services may be accessed using a computing device that does not include means for persisting data to a local storage medium. Therefore, the storage medium1008depicted inFIG.10is optional. In any event, the storage medium1008may be volatile or nonvolatile, removable or non-removable, implemented using any technology capable of storing information such as, but not limited to, a hard drive, solid state drive, CD-ROM, DVD, or other disk storage, magnetic tape, magnetic disk storage, or the like. As used herein, the term “computer-readable medium” includes volatile and nonvolatile and removable and non-removable media implemented in any method or technology capable of storing information, such as computer-readable instructions, data structures, program modules, or other data. In this regard, the system memory1004and storage medium1008depicted inFIG.10are examples of computer-readable media. For ease of illustration and because it is not important for an understanding of the claimed subject matter,FIG.10does not show some of the typical components of many computing devices. In this regard, the computing device1000may include input devices, such as a keyboard, keypad, mouse, trackball, microphone, video camera, touchpad, touchscreen, electronic pen, stylus, or the like. Such input devices may be coupled to the computing device1000by wired or wireless connections including RF, infrared, serial, parallel, Bluetooth, USB, or other suitable connection protocols using wireless or physical connections. In any of the described examples, data can be captured by input devices and transmitted or stored for future processing. The processing may include encoding data streams, which can be subsequently decoded for presentation by output devices. Media data can be captured by multimedia input devices and stored by saving media data streams as files on a computer-readable storage medium (e.g., in memory or persistent storage on a client device, server, administrator device, or some other device). Input devices can be separate from and communicatively coupled to computing device1000(e.g., a client device), or can be integral components of the computing device1000. In some embodiments, multiple input devices may be combined into a single, multifunction input device (e.g., a video camera with an integrated microphone). The computing device1000may also include output devices such as a display, speakers, printer, etc. The output devices may include video output devices such as a display or touchscreen. The output devices also may include audio output devices such as external speakers or earphones. The output devices can be separate from and communicatively coupled to the computing device1000, or can be integral components of the computing device1000. Input functionality and output functionality may be integrated into the same input/output device (e.g., a touchscreen). Any suitable input device, output device, or combined input/output device either currently known or developed in the future may be used with described systems. In general, functionality of computing devices described herein may be implemented in computing logic embodied in hardware or software instructions, which can be written in a programming language, such as C, C++, COBOL, JAVA™, PHP, Perl, HTML, CSS, JavaScript, VBScript, ASPX, Microsoft .NET™ languages such as C #, or the like. Computing logic may be compiled into executable programs or written in interpreted programming languages. Generally, functionality described herein can be implemented as logic modules that can be duplicated to provide greater processing capability, merged with other modules, or divided into sub-modules. The computing logic can be stored in any type of computer-readable medium (e.g., a non-transitory medium such as a memory or storage medium) or computer storage device and be stored on and executed by one or more general-purpose or special-purpose processors, thus creating a special-purpose computing device configured to provide functionality described herein. Many alternatives to the systems and devices described herein are possible. For example, individual modules or subsystems can be separated into additional modules or subsystems or combined into fewer modules or subsystems. As another example, modules or subsystems can be omitted or supplemented with other modules or subsystems. As another example, functions that are indicated as being performed by a particular device, module, or subsystem may instead be performed by one or more other devices, modules, or subsystems. Although some examples in the present disclosure include descriptions of devices comprising specific hardware components in specific arrangements, techniques and tools described herein can be modified to accommodate different hardware components, combinations, or arrangements. Further, although some examples in the present disclosure include descriptions of specific usage scenarios, techniques and tools described herein can be modified to accommodate different usage scenarios. Functionality that is described as being implemented in software can instead be implemented in hardware, or vice versa. Many alternatives to the techniques described herein are possible. For example, processing stages in the various techniques can be separated into additional stages or combined into fewer stages. As another example, processing stages in the various techniques can be omitted or supplemented with other techniques or processing stages. As another example, processing stages that are described as occurring in a particular order can instead occur in a different order. As another example, processing stages that are described as being performed in a series of steps may instead be handled in a parallel fashion, with multiple modules or software processes concurrently handling one or more of the illustrated processing stages. As another example, processing stages that are indicated as being performed by a particular device or module may instead be performed by one or more other devices or modules. The principles, representative embodiments, and modes of operation of the present disclosure have been described in the foregoing description. However, aspects of the present disclosure which are intended to be protected are not to be construed as limited to the particular embodiments disclosed. Further, the embodiments described herein are to be regarded as illustrative rather than restrictive. It will be appreciated that variations and changes may be made by others, and equivalents employed, without departing from the spirit of the present disclosure. Accordingly, it is expressly intended that all such variations, changes, and equivalents fall within the spirit and scope of the claimed subject matter. | 93,925 |
11858351 | DETAILED DESCRIPTION Reference will now be made in detail to various embodiments, examples of which are illustrated in the accompanying drawings. In general, a vehicle interior system may include a variety of different curved surfaces that are designed to be transparent, such as curved display surfaces and curved non-display glass covers, and the present disclosure provides articles and methods for forming these curved surfaces from a glass material. Forming curved vehicle surfaces from a glass material provides a number of advantages compared to the typical curved plastic panels that are conventionally found in vehicle interiors. For example, glass is typically considered to provide enhanced functionality and user experience in many curved cover material applications, such as display applications and touch screen applications, compared to plastic cover materials. Accordingly, as will be discussed in more detail below, Applicant has developed a glass article and related manufacturing processes that provide an efficient and cost-effective way to form an article, such as a display for a vehicle interior system, utilizing a cold-bent piece of glass substrate. The automotive industry has witnessed a growing need, driven by consumer demand, for technological innovation in vehicle interiors. Accordingly, vehicle manufactures are creating interiors are more connected and more interactive, while providing a safe vehicle environment for drivers and passengers. For example, large-format displays are becoming more prevalent, a trend which is expected to continue as the industry moves towards autonomous driving. There is also demand for these larger displays to include touch functionality similar to the touchscreen phone, tablet, and computer interfaces to which consumers have become accustomed. Most of the displays for vehicle interiors consist of two-dimensional plastic cover lenses, but there is interest in having three-dimensional surfaces for design flexibility. While plastic materials can be easier to mold into three-dimensional shapes than glass, plastics exhibit many inferior properties compared to glass. In particular, plastics materials are prone to permanent damage during blunt impact, general wear, and ultra-violet (UV) exposure. The use of hard coatings on plastics alleviates the issues to some extent, but plastics (with or without hard coatings) have many short-comings compared to glass. Glass is an appealing alternative to plastic cover lenses due to the superior functionality and user experience that glass provides. Yet, the cover glass lenses have mostly been limited to two-dimensional surfaces. The conventional method of forming three-dimensional glass surfaces is to use a hot-bending or hot-forming process. The process is energy intensive due to the high temperatures involved and adds significant cost to the product. Thus, there is a need to develop a low-cost technology to make three-dimensional glass surfaces. Thus, in one or more embodiments described herein, a glass article is formed by cold-bending a glass sheet onto a frame to which the glass sheet is adhered using an adhesive between the glass sheet and frame. As used herein, the terms “cold-bent,” “cold bending,” “cold-formed” or “cold forming” refers to curving the glass substrate at a cold-form temperature which is less than the glass transition temperature of the glass material of glass substrate. One of the perceived challenges with cold-bent glass is the limit to which it can be safely bent and installed in a vehicle. With the interior designers requiring very sharp curvatures or complex shapes having multiple curves, there is a need to develop a solution to safely implement glass in automotive interiors. In particular, the cold-bending process imparts bending stress and changes the central tension in the glass. This in turns affects the glass frangibility and risk of retention during a catastrophic failure such as local sharp impact. In addition, Applicant has discovered that unwanted deformation of the glass article can occur during manufacturing and processing of the glass article. For example, deformation may occur during curing of the adhesive at high temperature and/or subsequent cooling of the glass article, or deformation may occur during thermal cycling of the glass article. Accordingly, embodiments herein provide glass articles with significantly lower or no distortion from these processes. Addressing these deformation issues also allows for greater design flexibility of the glass article while also having higher reliability. In one or more embodiments disclosed herein, improved glass articles and methods of forming them are achieved by focusing on the interaction of the glass, adhesive, and frame. In an aspect of some embodiments, combination of structural adhesive and frame material is chosen to minimize the product deformation due to different thermal expansion mismatch and at the same time provide a three-dimensional (3D) cold-form glass article. In addition to the coefficients of thermal expansion, the elongation of adhesives is also described and considered in designed improved glass articles. While high modulus structural adhesives are capable of holding the cold-bent glass to its shape, the relatively lower values of their elongation, along with different coefficient of thermal expansion of the cover glass and frame materials can lead to product deformation during curing (both heating and subsequent cooling cycling) and thermal cycling events. The advantages of embodiments herein are achieved by designing glass articles with specific combinations of structural features and materials. Materials include the materials of the frame, glass, and adhesive, while structural features include, for example, the size of the glass article, glass sheet thickness, and geometry of the finished glass article, including radii of curvature, for example. For small radii (such as 250 mm), toughened epoxy having a lower elongation (less than about 10% elongation, for example) are preferred due to their higher strength. Due to lower elongation characteristics of toughened epoxies, the frame materials used may have similar CTE to that of the glass sheet (e.g., Corning Gorilla® glass), such as SS410. On the other hand, with gentle radius (such as about 600 mm or higher), a wider variety of adhesive materials may be used including toughened epoxies, urethanes and silicones (with a modulus of about 10 MPa). Silicone structural adhesives have a high elongation (˜200%) and can be used in combination with frame and glass materials that have a larger CTE mismatch. For example, silicone structural adhesive could be used to bond Gorilla® glass with polycarbonate acrylonitrile butadiene styrene (PC/ABS) or Magnesium (Mg) AZ91D alloy. If using toughened epoxies for gentle radius, frame materials of similar CTE to that of cover glass may be used. In addition, as an aspect of embodiments disclosed herein, multiple adhesive materials may be used in a single glass article, especially in glass article of large size and/or complex shape. Large parts are more prone to deformation due to CTE mismatch. For example, in one or more embodiments, a high modulus toughened epoxy (with lower elongation) is used in curved areas of a product design, and low modulus adhesive materials (with higher elongation)—such as silicones adhesives, for example—is used in a flat area or area of lower curvature. The reference product design may be, for example, an S-shape or a shape having a combination of a curved part with an additional part that is flat or curved. The use of multiple adhesives can also enable simplifications in forming processes, such as alignment in the cold-form process. For example, VHB materials (pressure sensitive adhesive) could be used in the display area of reference product design, while also being used for alignment of cover glass to the frame. Note, the curved areas of reference product design can, in some preferred embodiments, use high modulus toughened epoxy materials (such as 3M™ Scotch-Weld™ DP460). In a further aspect of one or more embodiments, a large format parts may use a hybrid approach for the frame materials. In particular, the frame can be made of different materials having different CTEs, where the selected frame materials are chosen at least in part based on the location or geometry of that part of the within the product design and the CTE of the frame material. For example, the curved areas of an S-shaped part could be fabricated out of SS410 (which has similar CTE to that of Gorilla® glass) while flat display area could be fabricated out of materials such as PC/ABS, Al 5052 H32 alloy, or Mg AZ91D alloy, as longer elongation silicone adhesives can tolerate large CTE mismatch materials. A method of forming curved glass articles is provided. In one or more embodiments, a structural adhesive is applied to a 3D frame in a first step of the method. Structural adhesives include materials from epoxy (toughened, flexible), acrylics, urethanes, silicones or other similar categories. These adhesives could be thermally cured, or cured at room temperature. The dispensing process applies structural adhesives uniformly over the entire surface of the 3D frame. Standard dispensing process such as bead dispenser, roll coating, screen printing, slot-die coating, ink-jet coating, spray coating, or other similar processes could be utilized for this step. After the dispensing process, the frame is transferred over to the vacuum table. A base plate may be utilized to support the frame (including alignment). The cover glass is then transferred to the vacuum table and placed on top of the 3D frame with structural adhesive. The cover glass is aligned to 3D frame, using alignment pins/rails features, for example. The lid of vacuum table is closed and vacuum pressure is applied to cold form the glass to the shape of the 3D frame. The base of the vacuum table is heated to ensure curing of the structural adhesives. Additionally, heat is also applied from the top of vacuum table. After certain degree of adhesive curing, the part achieves the green strength and is removed from the vacuum table. Remaining curing of the adhesive happens at room temperature for extended period of time (1-2 days). FIG.1shows an example of a vehicle interior1000that includes three different embodiments of a vehicle interior system100,200,300. Vehicle interior system100includes a frame, shown as center console base110, with a curved surface120including a curved display130. Vehicle interior system200includes a frame, shown as dashboard base210, with a curved surface220including a curved display230. The dashboard base210typically includes an instrument panel215which may also include a curved display. Vehicle interior system300includes a frame, shown as steering wheel base310, with a curved surface320and a curved display330. In one or more embodiments, the vehicle interior system includes a frame that is an arm rest, a pillar, a seat back, a floor board, a headrest, a door panel, or any portion of the interior of a vehicle that includes a curved surface. In other embodiments, the frame is a portion of a housing for a free-standing display (i.e., a display that is not permanently connected to a portion of the vehicle). The embodiments of the curved glass article described herein can be used in each of vehicle interior systems100,200and300. Further, the curved glass articles discussed herein may be used as curved cover glasses for any of the curved display embodiments discussed herein, including for use in vehicle interior systems100,200and/or300. Further, in various embodiments, various non-display components of vehicle interior systems100,200and300may be formed from the glass articles discussed herein. In some such embodiments, the glass articles discussed herein may be used as the non-display cover surface for the dashboard, center console, door panel, etc. In such embodiments, glass material may be selected based on its weight, aesthetic appearance, etc. and may be provided with a coating (e.g., an ink or pigment coating) with a pattern (e.g., a brushed metal appearance, a wood grain appearance, a leather appearance, a colored appearance, etc.) to visually match the glass components with adjacent non-glass components. In specific embodiments, such ink or pigment coating may have a transparency level that provides for deadfront functionality. FIG.2depicts a curved glass article10, such as the cover glass for curved display130, according to one or more embodiments. It should be understood that whileFIG.2is described in terms of forming curved display130, the curved glass article10ofFIG.2may be used in any suitable curved glass application, including any curved glass component of any of the vehicle interior systems ofFIG.1. Such curved glass components could be display or non-display regions, e.g., a flat display area and a curved non-display area, curved displays, and curved display and curved non-display areas. InFIG.2, a frame12includes a curved surface, shown as curved surface14. Curved glass article10includes a glass substrate16. Glass substrate16includes a first major surface18and a second major surface20opposite first major surface18. A minor surface22connects the first major surface18and the second major surface20, and in specific embodiments, minor surface22defines the outer perimeter of glass substrate16. The glass substrate16is attached to the frame12via an adhesive layer24. In embodiments, the adhesive layer24comprises at least two adhesives. In general, glass substrate16is cold formed or cold bent to the desired curved shape via application of a bending force26. As shown inFIG.2, following cold bending, the glass substrate16has a curved shape such that first major surface18and second major surface20each include at least one curved section having a radius of curvature. In the specific embodiments shown, curved surface14of frame12is a convex curved surface. In such embodiments, the glass substrate16is bent such that first major surface18defines a concave shape that generally conforms to the convex curved shape of curved surface14, and second major surface20defines a convex shape that generally matches or mirrors the convex curved shape of curved surface14. In such embodiments, surfaces18,20both define a first radius of curvature R1that generally matches the radius of curvature of curved surface14of frame12. In embodiments, R1is between 30 mm and 5 m. Further, in embodiments, the glass substrate16has a thickness T1(e.g., an average thickness measured between surfaces18,20) shown inFIG.2that is in a range from 0.05 mm to 2 mm. In specific embodiments, T1is less than or equal to 1.5 mm and in more specific embodiments, T1is 0.4 mm to 1.3 mm. Applicant has found that such thin glass substrates can be cold formed to a variety of curved shapes (including the relatively high curvature radii of curvature discussed herein) utilizing cold forming without breakage while at the same time providing for a high-quality cover layer for a variety of vehicle interior applications. In addition, such thin glass substrates16may deform more readily, which could potentially compensate for shape mismatches and gaps that may exist relative to curved surface14and/or frame12. In various embodiments, first major surface18and/or the second major surface20of glass substrate16includes one or more surface treatments or layers. The surface treatment may cover at least a portion of the first major surface18and/or second major surface20. Exemplary surface treatments include anti-glare surfaces/coatings, anti-reflective surfaces/coatings, and an easy-to-clean surface coating/treatment. In one or more embodiments, at least a portion of the first major surface18and/or the second major surface20may include any one, any two or all three of an anti-glare surface, an anti-reflective surface, and easy-to-clean coating/treatment. For example, first major surface18may include an anti-glare surface and second major surface20may include an anti-reflective surface. In another example, first major surface18includes an anti-reflective surface and second major surface20includes an anti-glare surface. In yet another example, the first major surface18comprises either one of or both the anti-glare surface and the anti-reflective surface, and the second major surface20includes the easy-to-clean coating. In embodiments, the glass substrate16may also include a pigment design on the first major surface18and/or second major surface20. The pigment design may include any aesthetic design formed from a pigment (e.g., ink, paint and the like) and can include a wood-grain design, a brushed metal design, a graphic design, a portrait, or a logo. The pigment design may be printed onto the glass substrate. In one or more embodiments, the anti-glare surface includes an etched surface. In one or more embodiments, the anti-reflective surface includes a multi-layer coating. In an aspect of one or more embodiments described herein, the glass article can include one or more adhesives, which can include pressure sensitive adhesives (PSA), UV curable acrylic adhesives, polyurethane (PUR) hotmelts, silicone hotmelts, etc. For example, adhesives can include one or more PSA, such as 3M™ VHB™ (available from 3M, St. Paul, MN) and tesa® (available from tesa SE, Norderstedt, Germany), or UV curable adhesives, such as DELO DUALBOND® MF4992 (available from DELO Industrial Adhesives, Windach, Germany). Some adhesives contemplated can be cured using, e.g., one or more of pressure, heat, or ultraviolet radiation. Additional example adhesives include toughened epoxy, flexible epoxy, acrylics, silicones, urethanes, polyurethanes, and silane modified polymers. One or more tough epoxies can include, for example, EP21TDCHT-LO (available from Masterbond®, Hackensack, NJ), 3M™ Scotch-Weld™ Epoxy DP460 Off-White (available from 3M, St. Paul, MN). One or more flexible expoxies can include, for example, Masterbond EP21TDC-2LO (available from Masterbond®, Hackensack, NJ), 3M™ Scotch-Weld™ Epoxy 2216 B/A Gray (available from 3M, St. Paul, MN), and 3M™ Scotch-Weld™ Epoxy DP125. Adhesives can include one or more acrylics, such as LORD® Adhesive 410/Accelerator 19 w/LORD® AP 134 primer, LORD® Adhesive 852/LORD® Accelerator 25 GB (both being available from LORD Corporation, Cary, NC), DELO PUR SJ9356 (available from DELO Industrial Adhesives, Windach, Germany), Loctite® AA4800, Loctite® HF8000. TEROSON® MS 9399, and TEROSON® MS 647-2C (these latter four being available from Henkel AG & Co. KGaA, Dusseldorf, Germany), among others. Adhesives can also include urethanes, such as 3M™ Scotch-Weld™ Urethane DP640 Brown and 3M™ Scotch-Weld™ Urethane DP604, or one or more silicones, such as Dow Corning® 995 (available from Dow Corning Corporation, Midland, MI). In embodiments, a primer can be applied to prepare the surfaces of the glass substrate16and frame12for better adhesion to the first adhesive28and/or the second adhesive30, especially for frames12made of metal or including metal surfaces and for the glass surface of the glass substrate16. Further, in embodiments, an ink primer may be used in addition to or instead of the primer for metal and glass surfaces. The ink primer helps provide better adhesion between the first adhesive28and/or second adhesive30to ink covered surfaces (e.g., the pigment design mentioned above for deadfronting applications). An example of a primer is 3M™ Scotch-Weld™ Metal Primer 3901 (available from 3M, St. Paul, MN); other commercially available primers are also suitable for use in the present disclosure and can be selected based on surfaces involved in the bonding and on the adhesive used to create the bond. In various embodiments, glass substrate16is formed from a strengthened glass sheet (e.g., a thermally strengthened glass material, a chemically strengthened glass sheet, etc.) In such embodiments, when glass substrate16is formed from a strengthened glass material, first major surface18and second major surface20are under compressive stress, and thus second major surface20can experience greater tensile stress during bending to the convex shape without risking fracture. This allows for strengthened glass substrate16to conform to more tightly curved surfaces. A feature of a cold-formed glass substrate is an asymmetric surface compressive between the first major surface18and the second major surface20once the glass substrate has been bent to the curved shape. In such embodiments, prior to the cold-forming process or being cold-formed, the respective compressive stresses in the first major surface18and the second major surface20of glass substrate16are substantially equal. After cold-forming, the compressive stress on concave first major surface18increases such that the compressive stress on the first major surface18is greater after cold-forming than before cold-forming. In contrast, convex second major surface20experiences tensile stresses during bending causing a net decrease in surface compressive stress on the second major surface20, such that the compressive stress in the second major surface20following bending is less than the compressive stress in the second major surface20when the glass sheet is flat. As noted above, in addition to providing processing advantages such as eliminating expensive and/or slow heating steps, the cold-forming processes discussed herein are believed to generate curved glass articles with a variety of properties that are superior to hot-formed glass articles, particularly for vehicle interior or display cover glass applications. For example, Applicant believes that, for at least some glass materials, heating during hot-forming processes decreases optical properties of curved glass sheets, and thus, the curved glass substrates formed utilizing the cold-bending processes/systems discussed herein provide for both curved glass shapes along with improved optical qualities not believed achievable with hot-bending processes. Further, many glass surface treatments (e.g., anti-glare coatings, anti-reflective coatings, easy-to-clean coating, etc.) are applied via deposition processes, such as sputtering processes that are typically ill-suited for coating curved glass articles. In addition, many surface treatments (e.g., anti-glare coatings, anti-reflective coatings, easy-to-clean coating, etc.) also are not able to survive the high temperatures associated with hot-bending processes. Thus, in particular embodiments discussed herein, one or more surface treatments are applied to the first major surface18and/or to the second major surface20of glass substrate16prior to cold-bending, and the glass substrate16including the surface treatment is bent to a curved shape as discussed herein. Thus, Applicant believes that the processes and systems discussed herein allow for bending of glass after one or more coating materials have been applied to the glass, in contrast to typical hot-forming processes. It should be noted that, inFIG.2, the glass substrate16is shown having a single curvature such that second major surface20has a single convex radius of curvature and the first major surface18has a single concave radius of curvature. However, the method discussed herein allows for the glass substrate16to be bent to more complex shapes. For example, as shown inFIG.3, the glass substrate16is bent to a shape such that the first major surface18has both convex and concave curved sections, and the second major surface20has both convex and concaved curved sections, forming an S-shaped glass substrate when viewed in cross-section. Additionally, the glass substrate16may include flat regions (not shown) between curved sections. In various embodiments, a cold-formed glass substrate16may have a compound curve including a major radius and a cross curvature. A complexly curved cold-formed glass substrate16may have a distinct radius of curvature in two independent directions. According to one or more embodiments, a complexly curved cold-formed glass substrate16may thus be characterized as having “cross curvature,” where the cold-formed glass substrate16is curved along an axis (i.e., a first axis) that is parallel to a given dimension and also curved along an axis (i.e., a second axis) that is perpendicular to the same dimension. The curvature of the cold-formed glass substrate and the curved display can be even more complex when a significant minimum radius is combined with a significant cross curvature, and/or depth of bend. In various embodiments, glass substrate16can have more than two curved regions with the same or differing curved shapes. In some embodiments, glass substrate16can have one or more region having a curved shape with a variable radius of curvature. Referring toFIG.5, additional structural details of glass substrate16are shown and described. As noted above, glass substrate16has a thickness T1that is substantially constant and is defined as a distance between the first major surface18and the second major surface20. In various embodiments, T1may refer to an average thickness or a maximum thickness of the glass substrate. In addition, glass substrate16includes a width W1defined as a first maximum dimension of one of the first or second major surfaces18,20orthogonal to the thickness T1, and a length L1defined as a second maximum dimension of one of the first or second major surfaces18,20orthogonal to both the thickness and the width. In other embodiments, W1and L1may be the average width and the average length of glass substrate16, respectively. In various embodiments, thickness T1is 2 mm or less and specifically is 0.3 mm to 1.1 mm. For example, thickness T1may be in a range from about 0.1 mm to about 1.5 mm, from about 0.15 mm to about 1.5 mm, from about 0.2 mm to about 1.5 mm, from about 0.25 mm to about 1.5 mm, from about 0.3 mm to about 1.5 mm, from about 0.35 mm to about 1.5 mm, from about 0.4 mm to about 1.5 mm, from about 0.45 mm to about 1.5 mm, from about 0.5 mm to about 1.5 mm, from about 0.55 mm to about 1.5 mm, from about 0.6 mm to about 1.5 mm, from about 0.65 mm to about 1.5 mm, from about 0.7 mm to about 1.5 mm, from about 0.1 mm to about 1.4 mm, from about 0.1 mm to about 1.3 mm, from about 0.1 mm to about 1.2 mm, from about 0.1 mm to about 1.1 mm, from about 0.1 mm to about 1.05 mm, from about 0.1 mm to about 1 mm, from about 0.1 mm to about 0.95 mm, from about 0.1 mm to about 0.9 mm, from about 0.1 mm to about 0.85 mm, from about 0.1 mm to about 0.8 mm, from about 0.1 mm to about 0.75 mm, from about 0.1 mm to about 0.7 mm, from about 0.1 mm to about 0.65 mm, from about 0.1 mm to about 0.6 mm, from about 0.1 mm to about 0.55 mm, from about 0.1 mm to about 0.5 mm, from about 0.1 mm to about 0.4 mm, or from about 0.3 mm to about 0.7 mm. In other embodiments, the T1falls within any one of the exact numerical ranges set forth in this paragraph. In various embodiments, width W1is in a range from 5 cm to 250 cm, from about 10 cm to about 250 cm, from about 15 cm to about 250 cm, from about 20 cm to about 250 cm, from about 25 cm to about 250 cm, from about 30 cm to about 250 cm, from about 35 cm to about 250 cm, from about 40 cm to about 250 cm, from about 45 cm to about 250 cm, from about 50 cm to about 250 cm, from about 55 cm to about 250 cm, from about 60 cm to about 250 cm, from about 65 cm to about 250 cm, from about 70 cm to about 250 cm, from about 75 cm to about 250 cm, from about 80 cm to about 250 cm, from about 85 cm to about 250 cm, from about 90 cm to about 250 cm, from about 95 cm to about 250 cm, from about 100 cm to about 250 cm, from about 110 cm to about 250 cm, from about 120 cm to about 250 cm, from about 130 cm to about 250 cm, from about 140 cm to about 250 cm, from about 150 cm to about 250 cm, from about 5 cm to about 240 cm, from about 5 cm to about 230 cm, from about 5 cm to about 220 cm, from about 5 cm to about 210 cm, from about 5 cm to about 200 cm, from about 5 cm to about 190 cm, from about 5 cm to about 180 cm, from about 5 cm to about 170 cm, from about 5 cm to about 160 cm, from about 5 cm to about 150 cm, from about 5 cm to about 140 cm, from about 5 cm to about 130 cm, from about 5 cm to about 120 cm, from about 5 cm to about 110 cm, from about 5 cm to about 110 cm, from about 5 cm to about 100 cm, from about 5 cm to about 90 cm, from about 5 cm to about 80 cm, or from about 5 cm to about 75 cm. In other embodiments, W1falls within any one of the exact numerical ranges set forth in this paragraph. In various embodiments, length L1is in a range from about 5 cm to about 1500 cm, from about 50 cm to about 1500 cm, from about 100 cm to about 1500 cm, from about 150 cm to about 1500 cm, from about 200 cm to about 1500 cm, from about 250 cm to about 1500 cm, from about 300 cm to about 1500 cm, from about 350 cm to about 1500 cm, from about 400 cm to about 1500 cm, from about 450 cm to about 1500 cm, from about 500 cm to about 1500 cm, from about 550 cm to about 1500 cm, from about 600 cm to about 1500 cm, from about 650 cm to about 1500 cm, from about 650 cm to about 1500 cm, from about 700 cm to about 1500 cm, from about 750 cm to about 1500 cm, from about 800 cm to about 1500 cm, from about 850 cm to about 1500 cm, from about 900 cm to about 1500 cm, from about 950 cm to about 1500 cm, from about 1000 cm to about 1500 cm, from about 1050 cm to about 1500 cm, from about 1100 cm to about 1500 cm, from about 1150 cm to about 1500 cm, from about 1200 cm to about 1500 cm, from about 1250 cm to about 1500 cm, from about 1300 cm to about 1500 cm, from about 1350 cm to about 1500 cm, from about 1400 cm to about 1500 cm, or from about 1450 cm to about 1500 cm. In other embodiments, L1falls within any one of the exact numerical ranges set forth in this paragraph. In various embodiments, one or more radius of curvature (e.g., R1shown inFIG.2) of glass substrate134is about 60 mm or greater. For example, R1may be in a range from about 60 mm to about 10,000 mm, from about 70 mm to about 10,000 mm, from about 80 mm to about 10,000 mm, from about 90 mm to about 10,000 mm, from about 100 mm to about 10,000 mm, from about 120 mm to about 10,000 mm, from about 140 mm to about 10,000 mm, from about 150 mm to about 10,000 mm, from about 160 mm to about 10,000 mm, from about 180 mm to about 10,000 mm, from about 200 mm to about 10,000 mm, from about 220 mm to about 10,000 mm, from about 240 mm to about 10,000 mm, from about 250 mm to about 10,000 mm, from about 260 mm to about 10,000 mm, from about 270 mm to about 10,000 mm, from about 280 mm to about 10,000 mm, from about 290 mm to about 10,000 mm, from about 300 mm to about 10,000 mm, from about 350 mm to about 10,000 mm, from about 400 mm to about 10,000 mm, from about 450 mm to about 10,000 mm, from about 500 mm to about 10,000 mm, from about 550 mm to about 10,000 mm, from about 600 mm to about 10,000 mm, from about 650 mm to about 10,000 mm, from about 700 mm to about 10,000 mm, from about 750 mm to about 10,000 mm, from about 800 mm to about 10,000 mm, from about 900 mm to about 10,000 mm, from about 950 mm to about 10,000 mm, from about 1000 mm to about 10,000 mm, from about 1250 mm to about 10,000 mm, from about 60 mm to about 9000 mm, from about 60 mm to about 8000 mm, from about 60 mm to about 7500 mm, from about 60 mm to about 7000 mm, from about 60 mm to about 6000 mm, from about 60 mm to about 5000 mm, from about 60 mm to about 4500 mm, from about 60 mm to about 4000 mm, from about 60 mm to about 3500 mm, from about 60 mm to about 3000 mm, from about 60 mm to about 2500 mm, from about 60 mm to about 2000 mm, from about 60 mm to about 1500 mm, from about 60 mm to about 1400 mm, from about 60 mm to about 1300 mm, from about 60 mm to about 1200 mm, from about 60 mm to about 1100 mm, from about 60 mm to about 1000 mm, from about 60 mm to about 950 mm, from about 60 mm to about 900 mm, from about 60 mm to about 850 mm, from about 60 mm to about 800 mm, from about 60 mm to about 750 mm, from about 60 mm to about 700 mm, from about 60 mm to about 650 mm, from about 60 mm to about 600 mm, from about 60 mm to about 550 mm, from about 60 mm to about 500 mm, from about 60 mm to about 450 mm, from about 60 mm to about 400 mm, from about 60 mm to about 350 mm, from about 60 mm to about 300 mm, from about 60 mm to about 250 mm, or from about 500 mm to about 2500 mm. In other embodiments, R1falls within any one of the exact numerical ranges set forth in this paragraph. As shown inFIG.3, glass substrate16can include one or more regions50intended to show a display (e.g., an electronic display). In addition, a glass substrate according to some embodiments can be curved in multiple regions52and54of the glass substrate and in multiple directions (i.e., the glass substrate can be curved about different axes that may or may not be parallel) as shown inFIG.3. Accordingly, shapes and forms of the possible embodiments are not limited to the examples shown herein. Glass substrate16can be shaped to have a complex surface including multiple different shapes including one or more flat sections, one or more conical sections, one or more cylindrical sections, one or more spherical sections, etc. The various embodiments of the vehicle interior system may be incorporated into vehicles such as trains, automobiles (e.g., cars, trucks, buses and the like), sea craft (boats, ships, submarines, and the like), and aircraft (e.g., drones, airplanes, jets, helicopters and the like). In one or more embodiments, a glass article is provided that includes a cover glass sheet having a first major surface and a second major surface. The second major surface includes a first curve having a first radius of curvature and a second curve having a second radius of curvature that is different than the first radius of curvature. The glass article further includes a frame having a support surface with a third curve and a fourth curve. The frame and cover glass sheet are arranged so that the second major surface of the cover glass sheet faces the support surface of the frame and the third curve complements the first curve and the fourth curve complements the second curve. A first adhesive is disposed between the third curve of the support surface of the frame and the first curve of the second major surface of the cover glass sheet. A second adhesive is disposed between the fourth curve of the support surface of the frame and the second curve of the second major surface of the cover glass sheet. The first adhesive has a first elongation, and the second adhesive comprising a second elongation that is different than the first elongation. In an aspect of some embodiments, the first adhesive has a first Young's modulus while the second adhesive comprises a second Young's modulus that is different than the first Young's modulus. In a further aspect, the first radius of curvature is less than the second radius of curvature, and the first elongation is less than the second elongation. In addition, the first Young's modulus may be greater than the second Young's modulus. As an aspect of some embodiments, the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less. The second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. The cover glass sheet may be made of a material having a first coefficient of thermal expansion, and the frame of a material having a second coefficient of thermal expansion. As an aspect of some embodiments, a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less. In an additional aspect, the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. The material of the frame comprises a metal, an alloy, or a polymer, including at least one of stainless steel, polycarbonate (PC), acrylnitrile-butadiene-styrene (ABS), or magnesium alloy. At least one of the first adhesive and the second adhesive may include toughened epoxy, acrylic, urethane, or silicone. As an aspect of one or more embodiments, the first radius of curvature is about 10000 mm or less, 9000 mm or less, 8000 mm or less, 7000 mm or less, 6000 mm or less, 5000 mm or less, 4000 mm or less, 3000 mm or less, 2000 mm or less, 1000 mm or less, 750 mm or less, 600 mm or less, about 500 mm or less, about 400 mm or less, about 300 mm or less, about 250 mm or less, about 200 mm or less, or about 100 mm or less. The second radius of curvature is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. In some embodiments, the second curve has a curvature of zero or is flat. The material of the frame and the first adhesive may satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. The glass article may also include a display bonded to the frame or the cover glass using optically clear adhesive. A cover glass used may be a strengthened or, more specifically, a chemically strengthened aluminosilicate glass composition and have a thickness of from 0.4 mm to 2.0 mm. According to one or more additional embodiments, a glass article includes a cover glass sheet having a first major surface and a second major surface. The second major surface has a first curve having a first radius of curvature, and the cover glass sheet includes a material having a first coefficient of thermal expansion. A frame has a support surface with a second curve, and the second major surface of the cover glass sheet faces the support surface of the frame such that the second curve complements the first curve. The frame includes a material having a second coefficient of thermal expansion, and a first adhesive is disposed between the support surface of the frame and the second major surface of the cover glass sheet. The material of the frame and the first adhesive satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. As an aspect of some embodiments, the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and the first radius of curvature is about 600 mm or less, about 500 mm or less, about 400 mm or less, about 300 mm or less, about 250 mm or less, about 200 mm or less, or about 100 mm or less. The second major surface includes a second area that is different than the first curve, where the second area includes at least one of a two-dimensional surface area and a second curve. The support surface also includes a second support area that complements the second area of the second major surface. As a further aspect of embodiments, the second area includes the second curve, the second curve having a second radius of curvature that is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. According to an additional embodiment of this disclosure, a method of forming a curved glass article is provided. The method includes a step of applying a first adhesive with a first elongation to a first region of a frame or of a cover glass sheet, the frame having a support surface with a first curved surface in the first region. A step of molding the cover glass sheet to the frame is performed to conform the cover glass sheet to the support surface of the frame. Curing of the first adhesive at a first temperature for a first time period then occurs. The first curved surface includes a first radius of curvature, and the cover glass sheet includes a material having a first coefficient of thermal expansion. The frame includes a material having a second coefficient of thermal expansion. The material of the frame and the first adhesive satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the elongation first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. As an aspect of the above method, the method further includes, after the curing step, cooling the curved glass article, and, after the cooling step, there is no visual deformation of the curved glass article as compared to before the curing step. A second adhesive may be applied to a second region of the frame or of the cover glass sheet, the second adhesive having a second elongation that is different than the first elongation. According to one or more additional embodiments, a glass article includes a cover glass sheet having a first major surface and a second major surface, the second major surface having a first region with a first curve of a first radius of curvature, and a second region that is different than the first region. A frame with a support surface having a third region and a fourth region such that the third region conforms with the first region of the second major surface, and the fourth region conforms with the second region of the second major surface. A first adhesive is disposed between the first region of the support surface and the first region of the second major surface, and a second adhesive is disposed between the fourth region of the support surface and the second region of the second major surface. A curvature of the first region is higher than a curvature of the second region, and the first adhesive has a first Young's modulus and the second adhesive has a second Young's modulus that is less than the first Young's modulus. In an aspect of the embodiment, the second region includes a second curve with a radius of curvature that is greater than the first radius of curvature, or the second region has no curvature. The first adhesive may have a first elongation, and the second adhesive a second elongation that is greater than the first elongation. In some embodiments, the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less, and the second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. According to a further embodiment, a glass article is provided that includes a cover glass sheet having a first major surface and a second major surface, the second major surface including a first region with a first curve of a first radius of curvature, and a second region that is different than the first region. The article also includes a frame having a support surface with a third region comprised of a first frame material and a fourth region comprised of a second frame material that is different than the first frame material. The second major surface of the cover glass sheet faces the support surface of the frame, and the third region includes a second curve that complements the first curve and the fourth region complements the second region. A first adhesive is disposed between the third region of the support surface of the frame and the first region of the second major surface of the cover glass sheet, the first adhesive having a first Young's modulus. A second adhesive disposed between the fourth region of the support surface of the frame and the second region of the second major surface of the cover glass sheet, the second adhesive comprising a second Young's modulus that is different than the first Young's modulus. As an aspect of the embodiment, the first frame material has a first coefficient of thermal expansion, and the second frame material comprises a second coefficient of thermal expansion. The first coefficient of thermal expansion is less than the second coefficient of thermal expansion. The cover glass sheet has a third coefficient of thermal expansion, and a ratio of the first coefficient of thermal expansion to the third coefficient of thermal expansion may be about 2 or less, about 1.5 or less, about 1, or about 0.5 to 1.5. In another aspect, a ratio of the second coefficient of thermal expansion to the third coefficient of thermal expansion is about 2 or more. The first frame material may include stainless steel, and the second frame material may include polycarbonate or ABS. The second adhesive can be an tape adhesive. As a further aspect, the fourth region comprises at least one of a flat region and a second curve having a second radius of curvature that is greater than the first radius of curvature. A display may be bonded to the frame using optically clear adhesive, wherein the display is bonded to the frame in the fourth region. In one or more embodiments, the display may be bonded to a major surface of the cover glass sheet. In yet another embodiment, a glass article is provided that includes a cover glass sheet having a first major surface and a second major surface, the second major surface including a first region with a first curve of a first radius of curvature, and a second region being different than the first region. A frame includes a first support surface and a second support surface, the first support surface including a first frame material and conforming with the first region of the second major surface, and the second support surface including a second frame material and conforming with the second region of the second major surface. A first adhesive is disposed between the first support surface and the first region of the second major surface, and a second adhesive is disposed between the second support surface and the second region of the second major surface. The first frame material is different than the second frame material, and the first region has a higher curvature than the second region. As an aspect of the embodiment, the first frame material may include a first coefficient of thermal expansion, and the second frame material may include a second coefficient of thermal expansion, where the first coefficient of thermal expansion is less than the second coefficient of thermal expansion. EXAMPLES Comparative Examples 1 through 3, and Examples 4 through 8 were carried out as discussed below and summarized in Table 1. TABLE 1Deformation of Reference S-shape part for different frame materials and adhesive materials.Max deformationfrom CADFrameCureNominal (mm)StructuralFrameThicknessCuretimeVisualDisplayNon-Example #AdhesiveMaterial(mm)T (° C.)(min)ObservationAreaDisplay13M Scotch-Al 50323.175952Deformed2.21−7.54(Comparative)WeldTMH32heavily, bothDP460in display andnon-displayareas23M Scotch-Al 50323.1756520Deformed,1.06−3.19(Comparative)WeldTMH32both in displayDP460and non-display areas33M Scotch-PC/ABS—6520Deformed veryn/an/a(Comparative)WeldTMheavily, bothDP460in display andnon-displayareas43M Scotch-SS4103.1756520No visual0.20−0.65WeldTMdeformationDP46053M Scotch-SS4103.175952Little0.39−1.16WeldTMdeformation inDP460non-displayarea63M Scotch-SS4101.9056520No visual0.81−0.35WeldTMdeformationDP46073M Scotch-SS4101.905855Little0.46−1.60WeldTMdeformation inDP460non-displayarea83M VHBPC/ABS—6520No visualn/an/adeformation Comparative Example 1 In Comparative Example 1, a glass article was made using a reference product design frame (S-shape part with a concave surface having a radius of R150 mm and a convex surface of radius R250 mm) with 3.175 mm thick Aluminum 5032 H32 alloy. A chemically strengthened aluminosilicate cover glass sheet having a thickness of 0.55 mm was cold-formed and attached to a surface of the frame using a toughened two-part epoxy adhesive with a 2:1 mix ratio (ratio of base to accelerator) supplied by 3M, Inc. under the tradename 3M™ Scotch-Weld™ DP460. This adhesive has relatively high overlap shear strength of 4800 psi when cured at 49° C. for 3 hours and measured on an aluminum substrate using ASTM D 1002-72 standard. The adhesive is capable of holding a cold-formed 0.55 mm or 0.7 mm-thick glass (e.g., the chemically strengthened glass used in this example) having length and width dimensions of 91 mm×152 mm with an ink border of 0.25 inch—where the structural adhesive is only on the ink area—to a shape having a radius of curvature of R250 mm (in both the concave and convex directions). The cover glass sheet was cold-formed and attached to the frame material using the toughened epoxy adhesive in vacuum table process. The cover adhesive was cured at a temperature of 95° C. for 2 minutes. However, while the adhesive was able to hold the cold-formed glass on an aluminum curved substrate mold and pass environmental tests, severe deformation in samples were observed during the curing process. After curing, the sample was cooled to room temperature and heavy deformation was observed in the part, both in display area and non-display area. ATOS measurements were performed and maximum deformation from CAD nominal was 2.21 mm and −7.54 mm in display and non-display area, respectively. Comparative Example 2 In a Comparative Example 2, the setup and materials used were the same as in Comparative Example 1, except that the curing of the part was performed at 65° C. for 20 min. After curing, the sample was cooled down to room temperature and heavy deformation was observed in the part, both in the display area and the non-display area. ATOS measurements were performed and maximum deformation from CAD nominal was 1.06 mm and −3.19 mm in display and non-display areas, respectively. In combination with Comparative Example 1, these show the effect of higher temperature curing on product deformation. Higher temperature during curing leads to large deformation due to CTE mismatches between materials (e.g., the glass and the frame). Comparative Example 3 In a Comparative Example 3, the setup and materials used were the same as in Comparative Example 2, except that a frame of PC/ABS was used, a product design having an S-shape part with a concave surface of radius R65 mm and a convex surface of radius R150 mm was used, and the cover glass was a chemically strengthened aluminosilicate cover glass sheet having a 0.4 mm thickness. The adhesive was cured at a temperature of 65° C. for 20 minutes. After curing, the sample was cooled down to room temperature (e.g., about 20° C.) and heavy deformation was observed in the part, both in a display area and a non-display area. ATOS measurements are not available for Comparative Example 3. The heavy deformation is evidence that the very different CTEs (of glass versus aluminum in Example 2, and glass versus PC/ABS in Example 3) has a significant impact on product deformation. Example 4 As an example of an embodiment of the present disclosure, a glass article was made using the reference product design frame of ferritic stainless steel 410. This frame substrate was chosen because it has a coefficient of thermal expansion (CTE) that is close to that of the chemically strengthened aluminosilicate cover glass sheet. For reference, the CTE of the cover glass sheet is 7.88 μm/m/° C. Regarding frame materials, the CTE of Aluminum (Al) 5052 H32 alloy is 23.8 μm/m/° C., of Mg AZ91D alloy is 25.2 μm/m/° C., of low carbon steel 1080 is 14.7 μm/m/° C., of Ferritic stainless steel SS410 is 9.9 μm/m/° C., and of PC/ABS is 67 μm/m/° C. The cover glass sheet used in this example had a thickness of 0.55 mm and was cold-formed and attached to the frame material using 3M™ Scotch-Weld™ DP460 toughened epoxy in vacuum table process. The adhesive was cured at a temperature of 65° C. for 20 minutes. After curing, the sample was cooled to room temperature and no visual deformation was observed in the part, neither in the display area nor the non-display area. ATOS measurements were performed and maximum deformation from CAD nominal was 0.20 mm and −0.65 mm in display and non-display areas, respectively. These numbers are within the spec tolerance of the reference product design frame. Example 5 As an example of an embodiment of the present disclosure, Example 5 is similar to Example 4, except that curing was performed at 95° C. for 2 min. After curing, the sample was cooled to room temperature and no deformation was observed in display area while very little deformation was observed in non-display area. ATOS measurements were performed and maximum deformation from CAD nominal was 0.39 mm and −1.16 mm in display and non-display areas, respectively. This example can be compared to Example 5 and shows the effect of higher temperature curing on product deformation. Higher temperature during curing leads to larger deformation due to small CTE mismatches between materials (e.g., glass and frame). Example 6 As an example of an embodiment of the present disclosure, Example 6 is similar to Example 4, except that the thickness of frame is 1.905 mm (vs. 3.125 mm in Example 4). After curing, the sample was cooled to room temperature and no deformation was observed. ATOS measurements were performed and maximum deformation from CAD nominal was 0.81 mm and −0.35 mm in display and non-display areas, respectively. Example 7 As an example of an embodiment of the present disclosure, Example 7 is similar to Example 6, except that the curing was performed at 85° C. for 5 min. After curing, the sample was cooled to room temperature and no deformation was observed in display area, while little deformation was observed in non-display area. ATOS measurements were performed and maximum deformation from CAD nominal was 0.46 mm and −1.60 mm in display and non-display area, respectively. Example 8 As an example of an embodiment of the present disclosure, Example 8 is similar to Example 4, except that the VHB adhesive was used. After curing, the sample was cooled to room temperature and no deformation was observed. This example could be compared to 4 and shows the effect of using low modulus, high elongation adhesives with materials that have large CTE mismatch (e.g., glass and PC/ABS). FIG.5shows the ATOS data from the above Examples 1, 2, 4, 5, 6, and 7. In addition to the above Examples 1 through 8, finite element analysis (FEA) simulations were performed to understand the interaction of frame and adhesive materials on product deformation. A model was developed for a flat part (with display opening in between), and simulations performed for different materials when temperature was changed from 100° C. to 20° C., as shown inFIG.6. In all simulations, the thickness of cover glass was kept constant at 0.55 mm. The frame materials evaluated were PC/ABS having a thickness of 8 mm, Al5052 H32 alloy having a thickness of 3.25 mm or 1.625 mm, low carbon steel 1080 having a thickness of 3.25 mm or 1.625 mm, and ferritic stainless steel SS410 having a thickness of 3.25 mm or 1.625 mm. Table 2 andFIGS.7and8summarizes the data from these simulations. TABLE 2Results for Deformation of flat part in Display Area withDifferent Frame Materials and Adhesive Materials.ΔT (100° C. toVHB tape, 1.14 mm thickAdhesive, 0.3 mm thick20° C.)(1.0 MPa/1.8 × 10−4)(100 MPa/59 × 10−6)CrosslowFerriticlowferriticFramesectionAl5052carbonstainlessAl5052carbonstainlessthicknessinPC/H32steelsteelPC/H32steelsteel(mm)widthABS*alloy1080SS410ABS*alloy1080SS4103.25Max0.3810.1040.0230.0041.2390.9390.2950.1081.625buckling1.2251.010.4260.1452.7832.5911.1750.432(mm)ΔT (100° C. toEP21TDCHT-LO, 0.15 mm thickDP460, 0.15 mm thick20° C.)(1.2 GPa/20 × 10−6(1.5 GPa/59 × 10−6)CrosslowFerriticlowFerriticFramesectionAl5052carbonstainlessAl5052carbonstainlessthicknessinPC/H32steelsteelPC/H32steelsteel(mm)widthABS*alloy1080SS410ABS*alloy1080SS4103.25Max1.2260.9230.2840.1051.2140.9190.2810.0991.625buckling2.7862.6071.1770.4312.8182.5831.1540.409(mm)*PC/ABS fames had a thickness of 8 mm in all examples. The above examples demonstrate how embodiments of this disclosure can provide improved glass articles that minimize deformation of 3D cold-bent glass products. In particular embodiments, the glass substrate is bent to the curved shape within a mold (e.g., supported by a curved mold surface) via application of a force (e.g., via a vacuum chuck, electrostatic chuck, vacuum bag, a press, etc.). As disclosed herein, the curved shape is maintained initially using a first adhesive at an elevated temperature and for a relatively short time period to provide initial green strength (i.e., a level of strength that allows for processing and handling that is lower than the final bonding strength) to hold the curved shape of the glass substrate. Thereafter, the glass article is removed from the mold and a second adhesive is allowed to cure for an extended period of time at ambient temperature to provide a full structural bond between the glass substrate and frame. However, in embodiments, a single adhesive can be used if the adhesive has a first early cure strength and a late structural cure strength. A glass article formed using such a dual adhesive system as disclosed herein allows for a more economical manufacturing process. In particular, the glass article is able to spend less time at an elevated temperature and under vacuum, which provides cost savings. Strengthened Glass Properties As noted above, glass substrate16may be strengthened. In one or more embodiments, glass substrate16may be strengthened to include compressive stress that extends from a surface to a depth of compression (DOC). The compressive stress regions are balanced by a central portion exhibiting a tensile stress. At the DOC, the stress crosses from a positive (compressive) stress to a negative (tensile) stress. In various embodiments, glass substrate16may be strengthened mechanically by utilizing a mismatch of the coefficient of thermal expansion between portions of the article to create a compressive stress region and a central region exhibiting a tensile stress. In some embodiments, the glass substrate may be strengthened thermally by heating the glass to a temperature above the glass transition point and then rapidly quenching. In various embodiments, glass substrate16may be chemically strengthened by ion exchange. In the ion exchange process, ions at or near the surface of the glass substrate are replaced by—or exchanged with—larger ions having the same valence or oxidation state. In those embodiments in which the glass substrate comprises an alkali aluminosilicate glass, ions in the surface layer of the article and the larger ions are monovalent alkali metal cations, such as Li+, Na+, K+, Rb+, and Cs+. Alternatively, monovalent cations in the surface layer may be replaced with monovalent cations other than alkali metal cations, such as Ag+or the like. In such embodiments, the monovalent ions (or cations) exchanged into the glass substrate generate a stress. Ion exchange processes are typically carried out by immersing a glass substrate in a molten salt bath (or two or more molten salt baths) containing the larger ions to be exchanged with the smaller ions in the glass substrate. It should be noted that aqueous salt baths may also be utilized. In addition, the composition of the bath(s) may include more than one type of larger ions (e.g., Na+ and K+) or a single larger ion. It will be appreciated by those skilled in the art that parameters for the ion exchange process, including, but not limited to, bath composition and temperature, immersion time, the number of immersions of the glass substrate in a salt bath (or baths), use of multiple salt baths, additional steps such as annealing, washing, and the like, are generally determined by the composition of the glass substrate (including the structure of the article and any crystalline phases present) and the desired DOC and CS of the glass substrate that results from strengthening. Exemplary molten bath compositions may include nitrates, sulfates, and chlorides of the larger alkali metal ion. Typical nitrates include KNO3, NaNO3, LiNO3, NaSO4and combinations thereof. The temperature of the molten salt bath typically is in a range from about 380° C. up to about 450° C., while immersion times range from about 15 minutes up to about 100 hours depending on glass substrate thickness, bath temperature and glass (or monovalent ion) diffusivity. However, temperatures and immersion times different from those described above may also be used. In one or more embodiments, the glass substrates may be immersed in a molten salt bath of 100% NaNO3, 100% KNO3, or a combination of NaNO3and KNO3having a temperature from about 370° C. to about 480° C. In some embodiments, the glass substrate may be immersed in a molten mixed salt bath including from about 5% to about 90% KNO3and from about 10% to about 95% NaNO3. In one or more embodiments, the glass substrate may be immersed in a second bath, after immersion in a first bath. The first and second baths may have different compositions and/or temperatures from one another. The immersion times in the first and second baths may vary. For example, immersion in the first bath may be longer than the immersion in the second bath. In one or more embodiments, the glass substrate may be immersed in a molten, mixed salt bath including NaNO3and KNO3(e.g., 49%/51%, 50%/50%, 51%/49%) having a temperature less than about 420° C. (e.g., about 400° C. or about 380° C.). for less than about 5 hours, or even about 4 hours or less. Ion exchange conditions can be tailored to provide a “spike” or to increase the slope of the stress profile at or near the surface of the resulting glass substrate. The spike may result in a greater surface CS value. This spike can be achieved by a single bath or multiple baths, with the bath(s) having a single composition or mixed composition, due to the unique properties of the glass compositions used in the glass substrates described herein. In one or more embodiments, where more than one monovalent ion is exchanged into the glass substrate, the different monovalent ions may exchange to different depths within the glass substrate (and generate different magnitudes stresses within the glass substrate at different depths). The resulting relative depths of the stress-generating ions can be determined and cause different characteristics of the stress profile. CS is measured using those means known in the art, such as by surface stress meter (FSM) using commercially available instruments such as the FSM-6000, manufactured by Orihara Industrial Co., Ltd. (Japan). Surface stress measurements rely upon the accurate measurement of the stress optical coefficient (SOC), which is related to the birefringence of the glass. SOC in turn is measured by those methods that are known in the art, such as fiber and four point bend methods, both of which are described in ASTM standard C770-98 (2013), entitled “Standard Test Method for Measurement of Glass Stress-Optical Coefficient,” the contents of which are incorporated herein by reference in their entirety, and a bulk cylinder method. As used herein CS may be the “maximum compressive stress” which is the highest compressive stress value measured within the compressive stress layer. In some embodiments, the maximum compressive stress is located at the surface of the glass substrate. In other embodiments, the maximum compressive stress may occur at a depth below the surface, giving the compressive profile the appearance of a “buried peak.” DOC may be measured by FSM or by a scattered light polariscope (SCALP) (such as the SCALP-04 scattered light polariscope available from Glasstress Ltd., located in Tallinn Estonia), depending on the strengthening method and conditions. When the glass substrate is chemically strengthened by an ion exchange treatment, FSM or SCALP may be used depending on which ion is exchanged into the glass substrate. Where the stress in the glass substrate is generated by exchanging potassium ions into the glass substrate, FSM is used to measure DOC. Where the stress is generated by exchanging sodium ions into the glass substrate, SCALP is used to measure DOC. Where the stress in the glass substrate is generated by exchanging both potassium and sodium ions into the glass, the DOC is measured by SCALP, since it is believed the exchange depth of sodium indicates the DOC and the exchange depth of potassium ions indicates a change in the magnitude of the compressive stress (but not the change in stress from compressive to tensile); the exchange depth of potassium ions in such glass substrates is measured by FSM. Central tension or CT is the maximum tensile stress and is measured by SCALP. In one or more embodiments, the glass substrate may be strengthened to exhibit a DOC that is described as a fraction of the thickness T1of the glass substrate (as described herein). For example, in one or more embodiments, the DOC may be equal to or greater than about 0.05 T1, equal to or greater than about 0.1 T1, equal to or greater than about 0.11 T1, equal to or greater than about 0.12 T1, equal to or greater than about 0.13 T1, equal to or greater than about 0.14 T1, equal to or greater than about 0.15 T1, equal to or greater than about 0.16 T1, equal to or greater than about 0.17 T1, equal to or greater than about 0.18 T1, equal to or greater than about 0.19 T1, equal to or greater than about 0.2 T1, equal to or greater than about 0.21 T1. In some embodiments, the DOC may be in a range from about 0.08 T1to about 0.25 T1, from about 0.09 T1to about 0.25 T1, from about 0.18 T1to about 0.25 T1, from about 0.11 T1to about 0.25 T1, from about 0.12 T1to about 0.25 T1, from about 0.13 T1to about 0.25 T1, from about 0.14 T1to about 0.25 T1, from about 0.15 T1to about 0.25 T1, from about 0.08 T1to about 0.24 T1, from about 0.08 T1to about 0.23 T1, from about 0.08 T1to about 0.22 T1, from about 0.08 T1to about 0.21 T1, from about 0.08 T1to about 0.2 T1, from about 0.08 T1to about 0.19 T1, from about 0.08 T1to about 0.18 T1, from about 0.08 T1to about 0.17 T1, from about 0.08 T1to about 0.16 T1, or from about 0.08 T1to about 0.15 T1. In some instances, the DOC may be about 20 μm or less. In one or more embodiments, the DOC may be about 40 μm or greater (e.g., from about 40 μm to about 300 μm, from about 50 μm to about 300 μm, from about 60 μm to about 300 μm, from about 70 μm to about 300 μm, from about 80 μm to about 300 μm, from about 90 μm to about 300 μm, from about 100 μm to about 300 μm, from about 110 μm to about 300 μm, from about 120 μm to about 300 μm, from about 140 μm to about 300 μm, from about 150 μm to about 300 μm, from about 40 μm to about 290 μm, from about 40 μm to about 280 μm, from about 40 μm to about 260 μm, from about 40 μm to about 250 μm, from about 40 μm to about 240 μm, from about 40 μm to about 230 μm, from about 40 μm to about 220 μm, from about 40 μm to about 210 μm, from about 40 μm to about 200 μm, from about 40 μm to about 180 μm, from about 40 μm to about 160 μm, from about 40 μm to about 150 μm, from about 40 μm to about 140 μm, from about 40 μm to about 130 μm, from about 40 μm to about 120 μm, from about 40 μm to about 110 μm, or from about 40 μm to about 100 μm. In other embodiments, DOC falls within any one of the exact numerical ranges set forth in this paragraph. In one or more embodiments, the strengthened glass substrate may have a CS (which may be found at the surface or a depth within the glass substrate) of about 200 MPa or greater, 300 MPa or greater, 400 MPa or greater, about 500 MPa or greater, about 600 MPa or greater, about 700 MPa or greater, about 800 MPa or greater, about 900 MPa or greater, about 930 MPa or greater, about 1000 MPa or greater, or about 1050 MPa or greater. In one or more embodiments, the strengthened glass substrate may have a maximum tensile stress or central tension (CT) of about 20 MPa or greater, about 30 MPa or greater, about 40 MPa or greater, about 45 MPa or greater, about 50 MPa or greater, about 60 MPa or greater, about 70 MPa or greater, about 75 MPa or greater, about 80 MPa or greater, or about 85 MPa or greater. In some embodiments, the maximum tensile stress or central tension (CT) may be in a range from about 40 MPa to about 100 MPa. In other embodiments, CS falls within the exact numerical ranges set forth in this paragraph. Glass Compositions Suitable glass compositions for use in glass substrate16include soda lime glass, aluminosilicate glass, borosilicate glass, boroaluminosilicate glass, alkali-containing aluminosilicate glass, alkali-containing borosilicate glass, and alkali-containing boroaluminosilicate glass. Unless otherwise specified, the glass compositions disclosed herein are described in mole percent (mol %) as analyzed on an oxide basis. In one or more embodiments, the glass composition may include SiO2in an amount in a range from about 66 mol % to about 80 mol %, from about 67 mol % to about 80 mol %, from about 68 mol % to about 80 mol %, from about 69 mol % to about 80 mol %, from about 70 mol % to about 80 mol %, from about 72 mol % to about 80 mol %, from about 65 mol % to about 78 mol %, from about 65 mol % to about 76 mol %, from about 65 mol % to about 75 mol %, from about 65 mol % to about 74 mol %, from about 65 mol % to about 72 mol %, or from about 65 mol % to about 70 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition includes Al2O3in an amount greater than about 4 mol %, or greater than about 5 mol %. In one or more embodiments, the glass composition includes Al2O3in a range from greater than about 7 mol % to about 15 mol %, from greater than about 7 mol % to about 14 mol %, from about 7 mol % to about 13 mol %, from about 4 mol % to about 12 mol %, from about 7 mol % to about 11 mol %, from about 8 mol % to about 15 mol %, from about 9 mol % to about 15 mol %, from about 10 mol % to about 15 mol %, from about 11 mol % to about 15 mol %, or from about 12 mol % to about 15 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the upper limit of Al2O3may be about 14 mol %, 14.2 mol %, 14.4 mol %, 14.6 mol %, or 14.8 mol %. In one or more embodiments, the glass article is described as an aluminosilicate glass article or including an aluminosilicate glass composition. In such embodiments, the glass composition or article formed therefrom includes SiO2and Al2O3and is not a soda lime silicate glass. In this regard, the glass composition or article formed therefrom includes Al2O3in an amount of about 2 mol % or greater, 2.25 mol % or greater, 2.5 mol % or greater, about 2.75 mol % or greater, about 3 mol % or greater. In one or more embodiments, the glass composition comprises B2O3(e.g., about 0.01 mol % or greater). In one or more embodiments, the glass composition comprises B2O3in an amount in a range from about 0 mol % to about 5 mol %, from about 0 mol % to about 4 mol %, from about 0 mol % to about 3 mol %, from about 0 mol % to about 2 mol %, from about 0 mol % to about 1 mol %, from about 0 mol % to about 0.5 mol %, from about 0.1 mol % to about 5 mol %, from about 0.1 mol % to about 4 mol %, from about 0.1 mol % to about 3 mol %, from about 0.1 mol % to about 2 mol %, from about 0.1 mol % to about 1 mol %, from about 0.1 mol % to about 0.5 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition is substantially free of B2O3. As used herein, the phrase “substantially free” with respect to the components of the composition means that the component is not actively or intentionally added to the composition during initial batching, but may be present as an impurity in an amount less than about 0.001 mol %. In one or more embodiments, the glass composition optionally comprises P2O5(e.g., about 0.01 mol % or greater). In one or more embodiments, the glass composition comprises a non-zero amount of P2O5up to and including 2 mol %, 1.5 mol %, 1 mol %, or 0.5 mol %. In one or more embodiments, the glass composition is substantially free of P2O5. In one or more embodiments, the glass composition may include a total amount of R2O (which is the total amount of alkali metal oxide such as Li2O, Na2O, K2O, Rb2O, and Cs2O) that is greater than or equal to about 8 mol %, greater than or equal to about 10 mol %, or greater than or equal to about 12 mol %. In some embodiments, the glass composition includes a total amount of R2O in a range from about 8 mol % to about 20 mol %, from about 8 mol % to about 18 mol %, from about 8 mol % to about 16 mol %, from about 8 mol % to about 14 mol %, from about 8 mol % to about 12 mol %, from about 9 mol % to about 20 mol %, from about 10 mol % to about 20 mol %, from about 11 mol % to about 20 mol %, from about 12 mol % to about 20 mol %, from about 13 mol % to about 20 mol %, from about 10 mol % to about 14 mol %, or from 11 mol % to about 13 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition may be substantially free of Rb2O, Cs2O or both Rb2O and Cs2O. In one or more embodiments, the R2O may include the total amount of Li2O, Na2O and K2O only. In one or more embodiments, the glass composition may comprise at least one alkali metal oxide selected from Li2O, Na2O and K2O, wherein the alkali metal oxide is present in an amount greater than about 8 mol % or greater. In one or more embodiments, the glass composition comprises Na2O in an amount greater than or equal to about 8 mol %, greater than or equal to about 10 mol %, or greater than or equal to about 12 mol %. In one or more embodiments, the composition includes Na2O in a range from about from about 8 mol % to about 20 mol %, from about 8 mol % to about 18 mol %, from about 8 mol % to about 16 mol %, from about 8 mol % to about 14 mol %, from about 8 mol % to about 12 mol %, from about 9 mol % to about 20 mol %, from about 10 mol % to about 20 mol %, from about 11 mol % to about 20 mol %, from about 12 mol % to about 20 mol %, from about 13 mol % to about 20 mol %, from about 10 mol % to about 14 mol %, or from 11 mol % to about 16 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition includes less than about 4 mol % K2O, less than about 3 mol % K2O, or less than about 1 mol % K2O. In some instances, the glass composition may include K2O in an amount in a range from about 0 mol % to about 4 mol %, from about 0 mol % to about 3.5 mol %, from about 0 mol % to about 3 mol %, from about 0 mol % to about 2.5 mol %, from about 0 mol % to about 2 mol %, from about 0 mol % to about 1.5 mol %, from about 0 mol % to about 1 mol %, from about 0 mol % to about 0.5 mol %, from about 0 mol % to about 0.2 mol %, from about 0 mol % to about 0.1 mol %, from about 0.5 mol % to about 4 mol %, from about 0.5 mol % to about 3.5 mol %, from about 0.5 mol % to about 3 mol %, from about 0.5 mol % to about 2.5 mol %, from about 0.5 mol % to about 2 mol %, from about 0.5 mol % to about 1.5 mol %, or from about 0.5 mol % to about 1 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition may be substantially free of K2O. In one or more embodiments, the glass composition is substantially free of Li2O. In one or more embodiments, the amount of Na2O in the composition may be greater than the amount of Li2O. In some instances, the amount of Na2O may be greater than the combined amount of Li2O and K2O. In one or more alternative embodiments, the amount of Li2O in the composition may be greater than the amount of Na2O or the combined amount of Na2O and K2O. In one or more embodiments, the glass composition may include a total amount of RO (which is the total amount of alkaline earth metal oxide such as CaO, MgO, BaO, ZnO and SrO) in a range from about 0 mol % to about 2 mol %. In some embodiments, the glass composition includes a non-zero amount of RO up to about 2 mol %. In one or more embodiments, the glass composition comprises RO in an amount from about 0 mol % to about 1.8 mol %, from about 0 mol % to about 1.6 mol %, from about 0 mol % to about 1.5 mol %, from about 0 mol % to about 1.4 mol %, from about 0 mol % to about 1.2 mol %, from about 0 mol % to about 1 mol %, from about 0 mol % to about 0.8 mol %, from about 0 mol % to about 0.5 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition includes CaO in an amount less than about 1 mol %, less than about 0.8 mol %, or less than about 0.5 mol %. In one or more embodiments, the glass composition is substantially free of CaO. In some embodiments, the glass composition comprises MgO in an amount from about 0 mol % to about 7 mol %, from about 0 mol % to about 6 mol %, from about 0 mol % to about 5 mol %, from about 0 mol % to about 4 mol %, from about 0.1 mol % to about 7 mol %, from about 0.1 mol % to about 6 mol %, from about 0.1 mol % to about 5 mol %, from about 0.1 mol % to about 4 mol %, from about 1 mol % to about 7 mol %, from about 2 mol % to about 6 mol %, or from about 3 mol % to about 6 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition comprises ZrO2in an amount equal to or less than about 0.2 mol %, less than about 0.18 mol %, less than about 0.16 mol %, less than about 0.15 mol %, less than about 0.14 mol %, less than about 0.12 mol %. In one or more embodiments, the glass composition comprises ZrO2in a range from about 0.01 mol % to about 0.2 mol %, from about 0.01 mol % to about 0.18 mol %, from about 0.01 mol % to about 0.16 mol %, from about 0.01 mol % to about 0.15 mol %, from about 0.01 mol % to about 0.14 mol %, from about 0.01 mol % to about 0.12 mol %, or from about 0.01 mol % to about 0.10 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition comprises SnO2in an amount equal to or less than about 0.2 mol %, less than about 0.18 mol %, less than about 0.16 mol %, less than about 0.15 mol %, less than about 0.14 mol %, less than about 0.12 mol %. In one or more embodiments, the glass composition comprises SnO2 in a range from about 0.01 mol % to about 0.2 mol %, from about 0.01 mol % to about 0.18 mol %, from about 0.01 mol % to about 0.16 mol %, from about 0.01 mol % to about 0.15 mol %, from about 0.01 mol % to about 0.14 mol %, from about 0.01 mol % to about 0.12 mol %, or from about 0.01 mol % to about 0.10 mol %, and all ranges and sub-ranges therebetween. In one or more embodiments, the glass composition may include an oxide that imparts a color or tint to the glass articles. In some embodiments, the glass composition includes an oxide that prevents discoloration of the glass article when the glass article is exposed to ultraviolet radiation. Examples of such oxides include, without limitation oxides of: Ti, V, Cr, Mn, Fe, Co, Ni, Cu, Ce, W, and Mo. In one or more embodiments, the glass composition includes Fe expressed as Fe2O3, wherein Fe is present in an amount up to (and including) about 1 mol %. In some embodiments, the glass composition is substantially free of Fe. In one or more embodiments, the glass composition comprises Fe2O3in an amount equal to or less than about 0.2 mol %, less than about 0.18 mol %, less than about 0.16 mol %, less than about 0.15 mol %, less than about 0.14 mol %, less than about 0.12 mol %. In one or more embodiments, the glass composition comprises Fe2O3in a range from about 0.01 mol % to about 0.2 mol %, from about 0.01 mol % to about 0.18 mol %, from about 0.01 mol % to about 0.16 mol %, from about 0.01 mol % to about 0.15 mol %, from about 0.01 mol % to about 0.14 mol %, from about 0.01 mol % to about 0.12 mol %, or from about 0.01 mol % to about 0.10 mol %, and all ranges and sub-ranges therebetween. Where the glass composition includes TiO2, TiO2may be present in an amount of about 5 mol % or less, about 2.5 mol % or less, about 2 mol % or less or about 1 mol % or less. In one or more embodiments, the glass composition may be substantially free of TiO2. An exemplary glass composition includes SiO2in an amount in a range from about 65 mol % to about 75 mol %, Al2O3in an amount in a range from about 8 mol % to about 14 mol %, Na2O in an amount in a range from about 12 mol % to about 17 mol %, K2O in an amount in a range of about 0 mol % to about 0.2 mol %, and MgO in an amount in a range from about 1.5 mol % to about 6 mol %. Optionally, SnO2may be included in the amounts otherwise disclosed herein. It should be understood, that while the preceding glass composition paragraphs express approximate ranges, in other embodiments, glass substrate134may be made from any glass composition falling with any one of the exact numerical ranges discussed above. Aspect (1) of this disclosure pertains to a glass article, comprising: a cover glass sheet having a first major surface and a second major surface, the second major surface comprising a first region comprising a first curve with a first radius of curvature, and a second region that is different than the first region; a frame having a support surface comprising a third region comprised of a first frame material and a fourth region comprised of a second frame material that is different than the first frame material, wherein the second major surface of the cover glass sheet faces the support surface of the frame, and wherein the third region comprising a second curve that complements the first curve and the fourth region complements the second region; a first adhesive disposed between the third region of the support surface of the frame and the first region of the second major surface of the cover glass sheet, the first adhesive comprising a first Young's modulus; and a second adhesive disposed between the fourth region of the support surface of the frame and the second region of the second major surface of the cover glass sheet, the second adhesive comprising a second Young's modulus that is different than the first Young's modulus. Aspect (2) of this disclosure pertains to the glass article of Aspect (1), wherein the first frame material comprises a first coefficient of thermal expansion, and the second frame material comprises a second coefficient of thermal expansion. Aspect (3) of this disclosure pertains to the glass article of Aspect (2), wherein the first coefficient of thermal expansion is less than the second coefficient of thermal expansion. Aspect (4) of this disclosure pertains to the glass article of Aspect (2) or Aspect (3), wherein the cover glass sheet comprises a third coefficient of thermal expansion, and wherein a ratio of the first coefficient of thermal expansion to the third coefficient of thermal expansion is about 2 or less, about 1.5 or less, about 1, or about 0.5 to 1.5. Aspect (5) of this disclosure pertains to the glass article of Aspect (3) or Aspect (4), wherein a ratio of the second coefficient of thermal expansion to the third coefficient of thermal expansion is about 2 or more. Aspect (6) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (5), wherein the first frame material comprises stainless steel. Aspect (7) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (6), wherein the second frame material comprises polycarbonate or ABS. Aspect (8) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (7), wherein the second adhesive is a tape adhesive. Aspect (9) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (8), wherein the fourth region comprises at least one of a flat region and a second curve having a second radius of curvature that is greater than the first radius of curvature. Aspect (10) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (9), further comprising a display bonded to the frame using optically clear adhesive. Aspect (11) of this disclosure pertains to the glass article of Aspect (10), wherein the display is bonded to the frame in the fourth region. Aspect (12) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (11), wherein the cover glass sheet comprises a strengthened aluminosilicate glass composition. Aspect (13) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (12), wherein the cover glass sheet has a thickness of from 0.4 mm to 2.0 mm. Aspect (14) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (13), further comprising a surface treatment on the first major surface of the cover glass sheet. Aspect (15) of this disclosure pertains to the glass article of Aspect (14), wherein the surface treatment is at least one of an anti-glare treatment, an anti-reflective coating, and easy-to-clean coating. Aspect (16) of this disclosure pertains to the glass article of any one of Aspects (1) through Aspect (15), wherein the first and second curves each comprise at least one location having a radius of curvature of 100 mm or less. Aspect (17) of this disclosure pertains to vehicle interior comprising the glass article according to any one of Aspects (1) through (16). Aspect (18) pertains to a glass article comprising: a cover glass sheet having a first major surface and a second major surface, the second major surface comprising a first region comprising a first curve with a first radius of curvature, and a second region that is different than the first region; a frame comprising a first support surface and a second support surface, the first support surface comprising a first frame material and conforming with the first region of the second major surface, and the second support surface comprising a second frame material and conforming with the second region of the second major surface, a first adhesive disposed between the first support surface and the first region of the second major surface; and a second adhesive disposed between the second support surface and the second region of the second major surface, wherein the first frame material is different than the second frame material, and wherein the first region comprises a higher curvature than the second region. Aspect (19) pertains to the glass article of Aspect (18), wherein the first frame material comprises a first coefficient of thermal expansion, and the second frame material comprises a second coefficient of thermal expansion. Aspect (20) pertains to the glass article of Aspect (19), wherein the first coefficient of thermal expansion is less than the second coefficient of thermal expansion. Aspect (21) pertains to the glass article of Aspect (19) or Aspect (20), wherein the cover glass sheet comprises a third coefficient of thermal expansion, and wherein a ratio of the first coefficient of thermal expansion to the third coefficient of thermal expansion is about 2 or less, about 1.5 or less, about 1, or about 0.5 to 1.5. Aspect (22) pertains to the glass article of Aspect (20) or Aspect (21), wherein a ratio of the second coefficient of thermal expansion to the third coefficient of thermal expansion is about 2 or more. Aspect (23) pertains to the glass article of any one of Aspects (18) through (22), wherein the first adhesive comprises a first Young's modulus, and the second adhesive comprises a second Young's modulus that is less than the first Young's modulus. Aspect (24) pertains to the glass article of any one of Aspects (18) through (23), wherein the first adhesive comprises a first elongation and the second adhesive comprises a second elongation that is greater than the first elongation Aspect (25) pertains to the glass article of Aspect (24), wherein the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less. Aspect (26) pertains to the glass article of Article (24) or Article (25), wherein the second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. Aspect (27) pertains to the glass article of any one of Aspects (18) through (23), wherein the first frame material comprises stainless steel. Aspect (28) pertains to the glass article of any one of Aspects (18) through (27), wherein the second frame material comprises polycarbonate or ABS. Aspect (29) pertains to the glass article of any one of Aspects (18) through (28), wherein the second adhesive is a tape adhesive. Aspect (30) pertains to the glass article of any one of Aspects (18) through (29), wherein the fourth region comprises at least one of a flat region and a second curve having a second radius of curvature that is greater than the first radius of curvature. Aspect (31) pertains to the glass article of any one of Aspects (18) through (30), further comprising a display bonded to the frame using optically clear adhesive. Aspect (32) pertains to the glass article of Article (31), wherein the display is bonded to the frame in the fourth region. Aspect (33) pertains to the glass article of any one of Aspects (18) through (32), wherein the cover glass sheet comprises a strengthened aluminosilicate glass composition. Aspect (34) pertains to the glass article of any one of Aspects (18) through (33), wherein the cover glass sheet has a thickness of from 0.4 mm to 2.0 mm. Aspect (35) pertains to the glass article of any one of Aspects (18) through (34), further comprising a surface treatment on the first major surface of the cover glass sheet. Aspect (36) pertains to the glass article of Aspect (35), wherein the surface treatment is at least one of an anti-glare treatment, an anti-reflective coating, and easy-to-clean coating. Aspect (37) pertains to the glass article of any one of Aspects (18) through (36), wherein the first and second curves each comprise at least one location having a radius of curvature of 100 mm or less. Aspect (38) pertains to a vehicle interior comprising the glass article according to any one of Aspects (18) through (37). Aspect (39) pertains to a glass article, comprising: a cover glass sheet having a first major surface and a second major surface, the second major surface comprising a first curve having a first radius of curvature and a second curve having a second radius of curvature that is different than the first radius of curvature; a frame having a support surface comprising a third curve and a fourth curve, wherein the second major surface of the cover glass sheet faces the support surface of the frame and wherein the third curve complements the first curve and the fourth curve complements the second curve; a first adhesive disposed between the third curve of the support surface of the frame and the first curve of the second major surface of the cover glass sheet, the first adhesive comprising a first elongation; and a second adhesive disposed between the fourth curve of the support surface of the frame and the second curve of the second major surface of the cover glass sheet, the second adhesive comprising a second elongation that is different than the first elongation. Aspect (40) pertains to the glass article of Aspect (39), wherein the first adhesive comprises a first Young's modulus and the second adhesive comprises a second Young's modulus that is different than the first Young's modulus. Aspect (41) pertains to the glass article of Aspect (39) or (40), wherein the first radius of curvature is less than the second radius of curvature, and wherein first elongation is less than the second elongation. Aspect (42) pertains to the glass article of Aspect (40) or (41), wherein the first Young's modulus is greater than the second Young's modulus. Aspect (43) pertains to the glass article of any one of Aspects (39) through (42), wherein the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less. Aspect (44) pertains to the glass article of any one of Aspects (39) through (43), wherein the second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. Aspect (45) pertains to the glass article of any one of Aspects (39) through (44), wherein the cover glass sheet comprises a material having a first coefficient of thermal expansion, and the frame comprises a material having a second coefficient of thermal expansion. Aspect (46) pertains to the glass article of Aspect (45), wherein a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less. Aspect (47) pertains to the glass article of any one of Aspects (45) or (46), wherein the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. Aspect (48) pertains to the glass article of any one of Aspects (39) through (47), wherein the material of the frame comprises a metal, an alloy, or a polymer. Aspect (49) pertains to the glass article of Aspect (48), wherein the material of the frame comprises at least one of stainless steel, polycarbonate (PC), acrylnitrile-butadiene-styrene (ABS), or magnesium alloy. Aspect (50) pertains to the glass article of any one of Aspects (39) through (49), wherein at least one of the first adhesive and the second adhesive comprise toughened epoxy, acrylic, urethane, or silicone. Aspect (51) pertains to the glass article of any one of Aspects (39) through (50), wherein the first radius of curvature is about 600 mm or less, about 500 mm or less, about 400 mm or less, about 300 mm or less, about 250 mm or less, about 200 mm or less, or about 100 mm or less. Aspect (52) pertains to the glass article of any one of Aspects (39) through (51), wherein the second radius of curvature is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. Aspect (53) pertains to the glass article of any one of Aspects (39) through (52), wherein the second curve has a curvature of zero. Aspect (54) pertains to the glass article of any one of Aspects (39) through (53), wherein the material of the frame and the first adhesive satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. Aspect (55) pertains to the glass article of any one of Aspects (39) through (54), further comprising a display bonded to the frame using optically clear adhesive. Aspect (56) pertains to a vehicle interior comprising the glass article according to any one of Aspects (39) through (55). Aspect (57) pertains to a glass article, comprising: a cover glass sheet having a first major surface and a second major surface, the second major surface comprising a first curve having a first radius of curvature, the cover glass sheet comprising a material having a first coefficient of thermal expansion; a frame having a support surface comprising a second curve, wherein the second major surface of the cover glass sheet faces the support surface of the frame and wherein the second curve complements the first curve, the frame comprising a material having a second coefficient of thermal expansion; and a first adhesive disposed between the support surface of the frame and the second major surface of the cover glass sheet, wherein the material of the frame and the first adhesive satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. Aspect (58) pertains to the glass article of Aspect (57), wherein the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the first adhesive comprises an elongation of about 10% or less, and wherein the first radius of curvature is about 600 mm or less, about 500 mm or less, about 400 mm or less, about 300 mm or less, about 250 mm or less, about 200 mm or less, or about 100 mm or less. Aspect (59) pertains to the glass article of Aspect (57) or (58), wherein the second major surface comprises a second area that is different than the first curve, the second area comprises at least one of a two-dimensional surface area and a second curve, and wherein the support surface comprises a second support area that complements the second area of the second major surface. Aspect (60) pertains to the glass article of Aspect (59), wherein the second area comprises the second curve, the second curve having a second radius of curvature that is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. Aspect (61) pertains to the glass article of any one of Aspects (57) through (60), wherein the first adhesive comprises toughened epoxy, acrylic, urethane, or silicone. Aspect (62) pertains to the glass article of any one of Aspects (57) through (61), further comprising a second adhesive disposed between the second area of the second major surface, the second adhesive being different than the first adhesive. Aspect (63) pertains to the glass article of Aspect (62), wherein the second adhesive comprising a second elongation that is different than the first elongation Aspect (64) pertains to the glass article of Aspect (62) or (63), wherein the first adhesive comprises a first Young's modulus and the second adhesive comprises a second Young's modulus that is different than the first Young's modulus. Aspect (65) pertains to a vehicle interior comprising the glass article according to any one of Aspects (57) through (64). Aspect (66) pertains to a method of forming a curved glass article, comprising the steps of: applying a first adhesive with a first elongation to a first region of a frame or of a cover glass sheet, the frame comprising a support surface with a first curved surface in the first region; molding the cover glass sheet to the frame so as to conform the cover glass sheet to the support surface of the frame; and curing the first adhesive at a first temperature for a first time period, wherein the first curved surface comprises a first radius of curvature, wherein the cover glass sheet comprising a material having a first coefficient of thermal expansion, the frame comprises a material having a second coefficient of thermal expansion, and the first adhesive comprises a first elongation, and wherein the material of the frame and the first adhesive satisfy one of the following conditions: (1) a ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is less than 2, and the elongation first adhesive comprises an elongation of about 10% or less, and (2) the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. Aspect (67) pertains to the method of Aspect (66), further comprising, after the curing step, cooling the curved glass article, wherein, after the cooling step, there is no visual deformation of the curved glass article as compared to before the curing step. Aspect (68) pertains to the method of Aspect (66) or Aspect (67), further comprising applying a second adhesive to a second region of the frame or of the cover glass sheet, the second adhesive comprising a second elongation that is different than the first elongation. Aspect (69) pertains to the method of Aspect (68), wherein the second region of the frame is flat or comprises a second curve with a second radius of curvature that is larger than the first radius of curvature, and the second elongation is greater than the first elongation. Aspect (70) pertains to the method of Aspect (69), wherein the first adhesive comprises a first Young's modulus and the second adhesive comprises a second Young's modulus that is different than the first Young's modulus. Aspect (71) pertains to the method of any one of Aspects (68) through (70), wherein the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less. Aspect (72) pertains to the method of any one of Aspects (68) through (71), wherein the second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. Aspect (73) pertains to the method of any one of Aspects (66) through (72), wherein the cover glass sheet comprises a material having a first coefficient of thermal expansion, and the frame comprises a material having a second coefficient of thermal expansion. Aspect (74) pertains to the method of any one of Aspects (66) through (73), wherein the ratio of the second coefficient of thermal expansion to the first coefficient of thermal expansion is greater than or equal to 2, and the elongation of the first adhesive is greater than 10%, greater than about 50%, greater than about 100%, or greater than or equal to about 200%. Aspect (75) pertains to the method of any one of Aspects (66) through (74), wherein the material of the frame comprises a metal, an alloy, or a polymer. Aspect (76) pertains to the method of Aspect (75), wherein the material of the frame comprises at least one of stainless steel, polycarbonate (PC), acrylnitrile-butadiene-styrene (ABS), or magnesium alloy. Aspect (77) pertains to the method of any one of Aspects (66) through (76), wherein at least one of the first adhesive and the second adhesive comprise toughened epoxy, acrylic, urethane, or silicone. Aspect (78) pertains to the method of any one of Aspects (66) through (77), wherein the second radius of curvature is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. Aspect (79) pertains to the method of any one of Aspects (66) through (78), further comprising a display bonded to the frame using optically clear adhesive. Aspect (80) pertains to the method of any one of Aspects (66) through (79), wherein the first and second curves each comprise at least one location having a radius of curvature of 100 mm or less. Aspect (81) pertains to the method of any one of Aspects (66) through (80), wherein the step of molding comprises vacuum molding the cover glass sheet to the frame. Aspect (82) pertains to the method of any one of Aspects (66) through (81), wherein the cover glass sheet comprises a chemically strengthened aluminosilicate glass composition. Aspect (83) pertains to the method of any one of Aspects (66) through (82), wherein the cover glass sheet has a thickness of from 0.4 mm to 2.0 mm. Aspect (84) pertains to a glass article comprising: a cover glass sheet having a first major surface and a second major surface, the second major surface comprising a first region comprising a first curve with a first radius of curvature, and a second region that is different than the first region; a frame having a support surface comprising a third region and a fourth region, the third region conforming with the first region of the second major surface, and the fourth region conforming with the second region of the second major surface, a first adhesive disposed between the first region of the support surface and the first region of the second major surface; and a second adhesive disposed between the fourth region of the support surface and the second region of the second major surface, wherein a curvature of the first region is higher than a curvature of the second region, and wherein the first adhesive comprises a first Young's modulus, and the second adhesive comprises a second Young's modulus that is less than the first Young's modulus. Aspect (85) pertains to the glass article of Aspect (84), wherein the second region comprises a second curve with a radius of curvature that is greater than the first radius of curvature, or wherein the second region has no curvature. Aspect (86) pertains to the glass article of Aspect (84) or Aspect (85), wherein the first adhesive comprises a first elongation, and the second adhesive comprises a second elongation that is greater than the first elongation. Aspect (87) pertains to the glass article of Aspect (86), wherein the first elongation is about 100% or less, about 50% or less, about 40% or less, about 30% or less, about 20% or less, or about 10% or less. Aspect (88) pertains to the glass article of Aspect (86) or (87), wherein the second elongation is about 10% or more, about 20% or more, about 30% or more, about 40% or more, about 50% or more, about 60% or more, about 70% or more, about 80% or more, about 90% or more, about 100% or more, about 150% or more, about 200% or more, about 250% or more, or about 300% or more. Aspect (89) pertains to the glass article of any one of Aspects (84) through (88), wherein the material of the frame comprises a metal, an alloy, or a polymer. Aspect (90) pertains to the glass article of Aspect (89), wherein the material of the frame comprises at least one of stainless steel, polycarbonate (PC), acrylnitrile-butadiene-styrene (ABS), or magnesium alloy. Aspect (91) pertains to the glass article of any one of Aspects (84) through (90), wherein at least one of the first adhesive and the second adhesive comprise toughened epoxy, acrylic, urethane, or silicone. Aspect (92) pertains to the glass article of any one of Aspects (84) through (91), wherein the first curve has a radius of curvature is about 600 mm or less, about 500 mm or less, about 400 mm or less, about 300 mm or less, about 250 mm or less, about 200 mm or less, or about 100 mm or less. Aspect (93) pertains to the glass article of any one of Aspects (85) through (92), wherein the second curve has a radius of curvature is about 100 mm or more, about 200 mm or more, about 300 mm or more, about 400 mm or more, about 500 mm or more, about 600 mm or more, about 700 mm or more, about 800 mm or more, or about 900 mm or more. Aspect (94) pertains to the glass article of any one of Aspects (84) through (93), further comprising a display bonded to the frame using optically clear adhesive. Aspect (95) pertains to the glass article of any one of Aspects (84) through (94), wherein the first and second curves each comprise at least one location having a radius of curvature of 100 mm or less. Aspect (96) pertains to a vehicle interior comprising the glass article according to any one of Aspects (84) through (95). Unless otherwise expressly stated, it is in no way intended that any method set forth herein be construed as requiring that its steps be performed in a specific order. Accordingly, where a method claim does not actually recite an order to be followed by its steps or it is not otherwise specifically stated in the claims or descriptions that the steps are to be limited to a specific order, it is in no way intended that any particular order be inferred. In addition, as used herein, the article “a” is intended to include one or more than one component or element, and is not intended to be construed as meaning only one. It will be apparent to those skilled in the art that various modifications and variations can be made without departing from the spirit or scope of the disclosed embodiments. Since modifications, combinations, sub-combinations and variations of the disclosed embodiments incorporating the spirit and substance of the embodiments may occur to persons skilled in the art, the disclosed embodiments should be construed to include everything within the scope of the appended claims and their equivalents. | 111,522 |
11858352 | DETAILED DESCRIPTION OF EMBODIMENTS Following, an explanation is given using an example when the vehicle of the present invention is a vehicle V comprising a belt type continuously variable transmission1. FIG.1is a drawing for explaining a continuously variable transmission1, and is a perspective view of the continuously variable transmission1seen from a side cover3side. FIG.2is a drawing for explaining an engine room R of the vehicle V. (a) is a plan view of the engine room R. The contour of the vehicle V is shown by a virtual line. (b) is a perspective view of region A shown inFIG.2(a). The front-back direction, left-right direction, and up-down direction in the drawings are explained as items respectively showing the direction seen from a driver who has boarded the vehicle V. Also, for convenience of explanation, a wire harness H is omitted. As shown inFIG.1, a transmission case2of the continuously variable transmission1is configured from the side cover3, a case4, and a converter housing5. A rotating body such as a transmission mechanism or a friction engagement element, etc., that is not illustrated is housed inside the transmission case2. In the transmission case2, the side cover3is attached from one side sandwiching the case4(paper surface front side inFIG.1), and the converter housing5is attached from the other side (paper surface back side inFIG.1). The case4and the side cover3are fixed by bolts B. The case4and the converter housing5are fixed by bolts B. As shown inFIG.2(a), an engine ENG is adjacent at the converter housing5side of the transmission case2. In specific terms, in the transmission case2, the engine ENG is attached in a state with the overlapping direction of the side cover3, the case4, and the converter housing5matching a rotation axis X direction of a crank shaft (not illustrated) of the engine ENG (seeFIG.1,FIG.2(a)). A rotation drive force around the rotation axis X is input by the crank shaft of the engine ENG to the continuously variable transmission1. This rotation drive force is transmitted to drive wheels (not illustrated) after shifting by the transmission mechanism within the transmission case2. As shown inFIG.2(a), the vehicle V has the engine room R at the front side in the front-back direction of the vehicle V. The engine ENG and the continuously variable transmission1are housed in the engine room R. The engine ENG is housed in the engine room R in a state with the rotation axis X of the crank shaft matching the left-right direction of the vehicle V. The continuously variable transmission1is placed at the left side of the engine ENG in the left-right direction of the vehicle V. In the left-right direction of the vehicle V, a length W1combining the engine ENG and the continuously variable transmission1is slightly shorter than a length W2of the engine room R (W1<W2). Side members6(6L,6R) of the vehicle V are placed at the left side and right side sandwiching the engine room R in the left-right direction of the vehicle V. The side members6(6L,6R) are rail members made of steel plates respectively extending along straight lines Lm1, Lm2parallel to the front-back direction of the vehicle V. As shown inFIG.2(a), the front end parts (right side inFIG.2(a)) of the side members6(6L,6R) in the front-back direction of the vehicle V are connected by a front cross member7. The front cross member7is a rail member made of a steel plate extending along a straight line Ln1orthogonal to the straight line Lm1and the straight line Lm2. The straight line Ln1is a straight line parallel to the left-right direction of the vehicle V. Though an illustration is omitted, the back end parts of the side members6(6L,6R) are connected by a dash panel. The engine room R is a space surrounded by these side members6(6L,6R), the front cross member7, and the dash panel. As shown inFIG.2(a), in the left-right direction of the vehicle V, the side cover3of the transmission case2faces the side member6L, and the right side surface of the engine ENG faces the side member6R. In the left-right direction of the vehicle V, mount members8(8L,8R) are provided at the respective parts of the side members6(6L,6R) facing the engine ENG and the transmission case2. The engine ENG and the transmission case2are supported by the side members6(6L,6R) with the mount members8(8L,8R) interposed. FIG.3is a drawing for explaining the support structure of the continuously variable transmission1. (a) is a drawing schematically showing the B-B cross section inFIG.2(a). (b) is the C-C arrow view ofFIG.3(a). FIG.4is a drawing for explaining the case4of the transmission case2. (a) is a perspective view around a rib413of the case4inFIG.2(b). (b) is a plan view ofFIG.4(a). For convenience of the explanation, a stay member9is omitted. FIG.5is a drawing for explaining a mount bracket82. (a) is a drawing showing only the mount bracket82inFIG.3(b). (b) is a perspective view of the mount bracket82. FIG.6is a drawing for explaining the stay member9. (a) is a perspective view of the stay member9. (b) is a plan view of the stay member9. Case4 As shown inFIG.3(a), the rotating body such as the transmission mechanism or the friction engagement element, etc., noted previously is housed in a housing space K inside the case4. The housing space K is surrounded by an annular wall part41of the case4. The region surrounded by the annular wall part41of the case4opens to the side member6L side in the left-right direction of the vehicle V. This opening is sealed by the side cover3. A flange part42joined with a flange part32of the side cover3is provided on the end part of the side cover3side of the annular wall part41in the left-right direction of the vehicle V (seeFIG.1,FIG.3(b)). The flange part42extends outward from the annular wall part41in the thickness direction of the annular wall part41(up-down direction inFIG.3(a)). The flange part42is provided across the entire circumference in the circumferential direction of the annular wall part41(seeFIG.1). A plurality of boss parts43through which the bolts B are inserted from the side cover3side are provided on the flange part42at specified intervals in the circumferential direction (seeFIG.1). As shown inFIG.3andFIG.4, a boss part411is provided near the apex of the flange part42in the up-down direction of the vehicle V. The boss part411extends facing upward in the up-down direction from the flange part42. As shown inFIG.4(a), a tip surface411aof the boss part411is a flat surface orthogonal to the up-down direction of the vehicle V. A bolt hole411bis opened at the tip surface411a. The rib413is formed on a root411cof the boss part411. The rib413is provided straddling the side surface of the boss part411opposite the side cover3and the annular wall part41. The rib413is provided across substantially the entire length of the annular wall part41along a straight line Ln2parallel to the left-right direction of the vehicle V (seeFIG.4(b)). The stay member9described later is fastened by bolts B to the boss part411in a state abutted on the tip surface411a(seeFIG.3). Side Cover3 As shown inFIG.3(a), the side cover3is configured from a bottom wall part30, a peripheral wall part31surrounding the bottom wall part30, and the flange part32provided across the entire circumference of the opening end edge of the peripheral wall part31. The flange part32is provided extending to outside from the peripheral wall part31in the direction parallel to the bottom wall part30(up-down direction inFIG.3(a)). A bonding surface42aof the flange part42and a bonding surface32aof the flange part32are flat surfaces orthogonal to the overlapping direction of the flange parts42,32(left-right direction inFIG.3(a)). A plurality of bolt bosses33through which bolts B are inserted are provided in the flange part32at prescribed intervals in the circumferential direction (seeFIG.1). These bolt bosses33are provided at positions corresponding 1-to-1 with the boss parts43of the flange part42. A projecting part35is provided on a side surface30aon the side opposite to the flange part32of the bottom wall part30in the left-right direction of the vehicle V. The projecting part35is configured from three projections351,352,353projecting from the side surface30aof the bottom wall part30(seeFIG.1andFIG.3(a)). As shown inFIG.1, these three projections351,352,353are aligned in a row with gaps open along the front-back direction of the vehicle V. A top surface351aof the projection351, a top surface352aof the projection352, and a top surface353aof the projection353are respectively formed in a parallel surface orthogonal to the up-down direction as well as on the same flat surface. Bolt holes351b,352b,and353bare opened respectively on the top surface351aof the projection351, the top surface352aof the projection352, and the top surface353aof the projection353. These bolt holes351b,352b,and353bare respectively provided at positions that intersect a straight line Lm3parallel to the front-back direction of the vehicle V. The mount bracket82of a mount member8L is connected by bolts B to the projecting part35of the side cover3(seeFIG.3). Mount Member8L As shown inFIG.3(a)andFIG.3(b), the mount member8L is attached to the side member6L. The mount member8L is configured from a cylindrical base part80, an elastic member81fitted into the inner diameter side of the base part80, and the mount bracket82inserted and fitted in the elastic member81. As shown inFIG.3(b), the mount member8L is attached to the side member6L in a state with a center line Cx of the base part80following in the left-right direction of the vehicle V. Therefore, the center line Cx of the base part80is orthogonal to the longitudinal direction of the side member6L (straight line Lm1). In this state, a diameter line Cy of the base part80parallel to the front-back direction of the vehicle V is parallel to the longitudinal direction of the side member6L (straight line Lm1). The base part80is fixed to the side member6L with support pieces801,802interposed. The support pieces801,802extend in mutually separating directions from outer circumferential surfaces80a,80aof the base part80. As shown inFIG.2(b),3(b), the support pieces801,802are provided at the front side (bottom side in the drawing) and back side (top side in the drawing) of the base part80sandwiching the center line Cx. The support pieces801,802respectively extend in directions separating from the base part80in the diameter line Cy direction. The support piece801and the support piece802have the same shape. In the explanation hereafter, the explanation is given using the support piece801as an example. As shown inFIG.3(b), the support piece801is an item shaped by bending a band-shaped member. The support piece801is configured from a planar part801aparallel to the center line Cx, and support parts801c,801corthogonal to the planar part801a. A through hole801bthat penetrates the planar part801ain the thickness direction is formed on the planar part801a.The bolt B is inserted in this through hole801b. The base part80is fixed to the side member6L by the bolt B in a state with the planar part801aplaced on the top surface6aof the side member6L. The support parts801c,801care provided at the side edges of one side and the other side of the planar part801ain the enter line Cx direction of the base part80. The support parts801c,801care provided straddling the outer circumference of the base part80and the planar part801a. As shown inFIG.3(a), the elastic member81is fitted into the inner diameter side of the base part80. One example of the material for the elastic member81is anti-vibration rubber. The elastic member81has a full length L2that is slightly longer than a full length L1of the base part80in the center line Cx direction (L1<L2). Also, with the elastic member81, in a state with the elastic member81fitted into the base part80, an end part81aof the side cover3side in the center line Cx direction is exposed inside the engine room R. An outer diameter r1of the end part81aside of the elastic member81is formed to have a larger diameter than an outer diameter r2of the base part80(r1>r2). This prevents movement of the elastic member81in the direction separating from the side cover3in the center line Cx direction. A second bracket part84of the mount bracket82is inserted and fitted along the center line Cx direction in the elastic member81. A first bracket part83of the mount bracket82projects from the end part81aof the elastic member81. The first bracket part83is exposed inside the engine room R. In other words, the mount bracket82in the mount member8L (member of the case member side), and the base part80in the mount member8L (member of the frame side) are connected with the elastic member81interposed. The first bracket part83of the mount bracket82is connected with the side cover3in the inside of the engine room R, and is also connected with the case4with the stay member9interposed (seeFIG.3). Mount Bracket82 As shown inFIG.3(a)andFIG.5, in the mount bracket82, in the center line Cx direction, one side is the first bracket part83, and the other side is the second bracket part84. The first bracket part83and the second bracket part84are integrally formed. The first bracket part83has a side wall831orthogonal to the center line Cx. At the bottom edge of the side wall831, a bottom wall832is provided. The bottom wall832extends in the direction separating from the second bracket part84in the center line Cx direction. A surface832aof one side and a surface832bof the other side in the thickness direction of the bottom wall832are flat surfaces parallel to the center line Cx. Ribs838,839are provided straddling the side wall831and the bottom wall832. As shown inFIG.5(a), the rib838and the rib839are provided with a gap opened on a straight line Ly parallel to the diameter line Cy. The ribs838,839each have an inclined plane formed by the top edge part of the side wall831and the tip part of the bottom wall832being connected by a straight line. In the side view, the ribs838,839form a substantially right triangle shape (seeFIG.3(b)). The top surface832aof the bottom wall832is partitioned into three regions (833a,834a,835a) by the ribs838,839. Through holes833b,834b,835bthat penetrate the bottom wall832in the thickness direction respectively are opened in each region. These through holes833b,834b,835bare each provided at positions that intersect the straight line Ly. Here, a counterbore part836is formed in the region at which the top edge part of the side wall831and the rib839intersect in the first bracket part83. A bolt hole836bis opened in a bearing surface836aof the counterbore part836. The bolt hole836bis formed on an extension line of the rib839in the straight line Lx direction parallel to the center line Cx (seeFIG.5(a)). The second bracket part84extends from the side surface831aof the side opposite to the ribs838,839in the side wall831. The second bracket part84extends from the top edge part side of the side wall831of the first bracket part83(seeFIG.3(a)). The second bracket part84is a plate shaped member extending in the direction separating from the first bracket part83along the center line Cx. The length of the second bracket part84in the center line Cx direction is slightly longer than the length of the base part80or the elastic member81of the mount member8L. In a state with the second bracket part84fitted into the elastic member81, the first bracket part83is exposed inside the engine room R. Also, the first bracket part83has the following positional relationship with respect to the transmission case2(side cover3, case4). (i) The bottom wall832of the first bracket part83overlaps on the top part of the projecting part35of the side cover3(seeFIGS.2and3). (ii) The tip surface411aof the boss part411of the case4and the bearing surface836aof the counterbore part836of the first bracket part83are flush (seeFIG.3(a)). (iii) The center of the bolt hole411bof the boss part411, the center of the bolt hole836bof the counterbore part836, and the rib839are positioned on the same straight line Lx (seeFIG.3(b)). In the positional relationship in (i) noted above, the top surfaces351a,352a,353aof the projections351,352,353(seeFIG.1) abut across substantially the entire surface of the bottom surface832bof the bottom wall832of the first bracket part83(seeFIG.3(a)). The bolt holes351b,352b,353bof the projections351,352,353(seeFIG.1) and the through holes833b,834b,835bof the bottom wall832(seeFIG.5(b)) respectively overlap 1-to-1. Specifically, by screwing in bolts B that penetrate the through holes833b,834b,835bof the mount bracket82side respectively in the bolt holes351b,352b,353bof the projections351,352,353of the side cover3side, the side cover3is connected to the mount bracket82. In the positional relationship in (ii) and (iii) noted above, the stay member9abuts across the entire surface on the tip surface411aof the boss part411and the bearing surface836aof the counterbore part836. The stay member9is suspended between the case4and the mount bracket82with the bolts B screwed into the bolt holes411b,836bbeing interposed. Stay Member9 As shown inFIG.6(a), the band-shaped stay member9has the same thickness T across the entire length of the longitudinal direction. The one side and the other side in the thickness direction of the stay member9are flat surfaces orthogonal to the thickness direction. As shown inFIG.6(b), curved surface processing is implemented on a one end9aside and an other end9bside of the longitudinal direction of the stay member9. On the outer circumference91of the one end9aside and the outer circumference92of the other end9bside of the stay member9, an approximate arc shape is formed with centers P1, P2positioned on a straight line Lp that passes through the middle of the width direction of the stay member9. Through holes98,99that penetrate the stay member9in the thickness direction are formed on the stay member9. The centers of the through holes98,99match the arc shaped centers P1, P2. A gap L3between the through hole98and the through hole99in the straight line Lp direction is the same gap as the gap between the bolt hole411bof the boss part411in the straight line Lx direction (seeFIG.3(b)), and the bolt hole836bof the bearing surface836a(seeFIG.3(b)). Here, as noted above, the tip surface411aof the boss part411(seeFIG.3(a)) and the bearing surface836aof the counterbore part836are arranged to be flush. Also, the center of the bolt hole411bof the boss part411and the center of the bolt hole836bof the counterbore part836are positioned on the same straight line Lx (seeFIG.3(b)). As shown inFIG.3(a), the stay member9is placed straddling the tip surface411aof the boss part411and the bearing surface836aof the counterbore part836of the mount bracket82. In this state, the longitudinal direction of the stay member9(straight line Lp) matches the straight line Lx (seeFIG.3(b)). The through holes98,99of the stay member9respectively overlap the bolt hole411bof the boss part411and the bolt hole836bof the counterbore part836. By doing this, the stay member9is suspended between the case4and the mount bracket82with the bolts B screwed into the bolt holes411b,836bbeing interposed. As shown inFIG.3(a), in the mount bracket82, the first bracket part83of one side in the center line Cx direction is directly fixed to the projecting part35of the side cover3, and also is indirectly fixed to the case4with the stay member9interposed. Also, the second bracket part84of the other side in the center line Cx direction is inserted and fitted inside the elastic member81that is housed inside the cylindrical base part80of the mount member8L, and the second bracket part84is attached to the side member6L with the mount member8L interposed. Here, the center line Cx of the base part80is orthogonal to the longitudinal direction of the side member6L (straight line Lm1: seeFIG.3(b)). Also, the stay member9is suspended between the first bracket part83and the case4in the straight line Lx direction parallel to the center line Cx. Specifically, the longitudinal direction of the stay member9is orthogonal to the longitudinal direction of the side member6L (straight line Lm1). As noted above, the mount bracket82is fixed to the projecting part35of the side cover3side using three bolts B, and there are three fastening points by the bolts B between the mount bracket82and the side cover3. These three points are set with gaps open in the front-back direction of the vehicle V. Also, with this embodiment, the mount bracket82is also fixed to the case4with the stay member9interposed, and there is one fastening point by the bolt B between the mount bracket82and the case4. The side cover3and the case4are both constituent elements of the transmission case2. With this embodiment, there is a total of four fastening points between the mount bracket82and the transmission case2side. Also, the fastening points (three) with the side cover3and the fastening point (one) with the case4are set with gaps open in the straight line Lx direction (with this embodiment, the vehicle width direction). For that reason, the rigidity strength of the support structure of the transmission case2is improved by the following actions. (a) By the side cover3and the case4which have different natural frequencies being integrally connected by the mount bracket82, the natural frequency rises for the entire transmission case2. (b) By the fastening points (three) with the side cover3and the fastening point (one) with the case4being set with a gap opened in the vehicle width direction, the rigidity with respect to vibration in the vehicle width direction (vibration that falls in the left-right direction of the vehicle) is improved. The stay member9is suspended between the boss part411and the first bracket part83in a state with the longitudinal direction matched to the straight line Lx direction. Here, the rib413is positioned at the side opposite to the stay member9sandwiching the boss part411in the straight line Lx direction. The rib413is provided along the straight line Ln2direction (seeFIG.4(b)). In this state, the straight line Ln2and the straight line Lx are aligned on a straight line seen from the up-down direction (seeFIG.3(b)). Thus, the rib413extends in the direction that extends in the longitudinal direction of the stay member9(seeFIG.5(b)). This further increases the rigidity of the stay member9in the longitudinal direction, making it strong with respect to vibration in that direction. Wire Harness H FIG.7is a drawing for explaining the placement of a wire harness H. (a) is a drawing for explaining the state with the wire harness H creeping on the transmission case2shown inFIG.2(a). (b) is a drawing that schematically shows the D-D cross section ofFIG.7(a). As shown inFIG.7(a), the wire harness H is placed so as to creep on the side cover3and the case4top surface. This wire harness H is placed crossing the rib413. In this embodiment, as shown inFIG.7(b), in the rib413, a projection height h2of the region of the boss part411side is set to be lower than a projection height h1of another region (h1>h2). Here, if a low height part is not provided in the rib413, the wire harness H needs to be routed in a shape that goes over the rib413in the part that overlaps the rib413. Having done that, it is necessary to make the overall length of the wire harness H longer by the amount going over the rib413. In contrast to this, with this embodiment, by lowering the projection height of the rib413of the boss part411to have the wire harness H pass through this low height part, the full length of the wire harness H being made longer is prevented. The vehicle V comprising the continuously variable transmission1of this embodiment has the following configuration. (1) There is the transmission case2(case member) supported on the side member6L (frame) of the vehicle body with the mount member8L interposed. There is the stay member9suspended between the boss part411of the case4of the transmission case2, and the mount bracket82(member of the case member side) in the mount member8L. The straight line Lx along the longitudinal direction of the stay member9intersects the straight line Lm1along the longitudinal direction of the side member6L. There is the rib413extending in the direction that extends in the longitudinal direction of the stay member9on the root411cof the boss part411. The support structure of the transmission case2side in the mount member8L contributes to the rigidity. Thus, as noted above, the rigidity is increased by providing the stay member9. Furthermore, by having the longitudinal direction of the stay member9and the longitudinal direction of the side member6L intersect, it is possible to increase rigidity in that direction. In fact, by providing the rib413extending in the direction that extends in the longitudinal direction of the stay member9on the root411cof the boss part411, the support rigidity in the longitudinal direction of the stay member9is further increased, and it is possible to build a strong support structure with respect to vibration in that direction. The vehicle V comprising the continuously variable transmission1of this embodiment has the following configuration. (2) The transmission case2includes the case4(case body member), and the side cover3(cover member) connected with the case4. The mount bracket82in the mount member8L is supported by the side cover3, and the boss part411and the rib413are formed on the case4. To make it so the size of the mount member8L does not become large, the mount bracket82of the transmission case2side in the mount member8L is preferably placed at the side near the mount member8L. For that reason, it is preferable that the mount bracket82be connected with the side cover3, and be supported by the side cover3. Meanwhile, at the side cover3side, when forcibly attempting to create space because there is not enough space for suspension of the stay member9or space for placing the rib, the size of the side cover becomes larger. For that reason, by configuring as noted above, by forming the boss part411and the rib413in the case4where space can be taken, and also having the mount bracket82supported by the side cover3, it is also possible to ensure high support rigidity without making the mount member8L larger scale. The vehicle V comprising the continuously variable transmission1of this embodiment has the following configuration. (3) The mount bracket82is connected to the transmission case2using a plurality of bolts B (fasteners). The plurality of bolts B are placed mutually overlapping along the straight line Ly direction (direction intersecting the longitudinal direction of the stay member9). If an arrangement is used in which the plurality of bolts B do not overlap in one direction (a pure triangle placement, for example), though the rigidity of both the longitudinal direction of the side member6L and the direction intersecting that are increased, there is an increase in the physical constitution in the direction intersecting the longitudinal direction of the side member6L. In light of that, by configuring as noted above, by using a configuration that, in the direction intersecting the longitudinal direction of the stay member9, ensures rigidity in that direction by the plurality of bolts B, and in the longitudinal direction of the stay member9, ensures rigidity by the stay member9, it is possible to establish both improvement in rigidity and suppression of an increase in the physical constitution. The vehicle V comprising the continuously variable transmission1of this embodiment has the following configuration. (4) The wire harness H is placed at a position passing over the rib413. The height h2of the rib413of the region overlapping the wire harness H is set to be lower than the height h1of the rib of the region adjacent to the region overlapping the wire harness H. By configuring in this way, in the position at which the wire harness H goes over the rib413, the higher the rib413, the more it is necessary to make the wire harness H longer accordingly, but this is suitably prevented. Above, embodiments of the invention of this invention were explained, but the invention of this application is not limited only to the modes shown in these embodiments, and can be suitably modified within the scope of the technical concept of the invention. | 28,566 |
11858353 | DETAILED DESCRIPTION OF THE INVENTION In the following description, reference is made to the accompanying drawings, which form a part hereof, and in which is shown by way of illustration a specific example in which the invention may be practiced. It is to be understood that other embodiments may be utilized and structural changes may be made without departing from the scope of the present invention. General Overview It should be noted that the descriptions that follow, for example, in terms of a transmission platform method and devices is described for illustrative purposes and the underlying system can apply to any number and multiple types of combustion engines and electric motors. In one embodiment of the present invention, the transmission platform method and devices can be configured using an electronic control box. The transmission platform method and devices can be configured to include a planetary gear and can be configured to include a speed governor using the present invention. FIG.1shows for illustrative purposes only an example of a kinetic energy transference device of one embodiment.FIG.1shows a kinetic energy transference device100with a primary kinetic source for example a gas engine102transferring force through the primary kinetic source axle104ofFIG.1to CVT planetary gear system and gate #1106. The transferred force is input #1108which is transferred to a planetary gear set110. The transferred force is stored in the flywheel storage system120through the CVT planetary gear system secondary kinetic axle122and gate #2124in one instance. In another instance, force is transferred from the flywheel storage system120through the CVT planetary gear system and gate #2124to INPUT #2 axle126to the planetary gear set110. In one embodiment from the planetary gear set110force (kinetic energy) is transferred to an automobile wheel134through an output automobile wheel130axle through a CVT planetary gear system and gate #3132. In another embodiment force (kinetic energy) is transferred from the automobile wheel134through the CVT planetary gear system and gate #3132and output automobile wheel130axle to the planetary gear set110. This force is stored in the flywheel storage system120in one embodiment. The kinetic energy transference device (KETD)100is integrated into a continually variable transmission (CVT) planetary gear system110. A primary kinetic source is coupled to the primary kinetic source axle104. The primary kinetic source axle104is coupled to the primary kinetic source transfer gear. A first-speed-governed kinetic energy transfer gear coupled to the first-speed governor transfers the measured amount of kinetic energy needed to provide the most efficient use of the energy for a first operation through the first-speed-governed kinetic energy axle. The excess speed is always transferred into the moving gate. This moving gate flows at the speed that is subtracted from the input speed to provide the desired output speed. No excess speed leaves the CVT planetary gear system. The speed is divided into two paths, with one being the speed of the gate and the other being to flow out to the desired load. The first computer-controlled module analyses the kinetic energy imparted from the primary kinetic source and the kinetic energy needed to provide the most efficient use of the energy for a first operation to determine the measured amount of kinetic energy to transfer through the first speed governor. The measured amount of kinetic energy determined is transmitted to the first speed governor. The first speed governor adjusts the kinetic energy control devices to impart the measured amount of kinetic energy to the first speed-governed kinetic energy axle. Data received from the second operation system is processed in the second computer-controlled module and analyzed to determine the current kinetic energy needed for the second operation. The second speed governor makes adjustments in the kinetic energy control devices to transfer additional kinetic energy to the second operation system. The additional kinetic energy from the stored kinetic energy is transferred from the KETD flywheel surplus kinetic energy transfer gear to a second speed-governed kinetic energy transfer gear coupled to a second speed-governed etic energy axle. The KETD flywheel surplus kinetic energy transfer gear is coupled to the third computer-controlled module that is coupled to the KETD flywheel surplus kinetic energy axle. The third computer-controlled module receives data from the first computer-controlled module and the second computer-controlled module. The data received from the two modules is analyzed by the third computer-controlled module to determine how much surplus kinetic energy to transfer to one of the operations of one embodiment. DETAILED DESCRIPTION FIG.2shows for illustrative purposes only an example of a planetary gear system of one embodiment.FIG.2shows a planetary gear system200forming a kinetic energy transfer gear set connected to the CVT planetary gear system110ofFIG.1. A sun gear220is connected to the input side of the CVT planetary gear system110ofFIG.1and each planet gear240. A planetary carrier230is connected to the output side of the CVT planetary gear system110ofFIG.1and each planet gear240. A ring gear210is connected to the Speed Governor. The speed of the sun gear220(input) minus the speed of the ring gear210also referred to as a speed governor equals the speed of the planetary carrier230(Output). This calculation assumes the gears are equal in size. A change in the proportion of the gears will change the ratio but the overall effect is the same. Flywheel Storage System FIG.3Ashows for illustrative purposes only an example of a flywheel storage system of one embodiment.FIG.3Ashows a flywheel storage system120in a flywheel containment300housing. The flywheel containment300housing includes an airtight case320allowing a vacuum to be created inside flywheel containment housing300. A flywheel axle310is rotated with a speed and force delivered through a coupled planetary gear system200ofFIG.2kinetic energy transfer drive train of one embodiment. The primary kinetic energy source of the flywheel storage system120. The flywheel storage system120is coupled to the continually variable transmission (CVT) planetary gear system110. The CVT planetary gear system110is integrated with a multiple-axis mechanism kinetic energy transference device. The multiple-axis mechanism kinetic energy transference devices include multiple gates or speed governors, wherein each is configured to include a computer-controlled module. The computer-controlled modules process operational data to determine a measured most efficient use of the kinetic energy for each operation. The measured most efficient use amount of the kinetic energy for each operation is transmitted to the multiple gates or speed governors. The multiple gates or speed governors make adjustments in speed many times a second. The adjusted speeds transfer of the measured amount of kinetic energy for each operation is made through multiple gears and output shafts/drive shafts to serve each operation. Surplus kinetic energy not needed for operations is stored in the flywheel storage system of one embodiment. Flywheel in a Vacuum FIG.3Bshows for illustrative purposes only an example of a vacuum-sealed flywheel storage system of one embodiment.FIG.3Bshows a cut-away of the flywheel containment300housing. The cut-away of the flywheel containment300housing reveals a flywheel in a vacuum330. The creation of the vacuum surrounding the flywheel reduces drag that would be caused by air within the airtight case320ofFIG.3Aincreasing the efficiency of the flywheel of one embodiment. Speed and Force Control Module FIG.4shows a block diagram of an overview of a speed and force control module of one embodiment.FIG.4shows a speed and force control module400. The computerized speed control module measures force and speed410. Measuring force and speed allows the primary kinetic energy source to provide energy in the most efficient means420. In instances where energy is desired to be recovered, the speed and force control module controls the gate speed and force to transfer energy from the output shaft back to the primary kinetic energy source430. The speed and force control module calculates the desired energy values and makes adjustments in force and speed, many times a second to provide the most efficient use of energy from the source440of one embodiment. In a system that only has an engine (power source) and an output (Automobile wheel), only one CVT planetary gear system is required since there is only one path energy can travel between the power source and automobile wheel. Regardless of which direction the energy is flowing, it can only flow through one path. In a system where a third input/output is added, two more CVT planetary gear systems are required to cover the 2 additional paths to function with the one added force source. For example, in a system with an engine (Gas), a Flywheel storage system120ofFIG.1, and an automobile wheel, three CVT planetary gear systems are needed for the three different paths energy can flow. Path 1: Energy can run from the Engine to the Automobile wheel and back if needed. Path 2: Energy can run from the Engine to the Flywheel and back if needed. Path 3: Energy can run from the Flywheel to the Automobile wheel and back if needed. There is a need for each source to have a CVT planetary gear system120ofFIG.1because, in order to force energy into the desired location, the gate on the side that is not accepting or delivering the energy needs to be resisting and at a higher level than the receiving side. If you are directing energy being recovered from the Automobile wheel into the Flywheel, the Gate on the Engine side must be resisting at a higher level than the flywheel in order to force that energy into the flywheel. When working with two or more CVT planetary gear systems with their corresponding Gate control module, a Master Control Module must be in place to correspond with the different gate controls. Continuous monitoring of the energy demands and availability is needed to properly set the correct gate speed and force of the different CVT planetary gear system120ofFIG.1gates in order to properly direct the transference of energy to and from its desired locations. Each CVT planetary gear system120ofFIG.1is controlled by its own force control module. Each force control module is controlled by a Master Control Module. The master control module sets the speed and/or pressure of the CVT planetary gear system speed governors/gates to direct the energy in the direction desired. Other embodiments include an electric motor/generator in place of the gas engine with batteries to store and deliver energy. A first-speed-governed kinetic energy transfer gear coupled to the first-speed governor842transfers the measured amount of kinetic energy needed to provide the most efficient use of the energy for a first operation through the first-speed governed kinetic energy axle844. The excess speed not needed for the first operation is transferred out a separate path to a KETD flywheel surplus kinetic energy transfer gear. The first computer-controlled module840includes the first digital processor and the first transceiver. The first computer-controlled module840using the first digital processor analyses the kinetic energy imparted from the primary kinetic source700ofFIG.7and the kinetic energy needed to provide the most efficient use of the energy for a first operation to determine the measured amount of kinetic energy to transfer through the first-speed governor842. The measured amount of kinetic energy determined is transmitted using wirelessly bidirectional signals from a first transceiver to the first-speed governor842. The first-speed governor842adjusts the kinetic energy control devices to impart the measured amount of kinetic energy to the first-speed-governed kinetic energy axle844. Data is received through a second transceiver from the second operation system. The data provided is processed in the second computer-controlled module850where a second digital processor analyses the current kinetic energy needed for the second operation and existing kinetic energy being received to determine if additional kinetic energy is needed or whether the existing kinetic energy being received is more than the current kinetic energy needed creating a surplus of kinetic energy. The determination of a shortfall or surplus is transmitted in this instance over hard-wired cabling instead of using the second-speed governor852installed transceiver. The second-speed governor852makes adjustments in the kinetic energy control devices to in one embodiment transfer additional kinetic energy to the second operation system, for example, a braking system through the second-speed governed kinetic energy axle854. In another embodiment, a transfer of the surplus kinetic energy from the second operation system to the second speed-governed kinetic energy transfer gear is made through the second speed-governed kinetic energy axle854. In the latter instance, any surplus kinetic energy obtained from the second operation is transferred from the second speed-governed kinetic energy transfer gear to the KETD flywheel surplus kinetic energy transfer gear. The KETD flywheel surplus kinetic energy transfer gear is coupled to the third computer-controlled module that is coupled to the KETD flywheel surplus kinetic energy axle. The third computer-controlled module includes a third digital processor and a third transceiver. The third transceiver receives data from the first computer-controlled module840and the second computer-controlled module850. The data received from the two modules is analyzed by the third digital processor to determine where and how much kinetic energy to transfer surplus kinetic energy and how much surplus kinetic energy is coming from the two sources if applicable of one embodiment. The description continues inFIG.5. Gate or Speed Governor FIG.5shows a block diagram of an overview of a gate or speed governor of one embodiment.FIG.5shows a continuation fromFIG.4showing a gate or speed governor500. The gate or speed governor is a mechanism to control the rate of speed510. The gate or speed governor creates a controllable timed gate that limits the speed an object can pass through it520. The amount of force that is applied to the gate will always equal the amount of force that is exiting the kinetic energy transference device530. The speed the gate operates at is adjustable via the computer-controlled speed and force control module that takes inputs from the primary kinetic energy source, the desired energy needs, and the kinetic energy transference device540. To control the speed of the output shaft of the kinetic energy transference device, the gate slows itself until the force desired is measured at the gate output shaft550. The exact amount of force out the gate output shaft is transmitted to the speed and force control module560. The speed that forces exits equals the input speed minus the speed of the gate and the slower the gate moves, the faster the output shaft and vice versa570of one embodiment. A Lobed Disc FIG.6Ashows for illustrative purposes only an example of a lobed disc of one embodiment.FIG.6Ashows a lobed disc600used in transferring kinetic energy from, for example, a wheel to a planetary gear set of one embodiment. FIG.6Bshows for illustrative purposes only an example of a lobed disc coupled to a planetary gear set from the gear set prospective of one embodiment. FIG.6B shows a lobed disc coupled to a planetary gear set from the gear set prospective. The lobed disc600connected to the planetary gear system200forming a kinetic energy transfer gear set connected to the CVT planetary gear system110ofFIG.1. The lobed disc when speed and force are applied to the lobed disc transfers kinetic energy with a rod coupled to the ring gear210of the planetary gear set of one embodiment. FIG.6Cshows for illustrative purposes only an example of a lobed disc coupled to a planetary gear set from the lobed disc prospective of one embodiment.FIG.6Cshows a lobed disc coupled to a planetary gear set from the lobed disc prospective. The lobed disc600connected to the planetary gear system200forming a kinetic energy transfer gear set connected to the CVT planetary gear system110ofFIG.1. A rotating lobed disc transfers the speed and force of its rotation to the ring gear210. In one instance the speed and force energy transferred to the ring gear210is further transferred to the flywheel of one embodiment. Planetary Gear Set Movement FIG.7shows for illustrative purposes only an example of planetary gear set movement of one embodiment.FIG.7shows planetary gear set movement when speed and force of kinetic energy is transferred for a primary energy source. Seen are the different movements when the input is moving. The input in this instance is the primary kinetic source, for example, a gas engine102turning in this example in a gas engine clockwise direction700. The planetary gear system200forms a kinetic energy transfer gear set. The primary kinetic source energy is transferred to the sun gear220ofFIG.2which rotates also in a sun gear clockwise direction710. The sun gear clockwise direction710is transferred to each planet gear240ofFIG.2that rotates in a planetary carrier230ofFIG.2counter-clockwise direction720. The planetary carrier230ofFIG.2counter-clockwise direction720rotates the ring gear210ofFIG.2in a ring gear counter-clockwise direction730. Each planet gear240ofFIG.2is coupled to the planetary carrier230that remains stationary. The CVT kinetic force is input into the sun gear and that force is split between the ring gears. The CVT is the speed governor, and the planetary carrier230is the output. The speed/force is minus the speed/force to the ring gear equals the speed/force that exits the carrier shaft750. All the planet gears240ofFIG.2move the planetary carrier230ofFIG.2and do not enter the equation. The force/speed can enter through the input/sun gear220ofFIG.2or through the carrier shaft750when a car is decelerating. The ring gear controls which direction that force/speed goes, either into the ring gear or to the sun gear. When the CVT is connected to a Flywheel storage device, the energy can either come from it through the sun gear220ofFIG.2or can be input back into it through the same gear. Depending on if the auto is accelerating or decelerating of one embodiment. Primary Kinetic Source Combustion Engines on Automobiles FIG.8shows a block diagram of an overview of primary kinetic source combustion engines on automobiles of one embodiment.FIG.8shows combustion engines on automobiles are most efficient at certain RPM speeds, but their uses require the power to be delivered at variable RPM speeds of800. In one embodiment, combustion engines on automobiles are a group of primary kinetic sources802. A primary kinetic source axle104is coupled to a flywheel storage system120. A flywheel is used for a kinetic energy transference device (KETD)100in a kinetic energy recovery system810. The first computer-controlled module840is electronically coupled to a first-speed governor842. The first-speed governor842is coupled to the kinetic energy transference device (KETD)100and to a first-speed governed kinetic energy axle844. The first speed-governed kinetic energy axle844is coupled to an automobile drive train820and is a mechanism to control the rate of speed of the automobile drive train820. A second computer-controlled module850is electronically coupled to a second-speed governor852. The kinetic energy recovery system810determines any excess kinetic energy not needed by the automobile drive train820. The excess kinetic energy determined is passed through to a second speed-governed kinetic energy axle854for transference to an automobile braking system830of one embodiment. Primary Kinetic Source Electric Motor/Generator FIG.9shows a block diagram of an overview of the primary kinetic source electric motor/generator of one embodiment.FIG.9shows electric motor/generator loses energy through heat/friction during both the input and output phases900. In one embodiment, electric motor/generators are a group of primary kinetic sources902. A primary kinetic source axle104is coupled to a flywheel storage system120. A flywheel is used for a kinetic energy transference device (KETD)100in a kinetic energy recovery system810. The first computer-controlled module840is electronically coupled to a first-speed governor842. The first-speed governor842is coupled to the kinetic energy transference device (KETD)100and to a first-speed governed kinetic energy axle844. The first speed-governed kinetic energy axle844is coupled to an electric motor/generator load operation system920and is a mechanism to control the rate of speed of the electric motor/generator load operation system920. A second computer-controlled module850is electronically coupled to a second-speed governor852. The kinetic energy recovery system810determines any excess kinetic energy not needed by the electric motor/generator load operation system920. The excess kinetic energy determined is passed through to a second speed-governed kinetic energy axle854for transference to an electric motor/generator unload and speed reduction operation systems930of one embodiment. Primary Kinetic Source Devices with Large Starting Energy Demands FIG.10shows a block diagram of an overview of primary kinetic source devices with large starting energy demands of one embodiment.FIG.10shows devices with large starting energy demands including ac compressors and pumps1000and electric, diesel, and gasoline motors1004. In one embodiment, devices with large starting energy demands are a group of primary kinetic sources1002. A primary kinetic source axle104is coupled to a flywheel storage system120. A flywheel is used for a kinetic energy transference device (KETD)100in a kinetic energy recovery system1010. The first computer-controlled module840is electronically coupled to a first-speed governor842. The first-speed governor842is coupled to the kinetic energy transference device (KETD)100and to a first-speed governed kinetic energy axle844. The first speed-governed kinetic energy axle844is coupled to devices with large starting energy demand running operation system1020and is a mechanism to control the rate of speed of the devices with large starting energy demand running operation system1020. A second computer-controlled module850is electronically coupled to a second-speed governor852. The kinetic energy recovery system1010determines any excess kinetic energy not needed by the devices with large starting energy demand running operation system1020. The excess kinetic energy determined is passed through to a second speed-governed kinetic energy axle854for transference to devices with large starting energy demand starting operation systems1030of one embodiment. A Primary Kinetic Source FIG.11shows for illustrative purposes only an example of a primary kinetic source of one embodiment.FIG.11shows a kinetic energy source coupled to a flywheel storage device system1100. The primary kinetic energy source1110supplies energy in the form of speed and force that in part may be stored in the flywheel storage system120. A continually variable transmission (CVT) planetary gear system1120is a multiple-axis mechanism kinetic energy transference device1130. The continually variable transmission (CVT) planetary gear system1120includes multiple gates or speed governors, wherein each is configured to include a computer-controlled module1140. Computer-controlled modules process operational data to determine a measured most efficient use of the kinetic energy for each operation1150. The measured most efficient use amount of the kinetic energy for each operation is transmitted to the multiple gates or speed governors1155. The multiple gates or speed governors make adjustments in speed many times a second1160. Transfer of the measured amount of the kinetic energy for each operation is made through multiple gears and output shafts/drive shafts to serve each operation1170. Surplus kinetic energy not needed for operations is stored in the flywheel storage system1180of one embodiment. Transfer Gears FIG.12shows for illustrative purposes only an example of a transfer gears of one embodiment.FIG.12shows in one embodiment transfer gears1200are aligned side to side where in another embodiment the transfer gears are configured in a triangular orientation of one embodiment. A Hydraulic Actuator1300Coupled to a Lobed Disc FIG.13shows for illustrative purposes only an example of a hydraulic actuator coupled to a lobed disc of one embodiment.FIG.13shows a hydraulic actuator1300coupled to a lobed disc600to transfer kinetic energy. The hydraulic actuator1300is also used as a shock absorber in autos. There is a valve1330at the end of the rod1340inside the chamber which controls the amount of fluid in this instance oil that can pass from beneath the rod1310to the area around the rod1320. By adjusting this valve, the force needed to move the rod up or down becomes easier or harder. To act as a speed governor, this actuator connects to a wheel bearing that rides on the outer edge of the lobed disc300. As the disc above rotates, the lobes on the disc cause the actuator to go in and out. By controlling the valve1330in the actuator1300, the force needed for the disc to turn increases or decreases. The greater the force applied to the actuator1300, the equal amount of force exits the planetary carrier230ofFIG.2of the CVT, and the speed goes with it. This actuator valve can be controlled electronically and adjusted to direct the desired speed or force out the carrier shaft750ofFIG.7. The CVT control module takes input from the speed entering the CVT, the force that is being applied, the desired speed and force being called for, and the current speed force exiting the output/carrier shaft750ofFIG.7of one embodiment. Hybrid Automobile Regenerative Brakes FIG.14Ashows for illustrative purposes only an example of a hybrid automobile regenerative brakes of one embodiment.FIG.14Ashows a hybrid automobile with regenerative brakes1400. A right electric motor1410and at times a gasoline engine1420and a left electric motor1412provide power to the front wheels. Kinetic brake energy1440is developed when decelerating or stopping. The kinetic brake energy1440is fed back to the battery1430. The kinetic energy transference device100ofFIG.1reduces the energy consumed for actual deceleration and stopping and transfers the increased recovered braking energy1442to the battery1430of one embodiment. FIG.14Bshows for illustrative purposes only an example of acceleration and braking for hybrid automobile regenerative brakes of one embodiment.FIG.14Bshows in the left panel an example of acceleration1470. In this example, acceleration1470is powered by the left electric motor1412. Acceleration energy1450is supplemented using the stored kinetic energy from the kinetic energy transference device100of FIG.1thereby reducing the acceleration energy from the left electric motor1455of one embodiment. The right panel shows braking1480wherein energy from the left electric motor1412is conserved in part and kinetic brake energy1460is generated. The kinetic energy transference device100ofFIG.1provides a portion of the braking energy needed reducing the energy needed to decelerate and increasing the recovered braking energy that is transferred1444to the battery1430of one embodiment. Acceleration Kinetic Energy Flow FIG.15Ashows for illustrative purposes only an example of the acceleration kinetic energy flow of one embodiment.FIG.15Ashows how kinetic energy flows, for example, in an automobile during acceleration1470. Kinetic energy from an engine1420is transferred to a clutch1520to an electric motor/generator1500. Additional energy is transferred1540from a battery1430to an inverter1510and transferred1542to the electric motor/generator1500. The combined energy is transferred1544to the kinetic energy transference device100and split a left drive wheel1502and a right drive wheel1504of one embodiment. Braking Kinetic Energy Flow FIG.15Bshows for illustrative purposes only an example of the braking kinetic energy flow of one embodiment.FIG.15Bshows how kinetic energy flows, for example, in an automobile during braking1480. Kinetic energy from an engine1420is not transferred1522through the clutch1520to an electric motor/generator1500. The kinetic energy generated is transferred1550from the left wheel1502and right wheel1504through the kinetic energy transference device100. The braking energy generated is converted to electricity in the electric motor/generator1500. The converted electricity is transferred from1552to the inverter1510. The inverter1510regulates the characteristics of the electrical energy and transfers1554to the battery1430of one embodiment. The CVT can recover as much energy as it can deliver as that limit is set by the gate or speed governor500ofFIG.5and it does not matter in which direction the energy is flowing. In and out requires the same mechanics so for the same cost to be able to recover 1500 horsepower, the CVT can also supply that much power. If the specifications are for the CVT to be able to recover 1500 horsepower, then it can deliver that much too, and for no additional costs. If the flywheel and CVT can handle 1500 HP input, it can also deliver that much power if desired and for no additional cost. Additional Applications and Features FIG.16shows a block diagram of an overview of additional applications and features of one embodiment.FIG.16shows additional applications and features of the kinetic energy transference device100ofFIG.1. The CVT is configured for the transfer of kinetic energy into either it's desired use, at the most efficient speed, or desired energy storage system, at the most efficient speed1600. The CVT includes machine and environmental learning, the CVT system can best direct the most efficient means to either store or immediately use the energy being transmitted through it1610. Coupling the CVT with a flywheel storage system, or another kinetic or gravitational energy storage system (ESS) improves the efficiency of the ESS due to the properties of providing energy at its most efficient kinetic speed1620. The kinetic energy transference device100ofFIG.1has additional applications1630other than automobiles. As described regenerative braking energy1640of vehicles and equipment that starts and stops recover energy that can reduce starting energy with the stored energy being applied to starting motors to reduce costs, wear and tear of motors, and save time by shorting the start-up period. Quick recharging of battery systems1650is achieved by applying the stored energy in the recharging system on top of the other energy sources. Reducing start-up time with stored energy augmenting normal power consumption also reduces stress on motors of AC compressors and pumps1660. Autonomous driving and charging1670is improved by reducing energy consumption and applying stored and recovered energy to extend driving time and distance. An autonomous auto can drive itself to the nearest most efficient charging station at times, not desirable for most humans. Using the CVT and its learning systems, the auto can locate, calculate and arrive at the most efficient location to recharge its energy storage systems. At the charging station, the CVT system can determine and direct the energy into the most efficient storage system. Riders of energy-assisted bicycles1680do not need to work as hard as the kinetic energy transference device100ofFIG.1will apply stored and recovered energy to add non-rider exerted effort to power the energy-assisted bicycles1680. Most energy-assisted bicycles use electric motors and chemical batteries to assist. These systems are charged at home and also recover energy during their use. Instead of using electric motors and batteries, they can employ the CVT with flywheel storage. Keeping kinetic energy in its form is more efficient than transferring it to and from chemical storage systems. A CVT bicycle system can provide greater range and less weight than other battery/electric systems. Additionally, a CVT with a flywheel bicycle system can convert energy from its rider, through a crank system, to continually collect energy at the desired rate but deliver energy as needed such as the increase in the amount of energy needed for steep inclines. The same is true for electric motorcycles1690with reducing energy consumption and applying stored and recovered energy to extend driving time and distance. Because the CVT can very efficiently transmit kinetic energy, systems using weights can be more efficient when employing the CVT to transmit the kinetic energy from the gravitational pull to the electrical generator. The same works in reverse for converting electricity to lift the weight again. In systems like windmills and hydro plants, keeping the energy in kinetic form is more efficient. Utilizing the CVT will increase the net amount of energy from a system by decreasing the amount of loss of energy during the charging and discharging phases. With machine learning, utilizing the CVT to direct where to store the energy will also increase the system's net efficiency. The main use of energy for VTOL aircraft1695and most aircraft is to get the craft airborne. Current flywheel technology allows more energy density than batteries so using flywheels, coupled with the CVT, can provide better efficiency for the new wave of VTOL and electric aircraft. The high demands of energy for lifting an aircraft into flight mode can be better handled by drawing that energy from flywheels rather than batteries. This will lessen the weight needed if that energy had to come from batteries. Most current aircraft designs do not recover energy in the slowing down and landing portions of their flight. With the CVT, prior to landing, the craft can recover energy during the slow down and descent phases of the flight and store that energy in the flywheels to use again during the vertical landing phases. During traditional flights, during the slow down and descent portion of the flight, the aircraft bleeds off speed gradually. This means the energy is being consumed by friction and not recovered. Our CVT will shorten this phase and recover the energy to use during the final landing phase. This will decrease the total flight time and allow passengers to reach their destination quicker and with less total energy needed of one embodiment. Multiple Axis Mechanism FIG.17shows a block diagram of an overview of a multiple-axis mechanism of one embodiment.FIG.17shows the kinetic energy transference device (KETD) utilizes a multiple-axis mechanism to separate the kinetic energy the source is providing from the speed it is providing it at1700. The (KETD) creates a pathway where it sends energy out of one path at the specific speed desired and excess speed out to a separate path1710. A module measures the amount of energy being applied and the amount needed to provide the most efficient use of the energy1720. Multiple sources of outputs can be integrated into the device to optimize the energy needed for given tasks1730. The mechanism to control the rate of speed, (a speed governor) does not slow the device with friction but creates a controllable timed gate that limits the speed an object can pass through it1740. The amount of force that is applied to the gate will always equal the amount of force that is exiting the (KETD)1750of one embodiment. The descriptions continue inFIG.18. KETD Features FIG.18shows a block diagram of an overview of the KETD features of one embodiment.FIG.18shows a continuation fromFIG.17with the speed the gate operates at is adjustable via a computer-controlled module that takes inputs from the source, the desired need, and the (KETD) itself1800. To control the speed of the output shaft of the (KETD), the gate slows itself until the force desired is measured at the gate which in turn will send that exact amount of force out of the output shaft1810. The speed that forces exits equals the input speed minus the speed of the gate1820. The slower the gate moves, the faster the output shaft and vice versa1830. The computerized speed control module measures force and not just speed1840. Measuring force in addition to speed allows the source to provide energy in the most efficient means1850. In instances where energy is desired to be recovered, the module controls the gate speed and force to transfer energy from the output shaft back to the source1860. The module calculates the desired values and makes adjustments many times a second to provide the most efficient use of energy from the source1870of one embodiment. It should be noted that the descriptions that follow, for example, in terms of a transmission platform method and devices is described for illustrative purposes and the underlying system can apply to any number and multiple types of combustion engines and electric motors. In one embodiment of the present invention, the transmission platform method and devices can be configured using an electronic control box. The transmission platform method and devices can be configured to include a planetary gear and can be configured to include a speed governor using the present invention. Transmission Platform FIG.19shows a block diagram of an overview flow chart of a transmission platform of one embodiment.FIG.19shows separating kinetic speed from energy using a transmission platform1900. The transmission platform1900is used for directing energy in the kinetic form at a predetermined speed from 0 to 100%1950. Power systems increase efficiency by employing the transmission platform with fewer pieces to increase overall efficiency at a lower cost to produce1960. The transmission platform1900is adaptable for integrating the transmission platform with combustion engines and electric motors to achieve more efficiency and greater performance1970. The transmission platform1900does not need friction to adjust ratios and can deliver the best efficiency of combustion engines or electrical motors at any desired speed. The transmission platform1900separates kinetic speed from energy and can direct energy in the kinetic form at any desired speed from 0 to 100%. The transmission platform1900is smaller, lighter, and with fewer pieces which translates to an even greater overall efficiency as well as a much lower cost to produce. Employing this technology also leads to other integrations that can provide more efficiency and greater performance of one embodiment. Energy Input FIG.20shows a block diagram of an overview of the energy input of one embodiment.FIG.20shows energy is input into the transmission platform device from a power source at a given input speed with an input shaft and there are two paths it can exit from2000. A gate mechanism diverts energy at the given input speed and that amount of energy exits the transmission platform device at a predetermined speed set by a user2010. Wherein energy at a given speed is input and that amount of energy exits the gate mechanism at whatever speed is predetermined by the user2020. A speed governor2030controls how much energy and at what speed the energy is directed2032to an output shaft2034. A control box2040controls the speed governor and the speed of the power source supplying the energy2042. The control box2040regulated speed is conveyed through the output shaft2034. The control box sets the energy needed for the power source operation2050of one embodiment. Transmission Platform Three Components FIG.21shows a block diagram of an overview of the transmission platform's three components of one embodiment.FIG.21shows the transmission platform is comprised of three components, a gate, a speed governor, and a control box2100. The gate takes energy from the input shaft and separates it into two paths2110. Another component is the speed governor2030. The speed governor is used to direct energy out of the output shaft2120. The speed governor controls how much energy and at what speed the energy is directed out the other path2122. The speed governor is not consuming energy but redirecting it and therefore it can be more efficient2124. The control box2040is a computer that includes processors, memory devices, and communication devices including wired and wireless devices. The control box is used to control the speed governor and the speed of the power source supplying the energy2130. The control box controls the rate and force of the governor2132. The control box controls the speed governor using the RPM of the input shaft and the calculated desired output RPM speed to set the rate or force of the speed governor2134. The speed governor can control either the amount of force to be applied to the speed governor or a set rate to allow it to spin2136. As resistance is created by the speed governor, the result is force being redirected to the output shaft2138. The control box starts by receiving data of the predetermined power source speed2140. The control box computes the best engine RPM to deliver the needed power and efficiency based on manufacturer metrics2142downloaded and stored in the memory devices. The control box sets the energy needed for the power source operation2144of one embodiment. Transmission Platform Prospective Side View FIG.22shows for illustrative purposes only an example of a transmission platform prospective side view of one embodiment.FIG.22shows a side view of the transmission platform2200. The transmission platform2200includes a planetary gear2210which is the gate mechanism that takes energy from the input shaft and separates it into two paths. One path is to the ring gear of the speed governor with lobed disc and roller bearings connected to pistons2220. The other path is to the carrier gear of the planetary gear2210. The control box2040communicates to the speed governor to convert the kinetic energy input into a predetermined speed for the power source2230and the output speed of a predetermined speed for the operations receiving devices of the power source2230energy. The two paths include one connected to the speed governor that controls how much energy and at what speed the energy is directed out the other path to the operations receiving devices of one embodiment. Transmission Platform Prospective Power Source End View FIG.23shows for illustrative purposes only an example of a transmission platform prospective power source end view of one embodiment.FIG.23shows the transmission platform2200ofFIG.22from a power source prospective. The planetary gear2210connected to the speed governor with lobed disc and roller bearings connected to pistons2220is fed energy from the power source2230through an input shaft. The control box2040ofFIG.20is not shown. In one embodiment the control box2040ofFIG.20can be integrated into the speed governor of one embodiment. Transmission Platform Prospective Speed Governor End View FIG.24shows for illustrative purposes only an example of a transmission platform prospective speed governor end view of one embodiment.FIG.24shows the power source2230, planetary gear2210, and speed governor with lobed disc and roller bearings connected to pistons2220assemblages in a view from the speed governor end. The components are interconnected with the control box2040ofFIG.20to form the transmission platform1900ofFIG.19of one embodiment. Speed Governor FIG.25shows for illustrative purposes only an example of a speed governor of one embodiment.FIG.25shows a plurality of a radial piston pump2500and roller bearing2510components of the speed governor2030. The roller bearing2510components are moved by the rotating lobed disc cam2522. Hydraulic fluid flows through a hydraulic inlet2530into the radial piston pump2500as the pump is extended. Hydraulic fluid is pressurized when the radial piston pump2500is pushed in by the rotating lobed disc cam2522and flows out the hydraulic outlet2532. Hydraulic valves within the pump system2550are controlled by the control box2222to regulate the pressure of the hydraulic fluid which regulates the speed of the energy output. The carrier gear output shaft2540passes through the speed governor2030. The speed governor2030uses a hydraulic motor or pump system illustrated with a radial piston pump and controls speed by controlling hydraulic valves within the pump. The governor is not consuming energy but redirecting it and therefore it can be more efficient. The control box2222controls the rate and force of the speed governor2030as well as the speed and power of the motor or engine supplying power. The control box2222uses the predetermined speed and computes the engine RPM to deliver the needed power based on metrics downloaded from the manufacturer. The control box2222sets the speed of the engine or energy needed for the motor. The second process the control box2222does is control the speed governor2030. This process uses the RPM of the input shaft and the calculated desired output rpm speed to set the rate or force of the speed governor2030. The speed governor2030can control either the amount of force to be applied to the speed governor2030or a set rate to allow it to spin. As resistance is created by the speed governor2030, the result is force being redirected to the output shaft. This amount can be anywhere from 0 to 100% and eliminates the need for clutches or torque converters. The radial piston pump is the speed governor2030and is connected to one of the shafts in the gate. As the shaft connected to the pump spins, resistance can be applied by controlling the fluid valves in the piston pump. By controlling the speed at which fluid can move from the cylinders in the pump, the resistance creates a pace at which energy is being diverted from one shaft of the gate to the other (output) shaft of the gate. This device is controlled by the control box2222computer module and can be set to speed or force to be diverted. To control speed, the module sets the timing for which the hydraulic valves open and what pace they open and close. The speed governor2030can direct force by controlling how much pressure the piston will be exerting. Following the laws of physics, every action has an equal and opposite reaction. In situations, like in tractor trailers, where significant energy can be directed to the wheels but when one of the wheels slips, the resistance greatly decreases until the wheel regains traction. If this happens quickly, the change in force and resistance gets absorbed into the drivetrain which can result in a broken axle or another part of the system. With the transmission platform, if a wheel is spinning and catches traction, the shock is absorbed into the speed governor2030by pushing past the hydraulic resistance and allowing the shaft to spin instead of the output shaft or the engine. With traditional gear-to-gear systems, this shock of energy can lead to broken parts. With the transmission platform, these shocks are easily absorbed with no broken parts or even lapses in power delivery. In order to deliver the output at continually variable speeds, a computer module is needed to make continual adjustments. In the transmission platform, the control module accepts inputs from the driver, from the motor or engine, from the input and output shaft as well as aspects of the speed governor2030such as hydraulic pressure. The transmission platform is a Continually Variable Transmission (CVT) that uses a computer module that can manage different uses to provide the most power, most efficiency, or any combination desired. It can also be set to deliver a set amount of energy (power) and the speed will continually adjust. Instead of the accelerator pedal of an auto being connected to the motor, with the transmission platform, the accelerator is connected to the computer module and it delivers the needed inputs to the different devices. The computer module can also be used to protect the equipment or deliver the best performance. In an example where a wheel is spinning and loses traction, the computer can reduce the power setting and deliver just enough to regain traction and prevent a sudden grip to send a shock through the drive train. This module can also be used when multiple transmission platforms are used in the same vehicle similar to how EVs operate with multiple motors. There can be a separate transmission platform and module for each wheel with all of the modules connected and interacting with each other to deliver the best performance or efficiency of one embodiment. Planetary Gear FIG.26shows for illustrative purposes only an example of a planetary gear of one embodiment.FIG.26shows the planetary gear2210. The planetary gear2210includes a sun gear2600, at least three satellite gears2610, ring gear2612, carrier gear gate2620, the output shaft2630, and a plurality of speed governor2030lobe disc connection bolts2640. The carrier gear gate2620is also referred to herein as the gate. The transmission platform can use a planetary gear set for a differential where there is an input shaft and two paths through which the input shaft energy can flow out. The planetary gear set is also referred to as an epicyclic gear train. The components of the planetary gear set can be rotated independently and can be rotated separately or jointly. Different gear ratios are achieved with rotation of the components separately or jointly. For example, the sun gear rotated with the input shaft will produce a first gear ratio. Rotating the ring gear in an opposite rotational direction to the sun gear at the same time will change the gear ratio. In another example, the input (sun gear) is rotating counter-clockwise, the output (carrier) is stationary and the outer ring is rotating clockwise. Another example is when the input is moving and the output is also moving but the ring gear is stationary, the input and output are both rotating counter-clockwise. In a third example a transition between gear ratio phases is with everything rotating. This transition is with a constant input but the output goes from stationary to rotation. The outer ring will rotate counter to the input ring and the output and input will rotate in the same direction. The gear ratios achieved can be changed with changes in the individual gear diameters. In one embodiment the continual variable transmission can employ multiple planetary gear sets to increase the availability of various gear ratios. The rate at which the energy exits is the combination of the two output shafts that equals the energy from the input shaft. Energy flows through the transmission platform. The transmission platform is the process of directing the flow of energy between two paths at the same time. Traditional transmissions direct energy in one path at a time and vary the speed ratio between the input and output by changing this path. By selecting different gear sets to connect the rotation between the input and output shaft, different ratios can be obtained. The transmission platform controls the difference in speed between the input and output shaft by altering the paths on that energy is allowed to flow. The two paths of the transmission platform are from the input shaft to the output shaft or the speed governor2030. The output speed will always equal the difference between the speeds of the input speed minus the speed of the speed governor2030. The resistance that is applied by the speed governor2030redirects energy to the only other path, which is the output shaft. The computer module controls the amount of resistance either by force or timing that the speed governor2030is allowing rotation to be redirected. Since energy flows to the path of least resistance, as long as there is greater resistance being applied to the speed governor2030than what is being applied to the output shaft, the energy will flow to the path of the output shaft. For illustrative purposes, when energy flows to the input shaft, it turns the sun gear of the planetary component of the transmission platform. This component acts as the gate and is the mechanical device that splits the flow of energy into two paths. One path will transmit to the planetary gears which are connected to the output shaft and the other path is the outer ring gear which is connected to the speed governor2030. The speed governor2030controls the amount of energy or limit of speed that will be allowed to pass through the path of the speed governor2030. In one application using a hydraulic radial piston pump as a speed governor2030, the outer ring of the planetary gear is connected to the outer lobe ring of the hydraulic pump. The outer lobe ring rotates and is resisted by hydraulic pistons that are connected to a stationary part of the Transmission platform. The resistance of the pistons is controlled by valves that can be set to resist a set amount of force, or hydraulic pressure, being applied to the pistons or to open and close on a time basis. The control module of the Transmission platform computes the amount or speed of resistance to be applied and controls the hydraulic valves of the pistons. The outer lobe ring can only pass at a pace allowed by the pistons on the radial piston pump. As resistance is being applied to the pistons, the process slows the pace of the outer lobe ring which redirects energy from the outer ring gear of the planetary gear to the inner planetary gears that connect to the output shaft. Planetary Gear Connection to the Speed Governor FIG.27shows for illustrative purposes only an example of a planetary gear connection to the speed governor of one embodiment.FIG.27shows the power source430ofFIG.4and the planetary gear2210separated from the speed governor with lobed disc and roller bearings connected to pistons2220for illustrative purposes. The carrier gear gate820ofFIG.8shows a satellite gear to carrier gear gate connection pin2710connection. The output shaft2630originates from the carrier gear gate2620and passes through the speed governor2030ofFIG.20. The separation allows viewing the planetary gear to speed governor with lobed disc and roller bearings connected to pistons connection bolt2700. In the above, the radial piston pump was used for illustrative purposes of the mechanics of the transmission platform. In practical applications, a more custom-designed speed controller will be used since the torque and speed requirements cannot be as easily met with a radial piston design. A better design would more resemble a multi-piston caliper and disc brake setup. Instead of using a smooth disc and friction material pads, a lobed disc and roller bearings connected to pistons could be used. There are various types of speed controllers that can be created for the transmission platform depending on the particular use parameters. Depending on the torque and speed requirements, different designs might be better suited than others. Auto industry uses of the transmission platform include energy recovery and reuse (flywheel technology). These uses increase performance with less engine size, and a more efficient manner to store and reuse power. These uses also keep recovered energy in kinetic form. No loss to convert from kinetic to electrical and back and any heat loss or restrictions from battery components. Auto industry uses of the transmission platform also include the enablement of different engine options, for example, diesel. Diesel engines have limited operating speed ranges. Transmission platform CVT can expand the operating range allowing the engine to operate at its most efficient range while delivering increased performance. With the transmission platform CVT, speed is controlled via the transmission and not by throttling the engine. Auto industry uses of the transmission platform include efficient use of turbine engines. Turbines operate most efficiently and deliver their most energy at very high RPMs. Transmission platform CVT allows the greater efficiency of turbines to be applied in the auto industry utilizing two key aspects, first, using the Transmission platform CVT to control the speed desired, and second integrating with flywheel technology to store energy for big on-demand needs. Auto industry uses of the transmission platform further include an increased performance with electric motors. Energy recovery and reuse where the transmission platform CVT provides the ability to capture the kinetic energy in braking applications, store it in a flywheel efficiently and then when needed, allow it to be transmitted back to the drivetrain. High output delivery with moving energy from batteries to a drivetrain in substantial amounts creates heat and resistance. The transmission platform CVT can transmit energy in great amounts quickly, without heat or other restrictions. Electric motors have wide operating ranges, but they lose efficiencies when needed to operate in the broad range needed for high-performance applications. The transmission platform CVT can allow electric motors to stay in their most efficient range while delivering power at all desired speeds of one embodiment. The foregoing has described the principles, embodiments, and modes of operation of the present invention. However, the invention should not be construed as being limited to the particular embodiments discussed. The above-described embodiments should be regarded as illustrative rather than restrictive, and it should be appreciated that variations may be made in those embodiments by workers skilled in the art without departing from the scope of the present invention as defined by the following claims. | 58,152 |
11858354 | The appended drawings are not necessarily to scale, and may present a somewhat simplified representation of various preferred features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes. Details associated with such features will be determined in part by the particular intended application and use environment. DETAILED DESCRIPTION The present disclosure is susceptible of embodiment in many different forms. Representative examples of the disclosure are shown in the drawings and described herein in detail as non-limiting examples of the disclosed principles. To that end, elements and limitations described in the Abstract, Introduction, Summary, and Detailed Description sections, but not explicitly set forth in the claims, should not be incorporated into the claims, singly or collectively, by implication, inference, or otherwise. For purposes of the present description, unless specifically disclaimed, use of the singular includes the plural and vice versa, the terms “and” and “or” shall be both conjunctive and disjunctive, and the words “including”, “containing”, “comprising”, “having”, and the like shall mean “including without limitation”. Moreover, words of approximation such as “about”, “almost”, “substantially”, “generally”, “approximately”, etc., may be used herein in the sense of “at, near, or nearly at”, or “within 0-5% of”, or “within acceptable manufacturing tolerances”, or logical combinations thereof. As used herein, a component that is “configured to” perform a specified function is capable of performing the specified function without alteration, rather than merely having potential to perform the specified function after further modification. In other words, the described hardware, when expressly configured to perform the specified function, is specifically selected, created, implemented, utilized, programmed, and/or designed for the purpose of performing the specified function. Referring to the drawings, wherein like reference numbers refer to like features throughout the several views,FIG.1depicts a mobile system10having a battery electric system12. The battery electric system12in turn includes a high-voltage (HV) battery pack (BHV)13, such as one or more lithium-ion battery packs, or packs constructed another application suitable high-energy battery chemistry. The HV battery pack13is equipped with an emergency disconnect circuit14, a representative embodiment of which is shown inFIG.2. The emergency disconnect circuit14as described in detail herein is configured to rapidly disconnect the HV battery pack13in response to detection of a threshold impact event of the types summarized above, indicative of the mobile system10having collided with or been impacted by another object. Disconnection of the HV battery pack13occurs automatically under such conditions via one or more pyrotechnic switches40and operation of an electronic monitoring unit30under normal conditions. Additionally, the battery electric system12incorporates an emergency disconnect circuit14having a manual disconnect circuit42to facilitate actions of first or second responders, salvage operations, and the like. In the exemplary configuration ofFIG.1, the mobile system10is embodied as a motor vehicle, with the motor vehicle referred to hereinafter as the motor vehicle10for illustrative consistency and clarity. The motor vehicle10includes an interior11, as well as a vehicle body100and road wheels18connected thereto. In some embodiments the vehicle body100includes a knock-out panel100P, the function of which is described below with reference toFIG.2. The battery electric system12, in the non-limiting embodiment ofFIG.1, is operable for generating motor output torque (arrow TO) via one or more electric traction motors (ME)16, and for delivering the motor output torque (arrow TO) to a coupled load (L)180. In the representative embodiment ofFIG.1, such a load180includes the road wheels18and one or more output members160rotatably connecting the load180to the electric traction motor(s)16. In a typical embodiment, the electric traction motor16shown schematically inFIG.1may be embodied as a polyphase/alternating current (AC) rotary electric machine. Accordingly, electrical power needed for energizing individual phase windings17of the electric traction motor16may be provided by a power inverter module (PIM)19, which itself is electrically connected to the propulsion battery pack13via a high-voltage (HV) direct current (DC) bus20having positive (+) and negative (−) voltage rails. As appreciated in the art, operation of the PIM19occurs via internal semiconductor switching typically using, e.g., pulse width or pulse density modulation techniques. High-speed switching control of IGBTs or other suitably constructed semiconductor switches (not shown) housed within the PIM19inverts a DC voltage from the HV battery pack13, in this instance operating as a propulsion battery pack, into a polyphase/AC voltage waveform suitable for energizing the phase windings17of the electric traction motor16when powering the road wheels18. Within the scope of the present disclosure, the battery electric system12ofFIG.1includes additional electrical components, some of which are depicted inFIG.1and others of which are omitted for illustrative clarity. For example, an auxiliary power module (APM)22may be connected to the HV bus20. The APM22is configured as a DC-to-DC voltage converter operable for receiving an input voltage from the HV bus20at a high-voltage level, e.g., 300-volts to 400-volts or more, and for outputting a lower auxiliary voltage of 12-volts in the illustrated embodiment. An auxiliary battery (BAUX)24, also referred to herein as a low-voltage (LV) power supply24, is connected to the APM22via an LV bus120, such that the APM22may be used to maintain a charge level of the auxiliary battery24as needed. When the auxiliary battery24is a 12-volt lead-acid battery in the exemplary embodiment ofFIG.1, the term “low-voltage” as used herein refers to nominal 12-volt levels, with “high-voltage” referring to voltage levels in excess of auxiliary levels, or nominally 300V or more in a possible implementation. An electronic control unit (ECU)50may also be used as part of the battery electric system12. The ECU50, shown schematically inFIG.1, may be embodied as one or more computers or computational nodes responsive to input signals (arrow CC1), with at least some of the input signals (arrow CC1) being measured dynamic or inertial forces on the motor vehicle10, such as acceleration or deceleration, pitch, roll, and/or yaw rate, ground speed, etc. The aforementioned EMU30, which may be a resident component of the ECU50or integral with the pyrotechnic switch40in different embodiments, responds to forces exceeding a calibrated threshold by transmitting an electronic triggering signal (arrow T40) to the pyrotechnic switch40. As appreciated in the art, pyrotechnic switches, fuses, and other pyrotechnic devices of the types contemplated herein are configured to irreversibly fail when activated by an LV current or voltage signal, i.e., the electronic triggering signal (arrow T40). Within the scope of the present disclosure, an electronic triggering signal (arrow T40*) is also selectively discharged to the pyrotechnic switch40by operation of the manual disconnect circuit42. Activation of the pyrotechnic switch40creates an immediate open circuit condition on the HV bus20, such as by severing one or more intervening transfer conductors, thereby effectively disconnecting the HV battery pack13from the HV bus20. In other words, the pyrotechnic switch40is not a resettable switch, but rather is intended to be replaced after it has been ignited, exploded, or otherwise pyrotechnically triggered. Certain programmed control functions of the ECU50lying outside of the scope of the present disclosure may include, e.g., propulsion mode control actions, thermal management of the battery electric system12, battery charging/discharging control actions via a corresponding battery control signal (arrow CC13), etc. Therefore, the input signals (arrow CC1) in one or more embodiments may extend beyond the aforementioned force measurements used to inform the EMU30. In order to perform these and other programmed functions, the ECU50includes application-specific amounts of the memory (M)52and one or more processor(s) (P)54, e.g., microprocessors, central processing units, or application-specific integrated circuits (ASICs), as well as other associated hardware and software, for instance a digital clock or timer, input/output circuitry56, buffer circuitry, etc. The memory52may include sufficient amounts of read only memory, for instance magnetic or optical memory. Signal transmission may occur in the various embodiments over physical transfer conductors such as copper wiring or wirelessly in different embodiments. Referring toFIG.2, the emergency disconnect circuit14enables selective manual disconnection of the HV battery pack13ofFIG.1via the manual disconnect circuit42. Such an option would benefit emergency roadside service efforts, such as by protecting first responders, second responders, or salvage crews from inadvertent contact with the HV bus20when the HV bus20remains energized. The manual disconnect circuit42functions separately from the ordinary automatic triggering of the pyrotechnic switch (PS)40. That is, threshold force or impact events are detected by the EMU30, using the suite of inertial sensors130such as speed sensor operable for measuring ground speed and one or more accelerometers operable for measuring pitch, yaw, and roll rates, lateral acceleration, attitude, etc. The EMU30responds by outputting the electronic triggering signal T40to the pyrotechnic switch40as a small current or voltage signal, as appreciated in the art. Although shown as being part of the ECU50ofFIG.1for illustrative clarity, the EMU30may be optionally embodied as a microchip or microprocessor collocated or integral with the pyrotechnic switch40in a possible implementation. Arrival of the electronic triggering signal T40at the pyrotechnic switch40causes internal pyrotechnically-activated destruction, e.g., via miniature explosive charges as appreciated in the art. As a result, transfer conductors between the HV bus20and the HV battery pack13are quickly and irreversibly severed, thus causing the nearly instantaneous disconnection of the HV battery pack13. While inclusion of the pyrotechnic switch40within the emergency disconnect circuit14ofFIG.2helps ensure automatic and rapid disconnection of the HV battery pack13as noted above, a given impact event may not be of sufficient magnitude for triggering the pyrotechnic switch40. Alternatively, the detected impact event could lead to the triggering of the pyrotechnic switch40and resulting disconnection of the HV battery pack13. Without further testing, however, a responder might be unable to quickly discern whether or not the pyrotechnic switch40and EMU30functioned as expected, and that the HV battery pack13no longer remains connected to the HV bus20. The manual disconnect circuit42ofFIG.2thus provides another reliable way for ensuring that the pyrotechnic switch40has indeed triggered in the expected manner. To that end, the manual disconnect circuit42may include a switch housing420within which is positioned a manual switch45. The switch housing420in some implementations may be an aluminum, plastic, or other lightweight weatherproof container, with external electrical connections to the auxiliary battery24and the pyrotechnic switch40provided via a corresponding electrical connector60A and60B. Although shown schematically for illustrative simplicity inFIG.2, the manual switch45in an actual implementation may be embodied as a two-stage switch, e.g., a pull-and-push or a pull-and-twist mechanism. Such a configuration would help minimize opportunities for inadvertent closing of the manual switch45, e.g., during routine maintenance operations. In a similar manner, the optional knock-out panel100P ofFIG.1could be used to hide the manual switch45from everyday view, and to thus prevent inadvertent access. In an exemplary use scenario, a first responder may arrive at the scene of an event in which the first responder wishes to ensure with a high level of confidence that the HV battery pack13has been disconnected from the HV bus20. To ensure this result, the first responder may locate the manual switch45, e.g., by removing the optional knock-out panel100P. The first responder may then close the manual switch45. As will be appreciated, when the manual switch45is in an open position, i.e., the particular position depicted inFIG.2, the manual switch45forms an open circuit between the auxiliary battery24and the pyrotechnic switch40, and thus the pyrotechnic switch40is activatable solely by normal operation of the EMU30. However, closing of the manual switch45connects the auxiliary battery24to the pyrotechnic switch40, thereby discharging the electronic triggering signal T40* to the pyrotechnic switch40. This action in turn causes the pyrotechnic switch40to immediately fail, thereby disconnecting the HV battery pack13ofFIG.1from the HV bus20in the same manner as the electronic triggering signal T40from the EMU30. In the event a detected force event resulted in prior activation of the pyrotechnic switch40, such as by malfunctioning of the EMU30, the subsequent use of the manual switch45will have no effect. The electronic triggering signal T40* will simply see an open circuit in this case. In the unlikely event the pyrotechnic switch40should fail to activate in response to the electronic triggering signal T40from the EMU30, the subsequent use of the manual switch45will trigger the pyrotechnic switch40, thus resulting in the rapid disconnection of the HV battery pack13. Still referring toFIG.2, a diode D1may be disposed between the auxiliary battery24or other main auxiliary power supply and the manual switch45. The diode D1may be biased to prevent an inadvertent flow of electrical current back to the auxiliary battery24. At the same time, a capacitor C1may be positioned in parallel with the auxiliary battery24to allow for temporary storage of a capacitor voltage VC. Should the auxiliary battery24somehow become disconnected or inoperable during the above-noted impact event, the capacitor voltage VCwill remain available for a short time. Actuation of the manual switch45in such a case, i.e., when the capacitor voltage VCis available, would therefore still result in activation of the pyrotechnic switch40, in this instance due to discharge of the electronic triggering signal T40* to the pyrotechnic switch40. In a possible configuration, the switch housing420may be equipped with another electrical connector60C. In the event a responder should discover that the auxiliary battery24is depleted or has been rendered inoperable, and that the capacitor C1is likewise depleted or damaged, the existence of the electrical connector60C allows the responder to quickly connect an external battery (BEXT)124to the manual disconnect circuit42. Once the external battery124has been connected via the electrical connector60C, e.g., a simple plug-in terminal-to-terminal connection, the manual switch45may be closed in the above-described manner to trigger the pyrotechnic switch40. In this instance, the electronic triggering signal T40* is discharged by the external battery124to the pyrotechnic switch40via another electrical connector60D. The external battery124is thus operable for discharging the electronic triggering signal T40* to the pyrotechnic switch40when the manual switch45is transitioned to the closed position. In a possible implementation, the emergency disconnect circuit14ofFIG.2may be equipped with a light-emitting diode (LED) D2. The optional LED D2is connected to the LV bus120in parallel with and downstream of the manual switch45. In such a position, the electronic triggering signal T40* passing through the LED D2would cause the LED D2to illuminate, such that the LED D2is operable for indicating whether the manual switch45is in the closed position with power flowing therethrough. The LED D2may be positioned adjacent to the manual switch45or at another readily viewable location. Such a parallel connection would be advantageous relative to a series connection, as the latter would not light up in the event the pyrotechnical switch has already deployed or activated, and has thus formed an open circuit. Realization of the various benefits of the present teachings would be facilitated by strategic placement of the emergency disconnect circuit14at a readily accessible location aboard the motor vehicle10ofFIG.1. Depending on the construction of the motor vehicle10, for instance, the emergency disconnect circuit14, and in particular the switch housing420, may be positioned behind the knock-out panel100P on the vehicle body100ofFIG.1as noted above. Such a knock-out panel100P may be part of an external surface of the vehicle body100, e.g., under the hood or trunk lid, or in another suitable location. In this manner, an arriving responder team may carefully remove the knock-out panel100P to expose the manual switch45, close the manual switch45according to its predetermined closing sequence, and thereafter commence with assisting passengers seated within the interior11and/or performing rescue or salvage operations on the motor vehicle10. As will be appreciated by those skilled in the art in view of this disclosure, the solutions set forth above offer enhanced protection from HV hazards after events in which the pyrotechnic switch40would ordinarily be expected to activate, as well as in cases in which it would be desirable to ensure disconnection of the HV battery pack13ofFIG.1from the HV bus20. Although first responders such as police, fire, and rescue personnel, paramedics, and the like stand to directly benefit from implementation of the present teachings, second responders such as tow truck operators, repair personnel, and disposal personnel would likewise benefit from the provided emergency disconnect circuit14. Additionally, the ability to connect various power supplies to the pyrotechnic switch40via the intervening manual disconnect circuit42ensures a more reliable solution in the event the auxiliary battery24is depleted, disconnected, or otherwise unavailable. These and other attendant benefits will be readily appreciated by those skilled in the art in view of the foregoing disclosure. The detailed description and the drawings or figures are supportive and descriptive of the present teachings, but the scope of the present teachings is defined solely by the claims. While some of the best modes and other embodiments for carrying out the present teachings have been described in detail, various alternative designs and embodiments exist for practicing the present teachings defined in the appended claims. Moreover, this disclosure expressly includes combinations and sub-combinations of the elements and features presented above and below. | 19,194 |
11858355 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS JP 2016-132402 A discloses a power supply system including a first DC-DC converter which is connected to a power supply wiring between a switch and an inverter, and a second DC-DC converter which is connected to a power supply wiring between a main battery and the switch. By the power supply system having a configuration as described above, even in a case where the switch fails, it is possible to supply power to a sub-battery using the second DC-DC converter. Further, also in a case where one of the first DC-DC converter and the second DC-DC converter fails, it is possible to supply power to the sub-battery via the other DC-DC converter. Even in the above-described power supply system, in a case where both the first DC-DC converter and the second DC-DC converter fail, power cannot be supplied to the sub-battery, which will result in the vehicle stopping. Further, not only in a case where the DC-DC converter itself fails, but also in a case where a wiring between the DC-DC converter and other equipment is disconnected, the vehicle will stop. Possible causes of failures of the DC-DC converter can include, for example, vehicle collision, flooding, influence of strong external radio waves, or the like. Meanwhile, in a case where two DC-DC converters are mounted on a vehicle, it is considered that the DC-DC converters are mounted at the same position in terms of wiring, or the like. Given the causes of failures as described above, a situation is conceivable where the two DC-DC converters both fail. The present disclosure is directed to providing a power supply system which can easily maintain a state where a vehicle can operate even in the emergency. One aspect of the present disclosure is a vehicle power supply system mounted on a vehicle including a main battery, a power converting apparatus configured to convert DC power of the main battery into AC power, a switch configured to switch a state between energization and cutoff between the main battery and the power converting apparatus, a first DC-DC converter connected to a power supply wiring between the switch and the power converting apparatus, and a second DC-DC converter connected to a power supply wiring between the switch and the main battery. The first DC-DC converter and the second DC-DC converter are mounted at positions distant from each other in the vehicle, and one of the first DC-DC converter and the second DC-DC converter is mounted outside the vehicle interior, and the other is mounted inside the vehicle interior in the vehicle. Another aspect of the present disclosure is a vehicle power supply system mounted on a vehicle including a main battery, a power converting apparatus configured to convert DC power of the main battery into AC power, a switch configured to switch a state between energization and cutoff between the main battery and the power converting apparatus, a first DC-DC converter connected to a power supply wiring between the switch and the power converting apparatus, and a second DC-DC converter connected to a power supply wiring between the switch and the main battery. The first DC-DC converter and the second DC-DC converter are mounted at positions distant from each other in the vehicle, and at least one of the first DC-DC converter and the second DC-DC converter is a bidirectional DC-DC converter. In the above-described vehicle power supply system, the first DC-DC converter and the second DC-DC converter are mounted at positions distant from each other in the vehicle. Therefore, a situation is likely to be avoided where the two DC-DC converters both fail. Further, because at least one of the first DC-DC converter and the second DC-DC converter provided as described above functions, it is possible to maintain a state where the vehicle can operate. Accordingly, a state where the vehicle can operate is likely to be maintained even in the emergency. As described above, according to the above-described aspect, it is possible to provide a power supply system which can easily maintain a state where the vehicle can operate even in the emergency. Embodiment 1 An embodiment according to a vehicle power supply system will be described with reference toFIG.1toFIG.3. A vehicle power supply system1of the present embodiment is a power supply system mounted on a vehicle. As illustrated inFIG.1, the vehicle power supply system1includes a main battery2, a power converting apparatus3, switches4aand4b, a first DC-DC converter51, and a second DC-DC converter52. The power converting apparatus3converts DC power of the main battery2into AC power. The switches4aand4bswitch a state between energization and cutoff between the main battery2and the power converting apparatus3. The first DC-DC converter51is connected to power supply wirings11P and11N between the switches4aand4band the power converting apparatus3. The second DC-DC converter52is connected to power supply wirings12P and12N between the switches4aand4band the main battery2. As illustrated inFIG.2, the first DC-DC converter51and the second DC-DC converter52are mounted at positions distant from each other in a vehicle6. Specifically, one of the first DC-DC converter51and the second DC-DC converter52is mounted in an engine compartment61of the vehicle6, and another one is mounted at a position different from the engine compartment61of the vehicle6. More specifically, one of the first DC-DC converter51and the second DC-DC converter52is mounted in the engine compartment61, and the other one is mounted inside a vehicle interior62of the vehicle6. In the present embodiment, the first DC-DC converter51is mounted in the engine compartment61, and the second DC-DC converter52is mounted inside the vehicle interior62. Here, the vehicle interior62includes not only an occupant space (so-called cabin) where passengers get in, but a trunk, luggage space, space between a cabin and the trunk or the luggage space, or the like.FIG.2illustrates an aspect where the second DC-DC converter52is mounted in space between the cabin and the trunk. Further, the second DC-DC converter52is disposed on a rear side from a center of its entire length in a longitudinal direction of the vehicle6. Meanwhile, the first DC-DC converter51is disposed on a front side from the center of the vehicle6. A specific position where the second DC-DC converter52is disposed inside the vehicle interior62is not limited to the above-described position, and may be, for example, a lower part of a seat, a position between a driver's seat and a passenger's seat, a center console, or the like. Alternatively, the second DC-DC converter52may be disposed in the trunk, the luggage space, or the like. The vehicle power supply system1of the present embodiment is mounted on a hybrid vehicle. As illustrated inFIG.1, the hybrid vehicle includes AC rotating electrical machine131, and an engine132. Further, the hybrid vehicle is configured to drive driving wheels133by at least one of the rotating electrical machine131and the engine132. The power converting apparatus3is connected to the AC rotating electrical machine13via an output wiring31. Further, the power converting apparatus3is configured to be able to convert DC power supplied from power supply wirings11P and11N into AC power to drive the rotating electrical machine13via the output wiring31. That is, the power converting apparatus3includes an inverter. The main battery2is connected to the power converting apparatus3with positive power supply wirings12P and11P and negative power supply wirings12N and11N. A switch4ais provided at the positive power supply wirings12P and11P, and a switch4bis provided at the negative power supply wirings12N and11N. That is, the switch4aswitches a state between energization and cutoff at the positive power supply wirings12P and11P. The switch4bswitches a state between energization and cutoff at the negative power supply wirings12N and11N. The two switches4aand4bare integrated to constitute a system main relay4(hereinafter, referred to as an “SMR4”). A battery monitoring unit14which monitors and controls the main battery2is connected to the power supply wirings12P and12N between the main battery2and the switches4aand4b. The first DC-DC converter51is connected to a pair of positive and negative power supply wirings11P and11N between the switches4aand4band the power converting apparatus3. A sub-battery15is connected to the first DC-DC converter51on the opposite side of the power supply wirings11P and11N. Further, the first DC-DC converter51can step down DC power of the main battery2and supply the power to the sub-battery15. Further, the first DC-DC converter51can also step up DC power of the sub-battery15and supply the power to the power supply wirings11P and11N. The power supplied from the first DC-DC converter51to the power supply wirings11P and11N is supplied to the power converting apparatus3and is used for driving the rotating electrical machine131, or is used for charging the main battery2. In this manner, the first DC-DC converter51is a bidirectional DC-DC converter which is configured to be able to perform step-down from the power supply wiring11P and11N side to the sub-battery15side and perform step-up from the sub-battery15side to the power supply wiring11P and11N side. The second DC-DC converter52is connected to a pair of positive and negative power supply wirings12P and12N between the main battery2and the switches4aand4b. The sub-battery15is connected to the second DC-DC converter52on the opposite side of the power supply wirings12P and12N. That is, both the first DC-DC converter51and the second DC-DC converter52are connected to the sub-battery15. The second DC-DC converter52can also step down DC power of the main battery and supply the power to the sub-battery15. A lower voltage side of the second DC-DC converter52is connected to a lower voltage side of the first DC-DC converter51. That is, the first DC-DC converter51and the second DC-DC converter52are connected to each other on their lower voltage sides and are connected to the sub-battery15. In a similar manner to the first DC-DC converter51, the second DC-DC converter52may be a bidirectional DC-DC converter or may be a DC-DC converter which performs only step-down. The sub-battery15is a battery of which voltage is lower than a voltage of the main battery2. For example, a voltage of the main battery2is approximately 300 V, while a voltage of the sub-battery15is approximately 12 V. The sub-battery15is electrically connected to auxiliary machine16such as, a power steering, an air conditioner and a lamp. Further, power of the sub-battery15is also used for actuating an ECU (electronic control unit) for a vehicle and activating a hybrid system. Further, output power of the first DC-DC converter51is different from output power of the second DC-DC converter52. In the present embodiment, the output power of the second DC-DC converter52is lower than the output power of the first DC-DC converter51. Further, during normal operation, the sub-battery15is charged mainly by the first DC-DC converter51. The second DC-DC converter52performs auxiliary charging of the sub-battery15. Alternatively, it is also possible to perform control so as to prevent the second DC-DC converter52from operating during normal operation, so as to be used as an emergency backup converter. As illustrated inFIG.3, the first DC-DC converter51is provided integrally with the power converting apparatus3. For example, the first DC-DC converter51can constitute a power control unit101with the power converting apparatus3and can be stored in one chassis. Further, the second DC-DC converter52is provided integrally with the main battery2. For example, the second DC-DC converter52can be mounted inside a battery pack102together with the main battery2. In the present embodiment, in addition to the main battery2and the second DC-DC converter52, the SMR4and the battery monitoring unit14are also mounted in the battery pack102. That is, the second DC-DC converter52is provided integrally also with the switches4aand4band the battery monitoring unit14. Further, as illustrated inFIG.2, the power control unit101is mounted in the engine compartment61of the vehicle6. Further, the battery pack102is mounted in the vehicle interior62of the vehicle6. Functions and effects of the present embodiment will be described next. In the above-described vehicle power supply system1, the first DC-DC converter51and the second DC-DC converter52are mounted at positions distant from each other in the vehicle6. Therefore, a situation is likely to be avoided where the two DC-DC converters both fail. That is, if the two DC-DC converters are mounted at the same position in the vehicle6, for example, in a case where there is vehicle collision, flooding, influence of strong external radio waves, or the like, it is highly likely that the two DC-DC converters both fail. In contrast, by the first DC-DC converter51and the second DC-DC converter52being mounted on the vehicle6as described above, it is possible to reduce a possibility that the two DC-DC converters both fail. Further, it is also easier to avoid disconnection of wirings between the DC-DC converters and other equipment than in a case where the two DC-DC converters are mounted at the same position. Further, by at least one of the first DC-DC converter51and the second DC-DC converter52provided as described above functioning, it is possible to maintain a state where the vehicle6can operate. Therefore, it is easy to maintain a state where the vehicle6can operate also in the emergency. For example, a case where the first DC-DC converter51fails will be considered. In this case, it is possible to charge the sub-battery15via the second DC-DC converter52. That is, high-voltage DC power of the main battery2is stepped down at the second DC-DC converter52and supplied to the sub-battery15. By this means, it is possible to continue vehicle operation without power of the sub-battery15becoming insufficient. In the case where the second DC-DC converter52fails, it is possible to charge the sub-battery15via the first DC-DC converter51. Further, in the case where the SMR4fails, and at least one of the switches4aand4bis put into a state where energization is impossible, power is supplied from the main battery2to the power converting apparatus3via the second DC-DC converter52and the first DC-DC converter51. By this means, the vehicle6can operate. Note that the sub-battery15can be charged via the second DC-DC converter52. One of the first DC-DC converter51and the second DC-DC converter52is mounted in the engine compartment61of the vehicle6, and the other is mounted at a position different from the engine compartment61in the vehicle6. By this means, it is possible to avoid the two DC-DC converters from both failing, more effectively. One of the first DC-DC converter51and the second DC-DC converter52is mounted in the engine compartment61, and the other is mounted inside the vehicle interior62. Because inside the vehicle interior62is an environment with relatively less causes of failures, it is possible to suppress a failure of the DC-DC converter mounted inside the vehicle interior62. As a result, it is possible to prevent a situation where the two DC-DC converters both fail, more effectively. Particularly, in the present embodiment, the first DC-DC converter51is mounted in the engine compartment61, and the second DC-DC converter52is mounted inside the vehicle interior62. By this means, it is possible to easily simplify, or the like, wirings between the DC-DC converters and other equipment while securing mountability of the two DC-DC converters on the vehicle6. That is, because the power converting apparatus3and the rotating electrical machine131are normally mounted in the engine compartment61, by the first DC-DC converter51connected to the power converting apparatus3being mounted in the engine compartment61, it is possible to simplify wirings. Meanwhile, because the main battery2is typically mounted inside the vehicle interior62, by the second DC-DC converter52connected to the main battery2being mounted inside the vehicle interior62, it is possible to simplify wirings. Further, the first DC-DC converter51is provided integrally with the power converting apparatus3. By this means, it is possible to shorten a wiring between the first DC-DC converter51and the power converting apparatus3. It is therefore possible to reduce noise due to this wiring. Further, it is possible to also reduce a possibility of disconnection, or the like, between the first DC-DC converter51and the power converting apparatus3. The second DC-DC converter52is provided integrally with the main battery2, the switches4aand4band the battery monitoring unit14. By this means, it is possible to shorten wirings between the second DC-DC converter51, and the main battery2, the switches4aand4band the battery monitoring unit14. It is therefore possible to reduce noise due to these wirings. Further, it is also possible to reduce a possibility of disconnection, or the like, of these wirings. The output power of the first DC-DC converter51is different from the output power of the second DC-DC converter52. Specifically, the output power of the second DC-DC converter52is smaller than the output power of the first DC-DC converter51. By this means, it is possible to make a physical size of the second DC-DC converter52smaller, and, as a result, it is possible to improve mountability of the second DC-DC converter52on the vehicle6. Particularly, when the second DC-DC converter52is mounted inside the vehicle interior62, it is possible to improve a degree of freedom of arrangement. Further, by the output power of the second DC-DC converter52being made smaller, it can be possible to simplify or eliminate cooling means of the second DC-DC converter52. For example, it is possible to cool the second DC-DC converter52using an air-cooling scheme while the first DC-DC converter51is cooled using a liquid-cooling scheme. As a result, it is possible to further improve mountability of the second DC-DC converter52. As described above, according to the present embodiment, it is possible to provide a power supply system which can easily maintain a state where a vehicle can operate even in an emergency. The present disclosure is not limited to the above-described embodiment, and can be applied to various kinds of embodiments within a range not deviating from the gist of the present disclosure. For example, while, in the above-described embodiment, the vehicle power supply system mounted on a hybrid vehicle has been described, for example, the present disclosure can be also applied to a vehicle power supply system mounted on an electric vehicle, a fuel cell vehicle, or the like. Further, while, in the above-described embodiment, a configuration has been described where the second DC-DC converter is provided integrally with the main battery, the SMR and the battery control unit, the second DC-DC converter may be provided integrally with one or two out of the main battery, the SMR and the battery control unit. Further, while, in the above-described embodiment, the vehicle power supply system including two DC-DC converters of the first DC-DC converter and the second DC-DC converter has been illustrated, the present disclosure can be also applied to a vehicle power supply system including three or more DC-DC converters. While the present disclosure has been described in accordance with the embodiment, it is understood that the present disclosure is not limited to the embodiment and structures. The present disclosure incorporates various modified examples and modifications within a range of equivalency. In addition, various combinations and forms, further, other combinations and forms including only one element, equal to or greater than or equal to or less than mentioned previously falls within the scope and a range of idea of the present disclosure. | 20,098 |
11858356 | Further, those skilled in the art will appreciate that elements in the figures are illustrated for simplicity and may not have necessarily been drawn to scale. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the figures by conventional symbols, and the figures may show only those specific details that are pertinent to understanding the embodiments of the present disclosure so as not to obscure the figures with details that will be readily apparent to those skilled in the art having the benefit of the description herein. DETAILED DESCRIPTION OF THE DISCLOSURE For the purpose of promoting an understanding of the principles of the disclosure, reference will now be made to the embodiment illustrated in the figures and specific language will be used to describe them. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Such alterations and further modifications in the illustrated system, and such further applications of the principles of the disclosure as would normally occur to those skilled in the art are to be construed as being within the scope of the present disclosure. It will be understood by those skilled in the art that the foregoing general description and the following detailed description are exemplary and explanatory of the disclosure and are not intended to be restrictive thereof. In the present document, the word “exemplary” is used herein to mean “serving as an example, instance, or illustration.” Any embodiment or implementation of the present subject matter described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments. The terms “comprise”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that one or more devices or subsystems or elements or structures or components preceded by “comprises . . . a” does not, without more constraints, preclude the existence of other devices, sub-systems, additional sub-modules. Appearances of the phrase “in an embodiment”, “in another embodiment” and similar language throughout this specification may, but not necessarily do, all refer to the same embodiment. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this disclosure belongs. The system, methods, and examples provided herein are only illustrative and not intended to be limiting. Throughout this document, the terms browser and browser application may be used interchangeably to mean the same thing. In some aspects, the terms web application and web app may be used interchangeably to refer to an application, including metadata, that is installed in a browser application. In some aspects, the terms web application and web app may be used interchangeably to refer to a website and/or application to which access is provided over a network (e.g., the Internet) under a specific profile (e.g., a website that provides email service to a user under a specific profile). The terms extension application, web extension, web extension application, extension app and extension may be used interchangeably to refer to a bundle of files that are installed in the browser application to add functionality to the browser application. In some aspects, the term application, when used by itself without modifiers, may be used to refer to, but is not limited to, a web application and/or an extension application that is installed or is to be installed in the browser application. Embodiments of the present disclosure disclose a system and method for managing energy consumption across a fleet of telematic devices. The present system leverage value of Internet of Things (IoT) data for smart charging management. The present system develops a telematics data management platform that automates data capturing, normalizing, and storing at scale for any telematics device type and any vehicle. Further, the present system develop algorithms to integrate real-time telematics and vehicle battery management system (BMS) data with the charging optimization algorithm and coordinate seamlessly across a power grid and vehicle fleets. Further, the present system automates telematics data integration through use of machine learning algorithms. This leverages automating feature engineering. The present system provides methods for data gap filling, normalization, and efficient data storage such that the SCM system can make energy management recommendations that incorporate telematics data, route information, environmental conditions, real time traffic information and driving behaviours. The present system includes development of an application programming interface (API)-driven microservice centric architecture. In order to handle this variety, velocity and volume of data, the present system creates a metadata-based virtual vehicle modelling environment such that business users have the ability to map incoming data to vehicles and sensors for consolidation into a real-time data lake. This vehicle modelling environment is a distinct innovation, as a data ingestion and normalization algorithm reduces the need to programmatically build integration for each new vehicle. The significant impact to the business users is that it reduces time to market from months down to days for onboarding new vehicles and telematics platforms. Referring now to the drawings, and more particularly toFIGS.1through5, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments and these embodiments are described in the context of the following exemplary system and/or method. FIG.1is a block diagram illustrating an exemplary cloud computing environment100for managing energy consumption across a fleet116of telematic devices112A-N in accordance with an embodiment of the present disclosure. According toFIG.1, the cloud computing environment100comprises a cloud computing system102which is capable of delivering cloud applications such as web applications to a user device106. Throughout the specification the term ‘cloud computing system’ may also be referred as ‘system’ and the ‘computing system’. The cloud computing system102is connected to the user device106via a network104(e.g., Internet). The cloud computing system102is also connected to a local environment110via the network104. The local environment110may be an environment comprising power grids114A-N and a fleet116of one or more telematic devices112A-N deployed. The local environment110may be geographically distributed. The local environment100may further comprise additional power components or other components known in the art and hence not shown. The one or more telematic devices112A-N may be deployed onto EVs such as motor vehicles or any other assets. The one or more telematic devices112A-N may correspond to different vendors, where the vendors are referred to as various providers of telematics devices and telematics data. For example, the one of the one or more telematic devices112A-N may be from Geotab, the other may be from Samsara, the other from Verizon connect and so on. Hence, each of the one or more telematic devices112A-N may have different device compatibility and different device configurations. Due to these varied device types and configurations, seamlessly integrating such telematic devices were a challenge in conventional system. This has now been overcome using the cloud computing system102capable of seamless integrating such varied types of telematic devices onto the cloud network efficiently. The one or more telematic devices112A-N are configured for transmitting the vehicle operation data periodically to the cloud computing system102via the network104. The one or more EVs may be deployed with one or more IoT-enabled devices for capturing real time operation data of the vehicles and transmitting the captured real time data to the cloud computing system102. The one or more telematic devices112A-N also transmit the captured operation data to one or more power grids114A-N deployed within the local environment110. The fleet116of the one or more telematic devices112A-N thus comprises a variety of telematic devices from the different vendors and may be geographically distributed. In case, a user of the user device106wishes to obtain and manage a full view of the fleet161of the one or more telematic devices112A-N, then the cloud computing system102provides an overall overview of such fleet116of the one or more telematic devices112A-N. The cloud computing system102may host a platform or web application for managing energy consumption across the fleet116of the one or more telematic devices112A-N. The cloud computing system102comprises a data management subsystem118and an energy management subsystem120. The data management subsystem118is configured to obtain the operation data of the vehicles from the one or more telematic devices112A-N and process such obtained operation data. The energy management subsystem120is configured to build energy management models, generate energy model management decisions and manage the generated energy management decisions for the overall local environment110. A detailed view of the cloud computing system102is provided inFIG.2. Although,FIG.1illustrates the cloud computing system102connected to one user device106and one local environment110, one skilled in the art can envision that the cloud computing system102can be connected to several user devices and several local environments located at different locations via the network104. The user devices106can be a laptop computer, desktop computer, tablet computer, smartphone, wearable device, smart watch and the like. The user device106can access web applications via a local web browser to manage the energy management decisions of the fleet116of the one or more telematic devices112A-N. Each of the user devices106are provided with a user account based on type of the user. For example, the type of the user may be a business user or an end customer, telematic device provider or a vendor, an administrator, and the like. Each user information such as user credentials, user type, user privileges are stored within the cloud computing system102. Each user is given access to a cloud platform based on successful authentication. Each user is associated with roles and responsibilities. The web application112may be a normal website that includes extra metadata that is installed as part of the browser application. In an embodiment, the web applications112may be deployed on the cloud computing system102or on any external enterprise data centre. The cloud computing system102includes a cloud interface, cloud hardware and OS, a cloud computing platform, and a database. The cloud interface enables communication between the cloud computing platform and the user device106. Also, the cloud interface enables communication between the cloud computing platform and the one or more telematic devices112A-N. The cloud hardware and OS may include one or more servers on which an operating system is installed and including one or more processing units, one or more storage devices for storing data, and other peripherals required for providing cloud computing functionality. The cloud computing platform is a platform which implements functionalities such as data storage, data analysis, data processing, data communication on the cloud hardware and OS via APIs and algorithms and delivers the aforementioned cloud services. The cloud computing platform may include a combination of dedicated hardware and software built on top of the cloud hardware and OS. As used herein, “cloud computing environment” refers to a processing environment comprising configurable computing physical and logical assets, for example, networks, servers, storage, applications, services, etc., and data distributed over the cloud platform. The cloud computing environment100provides on-demand network access to a shared pool of the configurable computing physical and logical assets. The server may include one or more servers on which the OS is installed. The servers may comprise one or more processors, one or more storage devices, such as, memory units, for storing data and machine-readable instructions for example, applications and APIs, and other peripherals required for providing cloud computing functionality. Those of ordinary skill in the art will appreciate that the hardware depicted inFIG.1may vary for particular implementations. For example, other peripheral devices such as an optical disk drive and the like, Local Area Network (LAN), Wide Area Network (WAN), Wireless (e.g., Wi-Fi) adapter, graphics adapter, disk controller, input/output (I/O) adapter also may be used in addition or in place of the hardware depicted. The depicted example is provided for the purpose of explanation only and is not meant to imply architectural limitations with respect to the present disclosure. Those skilled in the art will recognize that, for simplicity and clarity, the full structure and operation of all data processing systems suitable for use with the present disclosure is not being depicted or described herein. Instead, only so much of a cloud computing system102as is unique to the present disclosure or necessary for an understanding of the present disclosure is depicted and described. The remainder of the construction and operation of the cloud computing system102may conform to any of the various current implementations and practices known in the art. FIG.2is a block diagram illustrating an exemplary cloud computing system102, such as those shown inFIG.1, capable of managing energy consumption across a fleet116of telematic devices112A-N in accordance with an embodiment of the present disclosure. InFIG.2, the cloud computing system102comprises a processor202, a memory204, and a database206. The processor202, the memory204and the database206are communicatively coupled through a system bus208or any similar mechanism. The memory204comprises a plurality of subsystems in the form of programmable instructions executable by the one or more processors202. The plurality of subsystems further includes a data management subsystem118and an energy management subsystem120such as those shown inFIG.1. The data management subsystem118comprises operation data receiver subsystem210and operation data processing subsystem212. The energy management subsystem120further comprises energy management model generation subsystem214, energy management decision generation subsystem216, energy decision management subsystem218and an output subsystem220. The processor(s)202, as used herein, means any type of computational circuit, such as, but not limited to, a microprocessor unit, microcontroller, complex instruction set computing microprocessor unit, reduced instruction set computing microprocessor unit, very long instruction word microprocessor unit, explicitly parallel instruction computing microprocessor unit, graphics processing unit, digital signal processing unit, or any other type of processing circuit. The processor(s)202may also include embedded controllers, such as generic or programmable logic devices or arrays, application specific integrated circuits, single-chip computers, and the like. The computing system102may be a cloud computing system or a remote server. The memory204may be non-transitory volatile memory and non-volatile memory. The memory204may be coupled for communication with the processor(s)202, such as being a computer-readable storage medium. The processor(s)202may execute machine-readable instructions and/or source code stored in the memory204. A variety of machine-readable instructions may be stored in and accessed from the memory204. The memory204may include any suitable elements for storing data and machine-readable instructions, such as read only memory, random access memory, erasable programmable read only memory, electrically erasable programmable read only memory, a hard drive, a removable media drive for handling compact disks, digital video disks, diskettes, magnetic tape cartridges, memory cards, and the like. In the present embodiment, the memory204includes a plurality of subsystems stored in the form of machine-readable instructions on any of the above-mentioned storage media and may be in communication with and executed by the processor(s)202. The operation data receiver subsystem210is configured for receiving real time vehicle operation data from a fleet116of one or more telematic devices112A-N via a communication network104. The real time vehicle operation data comprises at least one of a set of parameters that includes, but is not limited to vehicle speed, location, outside temperature, battery state of charge (SoC), battery temperature, other battery characteristics, odometer readings, vehicle diagnostics, accelerometer data, and the like. The real time vehicle operation data may be received periodically or at time intervals as defined. The real time operation data received from one of the one or more telematic devices112A-N may be in a different format from that received from another telematic devices112A-N. The data format depends upon the type of fleet116and type of the vehicle. The operation data receiver subsystem210is further capable of push and pull capabilities. The operation data receiver subsystem210is scalable to arbitrary number of vehicles and fleets. The operation data receiver subsystem210also has the ability to stream real-time data with in-stream analytics e.g., hard vehicle braking, detection of insufficient charge (SoC), or available range to reach a given destination. The operation data processing subsystem212is configured for processing the received real time vehicle operation data using one or more artificial intelligence device integration models. The one or more artificial intelligence device integrations models may use a canonical data model e.g., to predict what vehicle is connected to which charger based on the predictive integration models. In processing the received real time vehicle operation data using the one or more artificial intelligence device integration models, the operation data processing subsystem212is configured for aggregating the received real time vehicle operation data received from the fleet116of the one or more telematic devices112A-N. This is achieved using statistical and machine learning techniques based on the training data received from the vehicle telematic subsystem. Further, the operation data processing subsystem212is configured for extracting one or more vehicle operation parameters from the received real time vehicle operation data. The one or more vehicle operation parameters comprises variable energy rates, route characteristics, duty cycles, charging infrastructure, vehicle data to include battery SoC, battery temperature, other battery characteristics, odometer, vehicle diagnostics, accelerometer data, environmental conditions and the like. Further, the operation data processing subsystem212is configured for mapping the extracted one or more vehicle operation parameters with a prestored set of one or more vehicle operation parameters based on type of the one or more telematic devices. The type of the one or more telematic devices may be decided based on vendor or device configuration or device application, such as utility, delivery, mobility and the like. For example, vehicle speed parameter is mapped to a prestored vehicle speed threshold value, inferring for example fuel consumed by the vehicle for certain ranges of speeds covered by the vehicle. The prestored set of one or more vehicle operation parameters may be stored in a canonical data model. Further, the operation data processing subsystem212is configured for transforming the mapped one or more vehicle operation parameters from a source device data format to a standard device data format. The standard device data format is predefined and stored in the cloud computing system102. Each of the real time vehicle data corresponds to a source format depending on type of the vehicle deploying the one or more telematic devices112A-N. In order to process such real time vehicle data, the cloud computing system102first converts the real time vehicle data into standard format. According to some embodiments, the standard format is a standardized schema normalized for encoding, sampling rate, and interpolation and extrapolation based on the quality and quantity of input data. These parameters allows the seamless integration and processing of the device data by the consuming algorithms. This capability of transformation into standard format enables creation of a single point of integration between a canonical data model and a vendor data streams, through the creation of a hub and spoke model instead of point-to-point customized integration (which is used conventionally). Further, the operation data processing subsystem212is configured for generating the one or more artificial intelligence device integration models for the fleet116of the one or more telematic devices112A-N based on the transformed one or more vehicle operation parameters. The one or more artificial intelligence device integration model represents dynamic relationship between the transformed one or more vehicle operation parameters and the fleet116of the one or more telematic devices112A-N based on the type of the one or more telematic devices. The type of the one more telematic devices may be Geotab devices, Samsara devices, Verizon devices, and the like. The one or more artificial intelligence device integration models may be, but are not limited to, a neural network model or a classification model. For example, the one or more artificial intelligence device integration model provides an overview of overall type, number, location of telematic devices112A-N comprised in the fleet116in the form of a graph or a table or any other format. The operation data processing subsystem212has in-flight data transformation capabilities and enables end-user calculations and feature-engineering on real-time data. The energy management model generation subsystem214is configured for generating one or more artificial intelligence-based energy management models for the fleet116of the one or more telematic devices112A-N based on the processed real time vehicle operation data. In generating the one or more artificial intelligence-based energy management models for the fleet116of the one or more telematic devices112A-N based on the processed real time vehicle operation data, the energy management model generation subsystem214is configured for determining a vehicle route score of the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. The vehicle route score is determined based on elevation, weather and road conditions of the vehicle. Further, the energy management model generation subsystem214is configured for determining a fleet score for the fleet116of the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. This is achieved by aggregating measures, to include, but are not limited to, the route score, vehicle score, battery score, weather score, driver score, and charging infrastructure score across operational variables at a fleet level. Further, the energy management model generation subsystem214is configured for determining a vehicle driving score for the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. This score is determined using driving behaviour of the driver of the vehicle as it relates to local conditions such as topology and weather. Furthermore, the energy management model generation subsystem214is configured for determining a vehicle energy consumption rate for the fleet116of the one or more telematic devices112A-N based on the determined vehicle route score, the fleet score and the vehicle driving score. For each specific route, a fleet may have different scores on a specific day based on static and variable operational parameters. These scores are integrated for charging and scheduling optimization recommendations. Furthermore, the energy management model generation subsystem214is configured for generating the one or more artificial intelligence-based energy management models for the fleet116of the one or more telematic devices112A-N based on the determined vehicle energy consumption rate. The one or more artificial intelligence-based energy management models, to include regression models, classification models, or unsupervised learning algorithms, indicates the impact of the one or more vehicle operation parameters on the determined vehicle energy consumption rate. The energy management decision generation subsystem216is configured for generating one or more energy management decisions for the fleet116of the one or more telematic devices112A-N based on the generated one or more artificial intelligence-based energy management models. The one or more energy management decisions comprises charge optimization solutions, route optimization solutions, predictive maintenance, driver training, operation incidence management, charger allocation, rerouting, and optimal scheduling predictions. In generating the one or more energy management decisions for the fleet116of the one or more telematic devices112A-N based on the generated one or more artificial intelligence-based energy management models, the energy management decision generation subsystem216is configured for predicting one or more energy management parameters for the fleet116of the one or more telematic devices112A-N based on the generated one or more artificial intelligence-based energy management models. The one or more energy management parameters comprises charge optimization recommendations, route optimization recommendation, telematics data, environmental condition data, real time traffic data and driving behavior data, charging infrastructure data, duty cycle data and the like. The prediction may be based on hour, a day, a week or any time interval required by the user. The energy decision management subsystem218is configured for managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using a web application. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the energy decision management subsystem218is configured for simulating the generated one or more energy management decisions on a virtual simulation environment emulating a physical computing environment. The virtual simulation environment comprises a similar setup as that of the real local environment110comprising all components and configurations. The physical computing environment may be the local environment110. The simulation is performed to validate the one or more energy management decisions. Upon simulation, if the results of simulation are negative, then the energy decision management subsystem218updates driver scoring and geofencing values and again performs simulation on these new values. The geofencing value helps in detecting when vehicle is in depot for charging. The geofencing value may also be calculated along with EV route score, driver score, EV fleet score and the like. Further, the energy decision management subsystem218is configured for deploying the one or more energy management decisions on the physical computing environment comprising the fleet116of the one or more telematic devices112A-N upon successful simulation. Furthermore, in managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the energy decision management subsystem218is configured for generating visualization reports on the generated one or more energy management decisions. The visualization reports may be analytical reports indicating charging and optimization recommendations to the user. Further, the energy decision management subsystem218is configured for outputting the generated visualization reports on a user interface108. Furthermore, in managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the energy decision management subsystem218is configured for receiving one or more customization inputs on the generated one or more energy management decisions from one or more users. The one or more customization inputs may be change in the number of telematic devices112A-N, addition, deletion or modification of the telematic devices112A-N, change to device configuration, or the like. Further, the energy decision management subsystem218is configured for updating the generated one or more energy management decisions based on the received one or more customization inputs. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the energy decision management subsystem218is configured for encrypting the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N. Further, the energy decision management subsystem218is configured for transmitting the encrypted one or more energy management decisions to at least one of the fleet116of the one or more telematic devices112A-N, the one or more telematic devices112A-N, an external power device, a user device, and a cloud server. The energy decision management subsystem218is configured for tenant-centric management of customer data. The tenants are the one or more telematic devices112A-N. the customer data corresponds to user data of the user device106. The energy decision management subsystem218is configured for data anonymization. Further, the energy decision management subsystem218is configured for data encryption at-rest and in-motion. In an embodiment, the plurality of subsystems further comprises a registration subsystem configured for registering the fleet116of the one or more telematic devices112A-N based on one or more device configuration information. The registration subsystem is configured for registration of associating device(s) (and their corresponding data) to vehicles/fleets and their charging information. Further, the plurality of subsystems comprises an output subsystem220for displaying and rendering the one or more energy management decisions, visualization reports, analytical data, and the like. The storage unit206stores the information relating to the fleet116of the one or more telematic devices112A-N, the one or more registered users, and other related information. The storage unit206is, for example, a structured query language (SQL) data store. The storage unit206is configured as cloud-based database implemented in the computing environment100, where software application are delivered as a service over a cloud platform. The storage unit206, according to another embodiment of the present disclosure, is a location on a file system directly accessible by the plurality of subsystems. The storage unit206is also responsible for caching and regular updating of telematic device metadata. The storage unit206stores operation data of the vehicle with synchronization to the cloud in the absence of internet connectivity. The processed operation data are stored according to canonical data model, agnostic of telematics service providers, with raw data stored in unstructured format for further analytics. FIG.3is a block diagram illustrating various components of an energy decision management subsystem218such as those shown inFIG.2, in accordance with an embodiment of the present disclosure. InFIG.3, the energy decision management subsystem218comprises a dashboard view302, a vehicle list view304, a schedule view306, a charging view308, a charging ports view310, a routes view312, users view314, services view316, a utility rate view318, reports view320, analytics view322, and a system integration view324. The dashboard view302shows the overall status of the charging depot. It shows what vehicle is connected to which charger, and also shows the energy delivered. The dashboard view302also shows the overall number and status of system faults and errors, along with the current power being delivered to the vehicles. The vehicle list view304shows the vehicle registration and tracking along with the vehicle's battery capacity and efficiency and other vehicle parameters. The schedule view306shows data related to the duty cycle and driver allocation of the vehicle for static and dynamic routes to include route length, arrival, and departure times along with other route parameters calculated by the route subsystem. The charging view308displays and provides the real-time data on the battery state of the vehicles if they are connected or the last battery state along with the charging session if they are enroute to a destination. The charging port view310provides the most updated data about the known charger in the system. Continuing withFIG.3, the routes view312shows calculated route length, terrain type, traffic, weather, and other parameters that are provided into the scheduling algorithm for optimal energy delivery. The users view314shows the authorized users in the system. The users may be depot managers, drivers, technicians, or other authorized personnel. This view also provides personnel phone numbers and email addresses. The services view316captures the real-time data of errors and faults that are occurring in the overall charging system and allows for workflow functions to attempt to mitigate the errors. The utility rate view318provides the ability to assign the utility rates that are provided by a utility rate database that contains the most updated “time of use” rates and demand charges for electricity. The reports view320provides the reporting functionality and various reports on the energy consumption by each vehicle and chargers and can be provided on a daily, weekly, or monthly schedule. The analytics view322provides the KPIs for the charge management system and calculates fleet score and uptime, as well as driving and charging characteristics. Finally, the system integration view324provides the status of other systems from which data is being collected for charging management optimization. FIG.4is a process flow diagram illustrating an exemplary method400for managing energy consumption across a fleet116of telematic devices112A-N in accordance with an embodiment of the present disclosure. At step402, a real time vehicle operation data is received from the fleet116of the one or more telematic devices112A-N via the communication network104. At step404, the received real time vehicle operation data is processed using one or more artificial intelligence device integration models. At step406, one or more artificial intelligence-based energy management models are generated for the fleet116of the one or more telematic devices112A-N based on the processed real time vehicle operation data. At step408, one or more energy management decisions for the fleet116of the one or more telematic devices112A-N are generated based on the generated one or more artificial intelligence-based energy management models. At step410, the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N are managed using a web application. In processing the received real time vehicle operation data using the one or more artificial intelligence device integration models, the method400comprises aggregating the received real time vehicle operation data received from the fleet116of the one or more telematic devices112A-N. The method400comprises extracting one or more vehicle operation parameters from the received real time vehicle operation data. The method400further comprises mapping the extracted one or more vehicle operation parameters with a prestored set of one or more vehicle operation parameters based on type of the one or more telematic devices112A-N. Also, the method400comprises transforming the mapped one or more vehicle operation parameters from a source device data format to a standard device data format. Also, the method400further comprises generating the one or more artificial intelligence device integration models for the fleet116of the one or more telematic devices112A-N based on the transformed one or more vehicle operation parameters. The one or more artificial intelligence device integration model represents dynamic relationship between the transformed one or more vehicle operation parameters and the fleet116of the one or more telematic devices112A-N based on the type of the one or more telematic devices112A-N. In generating the one or more artificial intelligence-based energy management models for the fleet116of the one or more telematic devices112A-N based on the processed real time vehicle operation data, the method400comprises determining a vehicle route score of the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. The method400further comprises determining a fleet score for the fleet116of the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. The method400further comprises determining a vehicle driving score for the one or more telematic devices112A-N based on the extracted one or more vehicle operation parameters. The method400further comprises determining a vehicle energy consumption rate for the fleet116of the one or more telematic devices112A-N based on the determined vehicle route score, the fleet score and the vehicle driving score. Furthermore, the method400comprises generating the one or more artificial intelligence-based energy management models for the fleet116of the one or more telematic devices112A-N based on the determined vehicle energy consumption rate. The one or more artificial intelligence-based energy management models indicates impact of the one or more vehicle operation parameters on the determined vehicle energy consumption rate. In generating the one or more energy management decisions for the fleet116of the one or more telematic devices112A-N based on the generated one or more artificial intelligence-based energy management models, the method400comprises predicting one or more energy management parameters for the fleet116of the one or more telematic devices112A-N based on the generated one or more artificial intelligence-based energy management models. The one or more energy management parameters comprises charge optimization recommendations, route optimization recommendation, telematics data, environmental condition data, real time traffic data and driving behaviour data, charging infrastructure data, and duty cycle data. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the method400comprises simulating the generated one or more energy management decisions on a virtual simulation environment emulating a physical computing environment. The method400comprises deploying the one or more energy management decisions on the physical computing environment comprising the fleet116of the one or more telematic devices112A-N upon successful simulation. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the method400comprises generating visualization reports on the generated one or more energy management decisions. Further, the method400comprises outputting the generated visualization reports on a user interface108. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the method400comprises receiving one or more customization inputs on the generated one or more energy management decisions from one or more users. The method400comprises updating the generated one or more energy management decisions based on the received one or more customization inputs. In managing the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N using the web application, the method400comprises encrypting the generated one or more energy management decisions for the fleet116of the one or more telematic devices112A-N. The method400further comprises transmitting the encrypted one or more energy management decisions to at least one of the fleet116of the one or more telematic devices112A-N, the one or more telematic devices112A-N, an external power device, a user device, and a cloud server. The method400further comprises registering the fleet116of the one or more telematic devices112A-N based on one or more device configuration information. FIG.5is an exemplary graphical user interface (GUI) screen500of a web application capable of managing energy consumption across a fleet116of telematic devices112A-N in accordance with an embodiment of the present disclosure. In this example, the dashboard view302is shown. The GUI screen500depicts an overview of the cloud platform for managing energy consumption across the fleet116of the one or more telematic devices112A-N. The cloud platform may be a web application hosted on a cloud server, for example. The views of the cloud platform depends on the user profile. The end user manages the dashboard view based on his requirement. Various embodiments of the present system provide a technical solution to the problem of seamless integration of fleet116of one or more telematic devices112A-N and managing energy consumption thereof. The present system provides ability to generate an anonymized real-world fleet operation data set. The present systems seeks cooperation from fleet managers and telematics suppliers, as they provide real-time onboard device data on the fleet's behalf. Additionally, this enables the present system to integrate fleets rapidly through the use of automation and artificial intelligence techniques, therefore achieving the goal of efficient energy optimization. The written description describes the subject matter herein to enable any person skilled in the art to make and use the embodiments. The scope of the subject matter embodiments is defined by the claims and may include other modifications that occur to those skilled in the art. Such other modifications are intended to be within the scope of the claims if they have similar elements that do not differ from the literal language of the claims or if they include equivalent elements with insubstantial differences from the literal language of the claims. The embodiments herein can comprise hardware and software elements. The embodiments that are implemented in software include but are not limited to, firmware, resident software, microcode, etc. The functions performed by various modules described herein may be implemented in other modules or combinations of other modules. For the purposes of this description, a computer-usable or computer readable medium can be any apparatus that can comprise, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The medium can be an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system (or apparatus or device) or a propagation medium. Examples of a computer-readable medium include a semiconductor or solid-state memory, magnetic tape, a removable computer diskette, a random-access memory (RAM), a read-only memory (ROM), a rigid magnetic disk and an optical disk. Current examples of optical disks include compact disk-read only memory (CD-ROM), compact disk-read/write (CD-R/W) and DVD. Input/output (I/O) devices (including but not limited to keyboards, displays, pointing devices, etc.) can be coupled to the system either directly or through intervening I/O controllers. Network adapters may also be coupled to the system to enable the data processing system to become coupled to other data processing systems or remote printers or storage devices through intervening private or public networks. Modems, cable modem and Ethernet cards are just a few of the currently available types of network adapters. A representative hardware environment for practicing the embodiments may include a hardware configuration of an information handling/computer system in accordance with the embodiments herein. The system herein comprises at least one processor or central processing unit (CPU). The CPUs are interconnected via system bus to various devices such as a random-access memory (RAM), read-only memory (ROM), and an input/output (I/O) adapter. The I/O adapter can connect to peripheral devices, such as disk units and tape drives, or other program storage devices that are readable by the system. The system can read the inventive instructions on the program storage devices and follow these instructions to execute the methodology of the embodiments herein. The system further includes a user interface adapter that connects a keyboard, mouse, speaker, microphone, and/or other user interface devices such as a touch screen device (not shown) to the bus to gather user input. Additionally, a communication adapter connects the bus to a data processing network, and a display adapter connects the bus to a display device which may be embodied as an output device such as a monitor, printer, or transmitter, for example. A description of an embodiment with several components in communication with each other does not imply that all such components are required. On the contrary, a variety of optional components are described to illustrate the wide variety of possible embodiments of the invention. When a single device or article is described herein, it will be apparent that more than one device/article (whether or not they cooperate) may be used in place of a single device/article. Similarly, where more than one device or article is described herein (whether or not they cooperate), it will be apparent that a single device/article may be used in place of the more than one device or article or a different number of devices/articles may be used instead of the shown number of devices or programs. The functionality and/or the features of a device may be alternatively embodied by one or more other devices which are not explicitly described as having such functionality/features. Thus, other embodiments of the invention need not include the device itself. The specification has described a method and a system for performing context-based application disablement on an electronic device. The illustrated steps are set out to explain the exemplary embodiments shown, and it should be anticipated that ongoing technological development will change the manner in which particular functions are performed. These examples are presented herein for purposes of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed. Alternatives (including equivalents, extensions, variations, deviations, etc., of those described herein) will be apparent to persons skilled in the relevant art(s) based on the teachings contained herein. Such alternatives fall within the scope and spirit of the disclosed embodiments. Also, the words “comprising,” “having,” “containing,” and “including,” and other similar forms are intended to be equivalent in meaning and be open-ended in that an item or items following any one of these words is not meant to be an exhaustive listing of such item or items or meant to be limited to only the listed item or items. It must also be noted that as used herein and in the appended claims, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise. Finally, the language used in the specification has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based here on. Accordingly, the embodiments of the present invention are intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims. | 49,100 |
11858358 | FIG.1ashows a side view of a current collector20having a sliding element10and the device according to the invention for fastening the sliding element to an apparatus for receiving and aligning a carrier (rocker) to the current collector. The sliding element10has a carrier11and a carbon contact piece12, wherein the carbon contact piece is fastened with an electrically conducting adhesive to the carrier11. The sliding element10is fastened at two fastening points30to the current collector20. A compressed air feed pipe45is guided to the fastening points30via the current collector. InFIG.1a, a section A-A is identified, which is depicted inFIG.1b. A perspective view of the current collector20having two sliding elements10fromFIGS.1aand1bis depicted inFIG.1c. Each sliding element10is connected at two fastening points30, in each case, to the current collector20. Electrical connections22for contacting the sliding element10are further depicted inFIG.1. It is assumed below that the sliding element10is fastened to a receptacle of the rocker, even if a fastening to the current collector is referred to. FIGS.2aand2bshow two sectional views of the device according to the invention for fastening a sliding element10to a current collector20fromFIGS.1a-cin the region of a fastening point30. In the carrier11, a compressed air duct13for compressed air monitoring or respectively compressed air detection of the carbon contact piece12is formed. At the fastening point30a detent means31is formed on the sliding element10, which detent means has a through hole for compressed air33in the interior. The detent means31is inserted and locked in a receptacle32. The receptacle32has a through hole for compressed air34. The fact that the detent means31and receptacle32engage in one another means that the through holes33and34form a continuous compressed air through hole through the fastening point30. The compressed air is guided through a compressed air feed pipe45into the through hole34of the receptacle32, through the through hole34of the receptacle32into the through hole33of the detent means31and from there directly into the compressed air duct13of the carrier11. Thus, no separate connection of the compressed air supply is required since the pneumatic connection is established simultaneously during the inserting and locking of the detent means31in the receptacle32. In the embodiment depicted inFIGS.2aand2b, the receptacle32is fixed by means of a screw connection71in an adapter70which is, in turn, fastened by a further screw connection72to the current collector20. This allows a rapid installation and change of the device for fastening the sliding element10to the current collector20. FIG.3ashows a side view,FIG.3bshows a sectional view andFIG.3cshows a perspective view of a sliding element10having the device according to the invention for fastening to a current collector20in a second embodiment. As inFIGS.1aand1b, the sliding element10is formed with a carrier11and a carbon contact piece12, which is fastened with an electrically conductive adhesive to the carrier11. The sliding element10is initially introduced at two fastening points30, in each case, into an apparatus40for receiving and aligning the carrier11and is connected through this to the current collector20. The section A-A identified inFIG.3ais depicted inFIG.3b. FIGS.4aand4bhow two sectional views of the fastening point fromFIGS.3a-c. The apparatus40for receiving and aligning the carrier11is formed as a trough-shaped carrier structure which corresponds to the form of the carrier11. The trough-shaped structure is connected by means of a screw connection73to the current collector20. If the sliding element10having the carrier11is to be fastened to the current collector20, it is placed at both fastening points30, in each case, in the trough-shaped structure110, and in this manner simultaneously aligned. At each fastening point30, the detent means31is guided through a recess in the trough-shaped structure and into the receptacle32where it locks. In this second embodiment as well, a compressed air feed pipe45is provided, which guides compressed air from the current collector20through the through holes33and34which are in engagement with one another into the compressed air duct13of the carrier11. FIGS.5a-c, the formation of outwardly directed curved projections35of the detent means31and corresponding projections36aor respectively cavities36bof the receptacle32are depicted, by way of example, in three sectional views. FIG.5ashows an embodiment, in which projections36acorresponding to the projections35of the detent means31are formed in the receptacle and, following the insertion of the detent means31into the receptacle32, are locked in the direction of the depicted arrow behind the projections36a.FIG.5bshows the situation if cavities36bcorresponding to the projections35of the detent means31are formed in the receptacle32.FIG.5cshows a combination form fromFIGS.5aand5b. In all the depicted variants, the projections can be formed along the entire circumference of the detent means31or respectively the interior of the receptacle32or can be formed with interruptions. FIGS.6aand6bschematically show the formation of a projection35of the detent means31as a movably supported element50which is connected to a biasing mechanism55. The rest position of the movably supported element50is depicted inFIG.6a. The movably supported element50is pressed outwards by the biasing mechanism55and at least partially arranged projecting from the detent means31so that it forms an outwardly curved projection35.FIG.6bshows the movably supported element50pressed by an action of force, depicted by an arrow identified with F, into the interior of the detent means. This position of the movably supported element50is taken up when the detent means31is inserted into the receptacle32. As soon as the movably supported element50is guided past a projection36aof the receptacle32or arrives in the region of a cavity36bin the receptacle32, the movably supported element50is pressed outwards again by the biasing mechanism55so that the movably supported element50locks behind the projection36aor in the cavity36b. In addition, the biasing mechanism55can have an operating element60(not depicted) which can be actuated by an engineer when installing or changing the sliding element, in order to move movably supported elements50into the interior of the detent means31and, in this manner, facilitate the installation and release of the sliding element10from the current collector20. REFERENCE NUMERALS 10Sliding element11Carrier12Carbon contact piece13Compressed air duct20Current collector22Electrical connection30Fastening point31Detent means32Receptacle for detent means3133,34Through hole for compressed air35Projection of the detent means3136aCorresponding projection in the receptacle3236bCorresponding cavity in the receptacle3240Apparatus for receiving and aligning the carrier1145Compressed air feed pipe50Movably supported element55Biasing mechanism60Operating element70Adapter for fastening to the current collector2071,72,73Screw connection | 7,137 |
11858359 | Referring toFIG.1there is provided a power system10, the power system10comprising a plurality of batteries12,12aand12b, connected to a plurality of supercapacitors14aand14b, connected to an electric load16, with a master controller19present to control the flow of electric current by utilising switching means15a-15d. In use, the electric load16receives a current from a power source such as a master battery12, however when the electric load16requires an increase of current a switching means15bmay move from an open position to a closed position allowing current from a first supercapacitor14ato be discharged supplying the required electric load16, if the electric load16requires additional or continued power following the complete discharge (or poor performance) of the first supercapacitor14a, a second switching means15cmay move from an open position to a closed position allowing current from a further supercapacitor14bto discharge continuing and maintaining the electrical power supply to the electric load16. In an alternative arrangement, if the current required to the electric load16is insufficient by a minor threshold, additional current may be supplied to the electric load16from a first battery12aby closing a further switching means15a, rather than additional current being supplied by a further supercapacitor14b. Following the electrical discharge of the first supercapacitor14aand either whilst the further supercapacitor is discharging or following a return to a standard supply of current from the battery12, a first battery12amay recharge the first supercapacitor14a, by opening the switching means15band closing a further switching means15a, in order that it may recharge and so return to a state wherein it may be able to undergo a subsequent discharge. Once the further supercapacitor14bhas been discharged and if the electric load16requires additional or continued power the first supercapacitor14amay then be operated again, supplying the additional current to the electric load16, during which time the further supercapacitor14bmay be recharged by the further battery12b, by the closing of the switching means15cand opening the further switching means15d. The master controller19controls the flow of current and the power levels of the supercapacitors14aand14bby the opening and closing of the switching means15a-15d. The master battery12provides a current to the electric load16and so may be connected to the master controller; however it may not be controlled by it. Referring toFIG.2, there is provided an alternative embodiment of the power system20, providing separate supercapacitor modules24acomprising at least two supercapacitors24and plurality of battery modules22acomprising at least two batteries22. This extends the principal ofFIG.1, but allows the battery modules22aand supercapacitor modules24ato work together. When the electric load16operates, a current is supplied from at least one of the supercapacitors24in a supercapacitor module24a, depending on the electric load16requirements. Once at least one supercapacitor24in the supercapacitor module24ahas been depleted by up to a designed minimum voltage threshold level of electrical charge, at least one battery22from the battery bank22acan begin to recharge any or all of the supercapacitors24in the supercapacitor module24a, it may be that all the batteries22in the battery module22acollectively recharge each depleted supercapacitor24in the supercapacitor bank24a, consecutively, in order that the speed of recharge is increased. If additional current is required for the electric load16, further supercapacitor modules24band24cmay be utilised in sequence by the master controller closing switching means25dand/or25fas required with corresponding battery modules22band22crecharging depleted, up to a designed voltage threshold level, the supercapacitors24of supercapacitors modules24band24cby closing switching means25cand25erespectively. If the master controller26requires current from the battery modules22a,22band22cto supply current to the electric load16, switching means25band25fmay be left closed, however if the battery modules22a,22band22care utilised to recharge corresponding supercapacitor modules24a,24band24cthen switching means25band25fwill be open and25a,25cand25ewill be closed, as required. A master battery22dsupply's a current to the electric load continually, however may be supported by additional power as controlled by the master controller26. For any arrangement, the master controller may provide additional current as a result of timed events or dictated by thresholds on the electric load16. A voltage stabiliser27may also by utilised in the power system20in order to control voltage fluctuations that may occur as a result of the oversupply of current from the supercapacitors or a degree of electric interference. The voltage stabiliser27will ensure the power supplied to the electric load16is stable and so prevent damage to the electric load16, alternatively if more than one electric load16is present the voltage stabiliser may prevent a voltage level to an electric load16where it was not intended. Referring toFIG.3there is provided a power system30with an electric load16, connected to a plurality of supercapacitors32, arranged to be connected to the electric load16and a plurality of batteries34, which may be lesser in quantity, the same or more than the quantity of the plurality of supercapacitors32. The power system30may further comprise a voltage stabiliser37utilised to maintain a level of electrical voltage to systems during periods of abnormal electrical supply or when other voltage fluctuations occur. The power system30may further comprise a master controller36to manage the flow of electrical current to the one or more electric loads16, for example a sonar system or a propulsion system load. The charging and discharging of the supercapacitors32can be achieved through the use of switching means35aand35bsuch as logical gates or high voltage switches via the master controller36that controls the opening and closing of the switching means35aand35b. When supercapacitor32is to be charged by the battery34, switch35bis closed while switch35ais opened. When a power boost is required, a supercapacitor32output is provided and switch35ais closed with switch35bopened. Alternatively switch35aand35bmay be closed delivering additional current to the electric load16concurrently. To recharge the supercapacitors32and when additional current is not required to the electric load16the switching means35amay be open and35bclosed to allow one or all of the available batteries34to recharge one or all of the supercapacitors32. The supercapacitors32may be arranged in parallel allowing the electric load16to draw from any available supercapacitor32containing a charge, allowing the supercapacitors32to supply a more rapid supply of electrical current over the connection of the batteries34directly to the electric load16. The supercapacitors32may be connected with the batteries34, arranged in series, in order that any one of the batteries34may be available to recharge any of the supercapacitors32. By utilising the advantages of the supercapacitors32to supply high currents to the electric load16as well as the advantage of batteries34to supply lower charging current to the supercapacitors, a need for high cost, specially designed batteries are avoided and therefore offer a degree of design freedom when choosing battery-supercapacitor pairings for power system applications. Referring toFIG.4, there is provided an example of a power system40arrangement comprising a number of batteries42, connected to a number of superchargers, which are connected to electric load16and a further electric load16a. A master controller46is present to control the follow of electrical current between electric loads16,16aas well as manage the recharging order and supercapacitor activation in relation to electric loads16,16arequirements. In one operating order a supercapacitor44may completely discharge, up to a designed minimum voltage threshold level and if the electric loads16,16astill require a high level of current the master controller46may select another supercapacitor44to continue the required high level of current to the electric loads16,16a. This may be a supercapacitor44which is next in parallel to the supercapacitor44which has depleted its charge or another that is available. Whilst a supercapacitor44is not providing power to an electric load16,16ait is recharged by the available batteries42as controlled by the master controller46. Managing the power in the methods described ensures that the power system is able to operate at peak capacity over extended periods, without increased expense or strain on power system components. | 8,794 |
11858360 | DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS In the figures, identical reference numerals are also used for the same technical features from different exemplary embodiments. Based onFIG.1throughFIG.3, a method according to an example embodiment of the present invention for operating at least one electrical component11is schematically visualized, component11involving a driving component11of a vehicle10in particular. The latter is supplied with energy by a battery12, in particular high-voltage battery12, and operated thereby. Battery12may be connected to component11via a DC link13, DC link13having at least one DC link capacitor14. The DC link capacitance of DC link capacitor14is used to avoid harmful current fluctuations. However, when battery12is coupled to component11, very large currents may develop that must be delimited to an uncritical range to prevent a critical operating state. A device100according to the present invention and/or a method according to the present invention may be correspondingly used to delimit this current, i.e., to carry out a precharging of DC link13. InFIG.2, a device100according to an example embodiment of the present invention for carrying out a method according to an example embodiment of the present invention is shown including further details. Here, at least two battery cells30a,30bof battery12may be electrically connected and thus added to at least one component11via at least one particular switching unit20a,20b. For this purpose, it is provided that the following steps are carried out for precharging a DC link13of vehicle10:adding a first30aof battery cells30,incrementally adding at least a second30bof battery cells30, after a previous adding has taken place in each case. Battery12may include a first battery cell30a, a second battery cell30b, and potentially further battery cells30up to an nth battery cell30n. Each of these battery cells30may be assigned at least one or at least two or exactly two switching units20. At least one first switching unit20amay be correspondingly assigned to first battery cell30a, at least a second switching unit20bto second battery cell30band an nth switching unit20nto nth battery cell30n. (n is any integer in this case.) If each of battery cells30is assigned at least two switching units20, these may also be subdivided into a coupling switching unit22and a short circuit switching unit23. Coupling switching unit22is integrated into same current path21as battery cell30assigned thereto, for example. Short circuit switching unit23is integrated together with further short circuit switching units23into a current path, for example, which leads from DC link or from component11to a ground potential40. Coupling switching units22may connect battery cell30assigned thereto to component11, whereas short circuit switching units23may bridge battery cells30assigned thereto. FIG.2is to be understood only representatively in this case, so that further battery cells30may also be provided and incrementally added for the purpose of precharging DC link13, at least 5 or at least 10 or at least 20 battery cells30being successively added only by way of example. At least one particular switching unit20may in particular include at least one coupling switching unit22and one short circuit switching unit23that are assigned to particular battery cell30and that are switched over alternatingly for the purpose of adding this battery cell30. According toFIG.3, it is visualized that the incremental adding does not take place in each case until an adding condition is available in the case of the previous adding. For this purpose, the incremental adding may be carried out in each case as a function of an electric current detection in the current path of switching unit20used for this adding until an overall voltage U is reached in particular through a voltage2of battery12. Now, an exemplary sequence of a method according to the present invention is described, the adding of battery cells30required therefor being carried out with the aid of associated switching units20.FIG.3shows an exemplary characteristic of a voltage2at the DC link as well as of an electric current3in the DC link over time t. In the case of a first adding1a, switching unit S2_1(shown inFIG.2) may be initially closed and S1_1opened. A time duration may then be awaited until current3has subsided (i.e., remains at 0 Ampere). The maximal current intensity of current3is delimited in this way. This may be carried out in a time-controlled or current-controlled manner with the aid of electronics in battery12, for example. Subsequently, switching unit S2_2is closed and switching unit S1_2is opened upon second adding1b. After having the adding condition available, i.e., the time duration in particular, a third adding1cmay also take place. The adding may be carried out multiple times for further battery cells30up to an nth adding1n, during which a switching unit S2_nis closed and a switching unit S1_nis opened. The switching units assigned to a shared battery cell30may be opened alternatingly, if necessary, in this case. When all switches S1_1through S1_nare open and correspondingly all switches S2_1through S2_nare closed, the complete DC link voltage is applied and the power electronics start electric motor11or component11. The above-mentioned elucidation of the specific example embodiments describes the present invention exclusively within the scope of examples. Naturally, individual features of the specific embodiments may be combined freely with one another, if it makes sense technologically, without departing from the scope of the present invention. | 5,648 |
11858361 | DRAWINGS IN DETAIL FIGS.1A and1Bare side and top views of the preferred embodiment of the invention wherein the assist system is secured to the vehicle via a towing slide mount. Referring toFIG.1A, vehicle10A has a slide mount14A secured thereto. Platform11A is secured into slide mount and presents a foundation for the mounting of motor/generator12A. Electrical energy from motor/generator12A is fed through electrical cable15A which is connected to receptacle16A of the electric vehicle10A. Receptacle16A is the traditional connector used to recharge the rechargeable battery (not shown) within vehicle10A. Unlike the illustration, in the preferred embodiment, receptacle16A is positioned at the rear of vehicle10A permitting easier connection with electrical cable15A. Activation and deactivation of motor/generator12A is preferably done via radio transmitter17A which is illustrated exterior to vehicle10A, but, in the ideal embodiment, the operator of vehicle10A activates from within vehicle10A, to activate motor/generator12A when the operator deems that the rechargeable battery needs to be boosted. Alternatively, sensor17B monitors the charge within the rechargeable battery and activates/deactivates motor/generator12A when needed. The embodiment, with the electrical connection within vehicle10A, is illustrated inFIG.1B. Again, platform11B is secured to vehicle10B on which is mounted motor/generator12A. In this embodiment, electrical cable15B is passed into trunk17to connect with receptacle16B. Receptacle16B is optionally created during manufacture of the electric vehicle10B or is installed as an after-market item. The embodiment ofFIG.1Bprovides more protection for the connection between electrical cable15B and receptacle16B. Mounting, and dismounting the assist apparatus to the vehicle is ideally done as a two-step process. In mounting, first the platform is secured to the vehicle and then the motor/generator is secured to the platform. Dismounting is done in the reverse. This two-step process is easier due the component's weight. FIG.2is side view in which the assist system is being towed as a trailer. In this embodiment of the invention, vehicle20is equipped with a tow bracket25which is secured to trailer24. Motor/generator23is carried by trailer24. Power from the motor/generator23is communicated to vehicle20and its electrical receptacle21via electrical cable22. FIG.3illustrates the internal combustion engine of the present invention. In the preferred embodiment, motor30is a typical internal combustion engine with its exhaust being muffled for noise concerns. Drive shaft31from motor30drives generator32and the electricity therefrom is communicated to the vehicle (not shown) via electrical cable37. Motor30is powered by hydrocarbon s such as gasoline and diesel in liquid form. Cannister35is used to contain hydrocarbons in the gaseous state such as propane and natural gas. Cannister35is securable to inlet38as indicated by arrows36. FIG.4illustrates the preferred embodiment of the U-shaped secondary bumper protection of the assist system in which the secondary bumper contacts the bumper on the vehicle. Bumper40is generally U shaped with end of the legs42proximate to the vehicle's bumper43. In this embodiment, legs42do not contact bumper43except during impact. In other embodiments, legs42are held firmly against bumper43. FIGS.5A and5Billustrate two embodiments which are meant to reduce damage due to impact of the secondary bumper. Referring to figure SA, a top view and side view of the preferred bumper used to protect the motor/generator, leg51A (only one shown in this illustration) are hollow and contain a spring52which extends from leg51A so that on impact with the bumper, leg51A is forced (arrow54A) toward the electric vehicle's bumper50A, allowing spring52to absorb the impacts force to minimize damage to bumper protecting the motor generator. InFIG.5B, a collapsible cannister53A is secured to leg51A. When the leg51A and cannister53A, are pressed against the vehicle's bumper50B, collapsible cannister “crumbles”53B as shown by arrow54B. This crumbling absorbs the impact force to minimize damage. FIG.6illustrates an embodiment of the invention in which the charging engine is mounted on the roof of the vehicle. In this embodiment, platform and charging engine61are mounted on the roof of vehicle60. Power from charging engine61is communicated to the battery (not shown) within the vehicle60via electrical cable62. FIG.7illustrates the preferred mounting of the auxiliary battery to the electric vehicle. Electric vehicle70has an internal rechargeable battery (not shown) as discussed above. A recharging connector75is used to charge the internal rechargeable battery as discussed above. Electricity from an external source (not shown) is communicated to the internal rechargeable battery via the recharging connector75. External battery73(ideally rechargeable) is secured to an exterior of the electric vehicle70via a cantilevered platform or mounting mechanism71which is secured to the vehicle via a slide connector72. A similar such platform is discussed inFIG.4herein. An electrical connection74electrically connects, via the recharging connector75, the external battery to the internal rechargeable battery, thereby extending the life of internal rechargeable battery. FIGS.8A,8B, and8Cillustrate different mounting mechanisms for the auxiliary battery. Referring toFIG.8A, external battery80A includes flanges79which are selectively grasped by the mounting mechanisms82A and82B as indicated by arrows83. This compression by flanges79, secures the external battery to the platform or mounting mechanism (not shown). Flanges79are slidably secured to the mounting mechanism (not shown). FIG.8Bis another method of securing the external battery to the mounting platform. In this embodiment, external battery80B has a base member81B which includes openings85A and85B which receive teeth86A therein when tooth mechanism84A and84B are pressed as indicated by arrows78. Movement of tooth mechanisms84A and84B, is ideally accomplished by an electric motor. In yet another method,FIG.8Csecures the external battery to the mounting platform. In this embodiment, external battery80C has a base member81C which include teeth which are engaged by recesses within movable blocks85B. Movement of blocks85B, as indicated by arrows77, is accomplished by manually through levers87which are moved as indicated by arrows88. In all of the mounts ofFIGS.8A,8B, and8C, the external battery is easily installed and released so that it can be replaced at will. FIGS.9A and9Billustrate alternative mounting/towing mechanisms for the auxiliary battery. FIG.9Aillustrates a top mount for the external battery in a similar fashion to that described relative toFIG.6. InFIG.9Athough, external battery90is secured to mounting mechanism92located on the roof of electric vehicle93A. Electricity from external battery90A is communicated using conduit/electrical wire95A via connector91. FIG.9Bis similar to the arrangement discussed inFIG.2. For the external battery embodiment, trailer94has a mounting mechanism as discussed above to mount the external battery90B thereto. In this illustration, the connector for the electrical connection is located within the trunk of electric vehicle93B and is accessed using electrical conduit wire95B. FIG.10Ais a perspective view of the upper side of an embodiment of the invention. FIG.10Bis a perspective view of the underside of the an embodiment of the invention relative toFIG.10A Referring to both figures, the electric vehicle accessory of this embodiment interacts with the internal rechargeable battery within the electric vehicle. In this embodiment, platform100A (its underside100B) is secured to the electric vehicle by insert101as described above. This embodiment is also applicable for the roof mounted application and the trailer application. Platform100A has a mounting surface113which includes, in this illustration, four engagement mechanisms103, each having a prong/finger104. These prongs/fingers104, when the engagement mechanism103is pressed against battery102, and engage recesses105to secure the electric battery102to the surface113of platform100A. This engagement is ideally accomplished manually using lever109which is rotated as indicated by arrow108. Movement of lever109, causes internal rod112to rotate which moves connecting rods104to move the engagement mechanisms104to selectively engage or disengage with the battery102. Alternatively, electric motor110is used in lieu of the manually operated lever108. Movement of lever109also causes relay switch103to selectively close or open. Relay switch103controls the operation of electrical connector106which receives electricity from battery102via electrical line114and selectively passes the electricity from battery102to the rechargeable battery (not shown) via electrical line103. In this manner, movement of lever allows the operator selectively electrically connect or isolate battery102from the rechargeable battery (not shown) within the electric vehicle. This provides additional safety for the operator. FIG.11illustrates a mounting platform. Battery123is placed onto platform120. To secure the battery123to the platform120, engagement mechanisms121A and1218to move and engage battery123as outlined above. It is clear that the present invention provides for an improvement for electric vehicles in order to make these vehicles more acceptable to the general public. | 9,572 |
11858362 | DESCRIPTION OF EMBODIMENT First, one point of interest of the present invention will be described. A power supply device in which a plurality of battery cells are stacked to form a battery stack and a pair of end plates disposed on both end surfaces of the battery stack are coupled by a bind bar can be made wider in a vertical width to increase a tensile strength. However, since the power supply device is required to have an optimal structure for an application, the bind bar disposed on one surface of the battery stack cannot always be formed of one metal plate, and the bind bar may be required to be vertically divided. For example, in a structure in which a fixing flange for fixing the power supply device to an external device projects in a middle in a vertical direction of the end plates, or in a structure in which there is a projecting portion in a central part of a side surface of the battery stack, the bind bar is required to be vertically divided and to be fixed the end plates. In the power supply device in which the bind bar is vertically divided and fixed to the end plates, both end portions of each bind bar are bent inward to provide bent pieces, and bolts penetrating the bent pieces are screwed into the end plates so that the bind bar can be fixed to the end plates. In this structure, the plurality of bolts penetrate the bent pieces and the bent pieces are fixed to the end plates so that the bent piece can be fixed to the end plates without rotating. However, in the structure in which the bent pieces are fixed to the end plates with the plurality of bolts, it is necessary to make the bent pieces large, and thus not all the bent pieces can be fixed to the end plates with the plurality of bolts. Furthermore, in the structure in which the bent pieces are fixed to the end plates with the plurality of bolts, a number of bolts is increased, which increases a component cost, and it takes time to assemble components, which also increases a manufacturing cost. Meanwhile, a structure in which a bent piece is fixed to an end plate with one bolt is characterized in that assembly labor can be reduced and the component cost can be reduced. However, in the structure of fixing the bent piece with one bolt, it is extremely difficult to reliably prevent the bent piece from rotating around the bolt on a surface of the end plate. In particular, in a use environment subject to vibration, the bent piece may rotate on the surface of the end plate and a fixed position may be displaced. When the bent piece rotates and the bind bar cannot be disposed at a fixed position on a side surface of the battery stack, battery cells are laterally displaced and various adverse effects occur. For example, if the battery cells are laterally displaced, an unreasonable force acts on a coupling portion between a metal plate bus bar that electrically connects the battery cells and a battery, which causes continuous damage, and in a worst case, causes a battery cell to pop out. Therefore, it is important to consider a structure that can prevent rotation of the bent pieces and prevent displacement of the bind bar while the bent pieces at both ends of the vertically divided bind bars are each fixed to the end plate with one bolt. A power supply device according to an aspect of the present invention may be specified by the following configurations. The power supply device includes battery stack2where a plurality of battery cells1are stacked, a pair of end plates3that are disposed at both end portions of battery stack2, and bind bar4that extends in a stacking direction of battery cells1of battery stack2and has both end portions coupled to end plates3. Battery stack2is a quadrangular prism extending in the stacking direction of battery cells1, and has four surrounding surfaces including electrode surface2A where sealing plates12of battery cells1are disposed on the same plane, bottom surface2B on an opposite side of electrode surface2A, and facing side surfaces2C where bind bar4is disposed. Bind bar4is divided in a width direction of facing side surfaces2C, and each of divided bind bars4includes bent piece41that is fixed and attached to a surface of one of end plates3. Furthermore, at least one of divided bind bars4includes bent piece41X fixed with a single bolt, which is fixed to the one of end plates3via one bolt9, the one of end plate3includes stopper wall34where an outer peripheral edge of bent piece41X fixed with a single bolt is fitted to prevent rotation of the bind bar, and bent piece41X fixed with a single bolt is in contact with stopper wall34to be fixed to the one of end plates3in a state where the rotation of the bind bar is prevented. Note that, in the present specification, the width direction of facing side surfaces2C of battery stack2means a vertical direction in the drawings. In addition, in the present specification, a vertical direction of battery stack2is a direction illustrated in the drawings, and electrode surface2A of battery stack2is an upper direction and bottom surface2B is a lower direction. Bent piece41X of bind bar4, which is fixed with a single bolt, may include fixing portion45that is bolted to an outer surface of the one of end plates3, and fixing portion45may be provided with stopper protrusion44at a position facing stopper wall34. This power supply device is characterized by being capable of bringing the stopper protrusion of the bent piece into contact with the stopper wall of the end plate to more effectively prevent the rotation of the bind bar and reliably prevent lateral displacement of the battery cells. Bind bar4may include first bind bar4X that is disposed on a side of bottom surface2B of battery stack2and second bind bar4Y that is disposed on a side of electrode surface2A of battery stack2, and first bind bar4X may include bent piece41X fixed with a single bolt. In this power supply device, it is possible to prevent displacement of the bind bar and prevent lateral displacement of the battery cells while the first bind bar disposed on a lower side has a simple structure. Bent piece (=board)41X fixed with a single bolt is provided with stopper protrusion44and bolt hole43where bolt9is inserted, which are apart from each other, and bolt hole43is preferably disposed closer to bottom surface2B of battery stack2than stopper protrusion44. This power supply device is characterized by being capable of more reliably preventing the rotation of the bent piece fixed with a single bolt, since the bolt hole and the stopper protrusion are disposed vertically apart from each other. In addition, since the bent piece fixed with a single bolt has the bolt hole disposed on a side of the bottom surface of the battery stack and the stopper protrusion disposed on an opposite side, it is possible to dispose, as a strong structure, the stopper wall provided on the end plate apart from the bottom surface of the battery stack, that is, unevenly distributed in a central part of the end plate. Therefore, the stopper wall can reliably prevent the rotation of the bent piece fixed with a single bolt, and the lateral displacement of the battery cells due to the rotation of the bind bar can be effectively prevented. Bent piece41X of bind bar4, which is fixed with a single bolt, may include fixing portion45that is fixed and attached to the one of end plates3via bolt9, and extension portion46provided between fixing portion45and corner portion42of bind bar4, fixing portion45may be step protrusion49projecting in a direction approaching the surface of the one of end plates3, the one of end plates3may include positioning recess39where step protrusion49is fitted, and step protrusion49may be disposed on positioning recess39to prevent the rotation of bind bar4. The above power supply device is characterized by, in addition to locking the stopper protrusion of the bent piece to the end plate, further fitting the step protrusion of the bind bar to the positioning recess of the end plate, so that the displacement of the bind bar can be prevented more reliably and the lateral displacement of the battery cells can be prevented. This is because the step protrusion is firmly fixed to the positioning recess of the end plate with the bolt, and the positioning recess can be fixed to the positioning recess in a fitted state. The one of end plates3may have an upper edge of stopper wall34formed as planar projecting surface37, stopper protrusion44of bind bar4may include cover plate47that is disposed on projecting surface37of stopper wall34of the one of end plates3, and peripheral wall portion48that couples an outer peripheral edge of cover plate47to fixing portion45, cover plate47may be disposed on projecting surface37of stopper wall34, and peripheral wall portion48may be in contact with stopper wall34to prevent the rotation of bind bar4. The above power supply device is characterized in that the stopper protrusion can be made to have a strong structure, and thus the stopper protrusion is prevented from being deformed, and the displacement of the bind bar in which the bent piece is fixed to the end plate with one bolt is reliably prevented, so that lateral displacement of the battery cells is prevented. Peripheral wall portion48may include horizontal rib48A and vertical rib48B extending in directions intersecting with each other. The stopper protrusion is characterized by being capable of preventing from being deformed, by the horizontal rib and the vertical rib reinforcing each other, and thus the stopper protrusion, which is difficult to deform, can be locked to the end plate to reliably prevent the displacement of the bind bar. In peripheral wall portion48, horizontal rib48A may be a rib extending in a width direction of end plates3, and vertical rib48B may be a rib extending in a direction intersecting with horizontal rib48A. In the power supply device, bind bar4may be a metal plate, and each of end plates3may be a metal block having a structure where the entire end plate3is integrated. The above power supply device is characterized in that both the bind bar and the end plate have strong structures and the battery cells can be held without displacement while the end plate and the bind bar are mass-produced at a low cost. Hereinafter, the present invention will be described in detail with reference to the drawings. Note that, in the following description, terms indicating a specific direction or position (for example, “upper”, “lower”, and other terms including those terms) are used as necessary, but use of these terms is for facilitating understanding of the invention with reference to the drawings, and the technical scope of the present invention is not limited by meanings of these terms. Furthermore, portions having the same reference numerals appearing in a plurality of drawings indicate the same or equivalent portions or members. Moreover, an exemplary embodiment described below exemplifies a power supply device for embodying the technical idea of the present invention and an electric vehicle including the power supply device, and the present invention is not limited to the following. Furthermore, size, materials, and shapes of components, relative disposition between the components, and the like described below are not intended to limit the scope of the present invention thereto as long as there is no specific description, and are intended for exemplification. Furthermore, contents described in one exemplary embodiment and example can be applied to other exemplary embodiments and examples. Furthermore, the sizes and positional relationships of members illustrated in the drawings may be exaggerated in order to clarify description. (Power Supply Device100) Power supply device100illustrated inFIGS.1to3includes a pair of end plates3that are disposed on both end surfaces in a stacking direction of battery stack2in which a plurality of battery cells1are stacked via insulating separators5, and bind bar4that is disposed on both side surfaces of battery stack2and has both ends coupled to end plates3. Bind bar4is provided with bent pieces41at both end portions of main body40disposed on both the side surfaces of battery stack2, and bent pieces41are bolted to outer side surface of end plates3. (Battery Stack2) Battery stack2is a quadrangular prism in which the plurality of battery cells1are stacked and that extend in the stacking direction of battery cells1. Battery stack2is a quadrangular prism having four surrounding surfaces consisting of sealing plates12of battery cells1, that is, electrode surface2A on which electrodes are disposed, bottom surface2B an opposite side of electrode surface2A, and facing side surfaces2C on which bind bar4is disposed. As illustrated in the figures, power supply device100is mainly used in a posture in which an upper surface of battery stack2is electrode surface2A and a lower surface is bottom surface2B, but can also be used vertically inverted or in a posture rotated 90 degrees. (Battery Cell1) Battery cell1is a prismatic battery having an outer shape in which a thickness is smaller than a width. Battery cell1is a lithium ion secondary battery. However, as battery cell1, all chargeable and dischargeable secondary batteries such as a nickel hydrogen secondary battery can be used instead of the lithium ion secondary battery. In particular, when the lithium ion secondary battery is used for battery cell1, there is a feature that a charging capacity for a volume or mass of the entire secondary battery can be increased. As illustrated inFIG.3, battery cell1is provided with positive and negative electrode terminals13on sealing plate12that closes an opening of exterior can11. Electrode terminals13are connected to positive and negative electrode bodies (not illustrated) built in exterior can11. Exterior can11has a rectangular tubular shape with a bottom closed and facing surfaces being wide surfaces, and is open at a top in the figure. Exterior can11having this shape is manufactured by a metal plate such as aluminum or aluminum alloy being pressed. The opening of exterior can11is closed by laser welding with flat plate-shaped sealing plate12obtained by a metal plate being pressed. Sealing plate12is provided with exhaust valve14between the pair of electrode terminals13. Exhaust valve14is configured to be opened when an internal pressure of exterior can11rises to a predetermined value or higher, so that internal gas can be released. Opening exhaust valve14makes it possible to inhibit an increase in the internal pressure of exterior can11. Exhaust valve14is preferably disposed substantially at a center of sealing plate12in a longitudinal direction. With this structure, even if adjacent battery cells1are stacked in a posture in which adjacent battery cells1are inverted in a width direction, exhaust valves14can always be aligned on the center of sealing plates12. (End Plate3) The pair of end plates3are disposed on both the end surfaces of battery stack2in which battery cells1and insulating separators5are alternately stacked, and battery stack2is fastened by the pair of end plates3in a pressurized state. Each of end plates3is made of a material exhibiting sufficient strength, for example, metal such as aluminum (in this specification, “aluminum” is used as a meaning including an aluminum alloy), and can have sufficient strength while being lightened. End plates3each has an outer shape substantially equal to an outer shape of battery cell1or slightly larger than the outer shape of battery cell1, and fix the entire end surfaces of battery stack2in the pressurized state. Note that end plates3may be configured to each have an outer shape smaller than the outer shape of battery cell1. When end plates configured to each have the outer shape smaller than the outer shape of battery cell1are employed, there is an advantage that spaces can be secured above the end plates and the power supply device can be downsized, for example. Power supply device100is used by being fixed to an external device such as a vehicle. End plate3inFIG.1is provided with fixing flange31for fixing power supply device100to the external device such as a vehicle on an outer surface of end plate3. Fixing flange31is a plate that is located in a central part of end plate3in a vertical direction, extends in a width direction of end plate3, and is located in a horizontal plane. Fixing flange31has a thickness to have an enough strength to firmly fix power supply device100, and has stop hole32for fixing power supply device100to the external device. Metal end plate3is manufactured by being cast in a shape having fixing flange31integrated, or the aluminum end plate is manufactured by casting or by molding with aluminum die casting. However, the end plate can also be manufactured by a metal plate being cut into a shape with a fixing flange. Furthermore, the end plate may have a stacked structure of metal and plastic although the structure is not illustrated. End plate3is provided with female screw holes33for bolting bind bar4on both side portions of the outer surface. In end plate3inFIG.2, bent pieces41coupled to both ends of main body40of upper bind bar4is each fixed with two bolts9, bent piece41of lower bind bar4is fixed with one bolt9, and thus three female screw holes33are each provided on both sides. Female screw holes33are provided at fixing positions of bolts9so as to extend from the surface toward a back side. Furthermore, end plate3is provided with stopper wall34that prevents rotation of bent piece41X fixed with a single bolt, which is bent piece41of lower bind bar4fixed with one bolt9. Stopper wall34prevents bent piece41X fixed with a single bolt from rotating in a direction indicated by arrow A inFIG.1, that is, in a direction in which main body40of bind bar4is apart from facing side surface2C of battery stack2. Therefore, stopper wall34is disposed at a position with which stopper protrusion44provided on bent piece41X fixed with a single bolt is in contact, that is, at a position where stopper wall34approaches or is in contact with stopper protrusion44when bent piece41X fixed with a single bolt rotates in the direction indicated by arrow A. Stopper wall34is a wall surface that vertically projects from fixing and attaching surface35of bent piece41X fixed with a single bolt, and end plate3inFIG.1is provided with stopper wall34on the same plane as a lower surface of fixing flange31. Furthermore, end plate3inFIG.4is provided with recess36on the lower surface of fixing flange31and is provided with recess36into which cover plate47described later provided to stopper protrusion44of bent piece41X fixed with a single bolt is inserted. End plate3has an upper edge of stopper wall34formed as planar projecting surface37, and cover plate47is disposed on a surface of projecting surface37. In order to provide projecting surface37, fixing flange31in the drawing is provided with recess36on the lower surface, and an inner surface of recess36serves as projecting surface37. The end plate having this shape is provided with recess36on the lower surface of fixing flange31to be lightened, and cover plate47of bind bar4is inserted into recess36to couple bind bar4to the end plate in a state where bind bar4is more reliably prevented from rotating. (Bind Bar4) Bind bar4is provided with bent pieces41at both the end portions of main body40extending in the stacking direction of battery cells1, and bent pieces41are bolted to the outer surface of end plates3to fix battery stack2between the pair of end plates3in the pressurized state. Main body40of bind bar4is disposed on both the side surfaces of battery stack2, and has bent pieces41coupled to both the end portions. Bind bar4has a predetermined thickness and is manufactured by a metal plate such as high-strength steel having a sufficient tensile strength being cut into a predetermined shape and then being bent. In power supply device100inFIG.1, bind bar4is divided in a width direction of facing side surface2C of battery stack2, that is, vertically in the figure. Divided bind bars4includes first bind bar4X disposed on a side of bottom surface2B of battery stack2, that is, on a lower side in the figure, and second bind bar4Y disposed on a side of electrode surface2A of battery stack2, that is, on an upper side in the drawing. Second bind bar4Y has bent piece41fixed to end plate3with two bolts9, while first bind bar4X has bent piece41fixed to end plate3with one bolt9. Second bind bar4Y fixed to end plate3with a plurality of bolts9can be fixed to end plate3in a state where bent piece41does not rotate. However, bent piece41of first bind bar4X fixed to end plate3with one bolt9, that is, bent piece41X fixed with a single bolt may rotate around bolt9due to vibration or the like. First bind bar4X has a cross section of main body40formed in an L-shape. Main body40has the cross section formed in the L-shape such that side surface cover portions40A that cover facing side surfaces2C of battery stack2and bottom surface cover portions40B that cover both sides of bottom surface2B are coupled at a right angle. As illustrated in a perspective view ofFIG.4, bent piece41X of first bind bar4X, which is fixed with a single bolt, is coupled to corner portions42of side surface cover portion40A and bottom surface cover portion40B. Side surface cover portion40A and bottom surface cover portion40B of main body40are coupled to two orthogonal sides of bent piece41X fixed with a single bolt via corner portions42each bent at a right angle. In first bind bar4X having this shape, an outer peripheral edge of bent piece41X fixed with a single bolt, that is, the two orthogonal sides of bent piece41X are coupled to main body40, and thus bent piece41X fixed with a single bolt and main body40can be coupled with a strong bending strength. Bent piece41fixed to end plate3with one bolt9is characterized by being capable of being easily fixed to end plate3, but, as illustrated by arrow A inFIG.1, there is an adverse effect that bent piece41easily rotates around bolt9due to vibration or the like. When bent piece41X fixed with a single bolt rotates as illustrated by arrow A inFIG.1, there is an adverse effect that main body40is displaced, side surface cover portion40A is apart from facing side surface2C of battery stack2, battery cells1are laterally displaced, and in a worst case, battery cells1pop out. Furthermore, bottom surface cover portion40B provided to main body40is also apart from bottom surface2B of battery stack2and cannot hold battery cells1on the bottom surface. In order to prevent the above adverse effects, bent piece41X fixed with a single bolt has the outer peripheral edge fitted to stopper wall34provided on end plate3, and when bent piece41starts to rotate as illustrated by arrow A, the outer peripheral edge of bent piece41hits stopper wall34to prevent the rotation. Bent piece41of first bind bar4X includes a tip portion as fixing portion45and extension portion46between fixing portion45and corner portions42. Fixing portion45is fixed to fixing and attaching surface35of end plate3with bolt9that penetrates fixing portion45. Furthermore, fixing portion45has a structure in which stopper protrusion44is provided at a position facing stopper wall34and stopper protrusion44is disposed on an inner side of stopper wall34to prevent rotation of bent piece41. In first bind bar4X illustrated inFIG.4, bolt hole43through which bolt9is inserted and stopper protrusion44are vertically apart from each other and provided to fixing portion45the bent piece41. Stopper protrusion44is disposed on an upper edge of fixing portion45, and bolt hole43is disposed on a side of bottom surface2B of battery stack2, so that stopper protrusion44and bolt hole43are disposed vertically apart from each other. Stopper protrusion44includes cover plate47that is disposed on projecting surface37of end plate3and peripheral wall portion48that couples an outer peripheral edge of cover plate47to fixing portion45, and has a structure in which cover plate47is disposed on the surface of projecting surface37of end plate3, peripheral wall portion48is disposed on the inner side of stopper wall34, and peripheral wall portion48is in contact with stopper wall34to prevent the rotation of bent piece41. Peripheral wall portion48of stopper protrusion44includes horizontal rib48A and vertical rib48B extending in directions intersecting with each other, and horizontal rib48A and vertical rib48B reinforce each other to prevent deformation of stopper protrusion44in a state where stopper protrusion44is in contact with stopper wall34, and more reliably prevent the rotation of bent piece41. Horizontal rib48A is a rib extending in the width direction of end plate3, and vertical rib48B is a rib extending in a direction intersecting with horizontal rib48A, and horizontal rib48A and vertical rib48B are coupled in a posture orthogonal to each other. In addition to the structure in which stopper protrusion44of bent piece41is brought into contact with stopper wall34of end plate3to prevent the rotation, first bind bar4X illustrated inFIG.2has a structure in which fixing portion45is step protrusion49projecting in a direction approaching a surface of end plate3, end plate3is provided with positioning recess39to which step protrusion49is fitted, and step protrusion49is fitted to positioning recess39to more reliably prevent the rotation of bent piece41X fixed with a single bolt. In power supply device100inFIG.2, the plurality of battery cells1are stacked via insulating separators5to form battery stack2, end plates3are disposed on both the end surfaces of battery stack2, and bent pieces41of first bind bar4X and second bind bar4Y are bolted to end plates3with the pair of end plates3pressing battery stack2, to assemble power supply device100. First bind bar4X disposes stopper protrusion44of bent piece41at a position close to or in contact with an inner surface of stopper wall34of end plate3, and further fits step protrusion49of fixing portion45to positioning recess39provided to end plate3, and bolt9penetrating fixing portion45is screwed into end plate3, so that first bind bar4X is fixed to end plate3. Second bind bar4Y is fixed to end plate3with two bolts9. In a state where bind bar4is fixed to the pair of end plates3, metal plate bus bar (not illustrated) is coupled to electrode terminals13of battery cells1by welding or screwing, battery cells1are connected in series or in parallel via the bus bar, and a circuit substrate, although not illustrated, on which a protection circuit of battery cells1and the like are mounted is further disposed in a fixed position so as to face electrode surface2A of battery stack2, so that power supply device100is assembled. The above power supply device is optimal for a power supply device for a vehicle that supplies electric power to a motor that runs an electric vehicle. As the electric vehicle on which the power supply device is mounted, an electric vehicle such as a hybrid automobile or a plug-in hybrid automobile that runs with both an engine and the motor, or an electric automobile that runs only with the motor can be used, and the power supply device is used as a power source for these electric vehicles. (Power Supply Device for Hybrid Vehicle) FIG.5illustrates an example of mounting the power supply device on the hybrid vehicle that runs with both the engine and the motor. Vehicle HV on which the power supply device is mounted illustrated in this figure includes vehicle body90, engine96and running motor93that run vehicle body90, power supply device100that supplies electric power to motor93, generator94that charges a battery of power supply device100, and wheels97that are driven by motor93and engine96to run vehicle body90. Power supply device100is connected to motor93and generator94via direct current (DC)/alternating current (AC) inverter95. Vehicle HV runs with both motor93and engine96while charging and discharging the battery of power supply device100. Motor93runs the vehicle by being driven in a region where engine efficiency is low, for example, during acceleration or low speed running. Motor93is driven by the electric power supplied from power supply device100. Generator94is driven by engine96or regenerative braking when the vehicle is braked, to charge the battery of power supply device100. (Power Supply Device for Electric Automobile) Furthermore,FIG.6illustrates an example of mounting the power supply device on the electric automobile that runs only with the motor. Vehicle EV on which the power supply device is mounted illustrated in this figure includes vehicle body90, running motor93that runs vehicle body90, power supply device100that supplies electric power to motor93, generator94that charges the battery of power supply device100, and wheels97that are driven by motor93to run vehicle body90. Motor93is driven by the electric power supplied from power supply device100. Generator94is driven by an energy for regenerative braking of vehicle EV to charge the battery of power supply device100. INDUSTRIAL APPLICABILITY A power supply device according to the present invention and a vehicle including the power supply device can be suitably used as a power supply device for a plug-in hybrid electric automobile and a hybrid electric automobile that can switch between an electric vehicle (EV) running mode and a hybrid electric vehicle (HEV) running mode, an electric automobile, and the like. | 29,566 |
11858363 | DETAILED DESCRIPTION This disclosure relates to a busbar assembly for an electrified vehicle, and also relates to a method of forming the busbar assembly. In this disclosure, the busbar assembly has a first busbar component and a second busbar component. When the busbar assembly is used in a battery assembly, the terminals of a plurality of battery cells are electrically coupled to both the first busbar component and the second busbar component. Among other benefits, the disclosed busbar assembly is formed in a way that significantly reduces material waste relative to the prior art, which in turn reduces cost. These and other features are discussed in greater detail in the following paragraphs of this detailed description. FIG.1schematically illustrates a powertrain10for an electrified vehicle12. Although depicted as a hybrid electric vehicle (HEV), it should be understood that the concepts described herein are not limited to HEV's and could extend to other electrified vehicles, including, but not limited to, plug-in hybrid electric vehicles (PHEV's) and battery electric vehicles (BEV's). In one embodiment, the powertrain10is a power-split powertrain system that employs a first drive system and a second drive system. The first drive system includes a combination of an engine14and a generator18(i.e., a first electric machine). The second drive system includes at least a motor22(i.e., a second electric machine), the generator18, and a battery assembly24. In this example, the second drive system is considered an electric drive system of the powertrain10. The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels28of the electrified vehicle12. Although a power-split configuration is shown, this disclosure extends to any hybrid or electric vehicle including full hybrids, parallel hybrids, series hybrids, mild hybrids or micro hybrids. The engine14, which in one embodiment is an internal combustion engine, and the generator18may be connected through a power transfer unit30, such as a planetary gear set. Of course, other types of power transfer units, including other gear sets and transmissions, may be used to connect the engine14to the generator18. In one non-limiting embodiment, the power transfer unit30is a planetary gear set that includes a ring gear32, a sun gear34, and a carrier assembly36. The generator18can be driven by the engine14through the power transfer unit30to convert kinetic energy to electrical energy. The generator18can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft38connected to the power transfer unit30. Because the generator18is operatively connected to the engine14, the speed of the engine14can be controlled by the generator18. The ring gear32of the power transfer unit30may be connected to a shaft40, which is connected to vehicle drive wheels28through a second power transfer unit44. The second power transfer unit44may include a gear set having a plurality of gears46. Other power transfer units may also be suitable. The gears46transfer torque from the engine14to a differential48to ultimately provide traction to the vehicle drive wheels28. The differential48may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels28. In one embodiment, the second power transfer unit44is mechanically coupled to an axle50through the differential48to distribute torque to the vehicle drive wheels28. The motor22can also be employed to drive the vehicle drive wheels28by outputting torque to a shaft52that is also connected to the second power transfer unit44. In one embodiment, the motor22and the generator18cooperate as part of a regenerative braking system in which both the motor22and the generator18can be employed as motors to output torque. For example, the motor22and the generator18can each output electrical power to the battery assembly24. The battery assembly24is an exemplary electrified vehicle battery. The battery assembly24may be a high voltage traction battery pack that includes a plurality of battery assemblies25(i.e., battery arrays or groupings of battery cells) capable of outputting electrical power to operate the motor22, the generator18and/or other electrical loads of the electrified vehicle12. Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle12. In one non-limiting embodiment, the electrified vehicle12has two basic operating modes. The electrified vehicle12may operate in an Electric Vehicle (EV) mode where the motor22is used (generally without assistance from the engine14) for vehicle propulsion, thereby depleting the battery assembly24state of charge up to its maximum allowable discharging rate under certain driving patterns/cycles. The EV mode is an example of a charge depleting mode of operation for the electrified vehicle12. During EV mode, the state of charge of the battery assembly24may increase in some circumstances, for example due to a period of regenerative braking. The engine14is generally OFF under a default EV mode but could be operated as necessary based on a vehicle system state or as permitted by the operator. The electrified vehicle12may additionally operate in a Hybrid (HEV) mode in which the engine14and the motor22are both used for vehicle propulsion. The HEV mode is an example of a charge sustaining mode of operation for the electrified vehicle12. During the HEV mode, the electrified vehicle12may reduce the motor22propulsion usage in order to maintain the state of charge of the battery assembly24at a constant or approximately constant level by increasing the engine14propulsion usage. The electrified vehicle12may be operated in other operating modes in addition to the EV and HEV modes within the scope of this disclosure. FIG.2illustrates a battery assembly54that can be incorporated into an electrified vehicle. For example, the battery assembly54could be employed within the electrified vehicle12ofFIG.1. The battery assembly54includes one or more battery arrays, which can be described as groupings of battery cells, for supplying electrical power to various vehicle components. In this example the battery assembly54includes a single battery array56. However, it should be understood that battery assembly54could include multiple battery arrays. The battery array56includes a plurality of battery cells58that are stacked side-by-side along a length L of the battery array56. In one embodiment, the battery cells58are prismatic, lithium-ion cells. However, battery cells having other geometries (cylindrical, pouch, etc.) and/or other chemistries (nickel-metal hydride, lead-acid, etc.) could alternatively be utilized within the scope of this disclosure. The battery array56can be arranged to connect the battery cells58in a desired manner. In one example, certain of the battery cells58are connected in parallel, while certain others are connected in series. In other examples, all of the battery cells58are connected in parallel. In this disclosure, the battery cells58are connected using busbar assemblies. Busbar assemblies carry current from one battery cell58to another. In particular, the battery cells58each include two electrical terminals—a positive terminal and a negative terminal—which are connectable using busbar assemblies. In this disclosure, the battery cells58each include at least one tab60projecting from a side of the battery array56. In one particular example, the battery cells58each include two tabs60projecting from opposite sides of the battery array56, with one tab electrically coupled to a negative terminal of the cell and the other tab electrically coupled to the positive terminal of the cell. In this regard, the tabs60may be part of the battery cells58, and can be referred to as cell tabs. In other examples, each tab60may be connected to similarly-charged terminals (e.g., both negative, or both positive) of more than one cell. FIG.3illustrates an example busbar assembly62according to this disclosure. For ease of reference,FIG.3illustrates the busbar assembly62as it would be mounted to the side of the battery array56, in one example, without illustrating the detail of the battery array56. The length L and height H directions of the battery array56are shown inFIG.3for reference. It should be understood that one or more busbar assemblies62may be mounted to each side of the battery array56, depending on the particular application. The busbar assembly62includes a first busbar component64and a second busbar component66. In use, terminals of a plurality of battery cells58are electrically coupled to both the first and second busbar components64,66. The first and second busbar components64,66are made of a conductive material, such as copper or other suitable conductive materials like bi-metals, and are capable of carrying current from the battery cells58and distributing the same throughout the battery array56. With continued reference toFIG.3, the first busbar component64includes a carrier68and a plurality of feeders70projecting from the carrier68. The second busbar component66, in this example, is sized and shaped substantially the same as the first busbar component64, and also includes a carrier72and a plurality of feeders74projecting from the carrier72. In this example, the first and second busbar components64,66are intended to be identically sized, however the term “sized and shaped substantially the same” is used in this particular respect to account for manufacturing inaccuracies. Further, in this example, there are six feeders70,74projecting from the carriers68,72, but it should be understood that the amount of feeders can vary depending on the battery array configuration and number of battery cells58. In one example, the carriers68,72extend along a side of the battery array56in a direction parallel to the length L of the battery array56. The carriers68,72have a length L1and a width W1(only labeled relative to carrier68). When mounted to the battery array56, the length L1is parallel to the length L. The feeders70,74project from a respective carrier68,72by a length L2, and each feeder70,74has a width W2(only labeled relative to one of the feeders70). The feeders70,74are equally spaced-apart from one another, and in this example are each spaced-apart from one another by a width W3. In this example, the width W3is substantially equal to the width W2. When mounted to the battery array56, the first and second busbar components64,66are arranged such that the feeders70,74face one another, and such that the feeders70,74are substantially aligned relative to the length L of the battery array56. In one example, the carrier68of the first busbar component64is positioned above the tabs60, relative to the height H of the battery array, in a first location76(FIG.2), and the carrier72of the second busbar component66is positioned below the tabs60in a second location78(FIG.2). In this way, the carriers68,72of the first and second busbar components64,66are parallel to one another. The aligned feeders70,74define windows80between adjacent feeders70,74. The windows80have a width W3and a length substantially equal to twice L2. In this example, the ends82,84of the feeders70,74are spaced-apart from one another by a relatively small gap such that current will not flow between the feeders70,74until connected by a tab60. As will be discussed below, the windows80allow for attachment of the tabs60to the busbar assembly62. In one example, the first and second busbar components64,66are mounted to the side of the battery array56by a frame.FIG.4is a cross-sectional view of one example frame86. In this example, the frame86includes a base88and cantilevered arms90projecting from opposite sides of the base88. The frame86includes a recess92between the cantilevered arms90. A width of the cantilevered arms90is thickest away from the base88, such that the recess92is widest adjacent the base88. In use, one of the first or second busbar components64,66is pushed against the cantilevered arms90, which urges the cantilevered arms90away from one another. The busbar component then rests against the base88at the widest part of the recess92. When the busbar component is against the base88, the cantilevered arms90are biased back toward one another and maintain the position of the busbar component. WhileFIG.4illustrates one example type of connective frame, it should be understood that other types of connections come within the scope of this disclosure. FIG.5illustrates the manner in which the first and second busbar components64,66may be mechanically and electrically coupled to the battery cells58. InFIG.5, the first and second busbar components64,66are arranged in the same way as inFIG.3.FIG.5shows, on a schematic level, the first and second busbar components64,66as they would be arranged on the side of the battery array56, and in particular shows the tabs60projecting through the windows80. In this example, each of the tabs60are moveable, and are in particular bendable, between a straight position and a folded position. InFIG.5, there are four tabs60projecting through respective windows in a straight position, and one tab60A that has been folded to a folded position. In the folded position, the tab60A is in direct contact with both the first busbar component64and the second busbar component66. In particular, the tab60A is in direct contact with one of the feeders70and a corresponding one of the feeders74. To affix the tab60A to the busbar assembly62, in one example the tab60A is welded to the feeders70,74. A weld is represented at94inFIG.5. While only one tab60A is in the folded position inFIG.5, each of the tabs60would be folded and affixed to respective ones of the feeders70,74in a similar manner. While welding is mentioned herein, it should be understood that other attachment techniques come within the scope of this disclosure. When all tabs are connected to corresponding feeders70,74, the current from the battery cells58is distributed throughout the battery array. In one example, the busbar assembly62includes an electrical input96and an electrical output98. In this example, the electrical input96is on the first busbar component64, and the electrical output98is on the second busbar component66, although the opposite could be true. Further, in another arrangement, the electrical input and output96,98could be provided on the same one of the first or second busbar component64,66. In any case, the electrical input and output96,98are used to electrically couple the busbar assembly62to other busbar assemblies within the battery array56, for example, depending on the particular application. Additionally, the electrical input96could be a main electrical input for the battery cell, meaning the input would be on the most positive or negative portion of the array. Likewise, the electrical output98could be a main electrical output for the battery cell. In other examples where there is more than one busbar assembly62on each side of the battery array, the electrical input and output96,98are intermediate inputs and outputs. In this disclosure, the busbar assembly62is a two-piece assembly and consists only of the first busbar component64and the second busbar component66. By providing the busbar assembly62as a two-piece assembly, ease of manufacture is increased and material waste is significantly reduced relative to prior techniques. The reduction in material waste will be appreciated with reference to the method of forming the busbar assembly62, which will now be described. Another aspect of this disclosure relates to a method of making a busbar assembly having a first busbar component and a second busbar component from a blank of raw material. In one particular example, the first and second busbar components are formed using a single cutting step. FIG.6illustrates an example blank100of material for forming the busbar assembly62. In one example, the blank100is a single piece of conductive material, such as copper, although other conductive materials can be used. In this example, the blank100is rectangular. The blank100has a width X and a height Y. In one example, the width X is equal to L2plus twice W1, and the height Y is equal to L1plus W2. With reference toFIG.7, the first and second busbar components64,66are formed by cutting the blank100beginning at a first perimeter edge102of the blank and ending at a second perimeter edge104of the blank opposite the first perimeter edge102. In this example, a cutting path is illustrated at106. The blank100is cut along the cutting path106using a laser-cutting process in one example, although it should be understood that other manufacturing processes come within the scope of this disclosure. In this example, the cutting path106is generally a serpentine pattern between the first perimeter edge102and the second perimeter edge104. The serpentine pattern corresponds to the shape of the first and second busbar components64,66(labeled inFIG.7for reference). The serpentine pattern allows the first and second busbar components64,66to be formed from a single blank100of material by a single cutting step. The cutting path106in this example includes a plurality of perpendicular turns (e.g., ninety-degree turns). In one particular example, the cutting path106begins at the first perimeter edge102and initially extends into the blank100in a first direction perpendicular to the first perimeter edge102by a distance equal to W2, as represented at line segment106A. The cutting path106then takes a perpendicular turn and travels in a second direction by a distance equal to L2, as represented at line segment106B. The cutting path106then makes a perpendicular turn back to the first direction and travels a distance equal to W2, as represented at line segment106C. The cutting path then makes another perpendicular turn and travels in a third direction opposite the second direction by a distance equal to L2, as represented at line segment106D. The cutting path106continues in this manner until it reaches the second perimeter edge104. By following the cutting path106shown inFIG.7, material waste is significantly reduced, and in particular there is no wasted material between the feeders70,74. For instance, the only waste when following the cutting path106ofFIG.7are two relatively small pieces108,110. The pieces108,110have a length equal to W1and a width equal to W2. After removing the pieces108,110, the result of the cutting process is shown inFIG.8. FIG.9is a to-scale comparison of a known one-piece busbar, which is formed using an existing technique, relative to the busbar assembly formed using the disclosed process. An example known busbar is shown at112. The busbar112has a width X1and a height Y. The height Y is about the same as the height of the blank100of the present disclosure, but the width X1is about twice as large as the width X of the blank100. Thus, the busbar112is formed using a substantially larger piece of material than the disclosed busbar assembly62. Further, the busbar112is formed from a single piece of material by removing windows114from the center of the material. The windows114are thus labeled as “wasted material” inFIG.9. On the other hand, the pieces108,110(labeled “waste” for reference inFIG.9) are the only wasted material in the disclosed process, and the pieces108,110are relatively small compared to the windows114. Note that the windows114are sized substantially the same as the windows80, whereas the pieces108,110are much smaller. Accordingly, by providing a multi-piece busbar assembly (e.g., a two-piece busbar assembly) as opposed to a one-piece busbar, not only is the present busbar assembly62formed from a much smaller blank of material to begin with, but less of that blank is wasted during manufacturing. Thus, the present disclosure provides significant cost savings relative to the prior art. It should be understood that terms such as “about,” “substantially,” and “generally” are not intended to be boundaryless terms, and should be interpreted consistent with the way one skilled in the art would interpret those terms. Although the different examples have the specific components shown in the illustrations, embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another one of the examples. One of ordinary skill in this art would understand that the above-described embodiments are exemplary and non-limiting. That is, modifications of this disclosure would come within the scope of the claims. Accordingly, the following claims should be studied to determine their true scope and content. | 20,895 |
11858364 | The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. Hereinafter, a battery case mounting structure for an electric vehicle according to one form of the present disclosure will be described with reference to the accompanying drawings. FIG.1is a view illustrating a battery case mounting structure for an electric vehicle according to one form the present disclosure.FIG.2is a cross-sectional view of the battery case mounting structure for an electric vehicle illustrated inFIG.1.FIGS.3to8are views for explaining the battery case mounting structure for an electric vehicle illustrated inFIG.1. The battery case mounting structure for an electric vehicle according to the present disclosure, as illustrated inFIGS.1and2, includes a vehicle body floor100, in which a plurality of seats are installed, a battery case200provided on the lower side of the seats below the vehicle body floor100, having a battery module210therein, and having an air inlet220, through which air is suctioned, and an air outlet230, through which air is discharged, wherein the air inlet220is disposed on the rear side thereof and the air outlet230is disposed on the front side thereof, an intake duct300connected to communicate with the air inlet220at an upper portion of the vehicle body floor100and configured to guide interior air to the interior of the battery case200, and a discharge duct400connected to communicate with the air outlet230at an upper portion of the vehicle body floor100, extending to the rear side of the vehicle body floor100, and configured to discharge air, which cooled the battery module210, to the outside. The battery case200may have the battery module210for supplying electric power therein, and may be mounted on a lower portion of the vehicle body floor100. A blowing device C for cooling various electric components and circulating air, in addition to the battery module210, is provided in the interior of the battery case200. Further, the air inlet220, through which the air for cooling the battery module210is introduced, and the air outlet230, through which the air that cooled the battery module210is discharged, are formed in the battery case200. Accordingly, when the blowing device C is driven, the air introduced through the air inlet220is discharged through the air outlet230after cooling the battery module210. In particular, in the present disclosure, the air inlet220may be disposed on the rear side of the battery case200, the air outlet230may be disposed on the front side of the battery case200, and the blowing device C may be installed on a side of the interior of the battery case200, which is close to the air outlet230. Accordingly, the air flowing into the interior of the battery case200may be introduced through the air inlet220, may flow from the rear side to the front side of the battery case200, and may be discharged through the air outlet230. In addition, as can be seen inFIGS.3and4, the air inlet220and the air outlet230are disposed to be inclined in an outward direction of the vehicle body floor100in the battery case200, whereby an interference with an air-conditioning duct or a connection member can be avoided. Meanwhile, the intake duct300is connected to the air inlet220of the battery case200to communicate with the air inlet220such that the interior air flows into the interior of the battery case200. Of course, the intake duct300may flow into the exterior air into the battery case200, but the degree of contamination of the exterior air is high and the exterior temperature changes variously, and the intake duct300causes the interior air, of which the degree of contamination is low and which is maintained at a proper temperature, to flow into the battery case200. The discharge duct400is connected to the air outlet230of the battery case200to communicate with the air outlet230, and extends to the rear side of the vehicle body floor100to discharge the air that cooled the battery module210to the outside. That is, the discharge duct400extends along the bottom surface above the vehicle body floor100, and an installation space for the discharge duct400is reduced as a discharge path extending from the front side to the rear side is formed. The discharge duct400may be buried under the bottom surface of the interior. In this way, in the present disclosure, as the interior air flows in the interior of the battery case200through the intake duct300and the discharge duct400mounted on the battery case200, the battery module210is cooled in an air cooling manner. Furthermore, even when the battery case200is provided below the seat, the intake duct300does not interfere with the feet of a passenger because it is disposed on the rear side of the battery case200, and the discharge duct400does not interfere the feet of the passenger seated on the seat because it extends from the front side to the rear side of the battery case200but extends along the bottom surface above the vehicle body floor100. In a detailed description of the above-described contents of the present disclosure, the battery case200may be provided below a front seat on the vehicle body floor100such that the intake duct300is provided below the front seat and the discharge duct400is provided on the front side of the intake duct300on the lower side of the front seat and extends from the front seat toward the rear seat. In the drawings, it is illustrated as rails S of the seat. The seats installed on the vehicle body floor100may be divided into a front seat and a rear seat, and the front seat may correspond to a first row seat and the rear seat may corresponds to a second row seat. Here, the battery case200may be provided below the front seat in the vehicle body floor100, and the front seat may be a passenger seat. In this way, as the battery case200is mounted on the lower side of the passenger seat on the front side, a trunk space, a spare tire space, and the like may be secured as marginal spaces, and an influence on installation of other components is reduced. Further, the intake duct300connected to the battery case200is provided below the front seat, the discharge duct400is provided on the front side of the intake duct300below the front seat, and the discharge duct400is formed to extend to the rear side of the front seat. Accordingly, the intake duct300does not interfere with the feet of the passenger even though it is provided below the front seat, and the discharge duct400extends rearwards along the bottom surface even though it is located on the front side of the intake duct300below the front seat, whereby an interference with the feet of the passenger is avoided. Meanwhile, as illustrated inFIG.5, the intake duct300may be formed to extend upwards and a suction hole310, through which interior air is suctioned, may be formed at an end of the extension of the intake duct300. That is, as the battery case200is located below the vehicle body floor100, moisture may be introduced through the air inlet220. Accordingly, because the intake duct300connected to an upper portion of the vehicle body floor100to communicate with the air inlet220is formed to extend upwards and the suction hole310, through which interior air is suctioned, is formed at an end of the extension of the intake duct300, moisture is inhibited from being introduced into the battery module210through the air inlet220even though moisture is generated on the bottom of the interior. In addition, even though the intake duct300is formed to extend upwards, it does not interfere with the feet of the passenger because it is provided below the seat. Meanwhile, as illustrated inFIG.4, a plurality of cross members500, in which a front seat is installed, may be provided in the vehicle body floor100, the intake duct300may be provided below the front seat between the cross members500, in which the front seat is installed, and the discharge duct400is provided on the front side of a front cross member510, among the cross members500, in which the front seat is installed, extends rearwards, and extends rearwards past a rear cross member520. The vehicle body floor100is provided with cross members500for providing rigidity and installing the seats. The front seat is installed through the cross-members and the intake duct300is provided between the cross members500below the front seat, whereby the feet of the passenger seated on the front seat are not interfered with by the intake duct300. The discharge duct400is provided on the front side of the front cross member, among the cross members500in which the front seat is installed, but is buried under the bottom surface of the interior above the vehicle body floor100, whereby it does not interfere with the feet of the passenger. Through this, an installation space is reduced due to the battery case200provided below the front seat on the lower side of the vehicle body floor100, and the intake duct300and the discharge duct400connected to the battery case200are not interfered with by the feet of the passenger seated on the seat. Meanwhile, as illustrated inFIG.6, the discharge duct400may have vertical steps as the discharge duct extends rearwards and passes through the plurality of cross members500, and may be divided into upper extensions410passing through the cross members500and lower extensions420extending along the vehicle body floor100. As illustrated inFIGS.2to6, the discharge duct400is formed to pass through the plurality of cross members500as it extends rearwards. Then, as the vertical steps are formed upwards and downward at portions, at which the cross members500are provided above the vehicle body floor100, the discharge duct400is divided into upper extensions410passing through the cross members500and lower extensions420extending along the vehicle body floor100. In this way, because the discharge duct400is formed to have the vertical steps with the upper extensions410and the lower extensions420, it may extend rearwards past the cross members500. In particular, moisture outlets430, through which moisture is discharged to the outside, may be formed in some sections of the lower extensions420of the discharge duct400. In addition, the moisture outlets430may be formed the lower extensions420at the lowest locations of the steps. In this way, because the moisture outlets430are formed in some sections of the lower extensions420of the discharge duct400, moisture is inhibited from being introduced into the battery module210when the moisture is introduced into the discharge duct400. In particular, because the moisture outlets430are formed at sites at which moisture gathers as the step is lowest in the lower extensions420, moisture generated in the discharge duct400can be efficiently discharged. The moisture outlets430may have holes passing through the lower extensions420inwards and outwards. In addition, sponge may be attached to the corresponding holes to maintain the sealed state of the duct and discharge moisture. As another form, the moisture outlets430may have one-way plugs to discharge the moisture generated in the discharge duct400to the outside and inhibit exterior moisture from being introduced into the discharge duct400. The moisture outlets420may be applied in various other forms. Accordingly, because the moisture introduced through the discharge duct400is inhibited from flowing toward the battery module210, the battery module210can be inhibited from being damaged due to moisture. Meanwhile, as illustrated inFIG.7, a grill part440installed in the discharge hole and having a plurality of holes due to a plurality of ribs crossing the discharge hole upwards and downwards is provided in the discharge duct400. Because the grill part440has the plurality of holes due to the plurality of ribs, it has a mesh structure, whereby foreign substances introduced into the discharge hole can be blocked while the flow of the air discharged through the discharge hole is not interrupted. Accordingly, because the air flowing through the discharge duct400is smoothly discharged through the discharge hole, the cooling of the battery module210can be stably maintained. Meanwhile, as illustrated inFIG.8, a plurality of connection members M including the plurality of cross members500may be provided in the vehicle body floor100, and a space having no connection member N and provided with the battery case200may be formed at a portion, at which the battery case200is mounted. That is, a plurality of connection members M for providing rigidity and installing components are provided in the vehicle body floor100, and the connection members M may be a front member M1, a side member M2, and the cross members500. Here, as the battery case200is provided below the vehicle body floor100, no connection member M is present at the corresponding portion and the battery case200is provided at the corresponding portion, whereby a space due to installation of the battery case200can be reduced. Here, the connection members M may be formed to surround the battery case200provided below the vehicle body floor100. The battery case (200) mounting structure for an electric vehicle having the above-described structure is provided with the battery case200below the vehicle body floor to provide an interior space, and the cooling structure is simplified as the battery module210is cooled by using interior air. Therefore, the disclosed forms of the present disclosure do not limit the technical spirit of the present disclosure but are illustrative, and the scope of the technical spirit of the present disclosure is not limited by the forms of the present disclosure. | 13,998 |
11858365 | DETAILED DESCRIPTION FIG.1schematically illustrates an agricultural vehicle10in the form of a tractor, having front wheels12driven by a front axle14, rear wheels16driven by a rear axle18, and a front hood20covering inter alia a storage battery22coupled via a power electronics (switching/charging) stage24to first and second electric motors M1, M2. The electric motors M1, M2form part of a driveline (indicated generally by dashed line26) providing motive power to the front and rear axles14,18under control of an electronic control unit (ECU)28. The driveline26also includes a power take-off shaft30which outputs a driven rotary drive to implements such as balers, tedders, etc., coupled to the rear of the tractor10. The tractor10includes a user station in the form of a cab32that may include a user interface/control unit34by which a user may set or adjust operational parameters via the ECU28. FIG.2shows an exemplary first configuration of the driveline. The first M1and second M2electric drive motors are close coupled (connected to each other), with their respective output shafts38,40being coaxial. This makes the motive power unit (the combination of M1and M2) a compact unit that may be contained within a low profile single housing, illustrated by dashed line42. Mounted adjacent the motive power unit M1, M2is an epicyclic (planetary) gear arrangement PG (which may optionally be enclosed within the single housing42) with the first input shaft38directly (drivingly) coupled to the sun gear44thereof, and the second input shaft40directly coupled to one or more of the planetary gears46of the epicyclic PG. The outer ring gear48of the epicyclic PG is directly coupled to a first output shaft40A and from there, via one or more connecting gears50, drives an input shaft52of the drive to the front and rear axles14,18. The output shaft52is connected via a differential and braking unit54to the rear axle18, and via a gearing linkage56and clutch unit58to the front axle14. The second output shaft38(an extension of the first input shaft and suitably a unitary body therewith) is connected via a brake-and-clutch unit60to a reduction gearing62which in turn drives the PTO output shaft30. The clutch portion C of the brake-and-clutch unit60is operable to connect and disconnect the PTO shaft30from the second output shaft38. The brake portion B of the brake-and-clutch unit60is on the motor side (relative to the clutch portion C) and, when actuated, prevents rotation of the second output shaft38and first electric motor M1. The first electric motor M1drives a main hydraulic pump PM64via the second output shaft38and a gearing linkage68. The main pump64supplies pressurized fluid from a first fluid reservoir R1to consumers on or attached to the vehicle, e.g., lifting cylinders forming part of a front or rear linkage, a front loader, and/or a front suspension of the vehicle10. The second electric motor M2drives a steering hydraulic pump PST66via the input shaft52and a gearing linkage70. The steering hydraulic pump PST66supplies pressurized fluid from a second fluid reservoir R2(which may be separate from or common with R1) to a hydraulic steering system of the vehicle (e.g., tractor). The main pump PM64(supplying fluid to, e.g., the lifting cylinders or the front suspension) is installed in the driveline connected to motor M1but prior to the brake-and-clutch assembly60connecting the PTO30in this first embodiment. This has some major advantages:1. A single pump (i.e., PST66) can ensure steering and that main pump PM64is constantly driven;2. Installing the main pump64in the driveline connected with the first electric motor M1enables this main pump64to be switched off, e.g., when driving on the road where there is minor hydraulic consumption compared to field work. In the case that increased steering power is requested (e.g., when turning), the motor M1may be activated while the PTO30branch is disconnected by the clutch part C of the brake-and-clutch assembly60.3. When the vehicle10is operated with an implement, both the main pump PM64and the PTO30may be operated. In order to recharge the storage battery or batteries22, a first option is to connect a suitable electric power supply, via an external connector80(FIG.1) on the vehicle10and the power electronics stage24, to the battery or batteries22. This conventional option is typically performed at some base location for the vehicle and is suitably carried out overnight. In order to recharge the storage battery or batteries22in a field location, where a suitable source of electrical power may be unavailable, two options are provided. In both options, the second output shaft38is driven by an external source to cause one or each of the electric motors M1, M2to act as a generator and supply a charging current to the storage battery or batteries22. In the first option, an external source of hydraulic pressure PIN is coupled, via an external connector82(FIG.2) on the vehicle, to drive the main hydraulic pump64as a hydraulic motor. Through gearing linkage68, this drives the second output shaft38. Note that in this situation, both the brake B and clutch C of the brake-and-clutch assembly60should be disengaged to prevent driving of the PTO30. If the second electric motor M2is to be connected to the first electric motor M1so that both are charging, a further clutch mechanism (not shown) should be provided to disengage the drive to the front and rear axles14,18. The fluid input from the connector82to the pump64may suitably include a flow limiter84controlled by the ECU28(FIG.1) to control the fluid flow and thereby the pump speed and generating motor speed by reference to a charging characteristic and/or charge level of the battery or batteries22. FIG.3schematically illustrates a second option, with vehicle10being charged by another agricultural vehicle110(also shown in the form of a tractor). The vehicle110has front wheels112driven by a front axle114, rear wheels116driven by a rear axle118, and a front hood120. A driveline (indicated generally by dashed line126) provides motive power to the front and rear axles114,118under control of an electronic control unit (ECU)128. The driveline126also includes front and rear power take-off shafts90,130which output a driven rotary drive to implements coupled to the vehicle110. The vehicle110includes a user station in the form of a cab132which may include a user interface/control unit134by which a user may set or adjust operational parameters via the ECU128. In this second option, an external source of rotational energy86is coupled to drive the PTO30and gearing linkage62of the vehicle10. In this situation, both the brake B of the brake-and-clutch assembly60should be disengaged and the clutch C engaged to couple the PTO30to the second output shaft38. The PTO shaft30is suitably provided with a connecting shaft (such as a cardan shaft)88to drivingly couple with one of the PTO shafts90,130of the vehicle110(providing the source of the rotational energy86). As illustrated inFIG.3, the connecting shaft88suitably connects the rear-mounted PTO30of the vehicle10to be charged with the front-mounted PTO90of the (charging) vehicle110. The power electronic stage24(FIG.1) suitably acts as a current limiter to control a maximum recharge current by reference to one or more charging characteristics of the motor(s) M1, M2and/or charge level of the battery or batteries22when driven in this “reverse” (charging) mode. Where both vehicles10,110in the arrangement ofFIG.3have respective ECUs28,128, these ECUs are preferably connected during recharging (by ISOBUS link92or similar connection), with the ECU of the agricultural/utility vehicle10being charged controlling delivery by the appropriate power source, by controlling the PTO90of the further (charging) vehicle110via the ECU128of the further vehicle110. Such an ISOBUS link92may also be used to control the delivery of hydraulic pressure from the further vehicle110to the first vehicle10where the power supply is in the form of the first option described above. The agricultural/utility vehicle10has as its motive power source one or more electric motors M1, M2supplied by one or more rechargeable batteries22to drivingly rotate a shaft38of the vehicle driveline. To recharge the batteries22, an external power source PIN,86is applied to cause the driveline shaft38to rotate, resulting in one or more electric motors M1acting as a generator to recharge the batteries22. The external power source may include a source of fluid pressure PIN driving a hydraulic pump64of the driveline as a hydraulic motor, or an external source of rotational energy86coupled to a power take-off shaft30of the vehicle. From reading of the present disclosure, other modifications will be apparent to those skilled in the art. Such modifications may involve other features which are already known in the field of vehicle driveline and power transmission systems and component parts therefore and which may be used instead of or in addition to features described herein. | 9,073 |
11858366 | DETAILED DESCRIPTION OF EMBODIMENTS Embodiments of the present disclosure will be described in detail with reference to the drawings. It should be noted that the same or corresponding parts in the drawings are denoted by the same reference characters and repetitive description thereof will be omitted. Hereinafter, an electronic control unit is also referred to as “ECU”. FIG.1is a diagram showing a configuration of a vehicle according to the present embodiment. In the present embodiment, a front-wheel drive four-wheel vehicle (more specifically, a hybrid vehicle) is assumed to be used, but the number of wheels and the drive system can be changed as appropriate. For example, the drive system may be four-wheel drive. Referring toFIG.1, a vehicle100is equipped with a battery pack10including a battery ECU13. Further, a motor ECU23, an engine ECU33, an HV ECU50, and a gateway ECU60are mounted on the vehicle100separately from the battery pack10. The motor ECU23, the engine ECU33, the HV ECU50, and the gateway ECU60are located outside the battery pack10. The battery ECU13is located inside the battery pack10. In the present embodiment, the battery ECU13, the HV ECU50, and the gateway ECU60correspond to examples of a “first control device”, a “second control device”, and a “third control device” according to the present disclosure, respectively. The battery pack10includes a battery11, a voltage sensor12a, a current sensor12b, a temperature sensor12c, the battery ECU13, and a system main relay (SMR)14. The battery11functions as a secondary battery. In the present embodiment, an assembled battery including a plurality of electrically connected lithium ion batteries is adopted as the battery11. Each secondary battery that constitutes the assembled battery is also referred to as a “cell”. In the present embodiment, each lithium ion battery that constitutes the battery11corresponds to the “cell”. The secondary battery included in the battery pack10is not limited to the lithium ion battery and may be another secondary battery (for example, a nickel metal hydride battery). An electrolytic solution secondary battery or an all-solid-state secondary battery may be used as the secondary battery. The voltage sensor12adetects the voltage of each cell of the battery11. The current sensor12bdetects current flowing through the battery11(the charging side takes a negative value). The temperature sensor12cdetects the temperature of each cell of the battery11. The sensors output the detection results to the battery ECU13. The current sensor12bis provided in the current path of the battery11. In the present embodiment, one voltage sensor12aand one temperature sensor12care provided for each cell. However, the present disclosure is not limited to this, and one voltage sensor12aand one temperature sensor12cmay be provided for each set of multiple cells, or only one voltage sensor12aand one temperature sensor12cmay be provided for one assembled battery. Hereinafter, the voltage sensor12a, the current sensor12b, and the temperature sensor12care collectively referred to as “battery sensor12”. The battery sensor12may be a battery management system (BMS) that has a state of charge (SOC) estimation function, a state of health (SOH) estimation function, a cell voltage equalization function, a diagnostic function, and a communication function in addition to the above sensor functions. The SMR14is configured to switch connection and disconnection of power paths connecting external connection terminals T1and T2of the battery pack10and the battery11. For example, an electromagnetic mechanical relay can be used as the SMR14. In the present embodiment, a power control unit (PCU)24is connected to the external connection terminals T1and T2of the battery pack10. The battery11is connected to the PCU24via the SMR14. When the SMR14is in the closed state (connected state), power can be transmitted between the battery11and the PCU24. In contrast, when the SMR14is in the open state (disconnected state), the power paths connecting the battery11and the PCU24are disconnected. In the present embodiment, the SMR14is controlled by the battery ECU13. The battery ECU13controls the SMR14according to an instruction from the HV ECU50. The SMR14is in the closed state (connected state) when the vehicle100is traveling, for example. The vehicle100includes an engine31, a first motor generator21a(hereinafter referred to as “MG21a”), and a second motor generator21b(hereinafter referred to as “MG21b”) as power sources for traveling. The MG21aand the MG21bare motor generators that have both a function as a motor that outputs torque by receiving drive power and a function as a generator that generates electric power by receiving the torque. An alternating current (AC) motor (for example, a permanent magnet synchronous motor or an induction motor) is used as the MG21aand the MG21b. The MG21aand the MG21bare electrically connected to the battery11via the PCU24. The MG21ahas a rotor shaft42aand the MG21bhas a rotor shaft42b. The rotor shaft42acorresponds to a rotation shaft of the MG21a, and the rotor shaft42bcorresponds to a rotation shaft of the MG21b. The vehicle100further includes a single-pinion planetary gear42. An output shaft41of the engine31and the rotor shaft42aof the MG21aare connected to the planetary gear42. The engine31is, for example, a spark-ignition internal combustion engine including a plurality of cylinders (for example, four cylinders). The engine31combusts fuel in each cylinder to generate drive force, and the generated drive force rotates a crankshaft (not shown) shared by all the cylinders. The crankshaft of the engine31is connected to the output shaft41via a torsional damper (not shown). The output shaft41rotates along with rotation of the crankshaft. The engine31is not limited to a gasoline engine and may be a diesel engine. The planetary gear42has three rotating elements, namely, an input element, an output element, and a reaction force element. More specifically, the planetary gear42includes a sun gear, a ring gear that is arranged coaxially with the sun gear, a pinion gear that meshes with the sun gear and the ring gear, and a carrier that holds the pinion gear so that the pinion gear can rotate and revolve. The carrier corresponds to the input element, the ring gear corresponds to the output element, and the sun gear corresponds to the reaction force element. The engine31and the MG21aare mechanically connected to each other via the planetary gear42. The output shaft41of the engine31is connected to the carrier of the planetary gear42. The rotor shaft42aof the MG21ais connected to the sun gear of the planetary gear42. The torque output from the engine31is input to the carrier. The planetary gear42is configured to divide the torque output from the engine31to the output shaft41into torque that is transmitted to the sun gear (eventually the MG21a) and torque that is transmitted to the ring gear. When the torque output from engine31is output to the ring gear, reaction torque generated by the MG21aacts on the sun gear. The planetary gear42and the MG21bare configured such that the drive force output from the planetary gear42(that is, drive force output to the ring gear) and the drive force output from the MG21b(that is, drive force output to the rotor shaft42b) are combined and transmitted to the drive wheels45aand45b. More specifically, an output gear (not shown) that meshes with a driven gear43is attached to the ring gear of the planetary gear42. A drive gear (not shown) attached to the rotor shaft42bof the MG21balso meshes with the driven gear43. The driven gear43combines the torque output from the MG21bto the rotor shaft42band the torque output from the ring gear of the planetary gear42. The drive torque thus combined is transmitted to a differential gear44and further transmitted to the drive wheels45aand45bvia drive shafts44aand44bextending from the differential gear44to the right and left. The MG21ais provided with a motor sensor22athat detects the state (for example, current, voltage, temperature, and rotation speed) of the MG21a. The MG21bis provided with a motor sensor22bthat detects the state (for example, current, voltage, temperature, and rotation speed) of the MG21b. The motor sensors22aand22boutput their detection results to the motor ECU23. The engine31is provided with an engine sensor32that detects the state of the engine31(for example, intake air amount, intake pressure, intake temperature, exhaust pressure, exhaust temperature, catalyst temperature, engine coolant temperature, and engine speed). The engine sensor32outputs its detection result to the engine ECU33. The HV ECU50is configured to output a command (control command) for controlling the engine31to the engine ECU33. The engine ECU33is configured to control various actuators of the engine31(for example, a throttle valve, an ignition device, and an injector (not shown)) in accordance with the command from the HV ECU50. The HV ECU50can perform engine control through the engine ECU33. The HV ECU50is configured to output a command (control command) for controlling each of the MG21aand the MG21bto the motor ECU23. The motor ECU23is configured to generate current signals (for example, signals indicating the magnitude and the frequency of the current) that match the target torque of each of the MG21aand the MG21bin accordance with the command from the HV ECU50, and output the generated current signals to the PCU24. The HV ECU50can perform motor control through the motor ECU23. The PCU24includes, for example, two inverters each corresponding to the MG21aand the MG21band a converter (not shown) arranged between each inverter and the battery11. The PCU24is configured to supply power accumulated in the battery11to each of the MG21aand the MG21b, and supply electric power generated by each of the MG21aand the MG21bto the battery11. The PCU24is configured such that the states of the MG21aand the MG21bcan be controlled separately, and, for example, the MG21bcan be in the power running state while the MG21ais in the regenerative state (that is, the power generation state). The PCU24is configured to be able to supply the electric power generated by one of the MG21aand the MG21bto the other. The MG21aand the MG21bare configured to be able to transmit and receive power to and from each other. The vehicle100is configured to perform hybrid vehicle (HV) traveling and electric vehicle (EV) traveling. The HV traveling is traveling performed by operating the engine31and the MG21bwith the engine31generating driving force for travel. The EV traveling is traveling performed by operating the MG21bwith the engine31stopped. When the engine31is stopped, combustion is not performed in the cylinders. When the combustion in the cylinders is stopped, the engine31does not generate combustion energy (the driving force for travel). The HV ECU50is configured to switch between the EV traveling and the HV traveling depending on the situation. FIG.2is a diagram showing a connection mode of the control devices included in the vehicle100according to the present embodiment. Referring toFIG.2together withFIG.1, the vehicle100includes an in-vehicle local area network (LAN) including a local bus B1and a global bus B2. The control devices (for example, the battery ECU13, the motor ECU23, and the engine ECU33) mounted on the vehicle100is connected to the in-vehicle LAN. In the present embodiment, a controller area network (CAN) is employed as a communication protocol of the in-vehicle LAN. The local bus B1and the global bus B2are, for example, CAN buses. However, the communication protocol of the in-vehicle LAN is not limited to the CAN, and may be any protocol such as FlexRay. The battery ECU13, the motor ECU23, and the engine ECU33are connected to the local bus B1. Although not shown, a plurality of control devices is connected to the global bus B2. The control devices connected to global bus B2include, for example, a human machine interface (HMI) control device. Examples of the HMI control device include a control device that controls a navigation system or a meter panel. The global bus B2is connected to another global bus via a central gateway (CGW) not shown. The HV ECU50is connected to the global bus B2. The HV ECU50is configured to perform CAN communication with each control device connected to the global bus B2. The HV ECU50is connected to the local bus B1via the gateway ECU60. The gateway ECU60is configured to relay communication between the HV ECU50and each control device (for example, the battery ECU13, the motor ECU23, and the engine ECU33) that is connected to the local bus B1. The HV ECU50is configured to mutually perform CAN communication with each control device connected to the local bus B1via the gateway ECU60. The gateway ECU60may be configured to collect and save data related to the vehicle100(for example, various pieces of information obtained by in-vehicle sensors, and IWin, IWout, Win, Wout and control commands SM1, SM2, SEdescribed later). Further, the gateway ECU60may have a firewall function. The gateway ECU60may be configured to detect unauthorized communication in cooperation with at least one of the firewall function and an error detection function of the CAN communication. In the present embodiment, a microcomputer is used as the battery ECU13, the motor ECU23, the engine ECU33, the HV ECU50, and the gateway ECU60. The battery ECU13includes a processor13a, a random access memory (RAM)13b, a storage device13c, and a communication interface (I/F)13d. The motor ECU23includes a processor23a, a RAM23b, a storage device23c, and a communication I/F23d. The engine ECU33includes a processor33a, a RAM33b, a storage device33c, and a communication I/F33d. The HV ECU50includes a processor50a, a RAM50b, a storage device50c, and a communication I/F50d. The gateway ECU60includes a processor60a, a RAM60b, a storage device60c, and a communication I/F60d. A central processing unit (CPU), for example, can be used as the processors. Each communication I/F includes a CAN controller. Each RAM functions as a working memory that temporarily stores data processed by the processor. Each storage device is configured to be able to save stored information. Each storage device includes, for example, a read-only memory (ROM) and a rewritable nonvolatile memory. Each storage device stores, in addition to a program, information that is used in the program (for example, a map, a mathematical expression, and various parameters). Various controls of the vehicle100are executed when the processors execute the programs stored in the storage devices. However, the present disclosure is not limited to this, and various controls may be executed by dedicated hardware (electronic circuit). The number of processors included in each ECU is not limited, and any ECU may include a plurality of processors. Charge/discharge control of the battery11will be described referring toFIG.1again. Hereinafter, the input power of the battery11and the output power of the battery11are collectively referred to as “battery power”. The HV ECU50determines target battery power using the SOC of the battery11. Then, the HV ECU50controls charge/discharge of the battery11so that the battery power becomes closer to the target battery power. However, such charge/discharge control of the battery11is restricted by input/output restriction described later. Hereinafter, the target battery power on the charging side (input side) may be referred to as “target input power”, and the target battery power on the discharging side (output side) may be referred to as “target output power”. In the present embodiment, the power on the discharging side is represented by a positive (+) value and the power on the charging side is represented by a negative (−) value. However, when comparing the magnitude of the power, the absolute value is used regardless of the positive or negative sign (+/−). That is, the magnitude of the power is smaller as the value becomes closer to zero. When an upper limit value and a lower limit value are set for the power, the upper limit value is located on the side where the absolute value of the power is large, and the lower limit value is located on the side where the absolute value of the power is small. The power exceeding the upper limit value on the positive side means that the power becomes larger on the positive side than the upper limit value (that is, the power moves away to the positive side with respect to zero). The power exceeding the upper limit value on the negative side means that the power becomes larger on the negative side than the upper limit value (that is, the power moves away to the negative side with respect to zero). The SOC indicates the remaining charge amount and, for example, the ratio of the current charge amount to the charge amount in the fully charged state is represented by a range between 0% and 100%. As the measuring method of the SOC, a known method such as a current integration method or an open circuit voltage (OCV) estimation method can be adopted. FIG.3is a diagram showing an example of a map used for determining the target battery power. InFIG.3, a reference value C0indicates a control center value of the SOC, a power value PAindicates a maximum value of the target input power, and a power value PBindicates a maximum value of the target output power. Referring toFIG.3together withFIG.1, according to this map, when the SOC of the battery11is the reference value C0, the target battery power is “0”, and the battery11is neither charged nor discharged. In the region where the SOC of the battery11is smaller than the reference value C0(excessive discharge region), the target input power is larger as the SOC of the battery11is smaller until the target input power reaches the maximum value (power value PA). In contrast, in a region where the SOC of the battery11is larger than the reference value C0(overcharge region), the target output power is larger as the SOC of the battery11is larger until the target output power reaches the maximum value (power value PB). The HV ECU50determines the target battery power in accordance with the map shown inFIG.3, and charges and discharges the battery11so that the battery power becomes closer to the determined target battery power, thereby bringing the SOC of the battery11closer to the reference value C0. The reference value C0of the SOC may be a fixed value or may be variable depending on the situation of the vehicle100. The HV ECU50is configured to perform input restriction and output restriction of the battery11. The HV ECU50sets a first power upper limit value (hereinafter, referred to as “Win”) indicating an upper limit value of the input power of the battery11and a second power upper limit value (hereinafter, referred to as “Wout”) indicating an upper limit value of the output power of the battery11, and controls battery power such that the battery power does not exceed the set Win and Wout. The HV ECU50adjusts the battery power by controlling the engine31and the PCU24. When Win or Wout is smaller (that is, closer to zero) than the target battery power, the battery power is controlled to Win or Wout instead of the target battery power. In the present embodiment, Win corresponds to an example of the “power upper limit value” according to the present disclosure. The battery ECU13is configured to use a detection value of the battery sensor12to obtain a first current upper limit value (hereinafter, also referred to as “IWin”) indicating an upper limit value of the input current of the battery11. The battery ECU13is also configured to use a detection value of the battery sensor12to obtain a second current upper limit value (hereinafter, also referred to as “IWout”) indicating an upper limit value of the output current of the battery11. That is, the battery pack10corresponds to a current restricting battery pack. On the other hand, the HV ECU50is configured to use Win to control the input power of the battery11. The HV ECU50is configured to perform power-based input restriction (that is, a process of controlling the input power of the battery11so that the input power of the battery11does not exceed Win). Further, the HV ECU50is configured to use Wout to control the output power of the battery11. The HV ECU50is configured to perform power-based output restriction (that is, a process of controlling the output power of the battery11so that the output power of the battery11does not exceed Wout). That is, the HV ECU50corresponds to a power restricting control device. In the present embodiment, IWin corresponds to an example of the “current upper limit value” according to the present disclosure. As described above, the vehicle100includes the current restricting battery pack (that is, the battery pack10) and the power restricting control device (that is, the HV ECU50). In the vehicle100, the current restricting battery pack and the power restricting control device are used in combination. IWin and IWout are output from the battery pack10, and IWin and IWout are respectively converted into Win and Wout by the gateway ECU60interposed between the battery pack10and the HV ECU50. Thereby, Win and Wout are input to the HV ECU50. With this configuration, the HV ECU50can appropriately perform power-based input restriction and power-based output restriction on the battery11included in the battery pack10. FIG.4is a diagram showing a detailed configuration of the battery pack10, the gateway ECU60, and the HV ECU50. S1and S4inFIG.4indicate a first step and a fourth step, respectively, which will be described later. Referring toFIG.4together withFIG.2, in the present embodiment, the battery11included in the battery pack10is an assembled battery including a plurality of cells111. Each cell111is, for example, a lithium ion battery. Each cell111includes a positive electrode terminal111a, a negative electrode terminal111b, and a battery case111c. The voltage between the positive electrode terminal111aand the negative electrode terminal111bcorresponds to a cell voltage Vs. In the battery11, the positive electrode terminal111aof one cell111and the negative electrode terminal111bof another cell111adjacent to the one cell111are electrically connected to each other by a bus bar112having conductivity. The cells111are connected to each other in series. However, the present disclosure is not limited to this, and any connection mode may be adopted in the assembled battery. The battery pack10includes the battery sensor12, the battery ECU13, and the SMR14in addition to the battery11. Signals output from the battery sensor12to the battery ECU13(hereinafter, also referred to as “battery sensor signals”) include a voltage signal VB output from the voltage sensor12a, a current signal IB output from the current sensor12b, and a temperature signal TB output from the temperature sensor12c. The voltage signal VB indicates a measured value of the voltage of each cell111(cell voltage Vs). The current signal IB indicates a measured value of the current flowing through the battery11(the charging side takes a negative value). The temperature signal TB indicates a measured value of the temperature of each cell111. The battery ECU13repeatedly obtains the latest battery sensor signals. The interval at which the battery ECU13obtains the battery sensor signals (hereinafter also referred to as “sampling cycle”) may be a fixed value or may be variable. In the present embodiment, the sampling cycle is 8 ms. However, the present disclosure is not limited to this, and the sampling cycle may be variable within a predetermined range (for example, a range from 1 ms to 1 s). Hereinafter, the number of times the battery ECU13obtains the battery sensor signals per unit time may be referred to as “sampling rate”. There is a tendency that the higher the sampling rate is, the higher the accuracy of obtaining Win and Wout (that is, conversion accuracy) through the conversion process described later is. The battery ECU13includes an IWin calculation unit131and an IWout calculation unit132. The IWin calculation unit131is configured to use the detection value of the battery sensor12(that is, the battery sensor signals) to obtain IWin. A known method can be used as the calculation method of IWin. The Win calculation unit131may determine IWin so that charge current restriction is performed to protect the battery11. IWin may be determined to suppress overcharge, Li deposition, high rate of deterioration, and battery overheating in the battery11, for example. The IWout calculation unit132is configured to use the detection value of the battery sensor12(that is, the battery sensor signals) to obtain IWout. A known method can be used as the calculation method of IWout. The IWout calculation unit132may determine IWout so that discharge current restriction is performed to protect the battery11. IWout may be determined to suppress overdischarge, Li deposition, high rate of deterioration, and battery overheating in the battery11, for example. In the battery ECU13, for example, the IWin calculation unit131and the IWout calculation unit132are implemented by the processor13ashown inFIG.2and the program executed by the processor13a. However, the present disclosure is not limited to this, and the IWin calculation unit131and the IWout calculation unit132may be implemented by dedicated hardware (electronic circuit). The battery pack10outputs IWin calculated by the IWin calculation unit131, IWout calculated by the IWout calculation unit132, and the signals obtained from the battery sensor12(that is, the battery sensor signals) to the gateway ECU60. These pieces of information are output from the battery ECU13included in the battery pack10to the gateway ECU60provided outside the battery pack10. As shown inFIG.2, the battery ECU13and the gateway ECU60exchange information through CAN communication. The gateway ECU60includes a conversion unit600described below.FIG.5is a diagram showing a detailed configuration of the conversion unit600. S2and S3inFIG.5indicate a second step and a third step, respectively, which will be described later. Referring toFIG.5together withFIG.4, the conversion unit600includes a first estimation unit611, a second estimation unit621, and calculation units612and622. In the gateway ECU60, for example, the conversion unit600(and therefore the first estimation unit611, the second estimation unit621, and the calculation units612and622) is implemented by the processor60ashown inFIG.2and the program executed by the processor60a. However, the present disclosure is not limited to this, and the conversion unit600may be implemented by dedicated hardware (electronic circuit). The conversion unit600according to the present embodiment corresponds to an example of a “converter” according to the present disclosure. The first estimation unit611estimates a voltage value (hereinafter, referred to as “V1”) of the battery11in a state where a current corresponding to IWin is flowing. V1according to the present embodiment corresponds to an example of an “estimated voltage value” according to the present disclosure. In addition, the second estimation unit621estimates a voltage value (hereinafter, referred to as “V2”) of the battery11in a state where a current corresponding to IWout is flowing. FIG.6is a diagram for describing the method of estimating V1with the first estimation unit611. Referring toFIG.6together withFIG.5, the first estimation unit611uses the actual current and the actual voltage of the battery11(that is, the measured values of the current and the voltage of the battery11detected by the battery sensor12), the internal resistance of the battery11, and IWin to obtain V1. A graph M1inFIG.6shows the following relational expression. V1=VBs−(IWin−IB)×R In the above relational expression, “R” indicates the internal resistance, “IB” indicates the actual current, and “VBs” indicates the actual voltage. In the present embodiment, the average cell voltage (for example, the average value of the voltages of all the cells111) is adopted as VBs. However, the present disclosure is not limited to this. Instead of the average cell voltage, the maximum cell voltage (that is, the highest voltage value among the voltages of the cells111), the minimum cell voltage (that is, the lowest voltage value among the voltages of the cells111), or the inter-terminal voltage of the assembled battery (that is, the voltage applied between the external connection terminals T1and T2when the SMR14is in the closed state) may be adopted as VBs. The first estimation unit611can obtain VBs using the battery sensor signals (particularly, the voltage signal VB). The above relational expression is stored in the storage device60c(FIG.2) in advance. The above relational expression may include a predetermined correction term (for example, a correction term regarding polarization). In the present embodiment, the first estimation unit611refers to a map M2to obtain the internal resistance of the battery11. In the map M2, “R” indicates the internal resistance and “TB” indicates the temperature of the battery11. The map M2is information indicating the relationship between the temperature (TB) of the battery11and the internal resistance (R) of the battery11, and is stored in the storage device60c(FIG.2) in advance. The first estimation unit611can obtain the internal resistance of the battery11from the temperature of the battery11. The temperature of the battery11used to obtain the internal resistance is, for example, a measured value of the temperature of the battery11detected by the temperature sensor12c. For example, any one of an average cell temperature, a maximum cell temperature, and a minimum cell temperature may be adopted as the temperature of the battery11. As shown in the map M2, the internal resistance of the battery11tends to decrease as the temperature of the battery11increases. The first estimation unit611may periodically detect the actual current and the actual voltage, and correct the map M2based on the relationship between the actual current and the actual voltage. The method of estimating V1with the first estimation unit611has been described above with reference toFIG.6. V2is also estimated by a method similar to the above-described method of estimating V1. The second estimation unit621estimates V2in accordance with the following relational expression. Since the method of estimating V2with the second estimation unit621is basically the same as the method of estimating V1described above, only the relational expression is shown and the detailed description is omitted. V2=VBs+(IWout−IB)×R Referring again toFIG.4andFIG.5, the calculation unit612uses V1obtained by the first estimation unit611to convert IWin into Win. More specifically, the calculation unit612converts IWin into Win by performing the calculation represented by the following expression F1. The expression F1 is stored in advance in the storage device60c(FIG.2). Win=IWin×V1 (F1) The calculation unit612receives V1from the first estimation unit611and multiplies IWin input from the battery pack10(FIG.4) by V1. In this way, the calculation unit612converts IWin into Win by multiplying IWin by V1in accordance with the above expression F1. The calculation unit622uses V2obtained by the second estimation unit621to convert IWout into Wout. More specifically, the calculation unit622converts IWout into Wout by performing the calculation represented by the following expression F2. The expression F2 is stored in advance in the storage device60c(FIG.2). Wout=IWout×V2 (F2) The calculation unit622receives V2from the second estimation unit621and multiplies IWout input from the battery pack10(FIG.4) by V2. In this way, the calculation unit622converts IWout into Wout by multiplying IWout by V2in accordance with the above expression F2. Referring toFIG.4, when IWin, IWout, and the battery sensor signals are input from the battery pack10to the gateway ECU60, the conversion unit600of the gateway ECU60(seeFIG.5for the detailed configuration) converts IWin and IWout into Win and Wout, respectively. Then, Win, Wout, and the battery sensor signals are output from the gateway ECU60to the HV ECU50. The gateway ECU60sequentially obtains IWin, IWout, and VBs from the battery pack10in real time, calculates Win and Wout, and transmits Win and Wout to the HV ECU50. Win and Wout transmitted from the gateway ECU60to the HV ECU50are sequentially updated using the latest IWin, IWout, and VBs (that is, real-time values). As shown inFIG.2, the gateway ECU60and the HV ECU50exchange information through CAN communication. The HV ECU50includes a control unit51described below. In the HV ECU50, for example, the control unit51is implemented by the processor50ashown inFIG.2and the program executed by the processor50a. However, the present disclosure is not limited to this, and the control unit51may be implemented by dedicated hardware (electronic circuit). The control unit51is configured to use Win to control the input power of the battery11. Further, the control unit51is configured to use Wout to control the output power of the battery11. In the present embodiment, the control unit51creates the control commands SM1, SM2, and SEfor the MG21a, MG21b, and the engine31shown inFIG.1, respectively, so that the input power and the output power of the battery11do not exceed Win and Wout, respectively. The control unit51outputs the control commands SM1and SM2for the MG21aand the MG21bto the motor ECU23, and outputs the control command SEfor the engine31to the engine ECU33. The control commands SM1and SM2output from the HV ECU50are sent to the motor ECU23through the gateway ECU60. The motor ECU23controls the PCU24(FIG.1) in accordance with the received control commands SM1and SM2. The control command SEoutput from the HV ECU50is sent to the engine ECU33through the gateway ECU60. The engine ECU33controls the engine31in accordance with the received control command SE. The MG21a, the MG21b, and the engine31are controlled in accordance with the control commands SM1, SM2, and SE, so that the input power and the output power of the battery11are controlled so as not to exceed Win and Wout, respectively. The HV ECU50can adjust the input power and the output power of the battery11by controlling the engine31and the PCU24. The HV ECU50sequentially obtains Win and Wout from the gateway ECU60in real time, creates the control commands SM1, SM2, and SEusing the latest Win and Wout (that is, real-time values), and transmits the control commands SM1, SM2, and SEt the motor ECU23and the engine ECU33. As described above, the vehicle100according to the present embodiment includes the battery pack10including the battery ECU13, and the HV ECU50and the gateway ECU60that are provided separately from the battery pack10. The gateway ECU60is configured to relay communication between the battery ECU13and the HV ECU50. The conversion unit600is included in the gateway ECU60. The conversion unit600converts IWin into Win by multiplying V1(that is, the voltage value of the battery11in the state where the current corresponding to IWin is flowing) by IWin. The conversion unit600converts IWout into Wout by multiplying V2(that is, the voltage value of the battery11in the state where the current corresponding to IWout is flowing) by IWout. The battery ECU13is configured to use the detection value of the battery sensor12to obtain IWin (that is, the current upper limit value indicating the upper limit value of the input current of the battery11) and IWout (that is, the current upper limit value indicating the upper limit value of the output current of the battery11). The battery pack10is configured to output IWin and IWout. When IWin and IWout are input from the battery pack10to the gateway ECU60, the conversion unit600of the gateway ECU60converts IWin and IWout into Win and Wout, respectively, and the gateway ECU60outputs Win and Wout to the HV ECU50. The HV ECU50is configured to control the input power of the battery11using Win (that is, the power upper limit value indicating the upper limit value of the input power of the battery11). Further, the HV ECU50is configured to control the output power of the battery11using Wout (that is, the power upper limit value indicating the upper limit value of the output power of the battery11). Since the vehicle100includes the conversion unit600, IWin and IWout output from the current restricting battery pack (for example, the battery pack10) can be converted into Win and Wout, respectively. Although the voltage of the battery11changes depending on the magnitude of the current, the conversion unit600can obtain Win and Wout corresponding to IWin and IWout with high accuracy by multiplying IWin and IWout by V1and V2, respectively. The HV ECU50can appropriately perform the power-based input restriction and the power-based output restriction using Win and Wout thus obtained. The control parts included in the vehicle100may be modularized in predetermined units to form a vehicle control system. FIG.7is a diagram showing a first example of the vehicle control system. Referring toFIG.7, a vehicle control system201includes the MGs21aand21b, the motor sensors22aand22b, the motor ECU23, the PCU24, the engine31, the engine sensor32, the engine ECU33, the planetary gear42, the HV ECU50, and the gateway ECU60that are modularized. The vehicle control system201is configured so that the battery pack10(FIG.4) can be attached. FIG.8is a diagram showing a second example of the vehicle control system. Referring toFIG.8, a vehicle control system202is configured by modularizing the control parts of the vehicle control system201, excluding the engine control parts (that is, the engine31, the engine sensor32, and the engine ECU33). The vehicle control system202is configured so that the battery pack10(FIG.4) and the engine control parts can be attached. The modularized vehicle control system can be treated as one component. Modularization of the control parts as described above facilitates manufacture of the vehicle. Modularization also enables parts to be shared between different vehicle models. The vehicle control systems201and202each include the HV ECU50and the gateway ECU60. When the battery pack10(FIG.4) is attached to each of the vehicle control systems201and202, the HV ECU50controls the input power of the battery11so that the input power of the battery11does not exceed Win and controls the output power of the battery11so that the output power of the battery11does not exceed Wout. In the vehicle control system201,202, the HV ECU50corresponds to an example of the “control unit” according to the present disclosure. When IWin is input from the battery pack10, the gateway ECU60uses the detection value (for example, voltage, current, and temperature) of the battery sensor12and IWin to obtain V1, and multiplies Win by V1to convert IWin into Win. Further, when IWout is input from the battery pack10, the gateway ECU60uses the detection value (for example, voltage, current, and temperature) of the battery sensor12and IWout to obtain V2, and multiplies IWout by V2to convert IWout into Wout. In the vehicle control system201,202, the gateway ECU60corresponds to an example of the “conversion unit” according to the present disclosure. The vehicle control system201,202to which the battery pack10is attached can control the input power of the battery11by the vehicle control method including the first to fourth steps described below. In the first step (for example, S1inFIG.4), the vehicle control system201,202obtains IWin and the detection value of the battery sensor12from the battery pack10. In the second step (for example, S2inFIG.5), the vehicle control system201,202uses IWin and the detection value (for example, voltage, current, and temperature) of the battery sensor12to obtain V1. In the third step (for example, S3inFIG.5), the vehicle control system201,202converts IWin into Win by multiplying Win by V1. In the fourth step (for example, S4inFIG.4), the vehicle control system201,202controls the input power of the battery11using Win. In addition, the vehicle control system201,202to which the battery pack10is attached can control the output power of the battery11by the vehicle control method including the fifth to eighth steps described below. In the fifth step, the vehicle control system201,202obtains IWout and the detection value of the battery sensor12from the battery pack10. In the sixth step, the vehicle control system201,202uses the detection value (for example, voltage, current, and temperature) of the battery sensor12and IWout to obtain V2. In the seventh step, the vehicle control system201,202converts IWout into Wout by multiplying IWout by V2. In the eighth step, the vehicle control system201,202controls the output power of the battery11using Wout. According to the above vehicle control method, the vehicle control systems201and202can appropriately perform the power-based input restriction and the power-based output restriction using Win and Wout. In the above-described embodiment, when the current restricting battery pack is connected to the power restricting control device, the gateway ECU60is adopted so that the power-based input restriction and the power-based output restriction are performed on the secondary battery included in the current restricting battery pack. That is, in the above-described embodiment, the gateway ECU60that is configured to be connectable to the current restricting battery pack and that cannot be connected to the power restricting battery pack is adopted. However, the present disclosure is not limited to this, and a gateway ECU60X shown inFIG.9may be adopted instead of the gateway ECU60adopted in the above-described embodiment.FIG.9is a diagram showing a modified example of the gateway ECU60shown inFIG.4. Referring toFIG.9, the gateway ECU60X includes a connector C21for connecting a battery pack10A to the gateway ECU60X and a connector C22for connecting a battery pack10B to the gateway ECU60X. The battery pack10A is a current restricting battery pack that includes a connector C11for external connection and that outputs IWin, IWout, and the battery sensor signals to the connector C11. The battery pack10B is a power restricting battery pack that includes a connector C12for external connection and that outputs Win, Wout, and the battery sensor signals to the connector C12. The HV ECU50is connected to an output port C3of the gateway ECU60X via a signal line. When the connector C11of the battery pack10A is connected to the connector C21of the gateway ECU60X, IWin, IWout, and the battery sensor signals are input from the battery pack10A to the connector C21. Then, the conversion unit600of the gateway ECU60X converts Win and IWout into Win and Wout, respectively, and Win, Wout, and the battery sensor signals are output to the output port C3. Then, Win, Wout, and the battery sensor signals are output from the gateway ECU60X to the HV ECU50. On the other hand, when the connector C12of the battery pack10B is connected to the connector C22of the gateway ECU60X, Win, Wout, and the battery sensor signals are input from the battery pack10B to the connector C22. The gateway ECU60X outputs Win, Wout, and the battery sensor signals input to the connector C22as they are to the output port C3. That is, the above conversion is not performed. Thus, Win, Wout, and the battery sensor signals are output from the gateway ECU60X to the HV ECU50. As described above, when IWin and IWout are input, the gateway ECU60X according to this modified example performs the conversion in accordance with the above expressions F1 and F2 to output Win and Wout. When Win and Wout are input, the gateway ECU60X outputs Win and Wout without performing the above conversion. In a vehicle including the gateway ECU60X, Win and Wout are output from the gateway ECU60X in both a case where the current restricting battery pack10A is used and a case where the power restricting battery pack10B is used. Thus, in such a vehicle, the HV ECU50can appropriately perform the power-based input restriction and the power-based output restriction in both a case where the current restricting battery pack10A is adopted and a case where the power restricting battery pack10B is adopted. In the example shown inFIG.9, the gateway ECU60X separately includes the input port for a current restricting battery pack (connector C21) and the input port for a power restricting battery pack (connector C22). However, the gateway ECU may be configured to be connectable to both the current restricting battery pack and the power restricting battery pack in another form. For example, the gateway ECU may include one input port to which both the current restricting battery pack and the power restricting battery pack can be connected. The gateway ECU may be configured to recognize whether the battery pack is the current restricting battery pack or the power restricting battery pack in the initial process when the battery pack is connected to the input port. When the battery pack connected to the input port is the current restricting battery pack, the gateway ECU may activate a conversion logic (for example, the conversion unit600shown inFIG.9) to convert IWin and IWout input thereto into Win and Wout, respectively, and output Win and Wout to the output port. On the other hand, when the battery pack connected to the input port is the power restricting battery pack, the gateway ECU may directly output Win and Wout input thereto, to the output port without activating the conversion logic. In the above-described embodiment, the number of power upper limit values required for the input restriction of the battery11is one. However, the present disclosure is not limited to this, and the input restriction may be performed using a plurality of power upper limit values. For example, an HV ECU50X shown inFIG.10may be adopted instead of the HV ECU50adopted in the above embodiment.FIG.10is a diagram showing a modified example of the HV ECU50shown inFIG.4. Referring toFIG.10together withFIG.4, the hardware configuration of the HV ECU50X is the same as the configuration of the HV ECU50shown inFIG.2. However, the HV ECU50X includes a guard unit53in addition to the control unit51. In the HV ECU50X, for example, the control unit51and the guard unit53are implemented by the processor50ashown inFIG.2and the program executed by the processor50a. However, the present disclosure is not limited to this, and the control unit51and the guard unit53may be implemented by dedicated hardware (electronic circuit). Win, Wout, and the battery sensor signals are input to the HV ECU50X from the gateway ECU60shown inFIG.4, for example. The guard unit53uses a map M to obtain a third power upper limit value (hereinafter, also referred to as “GWin”) indicating the upper limit value of the input power of the battery11and a fourth power upper limit value (hereinafter, also referred to as “GWout”) indicating the upper limit value of the output power of the battery11. GWin is a guard value for Win, and when Win is an abnormal value (more specifically, an excessively large value), GWin restricts the input power of the battery11instead of Win. GWout is a guard value for Wout, and when Wout is an abnormal value (more specifically, an excessively large value), GWout restricts the output power of the battery11instead of Wout. The map M is information indicating the relationship between the temperature of the battery11and each of GWin and GWout, and is stored in the storage device50c(FIG.2) in advance. A line L11in the map M indicates the relationship between the temperature of the battery11and GWin. A line L12in the map M indicates the relationship between the temperature of the battery11and GWout. The guard unit53refers to the map M to obtain GWin and GWout in accordance with the current temperature of the battery11. Then, the guard unit53outputs the smaller one of Win and GWin to the control unit51, and outputs the smaller one of Wout and GWout to the control unit51. For example, when the temperature of the battery11and Win are in a state P11in the map M, Win is output to the control unit51, and when the temperature of the battery11and Win are in a state P12in the map M, GWin (line L11) is output to the control unit51. Hereinafter, the situation where Win exceeds GWin (for example, the situation where the state P12is established) may be referred to as “Win with guard”. When the temperature of the battery11and Wout are in a state P21in the map M, Wout is output to the control unit51, and when the temperature of the battery11and Wout are in a state P22in the map M, GWout (line L12) is output to the control unit51. Hereinafter, the situation where Wout exceeds GWout (for example, the situation where the state P22is established) may be referred to as “Wout with guard”. The temperature of the battery11that is used to obtain GWin and GWout is a measured value of the temperature of the battery11detected by the temperature sensor12cshown inFIG.4, for example. For example, any one of the average cell temperature, the maximum cell temperature, and the minimum cell temperature may be adopted as the temperature of the battery11. In addition to the power upper limit value, the battery sensor signals are also output from the guard unit53to the control unit51. The control unit51controls the input power and the output power of the battery11using the power upper limit value received from the guard unit53. More specifically, the control unit51creates the control commands SM1, SM2for the MG21a, MG21band the control command SEfor the engine31shown inFIG.1so that the input power and the output power of the battery11do not exceed the power upper limit values. The control unit51controls the input power of the battery11so that the input power of the battery11does not exceed the smaller one of Win and GWin. As a result, the input power of the battery11exceeds neither Win nor GWin. The control unit51controls the output power of the battery11so that the output power of the battery11does not exceed the smaller one of Wout and GWout. As a result, the output power of the battery11exceeds neither Wout nor GWout. The guard unit53may record Win with guard and Wout with guard in the storage device50c(FIG.2) and determine, based on the recorded data, conformity/nonconformity of the battery pack mounted on the vehicle (for example, the battery pack10shown inFIG.4). For example, the guard unit53may determine that the battery pack is nonconforming when at least one of the frequency of “Win with guard” and the frequency of “Wout with guard” exceeds a predetermined value. In addition, the guard unit53may determine that the battery pack is nonconforming when at least one of the duration for which the state “Win with guard” continues and the duration for which the state “Wout with guard” continues exceeds a predetermined value. The HV ECU50X may record the determination result of conformity/nonconformity of the battery pack in the storage device50c(FIG.2). In addition, the HV ECU50X may notify a user of the nonconformity when it is determined that the battery pack is nonconforming. This notification may prompt the user to replace the battery pack. The notification process to the user is optional, and the notification may be carried out by display (for example, display of characters or images) on a display device, by sound (including voice) from a speaker, or by lighting (including blinking) of a predetermined lamp. Win, Wout may exceed GWin, GWout due to insufficient accuracy of conversion of IWin, IWout into Win, Wout, respectively. Thus, when Win exceeds GWin and/or when Wout exceeds GWout, the HV ECU50X may transmit a predetermined signal to the battery ECU13shown inFIG.4, so as to increase the sampling rate of the battery ECU13(and therefore the number of data of the battery sensor signals transmitted from the battery ECU13to the gateway ECU60per unit time). According to the modified example shown inFIG.10, it is possible to protect the battery11with GWin and GWout when Win or Wout become excessively large values for some reason. In the above-described embodiment, the gateway ECU60includes the conversion unit600. However, the present disclosure is not limited to this, and another ECU may have these functions. FIG.11is a diagram showing a first modified example of the vehicle control system shown inFIG.4. Referring toFIG.11, the vehicle control system according to the first modified example is the same as the vehicle control system shown inFIG.4except that an HV ECU50Y is adopted instead of the HV ECU50and the gateway ECU60is omitted. The hardware configuration of the HV ECU50Y is the same as the configuration of the HV ECU50shown inFIG.2. However, the HV ECU50Y includes the conversion unit600(seeFIG.5) in addition to the control unit51. In the HV ECU50Y, for example, the control unit51and the conversion unit600are implemented by the processor50ashown inFIG.2and the program executed by the processor50a. However, the present invention is not limited to this, and the control unit51and the conversion unit600may be implemented by dedicated hardware (electronic circuit). The battery pack10outputs IWin, IWout, and the battery sensor signals to the HV ECU50Y. The conversion unit600of the HV ECU50Y converts IWin and IWout input from the battery pack10into Win and Wout, respectively. Win and Wout are input from the conversion unit600to the control unit51. The control unit51creates the control commands SM1, SM2, and SEfor the MG21a, the MG21b, and the engine31shown inFIG.1, respectively, and outputs the control commands SM1and SM2to the motor ECU23and outputs the control command SEto the engine ECU33, so that the input power and the output power of the battery11do not exceed Win and Wout, respectively. In the vehicle control system according to the first modified example, the HV ECU50Y provided separately from the battery pack10includes a converter (that is, the conversion unit600), and the converter converts IWin and IWout into Win and Wout, respectively. Thus, the converter can be mounted on the vehicle without a change in the configuration of the battery pack10. Further, the HV ECU50Y can appropriately perform the power-based input restriction and the power-based output restriction without adding the gateway ECU60(FIG.4) described above. FIG.12is a diagram showing a second modified example of the vehicle control system shown inFIG.4. Referring toFIG.12, the vehicle control system according to the second modified example is the same as the vehicle control system shown inFIG.4except that a battery pack10X (including a battery ECU13X) is adopted instead of the battery pack10(including the battery ECU13) and the gateway ECU60is omitted. The hardware configuration of the battery ECU13X included in the battery pack10X is the same as the configuration of the battery ECU13shown inFIG.2. However, the battery ECU13X includes the conversion unit600(seeFIG.5) in addition to the IWin calculation unit131and the IWout calculation unit132. In the battery ECU13X, for example, the IWin calculation unit131, the IWout calculation unit132, and the conversion unit600are implemented by the processor13ashown inFIG.2and the program executed by the processor13a. However, the present disclosure is not limited to this, and the IWin calculation unit131, the IWout calculation unit132, and the conversion unit600may be implemented by dedicated hardware (electronic circuit). The conversion unit600of the battery ECU13X receives IWin and IWout from the IWin calculation unit131and the IWout calculation unit132, respectively, and converts IWin and IWout into Win and Wout, respectively. The battery pack10X outputs Win, Wout, and the battery sensor signals to the HV ECU50. The control unit51of the HV ECU50creates the control commands SM1, SM2, and SEfor the MG21a, the MG21b, and the engine31shown inFIG.1, respectively, and outputs the control commands SM1and SM2to the motor ECU23and outputs the control command SEto the engine ECU33, so that the input power and the output power of the battery11do not exceed Win and Wout, respectively. In the vehicle control system according to the second modified example, the converter (that is, the conversion unit600) is incorporated in the battery ECU13X (that is, inside the battery pack10X). With this configuration, IWin and IWout are converted into Win and Wout inside the battery pack10X, respectively, so Win and Wout can be output from the battery pack10X. Therefore, the HV ECU50can appropriately perform the power-based input restriction and the power-based output restriction without adding the above-described gateway ECU60(FIG.4). In the above-described embodiment and each modified example, the output restriction of the secondary battery is performed conforming to the input restriction of the secondary battery, but the method of the output restriction of the secondary battery can be changed as appropriate. For example, the power upper limit value of the secondary battery on the output side may be calculated by a calculation method different from that for the power upper limit value of the secondary battery on the input side. In the above-described embodiment and each modified example, the battery ECU13, the motor ECU23, and the engine ECU33are connected to the local bus B1(seeFIG.2). However, the present disclosure is not limited to this, and the motor ECU23and the engine ECU33may be connected to the global bus B2. The configuration of the vehicle is not limited to the configuration shown inFIG.1. For example, although a hybrid vehicle is shown inFIG.1, the vehicle is not limited to the hybrid vehicle and may be an electric vehicle on which an engine is not mounted. Further, the vehicle may be a plug-in hybrid vehicle (PHV) configured such that the secondary battery in the battery pack can be charged using electric power supplied from the outside of the vehicle. Further, the HV ECU50may be configured to directly control the SMR14bypassing the battery ECU13. The battery11(secondary battery) included in the battery pack10is not limited to the assembled battery and may be a single battery. The modified examples described above may be implemented in any combination. The embodiment disclosed herein should be considered as illustrative and not restrictive in all respects. The scope of the present invention is shown by the claims, rather than the above embodiment, and is intended to include all modifications within the meaning and the scope equivalent to those of the claims. | 58,910 |
11858367 | DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The work of moving cargo at loading docks is essential for the operation of businesses world-wide. Unfortunately, loading docks are often inherently dangerous workplaces as loading dock accidents may account for roughly twenty-five percent of all industrial accidents. One of the most dangerous loading dock accidents occur because of “forklift fall-through,” where a forklift or loading dock personnel accidentally falls off of the loading dock. This may occur when a truck driver erroneously believes that the cargo transfer has been completed and departs from the loading dock prematurely without properly notifying the loading dock personnel. In an embodiment, a loading dock safety system addresses the problem of an electric-powered vehicle departing a loading dock before the safe completion of cargo transfer. Electric vehicles (“EV”) often have internal interlock systems which prevent the EVs from motion while the electrical charging cords are attached to the vehicle. Hence, an EV is effectively disabled and prevented from departing while a charging connector is connected to the charging port of the EV. In one or more embodiments, a safety system which relies on the EV interlock system to disable an EV is contemplated. In an embodiment, a charging connector having an electrically-controlled locking feature is locked to an EV which prevents the EV from departing from a loading dock. In one or more embodiments, a loading dock safety system to prevent the unintentional departure of an electric-powered truck comprises an EV charging system for charging an EV and a safety control device which controls and monitors the loading dock safety equipment. The EV charging system has a charging connector with a lockable latching mechanism which, when enabled, prevents a user from removing the charging connector from the EV charging port. The safety control device monitors and controls the loading dock safety equipment, and works with the EV charging system to prevent the EV from departing from the loading dock before the cargo transfer is complete and the loading dock personnel are notified. The safety control device monitors and controls the loading dock safety equipment. One example of loading dock safety equipment may include a loading dock door which, when employing proper workplace procedures, is closed when there is no trailer in the loading bay and is opened only when a trailer is present and is able to be accessed safely with a forklift or loading dock personnel. An opened loading dock door indicates to loading dock personnel that a trailer is properly secured, which alerts a forklift operator to safely transfer cargo from the trailer. Other types of loading dock equipment include beacons and annunciators to alert loading dock personnel, door sensors and door locks to monitor and control the operation of the loading dock door, powered doors, and other barrier systems which may block a forklift driver from entering a hazardous area. As used herein and as is commonly known in the art, the term “electric vehicle” refers to vehicles which rely on batteries to provide transportive power and may refer to vehicles which exclusively rely on batteries as well as hybrid cars which rely on both electric motors as well as internal combustion engines. The term “vehicle” is used to describe a machine that transports people or cargo, and may refer to trucks, automobiles, vans, buses, motorcycles, and railed vehicles for example. Embodiments described herein refer to loading docks as an illustration of structures or locations which require vehicles to remain stationary and secured; however, other structures which would benefit from the disclosure described herein are contemplated in one or more embodiments. A loading dock-integrated electric vehicle charging system and method is disclosed. The solution to integrates loading dock safety with EV charging to provide a full solution to both charge electric trucks and to enable safe loading/unloading operations. In light of the aforementioned problems associated with the prior devices and methods, it is an object of the present invention to provide a Loading Dock-Integrated Electric Vehicle Charging System and Method. Solution should integrate loading dock safety with EV charging to provide a full solution to both charge electric trucks and to enable safe loading/unloading operations. This invention relates generally to electric vehicle charging systems and, more specifically, to a loading dock-Integrated Electric Vehicle Charging System and Method. Warehouse safety is an on-going concern with operations around the loading dock causing many injuries and fatalities each year. Integrating EV chargers for electric powered trucks at the loading dock is expected to become the norm in the very near future. The following description is provided to enable any person skilled in the art to make and use the invention and sets forth the best modes contemplated by the inventor of carrying out bis invention. Various modifications, however, will remain readily apparent to those skilled in the art, since the generic principles of the present invention have been defined herein specifically to provide a Loading Dock-Integrated Electric Vehicle Charging System and Method. Direct Current Fast Chargers (DCFC) for electric vehicles are locked in the charging port for safety while charging, upon charge completion or command to stop charging the charging connector is released. Additionally, while a vehicle is charging, the vehicle prevents the vehicle from being driven. A new EV charger that integrates EV charging with loading dock safety. The EV Dock Charger interlocks connector locking mechanism with dock door controls (for powered dock doors) or a physical electro-mechanical lock (for manual doors or barriers). During charging operations, standard DCFC EV charger connectors are locked in the vehicle charge port to ensure safe charging, preventing removal while electricity is supplied to the vehicle. The EV Dock Charger takes things further by integrating the connector locking function with the loading dock door or barrier. Once the EV Dock Charger connector is plugged in, it can begin charging the vehicle, but it also sends a signal to the loading dock door or barrier enabling the door operation or unlocking the electromechanical door lock. Once the door or barrier is opened, the charger receives a signal to keep the charger connector locked in the vehicle, regardless of charging activity. This ensures the vehicle cannot drive away while dock workers are loading/unloading the vehicle, since the charger is still plugged in and electric vehicles are prohibited from moving while plugging in. Only once the door or barrier is closed, is a signal sent to the charger to allow the connector to be released, if other safe charging conditions are also met. Once both the charging has stopped AND the dock door/barrier is closed, may the charger connector be IO unlocked and removed from the vehicle. Upon release, the dock door/barrier is then locked in the closed position. In addition to the above operation of the EV Dock Charger, the system will also monitor and provide metrics on charger power, energy dispensed, time each vehicle is charging, time vehicle is connected but not charging, time loading dock doors are open, time doors are closed but charger remains connected etc. . . . . These metrics may be used to determine dock operation statistics to be used to improve operational efficiencies and calculate power usage and costs. Those skilled in the art will appreciate that various adaptations and modifications of the just-described preferred embodiment can be configured without departing from the scope and spirit of the invention. Therefore, it is to be understood that, within the scope of the appended claims, the invention may be practiced other than as specifically described herein. FIGS.1-3depict the use of a loading dock safety system100comprising an electric vehicle charging system110and a safety control device151in one or more embodiments.FIG.1is a perspective view of a loading dock50having an electric vehicle charging system110. In an embodiment, the loading dock door54is kept closed when there is no truck in the loading bay to service in conformance with common safety protocols. The EV charging system110is shown positioned adjacent near the loading dock door54. FIG.2is a perspective view of an EV10backed against the loading dock50. The EV charging system54remains detached from the EV10. As the EV10has not yet been secured, (i.e., the charging connector has not yet been locked to the charging port of the EV) the loading dock doors54remain closed. FIG.3is a perspective view of the electric vehicle10backed against the loading dock50where the loading dock doors54are opened to facilitate the loading and unloading of cargo from the EV10after the EV10is secured. The EV charging system101is connected and locked to the EV10with the charging connector130coupled via the charging cable120. Once the charging connector130is locked to the EV10, the EV10cannot be started which secures the EV10in place while the cargo is being transferred. As the EV10is secured and rendered stationary, the cargo can be safely loaded and unloaded from the EV10. FIG.4is a side, schematic view of an EV charging system110, an EV10, and a loading dock50having safety equipment60. In an embodiment, the EV10comprises an EV tractor unit12which pulls a semi-trailer14. The EV charging system110comprises an EV charging station101, a charging cable120, and a charging connector130which mates with the charging port of the EV10. The loading dock50has a loading dock floor52, a loading dock door54, as well as loading dock safety equipment60. The loading dock safety equipment60may include annunciators and beacons61, one or more loading dock door sensors62, one or more loading dock door latches63, a motorized-power loading dock power door64, as well as other barriers65which are used to block access or notify loading dock personnel of potential hazards. A safety control device151is configured to control and monitor the loading dock safety equipment60. FIG.5is a side, schematic view of the EV charging system110, an electric vehicle10, and a loading dock50, along with representation of the communication between the EV charging system110and the safety control device151in an embodiment.FIG.5also depicts a timeline showing the sequence of events including transmission of signals between the EV charging station101and the safety control device151. In one or more embodiments, safety protocols and systems are in place in the loading dock50to block passageway to unsafe regions of the loading dock50and to alert loading dock personnel. The process begins with an EV10backing a semi-trailer14into a loading dock50. The driver of the EV10, for example, will place the charging connector130into the charging port of the EV10(step170). The EV charging station101will transmit a first signal to the safety control device151indicating that the EV charging connector130is connected to a charging port of an EV10in an embodiment (step171). The safety control device151receives the first signal, checks the status of the loading dock safety equipment60to make sure the conditions are safe, and disables the safety equipment60(step172). This step of disabling the safety equipment60may include allowing the loading dock door54to open, energizing a power loading dock door64to open, releasing a door latch63to allow the loading dock door to open, monitoring the opening of the loading dock door54/65with a loading dock door sensor62, opening other barriers65which block entry, and sounding alerts on beacons or annunciators61for example. The safety control device151may then transmit a second signal to an EV charging station101indicating that the loading dock50is currently configured to allow the safe transfer of cargo to the EV10, and to instruct the charging connector130to lock to the charging port of the EV10(step173). Having the EV10secured and locked-in-place and the loading dock safety equipment disabled, the trailer14may now be safely accessed by personnel on the loading dock50who can then safely unload or load cargo onto the trailer14. Once the cargo transfer is completed and the forklift and other personnel are safely removed from the trailer14, the safety equipment60can now be enabled (step174). This step of enabling the safety equipment60may include closing the loading dock door54, energizing a power loading dock door64to close, releasing a door latch63to allow the loading dock door to close, monitoring the closing of the loading dock door54/65with a loading dock door sensor62, closing other barriers65which block entry, and sounding alerts on beacons or annunciators61for example. The safety control device151will then transmit a third signal to the EV charging station101indicating that safe loading and unloading of cargo has been completed. The EV charging station101will then determine whether the charging of the EV10has been completed. If the charging of the EV has been completed, the EV charging station will unlock the lockable latching mechanism of the EV charging connector130to unlock the EV charging connector130from the EV charging port. In one or more embodiments, the EV charging system110is configured to provide a manual override when transferring cargo from a gasoline or diesel powered vehicle. In an embodiment, the EV charging station provides and override in the form of a manually operated button, through a touch screen, or via a remote server providing commands to the controller104. In one or more embodiments, physical inputs and outputs to a typical electric vehicle charging station is contemplated, with applied software logic to only allow the unlocking of the EV charger connector once an input signal is received, in this case the input signal being the detection that a loading dock door54has been closed. The behavior of the system100comprising an EV charging system110and the safety control device151controlling the safety equipment60may also be interpreted as a state diagram to show that the overall system is composed of a finite number of states in an embodiment.FIG.6is a state diagram201illustrating the system functions in an Electric Vehicle Functional State210and an Electric Vehicle Locked Out State220in an embodiment. The system100may transition between States210and220via transitions230and240. In the Electric Vehicle Functional State210, the charging connector130is unlocked and the loading dock safety equipment60is enabled to prevent the loading and unloading of cargo from the EV10. In the Electric Vehicle Locked Out State220, the charging connector130is locked in place and locked to the charging port of the EV10, and the loading dock safety equipment60is disabled to allow the safe loading and unloading of cargo from the EV10. The system100can transition from the Electric Vehicle Functional State210to the Electric Vehicle Locked Out State220via transition230. Transition230comprises the steps of (1) a user connecting the charging connector130to the EV10, (2) the system100locking the charging connector130in place which cannot be removed manually by the user, and (3) disabling the loading dock safety equipment60to allow the safe transfer of cargo onto the EV10. The system100can transition from the Electric Vehicle Locked Out State220to the Electric Vehicle Functional State210via transition240. Transition240comprises the steps of (1) the system100enabling the loading dock safety equipment60to prevent the transfer of cargo, (2) the system unlocking the charging connector130from the EV10, and (3) the user removing the charging connector from the (2) the system100locking the charging connector130in place which cannot be removed manually by the user, and (3) disabling the loading dock safety equipment60to allow the safe transfer of cargo onto the EV10. FIG.7is a block diagram of the loading dock safety system100comprising the EV charging system110and the safety control device151which controls the safety equipment60. The EV charging system110comprises an EV charging station101, a charging cable120, and a charging connector130which mates with the charging port20of the EV10. The EV charging station101comprises a controller104, a power supply102for providing charging current to an EV10, and an Input/Output (“I/O”)106for communicatively coupling with the safety control device151. The controller104may comprise a micro-controller, micro-processor, programmable logic controller, or a logic circuit for example. The EV charging station101and the safety control device151are communicatively coupling through link160. In one or more embodiments, the link160may be hardwired, wireless, or a combination of both in one or more embodiments. The charging connector130comprises a power connector132, a lockable latching mechanism134, and an optional lock sensor136. The charging connector130is configured to engage with and provide charging current to the EV charging port20. In an embodiment, the lockable latching mechanism134is electronically controlled by the controller104which cannot be easily overridden manually by a user. The lockable latching mechanism may be mechanical, electro-mechanical, or magnetic device for example. Charging cable120couples the charging connector130to the charging station101. In an embodiment, the charging cable120comprises a power cable120for providing charging current to the charging connector as well as one or more signal cables which provide connects the lockable latching mechanism134and the lock sensor136to the controller104. The safety control device151comprises an Input/Output (“I/O”) circuit152for communicatively coupling with the EV charging station101, an input for setting the safety status152of the loading dock, and a controller for controlling and monitoring the safety equipment60in the loading dock50. The safety control device and the safety equipment are coupled via link162, which may be a hard-wired connection, a wireless connection, or a combination of both. The safety equipment60may comprise annunciators and beacons61, loading dock door sensors, loading dock door latches63, a motorized power door64, barriers65, as well as other loading dock safety equipment designed to prevent accidents in a loading dock50. In an embodiment, the safety control device comprises a manually operated access lock. In summary, the safety system100for facilitating the safe transfer of cargo to or from an electric vehicle comprises an EV charging system110and a safety control device151in one or more embodiments. The EV charging system110comprises an EV charging station101having a controller104and a power supply102for providing charging current to an EV10. The charging connector130is connected to the EV charging station101. The charging connector130has a lockable latching mechanism134to releasably secure the charging connector130to a charging port20of the EV10. The lockable latching mechanism134is controlled by the EV charging station controller104. The safety control device151is configured to interface with loading dock safety equipment60. The safety control device151is communicatively coupled to the EV charging station101. Referring toFIGS.6and7, the controller104is further configured to transition the system100between an EV Functional State210to an EV Locked Out State220. When the system100is placed in the EV Functional State210, the lockable latching mechanism134is unlocked to allow the release of the charging cable130from the charging port20of the EV10and the safety control device151enables the loading dock safety equipment60to prevent the transfer of cargo onto the EV10. When the system100is placed in the EV Locked Out State220, the lockable latching mechanism134is locked to prevent the release of the charging cable130from the charging port20of the EV and the safety control device151disables the loading dock safety equipment60to allow the transfer of cargo off or onto the EV10. The EV Locked Out State220is activated upon the connecting of the charging connector130to the charging port20of the EV10. The EV Functional State210is activated upon the enabling of the safety equipment60to prevent the transfer of cargo to or from the EV10. In an embodiment, the safety system100monitors a status of the EV charging station101and the safety control device151. The system100is further configured to continuously monitor the safety control device151and the EV charging station101to determine and log performance metrics including at least one of the following: metrics on charger power, energy dispensed, EV charging time, the time loading dock doors are open, and the time loading dock doors are closed. FIG.8is a side, schematic view of a charging connector130and an electric vehicle charging port120in an embodiment. The EV charging port20for an EV10is shown schematically as having one or more connection terminals22which mates with the EV power connectors132, and provides current to the batteries of the EV10through the EV power cable26. The charging connector130comprises one or more power connectors132, a lockable latching mechanism134, and an optional lock sensor136. The charging connector130is configured to engage with and provide charging current to the EV charging port20. In a preferred embodiment, the lockable latching mechanism comprises an electronic lock controlled by the controller. In an embodiment, the lockable latching mechanism134may comprise a hook135that engages with the catch24of the EV charging port20. The latching mechanism depicted is for illustration purposes only as other forms of electrical, electro-mechanical, mechanical, and magnetic latches are contemplated in one or more embodiments. FIG.9is a flow chart301of an exemplary method for facilitating the safe loading and unloading of cargo from an electric vehicle10. One or more controllers are configured for detecting an EV charging connector130being connected to a charging port20of an EV10(step302). The EV charging station transmits a first signal to a safety control device indicating that the EV charging connector130is connected to the charging port20of the EV10(step304). Loading dock personnel or the safety equipment60determines whether the loading dock is currently configured to allow the safe transfer of cargo to the EV10(step306). The safety control device151transmits a second signal to the EV charging station101indicating that the loading dock50is currently configured to allow the safe transfer of cargo to the EV (step308). The EV charging station controller104then locks the lockable latching mechanism of the EV charging connector130to releasably secure the EV charging connector to an EV charging port20(step310). The safety control device151transmits a third signal to the EV charging station101Indicating that the transfer of cargo has been completed (step312). The EV charging station101determines whether the charging of the EV10has been completed (step314). The EV charging station101then unlocks the lockable latching mechanism134of the EV charging connector to unlock the EV charging connector130from the EV charging port20(step316). The system is further configured to continuously monitors the safety control device151and the EV charging station101to determine and log performance metrics including at least one of the following: metrics on charger power, charger current, energy dispensed, EV charging time (power start and stop), the time loading dock doors (or barriers) are open, and the time loading dock doors (or barriers) are closed (time closed to time next opened) (step318). Although the invention has been discussed with reference to specific embodiments, it is apparent and should be understood that the concept can be otherwise embodied to achieve the advantages discussed. The preferred embodiments above have been described primarily as a safety system for a loading dock having a smart EV charging station and a safety control device for controlling and monitoring loading dock safety equipment. In this regard, the foregoing description of the loading dock safety system is presented for purposes of illustration and description. It shall be apparent that other structures, locations, and types of vehicles and machinery would benefit from the aspects of the loading dock safety system. Furthermore, the description is not intended to limit the invention to the form disclosed herein. Accordingly, variants and modifications consistent with the following teachings, skill, and knowledge of the relevant art, are within the scope of the present invention. The embodiments described herein are further intended to explain modes known for practicing the invention disclosed herewith and to enable others skilled in the art to utilize the invention in equivalent, or alternative embodiments and with various modifications considered necessary by the particular application(s) or use(s) of the present invention. | 25,164 |
11858368 | DETAILED DESCRIPTION The present invention is generally directed to electric vehicle charging stations, and more specifically to electric vehicle charging stations with automatic movement of charging vehicles and integrated entertainment and food services systems. In one embodiment, the present invention is directed to a system for charging a moving electric vehicle, including an enclosure, including side walls and a roof, at least one automatic vehicle movement system, at least one entertainment display screen, and at least one electric vehicle (EV) charge connector, wherein the at least one automatic vehicle movement system is configured to receive at least one vehicle and automatically move the at least one vehicle from a first end of the enclosure to a second end of the enclosure, wherein the at least one entertainment display screen is mounted on an entertainment chassis, wherein the entertainment chassis is configured to move with the at least one vehicle along a first rail, wherein the at least one EV charge connector is mounted on a charging chassis, and wherein the charging chassis is configured to move with the at least one vehicle along a second rail. In another embodiment, the present invention is directed to a system for charging a moving electric vehicle, including an enclosure, including side walls and a roof, at least one automatic vehicle movement system, at least one electric vehicle (EV) charge connector, and a central operating processor configured to automatically adjust a position, a path, and/or a height of the at least one EV charge connector, wherein the at least one automatic vehicle movement system is configured to receive at least one vehicle and automatically move the at least one vehicle from a first end of the enclosure to a second end of the enclosure, wherein the at least one EV charge connector is mounted on a charging chassis, wherein the charging chassis is configured to move with the at least one vehicle, and wherein the central operating processor is operable to receive signals from at least one user device indicating a vehicle model or a type of vehicle entering the enclosure, and wherein the central operating processor automatically adjusts the heights and/or positions of the at least one EV charge connector based on the vehicle model or the type of vehicle. In yet another embodiment, the present invention is directed to a system for charging a moving electric vehicle, including an enclosure, including side walls and a roof, at least one automatic vehicle movement system, at least one electric vehicle (EV) charge connector, and a central operating processor, wherein the at least one automatic vehicle movement system is configured to receive at least one vehicle and automatically move the at least one vehicle from a first end of the enclosure to a second end of the enclosure, wherein the at least one EV charge connector is mounted on a charging chassis, wherein the charging chassis is configured to move with the at least one vehicle, and wherein the central operating processor is operable to transmit occupancy data to a central server, wherein the occupancy data includes a number of vehicles currently being charged by the system, a number of vehicles waiting to be charged by the system, a length of time that one or more vehicles has been charging within the system, and/or an estimated amount of time before the system is able to accept a new vehicle. Electric vehicle ownership is rising, as concerns over global warming and energy scarcity weigh more heavily on the public consciousness. Between 2011 and 2021, electric vehicle (EV) ownership increased from 0.2% of car sales in the US to 4.6%, with the trend showing strong signs of continuing. However, electric vehicles face several obstacles including the prospect of longer distance travel. While electric vehicles are typically able to be charged by their owners overnight, the maximum range of modern electric vehicles mean they often need to be charged mid-trip, especially for long distance travel. This is an issue, as, unlike gas refueling, which only requires about 5 minutes of a driver's time, fully recharging an EV takes at least 15 minutes, if not much longer. While companies are working to decrease the total charge time and expand the grid of EV chargers across the US and abroad, solutions are needed for current vehicles to make charging a less onerous experience and therefore potentially increase comfort and reliability of EV ownership. Current solutions do not focus on keeping a user entertained or distracted during the charging process, instead focusing more heavily on logistics of how the charging plug is attached to the EV. For example, U.S. Pat. No. 8,643,329 assumes that vehicles are parked within a specific area and utilizes a charging system that is able to pivot to attach to any vehicle within the area. Alternatively, patents such as U.S. Pat. No. 11,312,257 focus on bringing a vehicle charging robot to one or more parking places for delivering power. However, neither of these solutions address the fundamental issue of the boredom, monotony, and inconvenience of charging, instead merely focusing on the convenience of attaching charging station and vehicle. None of the prior art presents a solution for making EV charging more convenient by combining the charging with other processes, such as car washing or ordering food, which are tasks that generally would cost an additional stop, but which are able to be combined with charging to increase convenience. Furthermore, none of the prior art includes an integrated entertainment means to keep a driver distracted and amused while the charging process is happening in order to kill time. Another issue currently is the number of charging stations and the difficulty for drivers to recognize whether all charging stations are currently occupied and for how long such charging stations will be occupied when the drivers approach a charging facility. This issue is relatively unique to EV charging, as gas refueling is so quick that the maximum amount of time that one needs to wait for another vehicle is always short, and not, for example, 30 minutes to an hour. One proposal is to simply increase the number of charging stations, but this solution raises issues of practicality, especially as the number of EVs exponentially increases. Furthermore, simply adding more charging stations fails to address the issue of drivers knowing much longer charging stations will be occupied if all stations are filled. Therefore, a solution is needed that generates a queue of vehicles for charging such that an individual is able to gauge amount of time before an available spot by checking the length of the queue. Referring now to the drawings in general, the illustrations are for the purpose of describing one or more preferred embodiments of the invention and are not intended to limit the invention thereto. FIG.1illustrates a front orthogonal view of an electric vehicle charging structure including overhead charging and entertainment mechanisms according to one embodiment of the present invention. An electric vehicle (EV) charging enclosure100includes side walls102connected by a roof. The front and rear of the EV charging enclosure100are open, providing a central passage through which an electric vehicle is able to enter and exit. In one embodiment, the floor104of the EV charging enclosure100is a component connecting the side walls102of the enclosure100. In another embodiment, the floor104is simply the ground beneath the enclosure100over which the enclosure is placed and is not directly connected to the side walls102. In one embodiment, the side walls102are secured to the floor104via any traditional attachment means (e.g., nails, stakes, screws, etc.). In another embodiment, the side walls102are not attached to the floor104, but are weighted with one or more weights such that the enclosure100is not easily movable by environmental factors (e.g., wind). In one embodiment, as depicted inFIG.1, the side walls102are substantially parallel, and the roof is a curved structure. However, one of ordinary skill in the art will understand that the cross-sectional shape of the enclosure100is not intended to be limiting and the enclosure100is able to take any shape, including ones in which the side walls102are not substantially parallel or in which the roof is not curved. In one embodiment, the floor104includes wheel depressions106configured to left-side and right-side tires of incoming electric vehicles. In one embodiment, the wheel depressions106are sized large enough to accommodate thick wheels as less as thinner wheels. The wheel depressions106form a part of an automatic vehicle moving system within the enclosure100that allows the vehicle to be moved by the present system from a first, opening end of the enclosure100to a second, exit end of the enclosure100autonomously, without operation of the vehicle. Automatically moving the vehicle through the enclosure has several advantages, providing automatic services without requiring the driver to do anything and also providing a natural, visible queue for the enclosure100. For example, drivers browsing for a charging station will be able to look and see that the enclosure is occupied, potentially including one or more cars in line, or is free and available for use. Furthermore, the position of the vehicle with respect to the length of the enclosure provides an indication of the remaining time of the vehicle within the enclosure (i.e., if the vehicle is 80% of the way through the enclosure, then a driver is able to determine that the vehicle only has a few minutes left of charging). In one embodiment, the enclosure100includes at least one overhead rail108. One or more components are configured to slide along the length of the enclosure100along the at least one overhead rail108providing for mobility of the one or more components. In one embodiment, the one or more components include at least one EV charge connector chassis204. The at least one EV charge connector chassis204includes at least one EV charge connector206connected to at least one extendable robotic arm. In one embodiment, the at least one extendable robotic arm is operable to adjust its length, thereby adjusting the height of the at least one EV charge connector206. Adjusting the height of the at least one EV charge connector206is useful in allowing the system to connect to different sized EVs and allows the enclosure to cater to any, or at least a large percentage of, EV owners wishing to use the enclosure100. Furthermore, because the at least one EV charge connector chassis204is able to slide along the at least one overhead rail108, the at least one EV charge connector206is able to move along with the vehicle, while the vehicle is moved by the automatic vehicle moving system. In one embodiment, the at least one EV charge connector206includes an integrated meter configured to automatically detect an amount of charge on the EV and/or an amount of charge remaining until the EV battery is full. In one embodiment, the system includes different EV charge connectors206of different wattage, voltage, or current ratings for charging different types of vehicles (i.e., if vehicles are only able to receive a specific maximum wattage), or for charging different vehicles based on amount paid for using the charging enclosure (e.g., higher pay for faster charging speed). Examples of charger wattages compatible with the present invention include, but are not limited to, 1 kW, 2 kW, 3 kW, 20 kW, 72 kW, 150 kW, 250 kW, 360 kW, and/or any other wattage values. In one embodiment, the EV charge connector206is attached to a flexible hose connected to the at least one EV charge connector chassis204. In one embodiment, the EV charge connector206does not automatically attach to the charge port of the at least one vehicle and is instead guided into the port manually. Different charging heads are operable to be attached to the EV charge connector206based on different ports on a variety of vehicles. In one embodiment, the appropriate charging head is selected by an attendant. Alternatively, a robot utilizes computer vision or any other method of identifying charging port, such as determining the make and model of a vehicle and determining a charging port type of the make and model of the vehicle. After being attached, the EV charge connector chassis204is able to move along with the vehicle for the duration of charging. While this embodiment is not fully automated, it does allow for the system to attach and move with the vehicle without requiring potentially complex sensors to determine the vehicle light and the port position, as the hose is sufficiently flexible as to adjust to different heights and positions along the vehicle. In one embodiment, each of the robots are attached to one or more power sources continually feeding power from a main electric power grid or a microgrid to the robots, such that they are able to provide power to the electric vehicle. In another embodiment, each of the robots include a rechargeable battery power unit, able to be replaced at regular intervals or as needed to supply power to electric vehicles. In one embodiment, the one or more components configured to side along the at least one overhead rail108includes at least one entertainment display chassis208. The at least one entertainment display chassis208includes at least one display screen210connected to at least one extendable robotic arm. In one embodiment, the at least one extendable robotic arm is operable to adjust its length, thereby adjusting the height of the at least one display screen210. In one embodiment, the at least one extendable robotic arm is operable to adjust the angle at which the at least one display screen210is connected to the at least one extendable robotic arm. Adjusting the height and/or angle of the at least one display screen210also allows the system to cater to EVs of different sizes, as otherwise the at least one display screen210would be fixed at a position too high for smaller cars or so low that it could obstruct larger vehicles. In an alternative embodiment, the enclosure100does not include at least one entertainment display chassis208, but instead includes a plurality of display screens connected to and extending inwardly from an interior surface of a side wall102of the enclosure100, or from a structural element with the enclosure100. In this way, a driver is still able to view media as the car moves through the enclosure across the different screens, even if individual screens are not always visible or easily visible to the driver. In one embodiment, the at least one overhead rail108includes two separate rails, one positioned to the left of incoming vehicles and one positioned to the right of incoming vehicles. In one embodiment, in the system with two rails, both rails include at least one entertainment display chassis208and at least one EV charge connector chassis204, thereby allowing the system to charge EVs having charging ports on either side of the vehicle, while showing entertainment media content on a display screen on the opposite rail relative to the rail holding the EV charging connector chassis204. Alternatively, each of the two separate rails only includes either the at least one EV charge connector chassis204or the at least one entertainment display chassis208, meaning this embodiment of the enclosure100is only able to charge vehicles having a port on one side of the vehicle, or meaning that vehicles having a charging port on the opposite side must back up into the enclosure to face the other way. One of ordinary skill in the art will note that it is possible to eliminate the at least one entertainment display chassis and only include one or more EV charging connector chasses, but a preferred embodiment includes both components. In another embodiment, the at least one overhead rail108includes only a single rail (as is depicted inFIG.3). In this embodiment, the single rail forms a closed loop with portions located to the left of incoming vehicles and portions located to the right of incoming vehicles. A single overhead rail allows for the at least one EV charge connector chassis204and the at least one entertainment display chassis208to swap places, rather than requiring two of each chassis in order to cover both sides of incoming vehicles. In one embodiment, the single rail includes portions approximately parallel to the length of the enclosure100positioned to the left and to the right of incoming vehicles. Generally, chasses stay on these parallel portions, unless they are actively swapping sides, in which case they necessarily must traverse sections connecting the parallel sections of the single rail. FIG.2illustrates a side orthogonal view of an electric vehicle charging structure including overhead charging and entertainment mechanisms according to one embodiment of the present invention. In one embodiment, the wheel depressions106for receiving an incoming vehicle120include a ramp section110, including a shallow slope for easing the incoming vehicle120into the wheel depressions106(rather than providing a sudden jolt). In one embodiment, the wheel depressions106include a belt-like mechanism for moving the vehicle120along through the enclosure100. In one embodiment, the belt-like mechanism includes notch projections124behind one or more wheels of the vehicle120, helping to prevent the wheels from slipping while the vehicle120is being moved. In one embodiment, the belt-like mechanism includes at least one front stopper122configured to move just in front of the vehicle120, also helping the vehicle from inadvertently rolling during transport. As shown inFIGS.2and3, preferably, the at least one entertainment display chassis208moves ahead of the at least one EV charging connector chassis204, lengthwise, as the at least one EV charging connector206must connect to a port on the vehicle120, while the display screen210generally must be in front of the vehicle120in order to be adequately seen. One of ordinary skill in the art will understand that the wheel depressions106are able to be but need not be actual depressions below the floor104of the enclosure100. For example, in another embodiment, a bottom surface of the wheel depressions106is approximately even with the floor104of the enclosure100. In this embodiment, the wheel depressions106preferably include guardrails on each side of each wheel depression106to prevent lateral movement of the wheels of the vehicle120. In one embodiment, the enclosure includes a central processer operable to receive data from one or more external devices, process the data, and transmits data to one or more external devices. In one embodiment, the central processor is able to communicate over a wireless local area network (WLAN, e.g., WI-FI) and/or a wireless personal area network (WPAN, e.g., BLUETOOTH). In one embodiment, the central processor is configured to receive information regarding the make, model, and/or type (e.g., SUV, Sedan, Van, etc.) of a vehicle entering the enclosure100from at least one user device. In one embodiment, the information is received via at least one app interface corresponding to the enclosure. The central processor is able to cross-reference the received type, make, or model of the vehicle with known information regarding the type, make or model of the vehicle. In one embodiment, the central processor communicates with a central server for information regarding the received type, make, or model of the incoming vehicle. In another embodiment, the enclosure includes at least one visual sensor (e.g., at least one camera, at least one LiDAR sensor, etc.). The at least one visual sensor is positioned externally on the enclosure100such that it is able to see vehicles entering the enclosure100. In one embodiment, the at least one visual sensor is operable to automatically identify a make, model, or type of vehicle based on generated image data. In another embodiment, the at least one visual sensor does not recognize a specific make, model, or even type of vehicle, but rather identifies one or more key features of the vehicle120, including, but not limited to, a length of the vehicle, a height of the vehicle, a side on which a charge port is located, a relative position along the length of the vehicle where the charge port is located, a height of the windshield, and/or other properties of the vehicle. In one embodiment, based on the received or sensor-detected make, model, or type of the vehicle120, the system automatically adjusts the positions and/or heights of the at least one EV charge connector chassis204and/or the at least one entertainment display chassis208. For example, if the first car that enters is an SUV, then the height of the at least one EV charge connector chassis204must be increased relative to the position used for a sedan. In another example, based on the received make, model, or type of the vehicle120, the at least one EV charge connector chassis204, previously positioned on the left side of incoming vehicles, is automatically moved to the right side of the vehicle120to accommodate a right-side charging port, which is known to exist on the received, make, model, or type of the vehicle120. FIG.4illustrates a front orthogonal view of an electric vehicle charging structure including on-rail charging and entertainment mechanisms according to one embodiment of the present invention. An electric vehicle (EV) charging enclosure300includes side walls302connected by a roof. The front and rear of the EV charging enclosure300are open, providing a central passage through which an electric vehicle is able to enter and exit. In one embodiment, the floor304of the EV charging enclosure300is a component connecting the side walls302of the enclosure300. In another embodiment, the floor304is simply the ground beneath the enclosure300over which the enclosure is placed and is not directly connected to the side walls302. In one embodiment, the side walls302are secured to the floor304via any traditional attachment means (e.g., nails, stakes, screws, etc.). In another embodiment, the side walls302are not attached to the floor304, but are weighted with one or more weights such that the enclosure300is not easily movable by environmental factors (e.g., wind). In one embodiment, as depicted inFIG.1, the side walls302are substantially parallel, and the roof is a curved structure. However, one of ordinary skill in the art will understand that the cross-sectional shape of the enclosure300is not intended to be limiting and the enclosure300is able to take any shape, including ones in which the side walls302are not substantially parallel or in which the roof is not curved. In one embodiment, the floor304includes wheel depressions306configured to left-side and right-side tires of incoming electric vehicles. In one embodiment, the wheel depressions306are sized large enough to accommodate thick wheels as less as thinner wheels. The wheel depressions306form a part of an automatic vehicle moving system within the enclosure300that allows the vehicle to be moved by the present system from a first, opening end of the enclosure300to a second, exit end of the enclosure300autonomously, without operation of the vehicle. In one embodiment, a first side rail422is positioned to the left of the wheel depressions306and a second side rail432is positioned to the right of the wheel depressions306. In one embodiment, the first side rail422and/or the second side rail432are both substantially parallel to the wheel depressions306. In one embodiment, at least one EV charging connector chassis420grips the exterior of the first side rail422and is operable to freely slide along the first side rail422. In one embodiment, the at least one EV charge connector chassis420includes one or more wheels424, such that when at least one EV charge connector chassis420is attached to the first side rail422, the wheels424are positioned between two sides of the first side rail422. The wheels424help facilitate movement of the at least one EV charge connector chassis420along the first side rail422. Because the at least one EV charging connector chassis420is able to move along the first side rail422, it is able to move along with and continue charging a vehicle being moved through the enclosure300. The EV charge connector chassis420is connected to at least one extendable robotic arm404. In one embodiment, attached at the end of the at least one extendable robotic arm404is at least one EV charge connector406operable to interface within and connected directly with at least one charge port of an EV. The at least one extendable robotic arm404is able to alter the height of the at least one EV charge connector406, allowing the EV charge connector406to connect with vehicles of different heights and sizes. In one embodiment, at least one entertainment display chassis430grips the exterior of the second side rail432and is operable to freely slide along the second side rail432. In one embodiment, the at least one entertainment display chassis430includes one or more wheels434, such that when at least one entertainment display chassis430is attached to the second side rail432, the wheels434are positioned between two sides of the second side rail432. The wheels434help facilitate movement of the at least one entertainment display chassis430along the second side rail432. The entertainment display chassis430is connected to at least one extendable robotic arm408. In one embodiment, attached at the end of the at least one extendable robotic arm408is at least one display screen410operable to display media content to a driver. The at least one extendable robotic arm408is able to alter the height of display screen410, allowing the entertainment display410to show content to vehicles of different sizes. One of ordinary skill in the art will understand that the at least one EV charge connector chassis420and the entertainment display chassis430are interchangeably able to be placed on the first side rail422and/or the second side rail432. Therefore, the system is not limited to positioning the at least one EV charge connector chassis420, for example, on the left side of incoming vehicles. FIG.5illustrates a side orthogonal view of an electric vehicle charging structure including on-rail charging and entertainment mechanisms according to one embodiment of the present invention. In one embodiment, the wheel depressions306for receiving an incoming vehicle320include a ramp section310, including a shallow slope for easing the incoming vehicle320into the wheel depressions306(rather than providing a sudden jolt). In one embodiment, the wheel depressions306include a belt-like mechanism for moving the vehicle320along through the enclosure300. As shown inFIGS.5and6, preferably, the at least one entertainment display chassis430moves ahead of the at least one EV charging connector chassis, lengthwise, as the at least one EV charging connector406must connect to a port on the vehicle320, while the display screen410generally must be in front of the vehicle320in order to be adequately seen. One of ordinary skill in the art will understand that the wheel depressions306are able to be, but need not be, actual depressions below the floor304of the enclosure300. For example, in another embodiment, a bottom surface of the wheel depressions306is approximately even with the floor304of the enclosure300. In this embodiment, the wheel depressions306preferably include guardrails on each side of each wheel depression306to prevent lateral movement of the wheels of the vehicle320. In another embodiment, one or more moving robots including entertainment displays and/or charging connectors are operable to automatically move along with a vehicle as it moves through an EV charging enclosure. In this embodiment, the one or more moving robots are not attached to set tracks and are freely movable. In one embodiment, the robots are rectangular prism or rounded rectangular prism assemblies. In one embodiment, the one or more moving robots move via one or more wheels articulating with the ground and are not fixed on a rail, and therefore have freedom of movement in two or three dimensions. In one embodiment, the one or more wheels are omnidirectional wheels, such as those disclosed in U.S. Pat. Nos. 10,675,912, 10,369,839, and 10,071,596, each of which is incorporated herein by reference in its entirety. Omnidirectional wheels allow each robot to move laterally with the vehicle while maintaining the position of whatever object the robot is holding, regardless of the orientation of the robot. In one embodiment, the one or more moving robots include at least one computer vision system, wherein the one or more moving robots are operable to automatically determine a location of a charge port on the vehicle based on the computer vision system and the one or more moving robots are automatically positioned in accordance with the determined location of the charge port on the vehicle. Furthermore, in one embodiment, the computer vision system is operable to automatically detect a position of a front of a vehicle and/or a height of the vehicle such that a robot including a display screen is able to automatically reposition in front of the vehicle and lift the display screen to an appropriate height for viewing by the driver. In another embodiment sensors on the robot and/or within the enclosure guide the robot so as to not impact vehicles or become stuck in the path of a vehicle. In another embodiment, the robots use geofencing technology or another geolocation technology to determine their position and the position of charging ports and/or vehicles, with each robot and vehicle and/or charging port having a specific address in a geofence. In one embodiment, geofencing and rule spaces for the robots and vehicles are implemented as described in U.S. Pat. No. 10,979,849, which is incorporated herein by reference in its entirety. Charging enclosures according to any embodiment of the present invention are able to receive a plurality of vehicles simultaneously, either side by side in separate “tracks” or conveyors, or sequentially within the same track or conveyor, depending on the length of the enclosure. Therefore, the present invention further provides for means of mass charging electric vehicles. FIG.7illustrates a top view of an electric vehicle charging structure connected with a car wash structure according to one embodiment of the present invention. In one embodiment, the EV charging enclosure300is integrated with a car wash enclosure500. In one embodiment, if a central processor associated with the enclosure300receives a selection to participate in a car wash from a user device associated with a vehicle320, then, after charging, the automatic vehicle moving system continues to automatically transport the car into a car wash enclosure500, after which an automated car wash begins. Automated car washes are known in the prior art, including but not limited to U.S. Pat. Nos. 4,496,513 and 6,718,216, each of which is incorporated herein by reference in its entirety, and any prior system of washing a car is compatible with the present invention. One of ordinary skill in the art will understand that while enclosure300includes side track-based entertainment display and EV charging connector chasses, that integration of a charging enclosure and a car wash enclosure according to the present invention is not limited to only those versions including the side track-based chasses. In one embodiment, after exiting the enclosure300, the vehicle320is able to move along either a first path502, which automatically moves the vehicle320toward the car wash enclosure500, or along a second path504, which automatically moves the vehicle320away from the car wash enclosure500. In another embodiment, the system does not include a set second path504, but rather simply releases the car from the automatic vehicle moving system if no car wash is selected. In one embodiment, the mechanism for switching which path the vehicle320moves along is analogous to methods of switching railroad tracks known in the prior art. In this embodiment, the path is automatically switched based on whether a central processor of the enclosure300receives a selection from a user device to participate in a car wash. In one embodiment, the central processor associated with the enclosure300generates records of which cars enter the enclosure, the make, model, and/or type of each car entering the enclosure, when each car enters the enclosure, how much power each vehicle has stored in its battery at the present time, and/or an amount of power needed until each vehicle has a full battery. In one embodiment, the central processor is configured to transmit data concerning the vehicles entering the enclosure to at least one server. The at least one server is able to automatically populate a software application with information concerning one or more enclosures, indicating how many vehicles are currently using each enclosure and an estimated time before a free slot opens for another vehicle to begin charging in the enclosures. In one embodiment, each enclosure is operable to service about ten or about fifteen standard consumer vehicles (e.g., coupes, sedans, cars, trucks, or SUVs) simultaneously. In another embodiment, the enclosure is operable to service any number of vehicles simultaneously depending on the size of the enclosure. This application provides users with an approximate time for each charging station in an area and allows each user to more optimally select which charging enclosure to go to. In one embodiment, the at least one server is operable to receive requests from one or more user devices for reservations in one or more charging enclosures. In one embodiment, requests for reservations include a time in which the vehicle is expected to arrive, a make, model, or type of vehicle, a charging type preference (e.g., normal speed charger, fast charger, etc.), an approximate initial battery level, a desired battery level (e.g., 50%, 75%, 100%, etc.), and/or other preference information. In one embodiment, the at least one server automatically generates a queue for each enclosure based on the received requests. In one embodiment, the queue is populated based on the order in which the requests are received. In another embodiment, the queue is populated based on other factors, such as an estimated amount of charge until full for a vehicle corresponding to each received request. In one embodiment, the length of the queue and/or the specific position of a user within a queue is displayed to a user through a mobile application on a user device. By creating a virtual queue, users are able to both ensure a spot at a given charging enclosure and also check if others are planning on going to the same charging enclosure, which likely will influence which enclosure a user chooses to attend. In one embodiment, the system described by the present invention includes an integrated food ordering service. For example, in one embodiment, a central server receives a request for food from at least one user device corresponding to a vehicle within an enclosure or which is going to shortly enter an enclosure. In another embodiment, the enclosure includes at least one microphone into which a user is able to speak to order food or a touch screen interface via which a user is able to order food. In one embodiment, a human individual records the food request ordered through the microphone while, in another embodiment, natural language processing is used to automatically record the food request. In one embodiment, the request includes an identification (ID) number (e.g., a license plate number) for the vehicle corresponding to the user and/or a description of the vehicle (e.g., a model, make, type of car, color of vehicle, etc.). In one embodiment, the food is manually run out to the car within the enclosure, providing an additional way for a driver to occupy time while charging the vehicle. In another embodiment, the food is automatically delivered by at least one food delivery robot. In one embodiment, the at least one food delivery robot identifies a location of the proper car based on visual analysis of the vehicle and/or the license plate of the vehicle to determine where to deliver the food. In one embodiment, an individual manually delivers the food into the enclosure to the vehicle. In another embodiment, a central processor of the server automatically determines a location of the vehicle within the enclosure and/or a rate that the vehicle is moving. In this embodiment, the location and/or movement rate of the vehicle is automatically transmitted to the at least one food delivery robot to allow the at least one food delivery robot to identify where to deliver the food. In one embodiment, packaging for food includes microwavable packaging, and one or more microwaves are included in the automatic vehicle moving system, providing ease of access for a robot or person delivering the food to a vehicle. In one embodiment, a server or a central processor associated with an enclosure is able to receive requests to pre-order food and/or specific entertainment options from at least one user device through a mobile application before the vehicle arrives at the enclosure, allowing for time to prepare the food before the car arrives such that the food is able to be enjoyed more easily while the car passes through the enclosure. In one embodiment, the at least one display screen is operable to receive commands from at least one user device for changing the media content shown on the at least one display device. In one embodiment, the at least one display device is operable to show the screen of at least one user device (e.g., via APPLE AIRPLAY). In one embodiment, the at least one display screen is operable to receive remote input from a user device to log into one or more accounts associated with paid streaming services. In another embodiment, one or more entertainment options (e.g., a specific TV show, a specific film, one or more specific online videos, a specific channel, etc.) are selected at an initial display screen before entering the enclosure. Based on the selected one or more entertainment options, the at least one display device automatically displays that content while the vehicle is within the enclosure. In one embodiment, the system of the present invention is operable to integrate with one or more existing electric vehicle charging billing systems. For example, in one embodiment, the system is able to include one or more different types of third-party proprietary charging systems (e.g., at least one TESLA charger) and automatically integrate with a billing system of the third-party proprietary charging system. By way of example and not limitation, a TESLA vehicle going through the enclosure utilizes a TESLA charger, with energy financial settlement for the electric vehicle being automatically settled through the TESLA system, while billing for use of the enclosure is handled separately. In another embodiment, billing is not handled on a car-by-car basis with a third party system. Instead, individual vehicles settle with the enclosure itself and the enclosure includes a central processor and a database operable to track the amount of charge delivered by each different type of third-party charging system and automatically settle with each third party in bulk at preset time intervals (e.g., every day, every week, every month, every year, etc.). Examples of settlement and billing systems compatible with the present invention include, but are not limited to, those described in U.S. Pat. Nos. 9,396,462, 8,836,281, 7,885,893, 10,486,541, and 10,899,235 each of which is incorporated herein by reference in its entirety. FIG.8is a schematic diagram of an embodiment of the invention illustrating a computer system, generally described as800, having a network810, a plurality of computing devices820,830,840, a server850, and a database870. The server850is constructed, configured, and coupled to enable communication over a network810with a plurality of computing devices820,830,840. The server850includes a processing unit851with an operating system852. The operating system852enables the server850to communicate through network810with the remote, distributed user devices. Database870is operable to house an operating system872, memory874, and programs876. In one embodiment of the invention, the system800includes a network810for distributed communication via a wireless communication antenna812and processing by at least one mobile communication computing device830. Alternatively, wireless and wired communication and connectivity between devices and components described herein include wireless network communication such as WI-FI, WORLDWIDE INTEROPERABILITY FOR MICROWAVE ACCESS (WIMAX), Radio Frequency (RF) communication including RF identification (RFID), NEAR FIELD COMMUNICATION (NFC), BLUETOOTH including BLUETOOTH LOW ENERGY (BLE), ZIGBEE, Infrared (IR) communication, cellular communication, satellite communication, Universal Serial Bus (USB), Ethernet communications, communication via fiber-optic cables, coaxial cables, twisted pair cables, and/or any other type of wireless or wired communication. In another embodiment of the invention, the system800is a virtualized computing system capable of executing any or all aspects of software and/or application components presented herein on the computing devices820,830,840. In certain aspects, the computer system800is operable to be implemented using hardware or a combination of software and hardware, either in a dedicated computing device, or integrated into another entity, or distributed across multiple entities or computing devices. By way of example, and not limitation, the computing devices820,830,840are intended to represent various forms of electronic devices including at least a processor and a memory, such as a server, blade server, mainframe, mobile phone, personal digital assistant (PDA), smartphone, desktop computer, netbook computer, tablet computer, workstation, laptop, and other similar computing devices. The components shown here, their connections and relationships, and their functions, are meant to be exemplary only, and are not meant to limit implementations of the invention described and/or claimed in the present application. In one embodiment, the computing device820includes components such as a processor860, a system memory862having a random access memory (RAM)864and a read-only memory (ROM)866, and a system bus868that couples the memory862to the processor860. In another embodiment, the computing device830is operable to additionally include components such as a storage device890for storing the operating system892and one or more application programs894, a network interface unit896, and/or an input/output controller898. Each of the components is operable to be coupled to each other through at least one bus868. The input/output controller898is operable to receive and process input from, or provide output to, a number of other devices899, including, but not limited to, alphanumeric input devices, mice, electronic styluses, display units, touch screens, gaming controllers, joy sticks, touch pads, signal generation devices (e.g., speakers), augmented reality/virtual reality (AR/VR) devices (e.g., AR/VR headsets), or printers. By way of example, and not limitation, the processor860is operable to be a general-purpose microprocessor (e.g., a central processing unit (CPU)), a graphics processing unit (GPU), a microcontroller, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA), a Programmable Logic Device (PLD), a controller, a state machine, gated or transistor logic, discrete hardware components, or any other suitable entity or combinations thereof that can perform calculations, process instructions for execution, and/or other manipulations of information. In another implementation, shown as840inFIG.8, multiple processors860and/or multiple buses868are operable to be used, as appropriate, along with multiple memories862of multiple types (e.g., a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core). Also, multiple computing devices are operable to be connected, with each device providing portions of the necessary operations (e.g., a server bank, a group of blade servers, or a multi-processor system). Alternatively, some steps or methods are operable to be performed by circuitry that is specific to a given function. According to various embodiments, the computer system800is operable to operate in a networked environment using logical connections to local and/or remote computing devices820,830,840through a network810. A computing device830is operable to connect to a network810through a network interface unit896connected to a bus868. Computing devices are operable to communicate communication media through wired networks, direct-wired connections or wirelessly, such as acoustic, RF, or infrared, through an antenna897in communication with the network antenna812and the network interface unit896, which are operable to include digital signal processing circuitry when necessary. The network interface unit896is operable to provide for communications under various modes or protocols. In one or more exemplary aspects, the instructions are operable to be implemented in hardware, software, firmware, or any combinations thereof. A computer readable medium is operable to provide volatile or non-volatile storage for one or more sets of instructions, such as operating systems, data structures, program modules, applications, or other data embodying any one or more of the methodologies or functions described herein. The computer readable medium is operable to include the memory862, the processor860, and/or the storage media890and is operable be a single medium or multiple media (e.g., a centralized or distributed computer system) that store the one or more sets of instructions900. Non-transitory computer readable media includes all computer readable media, with the sole exception being a transitory, propagating signal per se. The instructions900are further operable to be transmitted or received over the network810via the network interface unit896as communication media, which is operable to include a modulated data signal such as a carrier wave or other transport mechanism and includes any delivery media. The term “modulated data signal” means a signal that has one or more of its characteristics changed or set in a manner as to encode information in the signal. Storage devices890and memory862include, but are not limited to, volatile and non-volatile media such as cache, RAM, ROM, EPROM, EEPROM, FLASH memory, or other solid state memory technology; discs (e.g., digital versatile discs (DVD), HD-DVD, BLU-RAY, compact disc (CD), or CD-ROM) or other optical storage; magnetic cassettes, magnetic tape, magnetic disk storage, floppy disks, or other magnetic storage devices; or any other medium that can be used to store the computer readable instructions and which can be accessed by the computer system800. In one embodiment, the computer system800is within a cloud-based network. In one embodiment, the server850is a designated physical server for distributed computing devices820,830, and840. In one embodiment, the server850is a cloud-based server platform. In one embodiment, the cloud-based server platform hosts serverless functions for distributed computing devices820,830, and840. In another embodiment, the computer system800is within an edge computing network. The server850is an edge server, and the database870is an edge database. The edge server850and the edge database870are part of an edge computing platform. In one embodiment, the edge server850and the edge database870are designated to distributed computing devices820,830, and840. In one embodiment, the edge server850and the edge database870are not designated for distributed computing devices820,830, and840. The distributed computing devices820,830, and840connect to an edge server in the edge computing network based on proximity, availability, latency, bandwidth, and/or other factors. It is also contemplated that the computer system800is operable to not include all of the components shown inFIG.8, is operable to include other components that are not explicitly shown inFIG.8, or is operable to utilize an architecture completely different than that shown inFIG.8. The various illustrative logical blocks, modules, elements, circuits, and algorithms described in connection with the embodiments disclosed herein are operable to be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application (e.g., arranged in a different order or partitioned in a different way), but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. Certain modifications and improvements will occur to those skilled in the art upon a reading of the foregoing description. The above-mentioned examples are provided to serve the purpose of clarifying the aspects of the invention and it will be apparent to one skilled in the art that they do not serve to limit the scope of the invention. All modifications and improvements have been deleted herein for the sake of conciseness and readability but are properly within the scope of the present invention. | 50,350 |
11858369 | DETAILED DESCRIPTION Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for charging the batteries of a fleet of electric vehicles, hybrid vehicles, or a combination of electric and hybrid vehicles. The methods, apparatuses, and systems can include a mobile battery charging device that can sequentially charge the batteries of multiple vehicles during a charging time period. The various concepts introduced above and discussed in greater detail below may be implemented in any number of ways, as the concepts described are not limited to any particular manner of implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes. The systems, apparatuses, and methods of the present disclosure include a mobile battery charging device that can sequentially charge the batteries of multiple vehicles belonging to a fleet of vehicles during a charging time period. In the illustrated embodiments, the charging time period is longer than an amount of time required to charge all of the batteries of the vehicles belonging to the fleet of vehicles. The fleet of vehicles is charged at a charging facility. In the illustrated embodiments, each of the vehicles includes at least a vehicle controller and a battery charging port coupled to a battery system of the vehicle. The vehicle controller is configured to communicate information indicative of a state of charge (SOC) of a battery or a battery system of the vehicle over a network. A mobile battery charging device within the charging facility can receive the information indicative of the state of charge of the battery system of the vehicle over the network. The mobile battery charging device includes a drive system configured to propel the battery charging device, a charging interface configured to engage the battery charging port of the vehicle, and a controller. The controller is configured to receive the information indicative of the state of charge of the battery system of the vehicle, determine a position of the vehicle, and command the drive system to move the battery charging device to align the charging interface with the battery charging port of the vehicle to charge the battery system of the vehicle. In the illustrated embodiments, the charging facility includes parking indicators to assist the operator(s) of the vehicles belonging to the fleet of vehicles to park the vehicles in positions that allow the vehicles to be charged by the mobile battery charging device. In some embodiments, the mobile battery charging device charges the battery systems of the vehicles based on an order in which the vehicles are parked along a path defined by the parking indicators. As the mobile battery charging device approaches a next vehicle along the path, the mobile battery charging device can receive information indicative of the SOC of the battery system and/or an amount of charge required for the vehicle to complete its next mission. The mobile battery charging device charges the battery system of the vehicle according to the SOC and/or the amount of charge required for the vehicle to complete its next mission. In some embodiments, the mobile battery charging device can receive information indicative of the SOC and/or an amount of charge required for the vehicle to complete its next mission from each of the vehicles belonging to the fleet of vehicles. The mobile battery charging device can determine a priority structure for charging the vehicles based on the SOC each of the battery systems of the vehicles, the amount of charge required for each of the vehicles to complete its upcoming mission, and/or a charging time for each of the battery systems of the vehicles. The mobile battery charging device then charges the battery systems of the vehicles according to the priority structure. Referring to the figures generally, the various embodiments disclosed herein relate to systems, apparatuses, and methods for charging a fleet of vehicles with a mobile charging device including positioning the vehicles so that the vehicles can be accessed by the mobile charging device, transmitting information indicative of the state of charge (SOC) of the battery systems of the each of the vehicles to mobile charging device, and charging each of the vehicles with the mobile charging device. FIG.1illustrates a fleet of vehicles10and a charging facility14according to an example embodiment. The fleet of vehicles10includes a plurality of vehicles18that can include electric vehicles, hybrid vehicles, or a combination of electric and hybrid vehicles. In some embodiments, the fleet of vehicles10can include busses, cars (e.g., rental cars, taxis, ridesharing cars, delivery cars, etc.), line-haul trucks, mid-range trucks (e.g., delivery trucks, pickup trucks, etc.), and refuse vehicle trucks. The fleet of vehicles10is deployed for missions and then returns to the charging facility14. In some embodiments, the missions can include a predetermined time period, a prescheduled route, or a schedule of routes that each vehicle18may follow (e.g., city/regional bus routes, school bus routes, delivery routes, etc.). In some embodiments, the missions can be scheduled on an on-demand basis, such that the vehicles18travel route(s) scheduled on-demand and return the charging facility14after a predetermined time period or after the route(s) have been completed. The charging facility14includes a mobile battery charging device22that can charge the plurality of vehicles18during a long parking session in which the available charging time is less than an amount of time required for the mobile battery charging device22to charge all of vehicles18in the fleet of vehicles10. For example, the fleet of vehicles10can be deployed on missions during the day and return to the charging facility14at the end of the day and be parked in the charging facility14overnight. As shown inFIG.1, each of the vehicles18includes an engine system26, a battery system30, a vehicle controller34, position sensors38, battery sensors42, vehicle subsystems46, and an operator input/output (I/O) device50. The battery system30is structured to provide power to the engine system26and the vehicle subsystems46. The battery system30includes at least one battery54and a charging port58coupled to the at last one battery54. The charging port58is structured for engagement with the mobile battery charging device22. In some embodiments, the charging port58can include at least one conductive element mounted on the vehicle18that can engage a pantograph. In embodiments in which the pantograph is mounted above the vehicle18, the charging port58can be positioned on or proximate a roof of the vehicle18. In other embodiments, the charging port58can include a socket structured to receive a plug. The vehicle subsystems46may include components including electrically driven vehicle components (e.g., HVAC system, lights, pumps, fans, etc.). The vehicle subsystems46may also include any powered component used to reduce exhaust emissions or to monitor components used to reduce exhaust emissions, such as selective catalytic reduction (SCR) catalyst, a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF), a diesel exhaust fluid (DEF) doser with a supply of diesel exhaust fluid, a plurality of sensors for monitoring the aftertreatment system (e.g., a nitrogen oxide (NOx) sensor, temperature sensors, etc.), and/or still other components. As shown inFIG.1, the charging facility14includes the mobile battery charging device22. In some embodiments, the charging facility14may include a system of tracks62on which the mobile battery charging device22can travel. In some embodiments, the system of tracks62are overhead-mounted tracks. The system of tracks62can define a path of the mobile battery charging device22from a starting point to an ending point. The charging facility14can include a plurality of parking indicators66indicating where operators should park the vehicles18such that the charging ports58of each of the vehicles18are positioned to engage the mobile battery charging device22. In some embodiments, the parking indicators66can include a stripe or other indicator painted on a floor of the charging facility. In some embodiments, the parking indicators66are positioned to facilitate parking the vehicles18in one or more lines in a side-by-side and/or an end-to-end configuration. The parking indicators66can define a path of the mobile battery charging device22from a starting point to an ending point. In some embodiments, the parking indicators66can include sensors70that can sense a position of the vehicle18and communicate with the vehicle controller34over the network to provide information indicative of the vehicle18position to the vehicle controller34. For example, the sensors70can include a proximity and/or a weight sensor structured to communicate wirelessly with the controller of the vehicle18. As is described in greater detail below, the vehicle controller34can be structured to receive information indicative of a position of the vehicle18from the parking indicators66. The vehicle controller34can be structured to send a notification to an operator of the vehicle18in response to determining, based on the information indicative of the position of the vehicle18, that the vehicle18is correctly positioned for battery charging. The mobile battery charging device22includes a charging interface74and a device body78. The device body78includes a drive system82, a mobile battery charging device controller86, and sensors90. The charging interface74is coupled to an electric power grid through the charging facility14(e.g., via electric wiring within the charging facility14). The charging interface74includes a charging port94and charging interface drive system98such that the charging interface74is movable relative to the device body78. The charging interface drive system98is structured to position the charging interface74and the charging port94of the mobile battery charging device22proximate the charging ports58on the vehicles18. The charging port94is structured to engage the charging ports58of the vehicles18. In the illustrated embodiment, the charging interface drive system98is structured to extend and retract the charging interface74. In other embodiments, the charging interface drive system98can be structured to perform other types of motions (e.g., diagonal and/or rotational motion). In some embodiments, the charging interface74is a fast-charging device such as a pantograph. The tips of the pantograph that are structured to engage the charging port58(e.g., one or more conductive elements such as rails, rods, etc.) of the vehicle18form the charging port94. In embodiments in which the charging interface74is a pantograph mounted to the system of tracks62, the pantograph can extend to engage conductive the element positioned on or proximate a roof of each of the vehicles18without requiring human intervention. The pantograph can transmit electricity to the conductive element to charge the battery system30on the vehicle18. In other embodiments, the charging interface74can be an extendible structure and the charging port58can be a plug. The drive system82is structured to move the mobile battery charging device22along the fleet of vehicles10to charge each of the vehicles18parked within the charging facility14. In embodiments in which the charging facility14includes the system of tracks62, the drive system82can include a plurality of wheels and a motor structured to travel along the tracks62. In other embodiments in which the charging facility includes the plurality of tracks62, the plurality of tracks62and the drive system82can form a conveyor system. In locations in which the charging facility14does not include the plurality of tracks62, the drive system82can include a plurality of wheels and a motor structured to travel along the ground. The sensors90can be positioned on the device body78, the charging interface74, or a combination of the device body78and the charging interface74. The sensors90can be structured to detect a position of the vehicles18, the charging ports58, or both the position of the vehicles18and the charging ports58. As described in greater detail below, the mobile battery charging device controller86is structured to receive information indicative of the position of the vehicle18and/or the charging ports58and position the charging interface74so that the charging interface74can engage the charging port94with the charging port58of the vehicle18. Components of the vehicle18and the mobile battery charging device22may communicate with each other or components of other devices using any type and any number of wired or wireless connections. For example, a wired connection may include a serial cable, a fiber optic cable, a CATS cable, or any other form of wired connection. Wireless connections may include the Internet, Wi-Fi, cellular, radio, Bluetooth, ZigBee, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus includes any number of wired and wireless connections. Because the vehicle controller34is communicably coupled to the systems and components in the vehicle18ofFIG.1, the vehicle controller34is structured to receive data regarding one or more of the components shown in the vehicles18inFIG.1. For example, the data may include operation data regarding the battery system30, a position of the vehicle18, etc. acquired by one or more sensors, such as the sensors38,42. As another example, the data may include an output to the operator I/O device50. As an example, the vehicle controller34may output a notification through the operator I/O device50to the operator of the vehicle18indicating that the vehicle18is correctly positioned for charging. The vehicle controller34is structured to communicate with the mobile battery charging device controller86. For example, the vehicle controller34may send information indicative of a health of the battery system30, information indicative of a location of the vehicle18, and information indicative of an identity of the vehicle18to the mobile battery charging device controller86. The function and structure of the vehicle controller34is described in greater detail inFIG.2. The sensors38,42may be positioned and/or structured to monitor characteristics of various components of the vehicle18. The position sensor38is structured to facilitate monitoring the position of the vehicle18within the charging facility14. The battery sensor42is structured to facilitate determining a state of charge (SOC) of the battery54. In embodiments in which the battery system30includes more than one battery54, the battery system30may include more than one battery sensor42. Because the mobile battery charging device controller86is communicably coupled to the systems and components in the mobile battery charging device22ofFIG.1, the mobile battery charging device controller86is structured to receive data regarding one or more of the components shown in the mobile battery charging device22inFIG.1. For example, the data may include a position of the mobile battery charging device22, a position of the charging interface74and/or the charging port94, etc. acquired by one or more sensors, such as the sensors90. The mobile battery charging device controller86is structured to communicate with the controllers34of each of the vehicles18. For example, the mobile battery charging device controller86may receive information indicative of a health of the battery system30, a location of the vehicle18, and information indicative of an identity of the vehicle18from one or more of the vehicle controllers34. The function and structure of the mobile battery charging device controller86is described in greater detail inFIG.3. The sensors90may be positioned and/or structured to monitor operating characteristics of various components of the mobile battery charging device22. The sensors90may include a first position sensor structured to facilitate monitoring the position of the mobile battery charging device22. The sensors90may include a second position sensor structured to facilitate determining a position of the charging interface74and/or the charging port58relative to the device body78. Referring now toFIG.2, a schematic diagram of the vehicle controller34of each of the vehicles18the fleet of vehicles10ofFIG.1is shown according to an example embodiment. As shown inFIG.2, the vehicle controller34includes a processing circuit102having a processor106and a memory device110, a positioning circuit114, a battery status determination circuit118, and a communications interface122. Generally, the vehicle controller34is structured to determine the SOC of the battery or batteries54in the battery system30, determine a SOC of the battery system30, and send a battery status of the battery system30to the mobile battery charging device22, and facilitate correct positioning of the vehicle18for charging. The battery status of the battery system30includes one or more of the SOC of the battery system30, an amount of charge required for the battery system30to complete upcoming mission, and a charging time of the battery system30. Referring now toFIG.3, a schematic diagram of the controller86of the mobile battery charging device22ofFIG.1is shown according to an example embodiment. As shown inFIG.3, the mobile battery charging device controller86includes a processing circuit126having a processor130and a memory device134, a battery charging circuit138and a communications interface142. Generally, the mobile battery charging device controller86is structured to receive, from each of the vehicles18, information indicative of an identity of the vehicle18, information indicative of a position of the vehicle18, information indicative of a status of the battery system30of the vehicle18, and control the mobile battery charging device22to travel to the vehicle18and charge the battery system30of the vehicle18. The battery status of the battery system30includes one or more of the SOC of the battery system30, an amount of charge required for the battery system30to complete upcoming mission, and a charging time of the battery system30. In some embodiments, the mobile battery charging device controller86is structured to determine a charging priority for each of the vehicles18based on the battery status (e.g., SOC of the battery system30of each vehicle18, the amount of battery charge required for the next mission of each vehicle18, and/or a charging time for the battery system30) of each of the vehicles18. The mobile battery charging device controller86is structured to determine the priority structure based on the charging priorities of each of the vehicles18. The mobile battery charging device controller86is structured to control the mobile battery charging device22to travel to the vehicles18and charge the vehicles18according to the priority structure. In some embodiments, the mobile battery charging device controller86is also structured to receive an amount of battery charge required for an upcoming mission of the vehicle18. In such an embodiment, the mobile battery charging device controller86is structured to determine the priority structure based on the charging priorities of each of the vehicles18. In one configuration, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138are embodied as machine or computer-readable media that is executable by a processor, such as processor106or processor130. As described herein and amongst other uses, the machine-readable media facilitates performance of certain operations to enable reception and transmission of data. For example, the machine-readable media may provide an instruction (e.g., command, etc.) to, e.g., acquire data. In this regard, the machine-readable media may include programmable logic that defines the frequency of acquisition of the data (or, transmission of the data). The computer readable media may include code, which may be written in any programming language including, but not limited to, Java or the like and any conventional procedural programming languages, such as the “C” programming language or similar programming languages. The computer readable program code may be executed on one processor or multiple remote processors. In the latter scenario, the remote processors may be connected to each other through any type of network (e.g., CAN bus, etc.). In another configuration, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138are embodied as hardware units, such as electronic control units. As such, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may be embodied as one or more circuitry components including, but not limited to, processing circuitry, network interfaces, peripheral devices, input devices, output devices, sensors, etc. In some embodiments, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may take the form of one or more analog circuits, electronic circuits (e.g., integrated circuits (IC), discrete circuits, system on a chip (SOCs) circuits, microcontrollers, etc.), telecommunication circuits, hybrid circuits, and any other type of “circuit.” In this regard, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may include any type of component for accomplishing or facilitating achievement of the operations described herein. For example, a circuit as described herein may include one or more transistors, logic gates (e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors, multiplexers, registers, capacitors, inductors, diodes, wiring, and so on). The positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may also include programmable hardware devices such as field programmable gate arrays, programmable array logic, programmable logic devices or the like. The positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may include one or more memory devices for storing instructions that are executable by the processor(s) of the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138. The one or more memory devices and processor(s) may have the same definition as provided herein with respect to the memory device110and processor106or the memory device134and processor130. In some hardware unit configurations, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may be geographically dispersed throughout separate locations in the vehicle and/or the mobile battery charging device22. Alternatively and as shown, the positioning circuit114, the battery status determination circuit118, and the battery charging circuit138may be embodied in or within a single unit/housing, which is shown as the vehicle controller34and the mobile battery charging device controller86. In the example shown, the vehicle controller34includes the processing circuit102having the processor106and the memory device110. The processing circuit102may be structured or configured to execute or implement the instructions, commands, and/or control processes described herein with respect to the positioning circuit114and the battery status determination circuit118. The depicted configuration represents the positioning circuit114and the battery status determination circuit118as machine or computer-readable media. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the positioning circuit114and the battery status determination circuit118or at least one circuit of the positioning circuit114and the battery status determination circuit118is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure. In the example shown, the mobile battery charging device controller86includes the processing circuit126having the processor130and the memory device134. The processing circuit126may be structured or configured- to execute or implement the instructions, commands, and/or control processes described herein with respect to the battery charging circuit138. The depicted configuration represents the battery charging circuit138as machine or computer-readable media. However, as mentioned above, this illustration is not meant to be limiting as the present disclosure contemplates other embodiments where the battery charging circuit138is configured as a hardware unit. All such combinations and variations are intended to fall within the scope of the present disclosure. The processors106,130may be implemented as one or more general-purpose processor, an application specific integrated circuit (ASIC), one or more field programmable gate arrays (FPGAs), a digital signal processor (DSP), a group of processing components, or other suitable electronic processing components. In some embodiments, the one or more processors may be shared by multiple circuits (e.g., the positioning circuit114and the battery status determination circuit118) may comprise or otherwise share the same processor which, in some example embodiments, may execute instructions stored, or otherwise accessed, via different areas of memory. Alternatively or additionally, the one or more processors may be structured to perform or otherwise execute certain operations independent of one or more co-processors. In other example embodiments, two or more processors may be coupled via a bus to enable independent, parallel, pipelined, or multi-threaded instruction execution. All such variations are intended to fall within the scope of the present disclosure. The memory devices110,134(e.g., RAM, ROM, Flash Memory, hard disk storage, etc.) may store data and/or computer code for facilitating the various processes described herein. The memory devices110,134may be communicably connected to the processors106,130, respectively, to provide computer code or instructions to the processor68for executing at least some of the processes described herein. Moreover, the memory devices110,134may be or include tangible, non-transient volatile memory or non-volatile memory. Accordingly, the memory devices110,134may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described herein. The communications interfaces122,142may include wired or wireless interfaces (e.g., jacks, antennas, transmitters, receivers, transceivers, wire terminals, etc.) for conducting data communications with various systems, devices, or networks. For example, the communications interfaces122,142may include an Ethernet card and port for sending and receiving data via an Ethernet-based communications network and/or a Wi-Fi transceiver for communicating via a wireless communications network. The communications interfaces122,142may be structured to communicate via local area networks or wide area networks (e.g., the Internet, etc.) and may use a variety of communications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio, cellular, near field communication, etc.). The communications interface122of the vehicle controller34may facilitate communication between and among the vehicle controller34and one or more components of the vehicle18(e.g., components of the battery system30, the operator I/O device50, the sensors38,42, the parking indicators66etc.) and the mobile battery charging device controller86. The communications interface142of the mobile battery charging device controller86may facilitate communication between and among the mobile battery charging device controller86and one or more components of the mobile battery charging device22(e.g., components of the drive system82, the charging interface74, the sensors90, etc.), and the vehicle controller34. Communication between and among the controllers34,86and the components of the vehicle18or the mobile battery charging device22, respectively, may be via any number of wired or wireless connections (e.g., any standard under IEEE 802, etc.). For example, a wired connection may include a serial cable, a fiber optic cable, a CATS cable, or any other form of wired connection. In comparison, a wireless connection may include the Internet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc. In one embodiment, a controller area network (CAN) bus provides the exchange of signals, information, and/or data. The CAN bus can include any number of wired and wireless connections that provide the exchange of signals, information, and/or data. The CAN bus may include a local area network (LAN), or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider). The positioning circuit114of the vehicle controller34is structured to receive information indicative of a position of the vehicle18from the sensors38,42of the vehicle18or the sensors70of the parking indicators66. The positioning circuit114is structured to determine a position of the vehicle18relative to the parking indicators66based on the information indicative of the position of the vehicle18. In response to determining that the position of the vehicle18is acceptable, the positioning circuit114is structured to notify the operator that the vehicle18is in an acceptable position via the operator I/O device50. In some embodiments, the notification may be a visual indication such as a light or a message on a dashboard of the vehicle18. In some embodiments, the notification may be an auditory notification. In some embodiments, in response to determining that the position of the vehicle18is unacceptable, the positioning circuit114is structured to notify the operator that the vehicle18is in an unacceptable position via the operator I/O device50. In some embodiments, the notification may be a visual indication such as a light or a message on a dashboard of the vehicle18. In some embodiments, the notification may be an auditory notification. In some embodiments, the notification may include instructions for correctly positioning the vehicle18. In some embodiments, in response to determining that the position of the vehicle18is unacceptable, the positioning circuit114is structured not to send any notifications to the operator of the vehicle18(e.g., the absence of the notification indicates that the vehicle18position is unacceptable). The battery status determination circuit118of the vehicle controller34is structured to receive information indicative of the SOC of each of the one or more batteries54in the battery system30from the battery sensor(s)90. The battery status determination circuit118is structured to determine the SOC of each of the one or more batteries54. The battery status determination circuit118is structured to determine the SOC of the battery system30based on the SOCs of each of the one or more batteries54. The battery status determination circuit118is structured to send the information indicative of the SOC battery system30to the mobile battery charging device controller86. In some embodiments, the battery status determination circuit118is structured to predict an upcoming charge requirement of the battery system30based on an upcoming mission of the vehicle18. For example, the battery status determination circuit118may be structured to retrieve each of the routes that will be travelled by the vehicle18on the next mission from the memory device110. The battery status determination circuit118may be structured to determine the upcoming charge requirement based on the amount of battery charge required for the vehicle18to complete the upcoming mission. In some embodiments, the battery status determination circuit118is structured to consider on-route charging opportunities when determining the amount of battery charge required for the vehicle18to complete the upcoming mission. In some embodiments, the amount of charge can be a percentage of the total storage capacity of the battery system30. In some embodiments, the battery status determination circuit118is structured to determine a charge time for the battery system30. In some embodiments, the battery status determination circuit118is structured to determine the charge time based on the SOC of the battery system30. In some embodiments, the battery status determination circuit118is structured to determine the charge time based on the SOCs and the upcoming charge requirements of the battery system30. In some embodiments, the battery status determination circuit118is structured to consider on-route charging opportunities when determining the amount of battery charge required for the vehicle18to complete the upcoming mission. The battery status determination circuit118is structured to send information indicative of the identity of the vehicle18, the battery status of the battery system30, the upcoming charge requirement, and/or the information indicative of the position of the vehicle18to the controller86of the mobile battery charging device22. During charging, the battery status determination circuit118can be structured to determine that the battery system30has been charged according to the upcoming charge requirement and/or has been fully charged based on information indicative of the SOC of the battery systems30received from the battery sensor(s)42. The battery status determination circuit118can be structured to send a notification to the battery charging circuit138of the mobile battery charging device controller86indicating that the battery system30has been charged according to the upcoming charge requirement and/or fully charged. In some embodiments, the battery charging circuit138is structured to charge the fleet of vehicles10in a sequential order based on the positions of the vehicles18in the charging facility14. In such an embodiment, the mobile battery charging device22is structured to command the drive system82to follow a path from a starting point to an ending point and charge the battery systems30of the vehicles18as the mobile battery charging device22encounters each of the vehicles18. In embodiments in which the drive system82is structured to travel along the system of mounted tracks62, the system of mounted tracks62forms the path. In other embodiments, the mobile battery charging device controller86can be structured to determine the path based on the positions of parking indicators66or the path can be programmed into the memory device134of the mobile battery charging device22. In some embodiments, the battery charging circuit138is structured to receive, for each of the vehicles18, the information indicative of the identity of the vehicle18and the battery status of the battery system30of the vehicle18as the mobile battery charging device22approaches each vehicle18. In some embodiments, the battery charging circuit138is structured to determine the amount of battery charge required for the upcoming mission from the vehicle18. In some embodiments, the battery charging circuit138can be structured to retrieve each of the routes that will be travelled by the vehicle18on the next mission from the memory device110or another database. The battery charging circuit138may be structured to determine the upcoming charge requirement based on the amount of battery charge required for the vehicle18to complete the upcoming mission. In some embodiments, the battery charging circuit118may be structured to consider on-route charging opportunities in determining the amount of battery charge required for the vehicle18to complete the upcoming mission. In some embodiments, the amount of charge can be a percentage of the total storage capacity of the battery system30. The battery charging circuit138is structured to determine a relative position of the charging port58of the vehicle18and the mobile battery charging device22based on information received from the sensors38,90. The battery charging circuit138is structured to command the drive system82of the mobile battery charging device22to substantially align the mobile battery charging device22with the charging port58of the vehicle18. The battery charging circuit138is then structured to command the charging device drive system98to position the charging interface74proximate the charging port58of the vehicle18and engage the charging port94of the mobile battery charging device22with the charging port58of the vehicle18. The battery charging circuit138is structured to charge the battery system30of the vehicle18based on the battery status of the battery system30. The battery charging circuit138can receive a notification from the battery status determination circuit118of the vehicle18indicating that the battery system30has been charged according to the upcoming charge requirement and/or has been fully charged. The battery charging circuit138is structured to command the charging interface drive system98to disengage the charging port58of the mobile battery charging device22from the charging port58of the vehicle18. The battery charging circuit138is then structured to command the drive system82to approach the next vehicle18along the path. In some embodiments, the battery charging circuit138is structured to determine a priority structure based on the battery statuses of the battery systems30of each of the vehicles18. The battery charging circuit138is structured to receive the battery statuses of the battery system30, the information indicative of the identity of the vehicle18before determining the priority structure. For example, the battery charging circuit138can be structured to command the drive system82to travel along the path from the starting point to the ending point and receive the battery statuses of the battery system30and the information indicative of the identity of the vehicle18from each of the vehicles18as the mobile battery charging device22passes proximate each of the vehicles18. In another example, the battery charging circuit138is structured to receive the battery status of the battery system30and the information indicative of the identity of the vehicle18from each of the vehicles18as the vehicles18enter the charging facility14or park in the charging facility14. In some embodiments, the battery charging circuit138is structured to determine a charge time for each of the battery systems30of the vehicles18. In some embodiments, the battery charging circuit138is structured to determine the charge time based on the SOCs of the battery system30of each of the vehicles18. In some embodiments, the battery charging circuit138is structured to determine the charge time based on the SOCs and the upcoming charge requirements of the battery system30of each of the vehicles18. In some embodiments, the battery charging circuit138is structured to consider on-route charging opportunities when determining the amount of battery charge required for the vehicle18to complete the upcoming mission. The battery charging circuit138is structured to determine the charging priority of each of the vehicles18based on the battery statuses (e.g., the SOCs of the battery systems30of each of the vehicles18, the amount of battery system30charge required) for the each of the vehicles18to complete an upcoming mission, and/or the charge times for each of the vehicles18. The battery charging circuit138is structured to determine the priority structure of the fleet of vehicles10based on the charging priorities of each of the vehicles18. In some embodiments, the battery charging circuit138is structured to determine the priority structure so that the vehicles18having the battery systems30with the lowest SOC, the vehicles18having the battery systems30requiring the largest charge to complete the next upcoming mission, and/or the vehicles18having the battery systems30that require the longest charge time are charged first. In other embodiments, the battery charging circuit138is structured to determine the priority structure so that the vehicles18having the battery systems30with the highest SOC, the vehicles18having the battery systems30requiring the least charge to complete the next upcoming mission, and/or the vehicles18having the battery systems30that require the shortest charge time are charged first. The battery charging circuit138is structured to retrieve the identity and location of the highest priority vehicle18in the priority structure. The battery charging circuit138is structured to command the drive system82to travel to the vehicle18having the highest priority. The battery charging circuit138is structured to charge the battery system30of the vehicle18as described above. The battery charging circuit138is structured to determine the identity of the vehicle18having the next highest priority according to the priority structure and travel to and charge the next highest priority vehicle18as described above until the battery systems30of all of the vehicles18in the fleet of vehicles10have been charged. FIG.4illustrates an exemplary method400for charging the fleet of vehicles10with the mobile battery charging device22to an example embodiment. At process404, the operator drives one of the vehicles18of the fleet of vehicles10into the charging facility14and parks the vehicle18proximate one of the parking indicators66. At process408, the positioning circuit114receives information indicative of the position of the vehicle18relative to the parking indicators66. For example, the positioning circuit114can receive the information indicative of the position of the vehicle18from the sensors38and/or the sensors70. At process412, in response to determining that the position of the vehicle18relative to the parking indicators66is acceptable, the positioning circuit114can notify the operator, via the operator I/O device50, to indicate that the vehicle18position is acceptable. At process416, in response to determining that the position of the vehicle18relative to the parking indicators66is unacceptable, the positioning circuit114can indicate that the position of the vehicle18relative to the parking indicators66is unacceptable. For example, the positioning circuit114can either not send a notification to the user (e.g., the absence of the notification indicates that the vehicle18position is unacceptable) or can send a notification to the operator via the operator I/O device50indicating that the vehicle18position is unacceptable. In some embodiments, the notification may provide instructions on how to reposition the vehicle18. At process420, the battery status determination circuit118receives information indicative of the battery status of the battery system30of the vehicle18. The information indicative of the SOC of each of the one or more batteries54can be determined by at least one battery sensor90. The battery status determination circuit118can determine the SOC of the battery system30based on the SOCs of the one or more batteries54. At process424, the battery status determination circuit118may determine the amount of battery charge required for the vehicle18to complete the upcoming mission. For example, the battery status determination circuit118may retrieve information indicative of the upcoming mission from a networked device and determine the amount of battery charge required for the next mission based on a next route or schedule of routes for the mission and/or on-route charging opportunities during the mission. The battery status determination circuit118may also determine a charging time for the battery system30based on the amount of battery charge required for the next mission and the SOC of the battery system30. At process428, the battery status determination circuit118sends the information indicative of the status of the battery system30and information indicative of the identity of the vehicle18to the mobile battery charging device controller86. At process432, the battery charging circuit138commands the drive system82of the mobile battery charging device22to follow the path until the mobile battery charging device22approaches a first vehicle18along the path. In embodiments in which the drive system82is structured to travel along the system of mounted tracks62, the system of mounted tracks62forms the path. In other embodiments, the mobile battery charging device controller86can be structured to determine the path based on the parking indicators66or the path can be programmed into the memory device134of the mobile battery charging device22. At process436, the battery charging circuit138receives the battery status and information indicative of the identity of the vehicle18. At process440, the battery charging circuit138may determine the amount of battery charge required for the upcoming mission. In some embodiments, the battery charging circuit138may retrieve the amount of battery charge required for the upcoming mission from a database based on the information indicative of the identity of the vehicle18. The battery charging circuit138may determine the amount of battery charge required for the upcoming mission based on the route or route(s) the vehicle18is scheduled to travel during the upcoming mission. The battery charging circuit138may also determine a charging time for the battery system30based on the amount of battery charge required for the next mission and the SOC of the battery system30. At process428, the battery charging circuit138sends the information indicative of the status of the battery system30and information indicative of the identity of the vehicle18to the mobile battery charging device controller86. At process444, the battery charging circuit138determines a relative position of the charging port58of the vehicle18and the mobile battery charging device22. At process448, the battery charging circuit138commands the drive system82of the mobile battery charging device22to substantially align the mobile battery charging device22with the charging port58of the vehicle18. At process452, the battery charging circuit138commands the battery charging interface drive system98to position the charging interface74proximate the charging port58of the vehicle18and engage the charging port94of the charging interface74with the charging port58of the vehicle18. At process456, the battery charging circuit138charges the battery system30of the vehicle18based on the SOC of the battery system30and/or the charge requirement to complete the upcoming mission. At process460, the battery status determination circuit118determines that the battery system30is sufficiently charged and sends a notification to the battery charging circuit138. The battery status determination circuit118can determine that the battery system30is fully charged based on the information indicative of the SOC of the battery system30determined by the sensor(s)42. At process464, the battery charging circuit138commands the charging interface drive system98to disengage the charging port94of the charging interface74from the charging port58of the vehicle18. At process468, the battery charging circuit138commands the drive system82to approach the next vehicle18along the path. FIG.5is a flow diagram of a method500for determining a priority structure for charging the fleet of vehicles10with the mobile battery charging device22and charging the fleet of vehicles10with the mobile battery charging device22according to the priority structure according to an example embodiment. Processes504-516are substantially similar to processes404-416of the method400. Processes504-516and are shown inFIG.5but are not discussed in detail herein for the sake of brevity. At process520, the battery status determination circuit118receives information indicative of the battery status of the battery system30. The information indicative of the SOC of each of the one or more batteries54can be determined by at least one battery sensor42. The battery status determination circuit118can determine the SOC of the battery system30based on the SOCs of the one or more batteries54. At process524, the battery status determination circuit118may determine the amount of battery charge required for the vehicle18to complete the upcoming mission. In some embodiments, the battery charging circuit138may retrieve the amount of battery charge required for the upcoming mission from a database based on the information indicative of the identity of the vehicle18. The battery charging circuit138may determine the amount of battery charge required for the upcoming mission based on the route or route(s) the vehicle18is scheduled to travel during the upcoming mission. The battery status determination circuit118may also determine a charging time for the battery system30based on the amount of battery charge required for the next mission and the SOC of the battery system30. At process528, the battery status determination circuit118sends the information indicative of the status of the battery system30and information indicative of the identity of the vehicle18to the mobile battery charging device controller86. At process532, the battery charging circuit138determines the priority structure for charging the vehicles18of the fleet of vehicles10. In some embodiments, battery charging circuit138determines the priority structure based on the battery statuses (e.g., the SOCs of the battery systems30, the amount of charge required for the battery system30to complete an upcoming mission, and a charge time of the battery systems30) for each of the vehicles18. At process536, the battery charging circuit138is structured to identify the vehicle18having the highest priority. At process540, the charging interface74commands the drive system82of the mobile battery charging device22to travel to the vehicle18having the highest priority. At process544, the battery charging circuit138determines a relative position of the charging port58of the vehicle18and the mobile battery charging device22. At process548, the battery charging circuit138commands the drive system82of the mobile battery charging device22to substantially align the mobile battery charging device22with the charging port58of the vehicle18. At process552, the battery charging circuit138commands the battery charging interface drive system98to position the charging interface74proximate the charging port58of the vehicle18and engage the charging port94of the charging interface74with the charging port58of the vehicle18. At process556, the battery charging circuit138charges the battery system30of the vehicle18based on the SOC of the battery system30and/or the charge requirement to complete the upcoming mission. At process560, the battery status determination circuit118determines that the battery system30is sufficiently charged and sends a notification to the battery charging circuit138. The battery status determination circuit118can determine that the battery system30is fully charged based on the information indicative of the SOC of the battery system30determined by the sensor(s)42. At process564, the battery charging circuit138commands the charging interface drive system98to disengage the charging port94of the mobile battery charging device22from the charging port58of the vehicle18. At process568, the battery charging circuit138identifies the vehicle18having the next highest priority. The battery charging circuit138commands the driving system to approach the next vehicle18having the next highest priority according to the priority structure. No claim element herein is to be construed under the provisions of 35 U.S.C. § 112(f), unless the element is expressly recited using the phrase “means for.” For the purpose of this disclosure, the term “coupled” means the joining or linking of two members directly or indirectly to one another. Such joining may be stationary or moveable in nature. For example, a propeller shaft of an engine “coupled” to a transmission represents a moveable coupling. Such joining may be achieved with the two members or the two members and any additional intermediate members. For example, circuit A communicably “coupled” to circuit B may signify that circuit A communicates directly with circuit B (i.e., no intermediary) or communicates indirectly with circuit B (e.g., through one or more intermediaries). While various circuits with particular functionality are shown inFIGS.2and3, it should be understood that the vehicle controller34or the controller86of the mobile battery charging device22may include any number of circuits for completing the functions described herein. For example, the activities and functionalities of the circuits114,118,122may be combined in multiple circuits or as a single circuit. Additional circuits with additional functionality may also be included. Further, the controllers34,86may further control other activity beyond the scope of the present disclosure. As mentioned above and in one configuration, the “circuits” may be implemented in machine-readable medium for execution by various types of processors, such as the processor106ofFIG.2and/or the processor130ofFIG.3. An identified circuit of executable code may, for instance, comprise one or more physical or logical blocks of computer instructions, which may, for instance, be organized as an object, procedure, or function. Nevertheless, the executables of an identified circuit need not be physically located together, but may comprise disparate instructions stored in different locations which, when joined logically together, comprise the circuit and achieve the stated purpose for the circuit. Indeed, a circuit of computer readable program code may be a single instruction, or many instructions, and may even be distributed over several different code segments, among different programs, and across several memory devices. Similarly, operational data may be identified and illustrated herein within circuits, and may be embodied in any suitable form and organized within any suitable type of data structure. The operational data may be collected as a single data set, or may be distributed over different locations including over different storage devices, and may exist, at least partially, merely as electronic signals on a system or network. While the term “processor” is briefly defined above, the term “processor” and “processing circuit” are meant to be broadly interpreted. In this regard and as mentioned above, the “processor” may be implemented as one or more general-purpose processors, application specific integrated circuits (ASICs), field programmable gate arrays (FPGAs), digital signal processors (DSPs), or other suitable electronic data processing components structured to execute instructions provided by memory. The one or more processors may take the form of a single core processor, multi-core processor (e.g., a dual core processor, triple core processor, quad core processor, etc.), microprocessor, etc. In some embodiments, the one or more processors may be external to the apparatus, for example, the one or more processors may be a remote processor (e.g., a cloud based processor). Alternatively or additionally, the one or more processors may be internal and/or local to the apparatus. In this regard, a given circuit or components thereof may be disposed locally (e.g., as part of a local server, a local computing system, etc.) or remotely (e.g., as part of a remote server such as a cloud based server). To that end, a “circuit” as described herein may include components that are distributed across one or more locations. Although the diagrams herein may show a specific order and composition of method steps, the order of these steps may differ from what is depicted. For example, two or more steps may be performed concurrently or with partial concurrence. Also, some method steps that are performed as discrete steps may be combined, steps being performed as a combined step may be separated into discrete steps, the sequence of certain processes may be reversed or otherwise varied, and the nature or number of discrete processes may be altered or varied. The order or sequence of any element or apparatus may be varied or substituted according to alternative embodiments. All such modifications are intended to be included within the scope of the present disclosure as defined in the appended claims. Such variations will depend on the machine-readable media and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. The foregoing description of embodiments has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from this disclosure. The embodiments were chosen and described in order to explain the principles of the disclosure and its practical application to enable one skilled in the art to utilize the various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure as expressed in the appended claims. Accordingly, the present disclosure may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the disclosure is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope. | 58,269 |
11858370 | DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments will be described in detail hereinafter with reference to the drawings, in which the same or corresponding portions are denoted by the same reference characters and description thereof will not be repeated. First Embodiment <Overall Configuration of Charging System> FIG.1schematically shows an overall configuration of a charging system according to a first embodiment of the present disclosure. Referring toFIG.1, a charging system100includes a vehicle1, a charger2, a charging cable3, and a server4.FIG.1shows a situation in which external charging by charger2is performed on vehicle1. During external charging, vehicle1and charger2are electrically connected by charging cable3. Vehicle1is, for example, an electric vehicle. However, vehicle1may be, for example, a plug-in hybrid vehicle as long as vehicle1is a vehicle configured such that external charging is possible. Charger2is, for example, a quick charger provided in a public charging station. In the present embodiment, a system of being charged in accordance with an amount of electric power (amount of charging) supplied from charger2is mainly assumed. Charger2corresponds to “external power supply” according to the present disclosure. Server4includes a CPU (Central Processing Unit), a memory and an input/output port, although all are not shown. Server4determines an amount of money charged for external charging by charger2. Charger2and server4perform wireless bidirectional communication. Server4is not an essential component for charging system100. FIG.2is a block diagram schematically showing a configuration of vehicle1and charger2. Referring toFIG.2, charger2is a direct current (DC) charger and converts electric power (AC power) supplied from system power supply5into charging power (DC power) of a battery14mounted on vehicle1. Charger2includes a power line ACL, an AC/DC converter21, a voltage sensor22, power feeding lines PL0and NL0, a communication device23, and a control circuit20. Power line ACL is electrically connected to system power supply5. Power line ACL transmits the AC power supplied from system power supply5to AC/DC converter21. AC/DC converter21converts the AC power on power line ACL into the DC power for charging battery14mounted on vehicle1. The power conversion by AC/DC converter21may be performed by a combination of AC/DC conversion for power factor improvement and DC/DC conversion for voltage level adjustment. The DC power output from AC/DC converter21is supplied by power feeding line PL0on the positive electrode side and power feeding line NL0on the negative electrode side. Voltage sensor22is electrically connected between power feeding line PL0and power feeding line NL0. Voltage sensor22detects a voltage between power feeding line PL0and power feeding line NL0, and outputs the result of detection to control circuit20. Communication device23performs wireless communication with server4(seeFIG.1). Communication device23communicates, between charger2and server4, various types of information (such as an amount of charging or the charging time) for determining the amount of money charged for external charging. Control circuit20includes a CPU, a memory and an input/output port (all are not shown). Control circuit20controls the power conversion operation by AC/DC converter21, based on the voltage detected by voltage sensor22, a signal provided from vehicle1, and a map and a program stored in the memory. Control circuit20also controls communication device23such that communication between charger2and server4is achieved. Vehicle1includes an inlet11, charging lines PL1and NL1, a voltage sensor121, a current sensor122, charging relays131and132, system main relays (SMRs)133and134, battery14, an air-conditioning and cooling system15, power lines PL2and NL2, a PCU (Power Control Unit)161, a motor generator162, a motive power transmission gear163, a driving wheel164, an outdoor air temperature sensor17, an operation unit18, and an ECU (Electronic Control Unit)10. A connector31of charging cable3is inserted into inlet (charging port)11, with mechanical coupling such as fitting. The insertion of connector31ensures electrical connection between power feeding line PL0and a positive-electrode-side contact point of inlet11, and ensures electrical connection between power feeding line NL0and a negative-electrode-side contact point of inlet11. In addition, when inlet11and connector31are connected by charging, cable3, ECU10of vehicle1and control circuit20of charger2can mutually exchange various types of signals, commands and information (data) by communication in accordance with communication standards such as CAN (Controller Area Network) or communication using an analog signal through an analog control line. Voltage sensor121is electrically connected on the inlet11side relative to charging relays131and132and between, charging line PL1and charging line NL1. Voltage sensor121detects a DC voltage between charging line PL1and charging line NL1, and outputs the result of detection to ECU10. Current sensor122is provided on charging line PL1. Current sensor122detects a current flowing through charging line PL1, and outputs the result of detection to ECU10. ECU10can also calculate the electric power (amount of charging of battery14) supplied from charger2, based on the results of detection by voltage sensor121and current sensor122. Charging relay131is connected to charging line PL1, and charging relay132is connected to charging line NL1. Closing and opening of charging relays131and132are controlled in accordance with a command provided from ECU10. When charging relays131and132are closed and SMRs133and134are closed, electric power transmission between inlet11and battery14becomes possible. Battery14supplies electric power for generating driving force of vehicle1. Battery14also stores electric power generated by motor generator162. Battery14is an assembled battery including a plurality of cells140. Each cell140is a secondary battery such as a lithium ion secondary battery or a nickel-metal hydride secondary battery. In the present embodiment, an internal configuration of the assembled battery does not matter, and thus, cell140is not particularly mentioned below and the term “battery14” is simply used. Battery14corresponds to “power storage device” according to the present disclosure. Instead of battery14, a capacitor such as an electric double layer capacitor may be used. A positive electrode of battery14is electrically connected to a node ND1with SMR133being interposed. Node ND1is electrically connected to charging line PL1and power line PL2. Similarly, a negative electrode of battery14is electrically connected to a node ND2with SMR134being interposed. Node ND2is electrically connected to charging line NL1and power line NL2. Closing and opening of SMRs133and134are controlled in accordance with a command provided from ECU10. Battery14is provided with a voltage sensor141, a current sensor142and a battery temperature sensor143. Voltage sensor141detects a voltage VB of battery14. Current sensor142detects a current IB input to and output from battery14. Battery temperature sensor143detects a temperature TB of battery14(hereinafter, also referred to as “battery temperature TB”). Each sensor outputs the result of detection to ECU10. ECU10can calculate the SOC of battery14based on the result of detection by voltage sensor141and/or current sensor142. ECU10can also determine whether or not battery14has reached an overheated state (state in which an upper limit temperature UL described below is exceeded), based on the result of detection by battery temperature sensor143. Air-conditioning and cooling system15air-conditions a vehicle cabin in accordance with a command provided from ECU10. Air-conditioning and cooling system15air-conditions the vehicle cabin such that a vehicle cabin temperature Tcabcomes close to a temperature (set temperature) Tsetset by user operation. Air-conditioning and cooling system15also cools battery14in accordance with a command provided from ECU10. The detailed configuration of air-conditioning and cooling system15will be described with reference toFIG.3. PCU161is electrically connected between power lines PL2and NL2and motor generator162. PCU161includes a converter and an inverter (both are not shown), and drives motor generator162in accordance with a command provided from ECU10, Motor generator162is an AC rotating electric machine and is, for example, a permanent magnet-type synchronous motor including a rotor in which a permanent magnet is embedded. The output torque of motor generator162is transmitted to driving wheel164through motive power transmission gear163, to thereby cause vehicle1to travel. During braking, operation of vehicle1, motor generator162can generate electric power by the rotational force of driving wheel164. The electric power generated by motor generator162is converted into the charging power of battery14by PCU161. Outdoor air temperature sensor17detects an outdoor air temperature TA of vehicle1, and outputs the result of detection to ECU10. Operation unit18includes a switch, a display with a touch panel, and the like, and accepts various types of user operations for air-conditioning of the vehicle cabin and external charging. By operating operation unit18, the user can input set temperature Tsetof air-conditioning and cooling system15. In addition, by operating operation unit18, the user can input the SOC (a target value TAG of the SOC described below) of battery14at which external charging is completed, the end time of external charging, the amount of money charged for external charging, and the like. Instead of operation unit18, the user operation about external charging may be performed by a mobile terminal (such as a smartphone) of the user, or may be performed by an operation, button provided on charger2. Similarly to control circuit20, ECU10includes a CPU101, a memory102such as a ROM (Read Only Memory) and a RAM (Random Access Memory), and an input/output port (not shown). In accordance with a signal provided from each sensor and the like, ECU10controls the devices such that vehicle1takes a desired state. Examples of main control performed by ECU10include external charging control for charging vehicle-mountable battery14with electric power supplied from charger2. The external charging control is performed in response to the signals, the commands and the information mutually exchanged between ECU10of vehicle1and control circuit20of charger2through charging cable3. The external charging control will be described in detail below. <Configuration of Air-Conditioning and Cooling System> FIG.3schematically shows an example configuration of air-conditioning and cooling system15. Referring toFIG.3, air-conditioning and cooling system15in the present embodiment is a heat pump system and includes a compressor61, a heat exchanger62, a gas-liquid separator63, a flow rate adjusting valve64, a heat exchanger65, an expansion valve66, a heat exchanger67, and refrigerant passages71to77that allow these devices to communicate with each other. Compressor61is provided between refrigerant passage77and refrigerant passage71. Compressor61adiabatically compresses a refrigerant gas flowing in from heat exchanger67and discharges the high-temperature and high-pressure gas-phase refrigerant to refrigerant passage71. Heat exchanger62is provided between refrigerant passage71and refrigerant passage72. Heat exchanger62isobarically dissipates heat of the superheated gas-phase refrigerant compressed by compressor61to the outside. The refrigerant flowing out from heat exchanger62is in a wet vapor state in a gas-liquid two-phase state in which a saturated liquid and a saturated vapor are mixed, and is supplied through refrigerant passage72to gas-liquid separator63. Gas-liquid separator63is provided between refrigerant passage72and refrigerant passage73. Gas-liquid separator63separates the refrigerant in a gas-liquid two-phase state flowing in from heat exchanger62into a gas-phase refrigerant and a liquid-phase refrigerant. The gas-phase refrigerant flows through refrigerant passage73to flow rate adjusting valve64. Flow rate adjusting valve64is provided between refrigerant passage73and refrigerant passage74. Flow rate adjusting valve64increases and decreases a pressure loss of the refrigerant flowing through refrigerant passage73, by changing the degree of opening. As a result, a flow rate of the refrigerant flowing through refrigerant passage73and a flow rate of the refrigerant flowing through a cooling system8(described below) of battery14are adjusted. Heat exchanger65is provided between refrigerant passage74and refrigerant passage75. Heat exchanger65cools the refrigerant flowing through refrigerant passage74(as described below, the refrigerant that is partially vaporized to take a wet vapor state as a result of heat exchange with battery14) by heat exchange with the outdoor air. As a result, the refrigerant condenses again and is supplied through refrigerant passage75to expansion valve66. Expansion valve66is provided between refrigerant passage75and refrigerant passage76. Expansion valve66expands the high-pressure liquid refrigerant flowing through refrigerant passage75to the low-temperature and low-pressure misty refrigerant. As a result, the refrigerant is decompressed to the wet vapor in a gas-liquid mixed state, which is supplied to heat exchanger67. Heat exchanger67is provided between refrigerant passage76and, refrigerant passage77, and is arranged in a duct9for air-conditioning the vehicle cabin. Duct9has an inlet91through which the air-conditioning air flows in, and an outlet92through which the air-conditioning air flows out. A fan93is arranged in duct9. When fan93is driven, the air-conditioning air flows through duct9from inlet91toward outlet92. Heat exchanger67absorbs heat of the air-conditioning air when the refrigerant in the wet vapor state is vaporized. The air-conditioning air having a temperature decreased accordingly is again returned to the vehicle cabin, to thereby cool the vehicle cabin. The refrigerant is heated as a result of endotherm from the air-conditioning air. The vaporized refrigerant is returned to compressor61through refrigerant passage77. Air-conditioning and cooling system15further includes cooling system8of battery14. Cooling system8of battery14includes a refrigerant passage81, a heat exchanger82, a refrigerant passage83, a switching valve84, a refrigerant passage85, a switching valve86, and a refrigerant passage87. Refrigerant passage81is coupled to an end at which the liquid-phase refrigerant exits from gas-liquid separator63. The liquid-phase refrigerant is supplied through refrigerant passage81to heat exchanger82. Heat exchanger82is provided between refrigerant passage81and refrigerant passage83. Heat exchanger82is made of a material such as metal having high thermal conductivity, and performs heat exchange between the refrigerant flowing from refrigerant passage81to refrigerant passage83and battery14. The refrigerant subjected to heat exchange with battery14flows through refrigerant passage83to switching valves84and86. Switching valve84is provided between refrigerant passage83and refrigerant passage85. Switching valve84switches a communicating, state between refrigerant passage83and refrigerant passage85. Switching valve86is provided between refrigerant passage83and refrigerant passage87. Switching valve86switches a communicating state between refrigerant passage83and refrigerant passage87. Switching valves84and86and flow rate adjusting valve64are used to switch a flow path of the refrigerant. During cooling operation by air-conditioning and cooling system15, switching valve84is fully opened, switching valve86is fully closed, and the degree of opening of flow rate adjusting valve64is adjusted such that a sufficient amount of the refrigerant flows through battery14. When the degree of opening of flow rate adjusting valve64is made higher, a flow rate of the refrigerant flowing through refrigerant passage81becomes relatively lower than a flow rate of the refrigerant flowing through refrigerant passage74, and thus, the capability of cooling battery14decreases. In contrast, when the degree of opening of flow rate adjusting valve64is made smaller, the flow rate of the refrigerant flowing through refrigerant passage81becomes relatively higher than the flow rate of the refrigerant flowing through refrigerant passage74, and thus, the capability of cooling battery14increases. As described above, in air-conditioning and cooling system15, the flow rate of the refrigerant flowing to heat exchanger82can be adjusted and the capability of cooling battery14can be adjusted, depending on the situation of vehicle I. The configuration in which the common refrigerant is used for cooling of battery14and for air-conditioning of the vehicle cabin as shown inFIG.3is merely one example of air-conditioning and cooling system15. A cooling system designed specifically for cooling of battery14may be provided. In addition, it is not essential that air-conditioning and cooling system15should be of liquid cooling type, and air-conditioning and cooling system15may be of air cooling type. <External Charging Control in Comparative Example> During external charging of vehicle1, Joule heat corresponding to the magnitude of charging current IB supplied to battery14is generated as a power loss. In quick charging, a power loss produced in battery14is higher and a rise in temperature is more likely to occur than in normal charging. Therefore, particularly in quick charging, it is desirable to shorten the charging time as much as possible and reduce the power loss caused by external charging. In order to facilitate understanding of the external charging control in the present embodiment, external charging control in a comparative example will be first described below. FIG.4shows an example of the external charging control in the comparative example. InFIG.4andFIGS.5,10and11described below, the horizontal axis represents the elapsed time. The vertical axis represents, from top to bottom, charging current IB supplied to battery14, battery temperature TB, and the SOC of battery14. Referring toFIG.4, upper limit temperature UL, which is an upper limit of a usage temperature range of battery14, is set for battery14. In addition, an initial value of the SOC of battery14is INI, and a target value of the SOC of battery14is set at TAG by user operation. When the SOC of battery14reaches target value TAG, a charging completion condition is satisfied. In the comparative example, at time t10, external charging is started with a maximum current Imaxcorresponding to a maximum power Wmaxthat can be output from charger2. Then, an amount of heat generation in battery14caused by external charging far exceeds an amount of cooling of battery14by air-conditioning and cooling system15, and battery temperature TB rises rapidly. Before the SOC of battery14reaches target value TAG from initial value INI, battery temperature TB reaches upper limit temperature UL at time t11. Then, a temperature restriction for protecting battery14is imposed and charging current IB is suppressed to be lower than maximum current Imax. This current is referred to as “suppressing current Isup”. Suppressing current Isupprevents a further rise in battery temperature TB by balancing the amount of heat generation in battery14with the amount of cooling of battery14. Thereafter, the SOC of battery14rises gradually and reaches target value TAG at time t12, and charging is completed (the charging completion condition is satisfied). A charging period with maximum current Imaxis denoted as Tmax, and a charging period with suppressing current Isupis denoted as Tsup. As described above, in the comparative example, charging current IB supplied to battery14is set at maximum current Imaxat the start of charging, in order to shorten the charging time. In charging with maximum current Imax, the amount of heat generation is very large. Therefore, battery temperature TB can reach upper limit temperature UL rapidly and charging with maximum current Imaxcan be impossible until the SOC of battery14reaches target value TAG. In order to protect battery14, it is required to strictly restrict a further rise in battery temperature TB having already reached upper limit temperature UL, and thus, charging current IB must be significantly suppressed from maximum current Imaxto suppressing current Isup. As a result, the charging time can become longer. <External Charging Control in Present Embodiment> FIG.5shows an example of the external charging control in the first embodiment. Referring toFIG.5, in the present embodiment, charging current IB is controlled to be a constant current value over a charging period from the start of charging (time t20) to satisfaction of the charging completion condition (time t21). This current is referred to as “constant current Iconst”. An absolute value of constant current Iconstis smaller than an absolute value of maximum current Imaxand is larger than an absolute value of suppressing current Isup. In order to protect battery14, constant current Iconstis set such that battery temperature TB is constantly lower than upper limit temperature UL until satisfaction of the charging completion condition (time t21) at which the SOC of battery14reaches target value TAG. In addition, in order to shorten the charging time, constant current Iconstis set such that battery temperature TB when the charging completion condition is satisfied becomes upper limit temperature UL. “Battery temperature TB becomes upper limit temperature UL” may include the case in which battery temperature TB sufficiently comes close to upper limit temperature UL. More specifically, as battery temperature TB is increased to come closer to upper limit temperature UL, the time required for external charging can be shortened. However, when battery temperature TB matches with upper limit temperature UL, battery temperature TB can reach upper limit temperature UL before the charging completion condition is satisfied and the temperature restriction described in the comparative example can be imposed (also refer to the process in S6ofFIG.6described below), due to internal factors such as an estimation error of a time change in battery temperature TB or external factors such as an unexpected rise in outdoor air temperature TA. Therefore, a battery temperature TBcmpwhen the charging completion condition is satisfied can be set at a value having a predefined margin TBmgn(e.g., several degree C. to some dozen degree C.) with respect to upper limit temperature UL (refer to the following equation (1)). When battery temperature TB falls within margin TBmgn, it can be said that “battery temperature TB is upper limit temperature UL” is satisfied. However, it is not essential to set margin TBmgn. TBcmp=UL−TBmgn(1) Next, a reason why the power loss in battery14caused by external charging can be reduced by charging battery14with constant current Iconstwill he described. Generally, an absolute inequality indicated by the following equation (2) holds between an arithmetic mean and a geometric mean of two positive numbers a and b. An equal sign is satisfied and the arithmetic mean on the left side, (a+b)/2, is minimized in this absolute inequality when two positive numbers a and b are equal to each other (a=b). (a+b)/2≥√(ab) (2) For the sake of simplicity, approximation is made when an internal resistance (electrical resistance) REof battery14is invariable during a time period of external charging. Under this approximation, a total amount of heat generation (total amount of power loss) over an entire time period of external charging (Tmax+Tsup) in the comparative example is calculated as (Imax2RETmax+Isup2RETsup). In the present embodiment, in the above-described equation (2), an amount of heat generation during a time period Tmax(Imax2RETmax) is substituted into positive number a, and an amount of heat generation during a time period Tsup(Isup2RETsup) is substituted into positive number b. Then, the following equation (3) is derived from the absolute inequality indicated by the above-described equation (2): Imax2RETmax+Isup2RETsup≥2ImaxIsupRE√(TmaxTsup) (3). The left side of the equation (3), i.e., a total amount of heat generation over an entire charging period (Tmax+Tsup), is minimized when an equal sign is satisfied between the amount of heat generation during time period Tmax(Imax2RETmax) and the amount of heat generation during time period Tsup(Isup2RETsup)(Imax2Tmax=Isup2Tsup). Performing external charging with constant current Iconstover the entire charging period (Tmax+Tsup) as in the present embodiment is equal to setting Imax=Isupand Tmax=Tsupin the comparative example (seeFIG.4). Therefore, in the present embodiment, an equal sign in the equation (3) is satisfied. Thus, according to the present embodiment, the total amount of heat generation over the entire charging period (Tmax+Tsup) can be minimized. Furthermore, charging current IB does not need to be significantly suppressed from maximum current Imaxto suppressing current Isup, and thus, it is also possible to prevent the charging time from becoming longer. <External Charging Control Flow> FIG.6is a flowchart showing the external charging control in the first embodiment. The flowcharts shown inFIG.6andFIG.9described below are executed, for example, when the user operates operation unit18and performs an operation for requesting external charging of vehicle1, with connector31of charging cable3inserted into inlet11. Each step (hereinafter, abbreviated as “S”) included in these flowcharts is basically implemented by software processing by ECU10. However, each step may be implemented by dedicated hardware (electric circuit) formed in ECU10. Referring toFIG.6, in S1, ECU10obtains the charging completion condition set by the user. Specifically, target value TAG of the SOC of battery14, the amount of money that the user is ready to pay for external charging, the time (charging end time) at which the user desires to end external charging, or the like is obtained as the charging completion condition. In the case where target value TAG is set by the user, the charging completion condition is satisfied when the SOC of battery14reaches target value TAG. In the case where the amount of money is set by the user, the charging completion condition is satisfied when a fee that increases in accordance with an amount of charging of battery14reaches the amount of money. In the case where the charging end time is set by the user, the charging completion condition is satisfied when the time reaches the charging end time. In S2, ECU10performs a constant current calculation process for determining constant current Iconstas charging current IB supplied to battery14. FIG.7is a flowchart showing the constant current calculation process in the first embodiment. Referring toFIG.7, in S21, ECU10obtains various types of data for estimating a time change in battery temperature TB during external charging. More specifically, ECU10calculates initial value INI of the SOC of battery14at this point in time (before the start of external charging). Various known methods such as a method for referring to an SOC-OCV (Open Circuit Voltage) characteristic of battery14can be used for calculation of the SOC. ECU10also obtains battery temperature TB at this point in time (initial battery temperature TBini) from battery temperature sensor143, and obtains outdoor air temperature TA at this point in time (initial outdoor air temperature TAini) from outdoor air temperature sensor17. Furthermore, ECU10calculates a deterioration coefficient D of battery14based on a use history of battery14(e.g., a frequency at which battery temperature TB becomes equal to or higher than a reference temperature). Deterioration coefficient D is set at a larger value as a frequency at which battery temperature TB becomes high is higher. Therefore, according to deterioration coefficient D, higher deterioration coefficient D indicates that deterioration of battery14progresses and the internal resistance of battery14increases. Instead of or in addition to the frequency at which the temperature of battery14becomes high, a total amount of charging and discharging of battery14within a prescribed time period in the past, or a frequency at which a charging and discharging current (so-called high rate current) equal to or larger than a reference value flows may, for example, be used as the use history of battery14. ECU10also obtains maximum power Wmaxof charger2through communication with charger2via charging cable3. Maximum power Wmaxis used to set constant current Iconstto be smaller than maximum current Imax. In S22. ECU10sets temporary constant current Iconstas an initial value of constant current Iconst. For example, ECU10can set, as temporary constant current Iconst, a sufficiently large value at which battery temperature TB can highly possibly exceed upper limit temperature UL when external charging is started with the current value. Maximum current Imax(or a value close thereto), a predetermined fixed value, or a variable value determined in accordance with the battery temperature at this point in time (initial battery temperature TBini), outdoor air temperature TA and the like may, for example, be used as temporary constant current Iconst. In S23, ECU10calculates “heat generation speed dQh/dt” (unit: W) which is an amount of heat generation per unit time of battery14caused by external charging. As shown in the following equation (4), heat generation speed dQh/dt can be calculated from current IB (=Iconst) flowing through battery14and electrical resistance (internal resistance) REof battery14. The temporary value set in S22is used as constant current Iconst. dQh/dt=Iconst2×RE(4) Electrical resistance REdepends on, for example, initial value INI of the SOC of battery14at this point in time (before the start of external charging), target value TAG which is the SOC of battery14when the charging completion condition is satisfied, battery temperature TB at this point in time (initial battery temperature TBini), and deterioration coefficient D. Therefore, electrical resistance REcan be calculated by using a function f indicated by the following equation (5) in which each of the above-described parameters is an argument: RE=f(IN1, TAG, TBini, D) (5). Function f is determined based on a result of simulation or experiment performed in advance on a battery of the same type as battery14under various conditions. More specifically, generally, in the battery, as the SOC becomes lower, the electrical resistance becomes higher, and as the temperature becomes lower, the electrical resistance becomes higher. In addition, as deterioration coefficient D becomes higher, the electrical resistance of battery14becomes higher. Such electrical resistance characteristics of battery14are reflected in function f. Function f may further include, as an argument, battery temperature TBcompwhen the charging completion condition is satisfied. Instead of function f, a map may be used. In S24, ECU10calculates “cooling speed dQc/dt” (unit: W) which is an amount of cooling per unit time of battery14by air-conditioning and cooling system15. Cooling speed dQc/dt is obtained by dividing a temperature difference (TB−TR) between battery temperature TB and a temperature (refrigerant temperature) TR of the refrigerant flowing through air-conditioning and cooling system15by a thermal resistance RTof battery14(refer to the following equation (6)): dQc/dt=(TB−TR)/RT(6). Refrigerant temperature TR is detected by using a refrigerant temperature sensor (not shown). Thermal resistance RTcan be calculated from a function g in which a surface area A (known fixed value) of battery14, a heat transfer coefficient k of the refrigerant in air-conditioning and cooling system15and the like are arguments (refer to the following equation (7)): RT=g(A, k) (7). In S25, ECU10estimates a time change in battery temperature TB from this point in time to satisfaction of the charging completion condition, based on heat generation speed Qhcalculated in523and cooling speed Qccalculated in S24. Specifically, a speed of rise (dTB/dt) in battery temperature TB (unit: K/s) can be calculated by dividing a difference (dQh/dt−dQc/dt) (unit: W=J/s) between heat generation speed dQh/dt and cooling speed dQc/dt by a heat capacity Cbat(unit: J/K) of battery14(refer to the following equation (8)). Therefore, the transition of battery temperature TB can be calculated from initial battery temperature TBiniand the speed of rise (dTB/dt) in battery temperature TB. Heat capacity Cbatof battery14is known from the specifications of battery14and is stored in memory102of ECU10. dTB/dt=(dQh/dt−dQc/dt)/Cbat(8) In S26, ECU10determines whether or not the estimated value of battery temperature TB in S25is constantly equal to or lower than upper limit temperature UL during the charging period from this point in time to satisfaction of the charging completion condition. When there exists the time at which battery temperature TB exceeds upper limit temperature UL (NO in S26), ECU10returns the process to S22and again sets temporary constant current Iconst. At this time, in order to reduce heat generation speed Qhas compared with heat generation speed Qhin the previous time, ECU10sets constant current Iconst(n) in this time at a value smaller by a prescribed amount ΔI (>0) than the value set in the previous process in S22(denoted as Iconst(n−1)), for example (refer to the following equation (9)). n is a natural number indicating the number of times of execution of the iterative operation process in S22to S26. Iconst(n)=Iconst(n−1)−ΔI(9) By repeatedly executing the process in S22to S26, battery temperature TB can be constantly equal to or lower than upper limit temperature UL during the charging period and constant current Iconsthaving a largest possible value can be obtained. ECU10uses constant current Iconstobtained as a result of convergence of the process in S22to S26(S27). As described below, the process in S24to S26can also be further simplified. In this simplified method, only battery temperature TB when the charging completion condition is satisfied is estimated instead of the time change in battery temperature TB from this point in time (start of charging) to satisfaction of the charging completion condition. This is because battery temperature TB during the charging period is basically considered to rise monotonously. More specifically, first, in the process in S24, cooling speed dQc/dt is calculated by using a function h (this may be a map) in which initial outdoor air temperature TAini, and set temperature Tsetand vehicle cabin temperature Tcabof air-conditioning and cooling system15are arguments (refer to the following equation (10)). Function h is determined based on a result of simulation or experiment performed in advance on a battery of the same type as battery14. Only one or two of the above-described three arguments may be used. dQc/dt→h(TAini, Tset, Tcab) (10) In the above-described equation (5), cooling speed dQc/dt is a variable value that depends on battery temperature TB. Therefore, in calculating the time change (dTB/dt) in battery temperature TB by substituting the equation (5) into the above-described equation (8), it is required to recursively calculate battery temperature TB in a chronological order. In contrast, cooling speed dQc/dt calculated from the equation (8) is a constant value. Therefore, the speed of rise (dTB/dt) in battery temperature TB calculated by substituting, the above-described equation (10), instead of the equation (5), into the equation (8) is also constant. In the simplified method, charging time T from the start of charging to satisfaction of the charging completion condition is further calculated. Specifically, when target value TAG of the SOC is set by the user, the time required to charge an amount of electric power (unit: kWh) corresponding to a difference (TAG−INI) between target value TAG and initial value INI of the SOC with constant current Iconst(value set in S22) is calculated as charging time T. When the charging completion time is specified by the user (in the case of timer charging), the time from the start of charging to the completion of charging is calculated as charging time T. Battery temperature TB after charging time T elapses from the start of charging can be estimated by using initial battery temperature TBini, the speed of rise (dTB/dt) in battery temperature TB approximated to a fixed value, and charging time T (S25). In the process in S26, it may be determined whether or not battery temperature TB estimated as described above is equal to or lower than upper limit temperature UL. Returning toFIG.6, in S3, ECU10starts external charging with constant current Iconstcalculated by the constant current calculation process in S2. In S4, ECU10determines whether or not the charging, completion condition obtained in Si is satisfied. When the charging completion condition is not satisfied (NO in S4), ECU10determines whether or not battery temperature TB exceeds upper limit temperature UL (S5). When battery temperature TB exceeds upper limit temperature UL (YES in S5), ECU10moves the process to S6and suppresses charging current IB supplied to battery14(temperature restriction). Namely, ECU10changes charging current IB to suppressing current Isupsmaller than constant current Iconstcalculated by the constant current calculation process. Thereafter, the process is returned to S4and external charging with suppressing current Isupis continued until the charging completion condition, is satisfied. However, in the present embodiment, battery temperature TB exceeds upper limit temperature UL and temperature restriction is imposed only in a limited case such as a case in which outdoor air temperature TA rises beyond expectation. When battery temperature TB is equal to or lower than upper limit temperature UL in S5(NO in S5), ECU10returns the process to S3and continues external charging with constant current. Iconstcalculated by the constant current calculation process. As a result, unless battery temperature TB exceeds upper limit temperature UL, external charging with constant current Iconstis performed until the charging completion condition is satisfied. When the charging completion condition is satisfied (YES in S4), external charging is stopped (S7) and a series of process ends. Although not shown, in order to avoid a sudden change in charging current IR, charging current IB may be decreased linearly, in a curved manner or in stages and charging may be stopped (S7) after the charging completion condition is satisfied (YES in S4). Alternatively, charging with a very small current (so-called push-in charging) may be performed until charging is stopped. That is, after the charging completion condition is satisfied, charging current IB does not need to be set at 0 immediately and charging with a current smaller than constant current Iconstmay be continued. As described above, in the first embodiment, by the process in S22to S26, the largest possible current value, of the current values at which battery temperature TB can be constantly maintained to be equal to or lower than upper limit temperature UL until the charging completion condition is satisfied, is set as constant current Iconst. By permitting a rise in battery temperature TB to a temperature (UL−TBmgn) close to upper limit temperature UL, the charging time can be shortened. In addition, by performing external charging using constant current Iconstas charging current IB, the total amount of heat generation during the charging period can be reduced, as compared with the case of switching charging current1B to suppressing current Isupduring charging. Therefore, according to the first embodiment, it is possible to shorten the charging time as much as possible and reduce the power loss caused by external charging. The present embodiment has been described in connection with the example in which charging current IB supplied to battery14is controlled to constant current Iconstwhich is fixed. However, ECU10may control the external charging operation based on charging power W (=IB×VB) supplied to battery14and control charging power W to a fixed, value Wconst. In this case, the following equation (11), instead of the above-described equation (4), can be used to calculate heat generation speed dQh/dt: dQh/dt=Wconst2/VB2×RE(11). Although not shown, constant power Wconstis smaller than maximum power Wmaxthat can be output from charger2, and is larger than a suppressing power Wsupthat can suppress the rise in battery temperature TB by balancing heat generation speed dQh/dt of battery14caused by external charging and cooling, speed dQc/dt of battery14by air-conditioning and cooling system15(Wsup<Wconst<Wmax). Modification of First Embodiment In a modification of the first embodiment, a process of switching cooling speed Qcof battery14in the constant current calculation process in accordance with whether or not air-conditioning of the vehicle cabin is performed will be described. An overall flow of external charging control in the modification of the first embodiment is common to the overall flow in the first embodiment (seeFIG.6). FIG.8is a flowchart showing a constant current calculation process in the modification of the first embodiment. Referring toFIG.8, the process in S81to S83is the same as the process in S21to S23in the first embodiment, respectively. In S84, ECU10determines whether or not air-conditioning (cooling operation) of the vehicle cabin is performed. When the cooling operation is performed (YES in S84), ECU10calculates Qc1as the cooling speed of battery14by air-conditioning and cooling system15(S851). In contrast, when the cooling operation is not performed (NO in S84), ECU10calculates Qc2different from Qc1as the cooling speed of battery14by air-conditioning and cooling system15(S852). Specifically, as described in the first embodiment (the equation (5) and the equation (6) described above), thermal resistance RTis used to calculate cooling speed Qc, and heat transfer coefficient k of the refrigerant flowing through air-conditioning and cooling system15is used to calculate thermal resistance RT. Heat transfer coefficient k can vary depending on, a flowing state (a flow rate or a flow velocity) of the refrigerant. In the configuration of air-conditioning and cooling system15shown inFIG.3, the refrigerant circulating through air-conditioning and cooling system15is divided into the refrigerant flowing through refrigerant passage74and used for air-conditioning of the vehicle cabin and the refrigerant flowing through refrigerant passage81and used for cooling of battery14. In air-conditioning and cooling system15, a ratio between a flow rate of the refrigerant used for air-conditioning and a flow rate of the refrigerant used for battery cooling can be controlled by the operation of switching valves84and86and flow rate adjusting valve64. The ratio of the flow rate of the refrigerant used for battery cooling is lower and the heat transfer coefficient of the refrigerant is lower when the cooling operation by air-conditioning and cooling system15is performed than when the cooling operation by air-conditioning and cooling system15is not performed. A heat transfer coefficient at this time is denoted as k1and a thermal resistance of battery14at this time is denoted as RT1. Then, cooling speed Qc1of battery14when the cooling operation is performed is expressed like the following equation (12): dQc1/dt=(TB−TR)/RT1=(TB−TR)/g(A, k1) (12). When the cooling operation by air-conditioning and cooling system15is not performed, the flow rate of the refrigerant used for battery cooling can be made relatively higher in order to focus on battery cooling, and thus, the heat transfer coefficient of the refrigerant be higher. A heat transfer coefficient at this time is denoted as k2and a thermal resistance of battery14at this time is denoted as RT2. Then, cooling speed Qc2of battery14when the cooling operation is not performed is calculated from the following equation (13): dQc2/dt=(TB−TR)/RT2=(TB−TR)/g(A, k2) (13). Since k2>k1. RT2<RT1, and cooling speed dQc2/dt when the cooling operation is not performed is higher than cooling speed dQc1/dt when the cooling operation is performed (dQc2/dt>dQc1/dt). As a result, when the cooling operation is not performed, the charging time is shortened, as compared with when the cooling operation is performed. Since the subsequent process in S86to S88is the same as the process in S25to S27in the first embodiment, respectively, detailed description will not be repeated. In the modification of the first embodiment as well, it is possible to shorten the charging time as much as possible and reduce the power loss caused by external charging, similarly to the first embodiment. Furthermore, according to the modification of the first embodiment, constant current Iconstis calculated in consideration of the fact that the capability of cooling battery14by air-conditioning and cooling system15is higher when the cooling operation is not performed than when the cooling operation is performed, and thus, it is possible to further shorten the charging time as compared with the first embodiment. Second Embodiment In a second embodiment, a configuration in which vehicle1has a plurality of (specifically, three) charging modes that can be selected by the user will be described. The three charging modes are a normal mode, a long-life mode for preventing deterioration of battery14and extending the life of battery14, and a time reduction mode for further shortening the charging, time of battery14. A configuration of the vehicle in the second embodiment is the same as the configuration of vehicle1in the first embodiment (seeFIGS.1to3). FIG.9is a flowchart showing external charging control in the second embodiment. Referring toFIG.9, similarly to the flowchart shown inFIG.6in the first embodiment, this flowchart is executed when the user operates operation unit18and performs an operation for requesting external charging of vehicle1, with connector31of charging cable3inserted into inlet11. Referring toFIG.9, in S91, ECU10obtains a user operation for selecting one of the three charging modes. When the normal mode is selected by the user (“normal mode” in S92). ECU10sets upper limit temperature UL at a medium temperature among the three charging modes (S94). It may also be determined that the normal mode is selected, when the time elapses without the user operation for selecting the charging mode. When the long-life mode is selected by the user (“long-life mode” in S92), ECU10sets upper limit temperature UL at the lowest temperature among the three charging modes (S93). When the time reduction mode is selected by the user (“time reduction mode” in S92), ECU10sets upper limit temperature UL at the highest temperature among the three charging modes (S95). After upper limit temperature UL is set, the process proceeds to S1of the flowchart in the first embodiment (seeFIG.6). The subsequent process is the same as that in the first embodiment (seeFIGS.6and7). FIG.10is a time chart showing the external charging control in the long-life mode. InFIG.10andFIG.11described below, a time change in each of constant current Iconst, battery temperature TB and the SOC in the normal mode is indicated by an alternate long and short dash line, for the sake of comparison. Referring toFIG.10, upper limit temperature UL is set to be lower in the long-life mode than in the normal mode. In this case, in order to prevent battery temperature TB from exceeding upper limit temperature UL, it is required to reduce the speed of rise (dTB/dt) in battery temperature TB. In order to do so, it is necessary to reduce heat generation speed Qh, and thus, constant current Iconst(absolute value thereof) is set to be small. As battery temperature TB becomes higher, deterioration of battery14becomes more likely to progress. Therefore, in the long-life mode, upper limit temperature UL is set to be lower to thereby prevent battery temperature TB from reaching a high temperature, and thus, deterioration of battery14can become less likely to progress. As a result, shortening of the life of battery14caused by external charging can be suppressed, although the charging time may be relatively longer. FIG.11is a time chart showing the external charging control in the time reduction mode. Referring toFIG.11, upper limit temperature UL is set to be higher in the time reduction mode than in the normal mode. In this case, a margin (temperature rise width) of battery temperature TB rising from initial battery temperature TBinito upper limit temperature UL is large, and thus, the speed of rise (dTB/dt) in battery temperature TB can be increased. Therefore, heat generation speed Qhcan be increased and constant current Iconst(absolute value thereof) is set to be large. The charging time can be further shortened in the time reduction mode than in the normal mode. In addition to chargers having a system of being charged in accordance with an amount of electric power (amount of charging) supplied from the chargers (usage-based charging system), there exist chargers having, a system of being charged in accordance with the use time (charging time) of the chargers (time-based charging system). When charger2has the time-based charging system, the user selects the time reduction mode, and thus, the charging time can be shortened and the charging fee can also be reduced. As described above, according to the second embodiment, even when any of the three charging modes is selected, it is possible to shorten the charging time as much as possible and reduce the power loss caused by external charging, similarly to the first embodiment. When the long-life mode is selected from the three charging modes, shortening of the life of battery14caused by external charging can be suppressed. When the time reduction mode is selected, the charging time of battery14can be further shortened. In the second embodiment as well, control with constant power Wconstcan be performed, instead of the control with constant current Iconst, similarly to the first embodiment. In addition, in each charging mode, the cooling speed in the constant current calculation process can be switched between Qc1and Qc2in accordance with whether or not air-conditioning of the vehicle cabin is performed, similarly to the modification of the first embodiment. While the embodiments of the present disclosure have been described, it should be understood that the embodiments disclosed herein are illustrative and non-restrictive in every respect. The scope of the present disclosure is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims. | 51,403 |
11858371 | DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present disclosure will be described below in detail with reference to the drawings. The same or corresponding elements in the drawings have the same reference characters allotted and description thereof will not be repeated. A power management system according to this embodiment includes a plurality of electrically powered vehicles. The plurality of electrically powered vehicles in the power management system may be different from one another in configuration. In this embodiment, each electrically powered vehicle in the power management system is assumed to be configured as shown inFIG.1. Each of a plurality of electrically powered vehicles included in the power management system is denoted as a “vehicle50” below and each of a plurality of pieces of EVSE included in the power management system is denoted as “EVSE40” below, unless they are described as being distinguished from one another. EVSE means electric vehicle supply equipment. FIG.1is a diagram showing a configuration of vehicle50included in the power management system according to this embodiment. Referring toFIG.1, vehicle50includes a battery130that stores electric power for traveling. Battery130includes a secondary battery such as a lithium ion battery or a nickel metal hydride battery. In this embodiment, a battery assembly including a plurality of lithium ion batteries is adopted as the secondary battery. The battery assembly is composed of a plurality of secondary batteries (which are generally referred to as “cells”) electrically connected to one another. Instead of the secondary battery, another power storage such as an electric double layer capacitor may be adopted. Vehicle50and battery130according to this embodiment correspond to an exemplary “electrically powered vehicle” and an exemplary “power storage” according to the present disclosure, respectively. Vehicle50includes an electronic control unit (which is referred to as an “ECU” below)150. ECU150carries out charging control and discharging control of battery130. ECU150controls communication with the outside of vehicle50. Vehicle50may be an electric vehicle (EV) that can travel only with electric power stored in battery130or a plug-in hybrid vehicle (PHV) that can travel with both of electric power stored in battery130and output from an engine (not shown). Though vehicle50is driven by a user in this embodiment, vehicle50may be self-driving. Vehicle50further includes a monitoring module131that monitors a state of battery130. Monitoring module131includes various sensors that detect a state (for example, a voltage, a current, and a temperature) of battery130and outputs a result of detection to ECU150. In this embodiment, a current sensor is provided in a current path of battery130. One voltage sensor and one temperature sensor are provided for each cell. Without being limited as such, one voltage sensor and one temperature sensor may be provided for a plurality of cells or for each battery assembly. Monitoring module131may be implemented as a battery management system (BMS) further including a state of charge (SOC) estimation function, a state of health (SOH) estimation function, a cell voltage equalization function, a diagnosis function, and a communication function in addition to the sensor function. ECU150can obtain a state (for example, a temperature, a current, a voltage, an SOC, and an internal resistance) of battery130based on an output from monitoring module131. Vehicle50further includes a cooling apparatus132that cools battery130. In this embodiment, a blowing apparatus such as a fan or a blower is adopted as cooling apparatus132. Without being limited as such, cooling apparatus132may cool battery130by circulating coolant around battery130. Cooling may be water cooling or air cooling. Vehicle50includes an inlet110and a charger-discharger120adapted to a power feed type of EVSE40. Inlet110receives electric power supplied from the outside of vehicle50. Inlet110outputs electric power supplied from charger-discharger120to the outside of vehicle50. ThoughFIG.1shows only inlet110and charger-discharger120, vehicle50may include an inlet and a charger-discharger for each power feed type so as to adapt to a plurality of power feed types (for example, an alternating-current (AC) type and a direct-current (DC) type). EVSE40includes a power supply circuit41. A charging cable42is connected to EVSE40. Charging cable42may always be connected to EVSE40or may be attachable to and removable from EVSE40. Charging cable42includes a connector43at its tip end and contains a power line. Connector43of charging cable42can be connected to inlet110. As connector43of charging cable42connected to EVSE40is connected to inlet110of vehicle50, EVSE40and vehicle50are electrically connected to each other. Electric power can thus be supplied from EVSE40through charging cable42to vehicle50. Charger-discharger120is located between inlet110and battery130. Charger-discharger120includes a relay that switches between connection and disconnection of an electric power path from inlet110to battery130and a power conversion circuit (neither of which is shown). For example, a bidirectional converter can be adopted as the power conversion circuit. Each of the relay and the power conversion circuit included in charger-discharger120is controlled by ECU150. Vehicle50further includes a monitoring module121that monitors a state of charger-discharger120. Monitoring module121includes various sensors that detect a state (for example, a voltage, a current, and a temperature) of charger-discharger120and outputs a result of detection to ECU150. In this embodiment, monitoring module121detects a voltage and a current input to and output from the power conversion circuit. As EVSE40outside vehicle50and inlet110are connected to each other through charging cable42, electric power can be supplied and received between EVSE40and vehicle50. Therefore, external charging by vehicle50can be carried out (that is, electric power can be supplied from the outside of vehicle50to charge battery130of vehicle50). Electric power for external charging is supplied, for example, from EVSE40through charging cable42to inlet110. Charger-discharger120converts electric power received at inlet110into electric power suitable for charging of battery130and outputs resultant electric power to battery130. As EVSE40and inlet110are connected to each other through charging cable42, external power feed by vehicle50(that is, power feed from vehicle50through charging cable42to EVSE40) can be carried out. Electric power for external power feed is supplied from battery130to charger-discharger120. Charger-discharger120converts electric power supplied from battery130into electric power suitable for external power feed and outputs resultant electric power to inlet110. When any of external charging and external power feed is performed, the relay of charger-discharger120is closed (connected), and when neither of external charging and external power feed is performed, the relay of charger-discharger120is opened (disconnected). The configuration of charger-discharger120is not limited as above and can be modified as appropriate. Charger-discharger120may include, for example, at least one of a rectification circuit, a power factor correction (PFC) circuit, an insulating circuit (for example, an insulating transformer), an inverter, and a filter circuit. When vehicle50carries out external power feed to AC type EVSE, charger-discharger120may subject electric power discharged from battery130to DC/AC conversion and resultant AC power may be supplied from vehicle50to the EVSE. When vehicle50carries out external power feed to DC type EVSE, vehicle50may supply DC power to the EVSE and an inverter contained in the EVSE may carry out DC/AC conversion. Standards of the DC type EVSE may be any of CHAdeMO, Combined Charging System (CCS), GB/T, and Tesla. ECU150includes a processor151, a random access memory (RAM)152, a storage153, and a timer154. For example, a central processing unit (CPU) can be adopted as processor151. RAM152functions as a work memory that temporarily stores data to be processed by processor151. Storage153can store information that is put thereinto. Storage153includes, for example, a read only memory (ROM) and a rewritable non-volatile memory. Storage153stores not only a program but also information (for example, a map, a mathematical expression, and various parameters) to be used by a program. As a program stored in storage153is executed by processor151, various types of control by ECU150are carried out in this embodiment. Various types of control by ECU150are not limited to control carried out by software but can also be carried out by dedicated hardware (electronic circuitry). Any number of processors may be provided in ECU150and a processor may be prepared for each prescribed type of control. Timer154notifies processor151that the set time has come. As the time set in timer154comes, timer154transmits a signal to that effect to processor151. In this embodiment, a timer circuit is adopted as timer154. Timer154may be implemented by software instead of hardware (timer circuitry). ECU150can obtain current time from a real time clock (RTC) circuit (not shown) contained in ECU150. Vehicle50further includes a travel driving unit140, an input apparatus160, a notification apparatus170, communication equipment180, and a drive wheel W. Vehicle50is not limited to a front-wheel-drive vehicle shown inFIG.1and it may be a rear-wheel-drive vehicle or a four-wheel-drive vehicle. Travel driving unit140includes a not-shown power control unit (PCU) and a motor generator (MG), and allows vehicle50to travel with electric power stored in battery130. The PCU includes, for example, a controller including a processor, an inverter, a converter, and a relay (none of which is shown). The relay included in the PCU is referred to as a “system main relay (SMR)” below. The controller of the PCU receives an instruction (a control signal) from ECU150and controls the inverter, the converter, and the SMR of the PCU in accordance with the instruction. The MG is implemented, for example, by a three-phase AC motor generator. The MG is driven by the PCU and rotates drive wheel W. The MG performs regeneration and supplies regenerated electric power to battery130. The SMR switches between connection and disconnection of an electric power path from battery130to the PCU. The SMR is closed (connected) when vehicle50travels. Input apparatus160accepts an input from a user. Input apparatus160is operated by a user and outputs a signal corresponding to the operation by the user to ECU150. Communication may be wired or wireless. Examples of input apparatus160include various switches, various pointing devices, a keyboard, and a touch panel. An operation portion of a car navigation system may be adopted as input apparatus160. A smart speaker that accepts audio input may be adopted as input apparatus160. Notification apparatus170performs prescribed processing for giving a notification to a user (for example, a driver and/or a passenger of vehicle50) when a request is given from ECU150. Notification apparatus170may include at least one of a display apparatus (for example, a touch panel display), a speaker, and a lamp (for example, a malfunction indicator lamp (MIL)). Notification apparatus170may be implemented by a meter panel, a head-up display, or a car navigation system. Communication equipment180includes various communication interfaces (I/F). Communication equipment180may include a data communication module (DCM). Communication equipment180may include a communication I/F adapted to the fifth-generation mobile communications system (5G). ECU150wirelessly communicates with a communication apparatus outside vehicle50through communication equipment180. FIG.2is a diagram showing a schematic configuration of the power management system according to this embodiment. Referring toFIG.2, in this embodiment, a vehicle grid integration (VGI) system1is constructed by a power grid PG, servers10and30, a smart meter11, EVSE40A to40D, vehicles50A to50D, and portable terminals80A to80D. InFIG.2, portable terminals80A to80D correspond to portable terminals carried by users of vehicles50A to50D, respectively. Each of portable terminals80A to80D is denoted as a “portable terminal80” below unless they are described as being distinguished from one another. In this embodiment, a smartphone equipped with a touch panel display is adopted as each portable terminal80. Without being limited thereto, any portable terminal can be adopted as portable terminal80, and a tablet terminal, a wearable device (for example, a smart watch), or an electronic key can also be adopted. ThoughFIG.2shows four vehicles, four portable terminals, and four pieces of EVSE, any independent number of vehicles, portable terminals, and pieces of EVSE may be included in VGI system1, and the number may be set to ten or more or one hundred or more. VGI system1may include at least one of a personally owned vehicle (POV) and a MaaS (mobility as a service) vehicle. The MaaS vehicle refers to a vehicle managed by a MaaS entity. VGI system1may include at least one of non-public EVSE (for example, home EVSE) that only a specific user can use and public EVSE that an unspecified number of users can use. Vehicle50A shown inFIG.2is electrically connected to EVSE40A. In this embodiment, EVSE40A is an AC charging facility (that is, a common charger) adapted to backfeeding. VGI system1may include a charging facility not adapted to backfeeding or may include a DC charging facility (for example, a quick charger). As connector43of charging cable42connected to EVSE40A is connected to inlet110of vehicle50A, vehicle50A and EVSE40A can communicate with each other and electric power can be supplied and received between EVSE40A and vehicle50A. Preparation for external charging and external power feed is thus completed. Communication equipment180mounted on vehicle50A communicates with EVSE40A through charging cable42. Communication between EVSE40A and vehicle50A may be of any type, and for example, controller area network (CAN) or PLC may be adopted. Standards of communication between EVSE40A and vehicle50A may be ISO/IEC15118 or IEC61851. When a condition for starting external charging is satisfied with preparation for external charging having been completed (for example, a state of vehicle50A shown inFIG.2), vehicle50starts external charging. In this embodiment, when time to start charging that has been timer-programmed in ECU150comes, the condition for starting external charging is satisfied. When charging has not been timer-programmed or participation in DR (details of which will be described later) has not been programmed in ECU150, connection of connector43of charging cable42connected to EVSE40to inlet110of vehicle50satisfies the condition for starting immediate charging. Immediate charging refers to external charging started immediately when preparation for external charging in vehicle50is completed. When a prescribed operation to start charging by the user onto EVSE40or vehicle50is performed as well, the condition for starting external charging is satisfied. Any operation to start charging can be set. The operation to start charging may be, for example, an operation to press a prescribed button by the user. During a DR period which will be described later, external charging is carried out under remote control of vehicle50by server30(seeFIGS.4and11). When a condition for starting external power feed is satisfied with preparation for external power feed having been completed (for example, a state of vehicle50A shown inFIG.2), vehicle50starts external power feed. For example, when a user performs a prescribed operation to start power feed onto EVSE40or vehicle50, the condition for starting external power feed is satisfied. Any operation to start power feed can be set. The operation to start power feed may be, for example, an operation to press a prescribed button by the user. During a DR period which will be described later, external power feed is carried out under remote control of vehicle50by server30(seeFIGS.4and11). Power supply circuit41included in EVSE40A is electrically connected to power grid PG with smart meter11being interposed. For example, as electric power is supplied from power grid PG through power supply circuit41and charging cable42to vehicle50A, battery130is externally charged. As vehicle50A carries out external power feed to EVSE40A, electric power can be backfed from vehicle50A through charging cable42and power supply circuit41to power grid PG. Power supply circuit41converts electric power supplied from power grid PG into electric power suitable for external charging and converts electric power supplied from vehicle50A into electric power suitable for backfeeding. Smart meter11measures an amount of electric power supplied from EVSE40A to vehicle50A. Smart meter11measures also an amount of electric power backfed from vehicle50A to EVSE40A. Smart meter11measures an amount of power usage each time a prescribed time period elapses (for example, each time thirty minutes elapse), stores the measured amount of power usage, and transmits the measured amount of power usage to server10. For example, IEC (DLMS/COSEM) can be adopted as a protocol for communication between smart meter11and server10. Server10transmits at any time, a value of measurement by smart meter11to server30. Server10may transmit the measurement value regularly or upon request from server30. Communication equipment180mounted on each vehicle50included in VGI system1wirelessly communicates with server30, for example, through a mobile communication network (telematics). A signal exchanged between communication equipment180and server30may be encrypted. In this embodiment, communication equipment180mounted on vehicle50A and portable terminal80A wirelessly communicate with each other. ECU150can control portable terminal80A through wireless communication to give a notification to a user. Communication equipment180and portable terminal80A may communicate with each other through short-range communication such as Bluetooth® (for example, direct communication in a vehicle or within an area around the vehicle). Prescribed application software (which is simply referred to as an “application” below) is installed in portable terminal80. Portable terminal80is carried by a user of vehicle50and can exchange information with server30through the application. A user can operate the application, for example, through a touch panel display (not shown) of portable terminal80. The touch panel display of portable terminal80can give a notification to the user of vehicle50. In this embodiment, VGI system1functions as a virtual power plant (VPP). The VPP refers to a scheme in which a large number of distributed energy resources (which are also referred to as “DEW” below) are put together according to a sophisticated energy management technology that makes use of the Internet of Things (IoT) and the DER are remotely controlled as being integrated as if the DER functioned as a single power plant. An energy resource possessed by each demand side (which is also referred to as “demand side resources (DSR)” below) represents exemplary DER. In VGI system1, an electrically powered vehicle including a power storage (that is, vehicle50shown inFIG.1) is adopted as the DSR for realizing the VPP. In the VPP, an electric utility that puts the DER together to provide an energy management service is referred to as an “aggregator.” An electric power utility company, for example, in coordination with an aggregator, can balance between supply and demand of electric power based on demand response (which is also referred to as “DR” below). DR is an approach to balancing between supply and demand of electric power by issuing a prescribed request to each demand side by using a demand response signal (which is also referred to as a “DR signal” below). The DR signal is broadly categorized into two types of a DR signal that requests suppression of power demand or backfeeding (which is also referred to as a “DR suppression signal” below) and a DR signal that requests increase in power demand (which is also referred to as a “DR increase signal” below). Server10belongs to a power transmission and distribution utility. In this embodiment, an electric power utility company serves also as a power generation utility and a power transmission and distribution utility. The electric power utility company constructs a power grid (that is, power grid PG) with a power plant and a power transmission and distribution facility which are not shown, and maintains and manages server10, smart meter11, EVSE40A to40D, and power grid PG. The electric power utility company can make a profit, for example, by dealing with a demand side (for example, an individual or a company) that uses electric power. In this embodiment, the electric power utility company corresponds to a system operator that operates power grid PG. Power grid PG according to this embodiment corresponds to an exemplary “power grid” according to the present disclosure. Server30can communicate with each of server10, vehicles50A to50D, and portable terminals80A to80D. Server30belongs to an aggregator. Server10and server30can communicate with each other, for example, through a virtual private network (VPN). A protocol of communication between server10and server30may be OpenADR. In this embodiment, a terminal (for example, server30) of the aggregator can communicate with each of a terminal of an electric power utility company (for example, server10) and a terminal (for example, communication equipment180and portable terminal80) of a vehicle user. Without being limited as such, VGI system1may separately include a server that makes contact with the electric power utility company and a server that makes contact with the vehicle user. These servers may be managed by different electric utilities (for example, upper and lower aggregators). Server30includes a controller31, a storage32, and a communication apparatus33. Controller31includes a processor, performs prescribed information processing, and controls communication apparatus33. Storage32can store various types of information. Communication apparatus33includes various communication I/Fs. Controller31communicates with the outside through communication apparatus33. Server10levels electric power by using demand response (DR). When server10levels electric power, initially, the server transmits a signal (which is also referred to as a “DR participation request” below) requesting participation into DR to each of a plurality of aggregator servers (including server30). The DR participation request includes a region of interest of DR, a type of DR (for example, DR suppression or DR increase), and a DR period. The DR period refers to information indicating time of start and end of DR. When server30receives a DR participation request from server10, it calculates an adjustable DR amount (that is, an amount of electric power that can be adjusted in accordance with DR) and transmits the amount to server10. Server30can calculate the adjustable DR amount, for example, based on a total of DR capacities of demand sides under the control thereof. The DR capacity refers to a capacity secured by a demand side for DR. Server10determines a DR amount (that is, an amount of power regulation asked to an aggregator) for each aggregator based on the adjustable DR amount received from each aggregator server and transmits a signal (which is also referred to as a “DR execution instruction” below) instructing each aggregator server (including server30) to execute DR. The DR execution instruction includes a region of interest of DR, a type of DR (for example, DR suppression or DR increase), a DR amount for the aggregator, and a DR period. When server30receives the DR execution instruction, it allocates the DR amount to each vehicle50that can address DR among a plurality of vehicles50under the control thereof, generates a DR signal for each vehicle, and transmits the DR signal to each vehicle50. The DR signal may be a price signal that urges a user of vehicle50to regulate supply and demand or a charging command or a power feed command for server30to directly control vehicle50. The price signal may include a type of DR (for example, DR suppression or DR increase), a DR amount for vehicle50, a DR period, and incentive information. The price signal may be transmitted to portable terminal80instead of or in addition to vehicle50. When vehicle50permits remote control (for example, dispatching by server30), server30can directly control vehicle50by transmitting a charging command or a power feed command to vehicle50. An electric utility can request a user of vehicle50to regulate supply and demand of power grid PG by transmitting a DR signal. The DR signal may be transmitted from server30to vehicle50in response to a DR execution instruction as described above. The DR signal may also be transmitted from server30to vehicle50based on power market information. ECU150receives a DR signal through communication equipment180from the outside of the vehicle. The user of vehicle50may receive the DR signal through portable terminal80. When ECU150and/or portable terminal80receive(s) the DR signal, a user of vehicle50can contribute to regulation of supply and demand of power grid PG requested by an electric utility (for example, an electric power utility company or an aggregator) by carrying out external charging or external power feed in accordance with the DR signal by using EVSE40and vehicle50. In this embodiment, when the user of vehicle50has contributed to regulation of supply and demand of power grid PG requested by the electric utility, an incentive in accordance with contribution is paid to the user of vehicle50by the electric utility based on an agreement between the user of vehicle50and the electric utility. The contribution corresponds, for example, to an amount of electric power regulated by external charging or external power feed in accordance with the DR signal. In this embodiment, the contribution is measured by smart meter11. An electric utility measures a contribution with any method without being limited to the method of measurement with smart meter11. The electric utility may find a contribution based on a measurement value from a wattmeter (not shown) contained in EVSE40. The electric utility may find a contribution based on a measurement value from a sensor mounted on vehicle50. A portable charging cable may be provided with a metering function and the electric utility may find a contribution based on an amount of electric power measured by the charging cable. Though server30and EVSE40do not communicate with each other in this embodiment, server30and EVSE40may communicate with each other. Server30may communicate with vehicle50with EVSE40being interposed. EVSE40may communicate with an EVSE management cloud. A protocol of communication between EVSE40and the EVSE management cloud may be open charge point protocol (OCPP). FIG.3is a diagram showing a detailed configuration of ECU150of vehicle50and server30. With a configuration which will be described below, server30according to this embodiment can generally suppress loss of life of battery130(power storage) included in each of the plurality of vehicles50(electrically powered vehicles) while it regulates supply and demand of power grid PG (power network). Server30according to this embodiment corresponds to an exemplary “power management apparatus” according to the present disclosure. Referring toFIG.3, ECU150includes an information manager501and a charging and discharging controller502. In ECU150according to this embodiment, each component above is implemented by processor151shown inFIG.1and a program (for example, a program stored in storage153) executed by processor151. Without being limited as such, each component above may be implemented by dedicated hardware (electronic circuitry). Information manager501obtains a state of vehicle50based on outputs from various sensors mounted on vehicle50and has storage153record the obtained vehicle state. The vehicle state obtained by information manager501includes, for example, an outdoor temperature, charging power, fed power, a temperature of battery130, and an SOC of battery130. The outdoor temperature is detected by an outdoor temperature sensor (not shown) mounted on vehicle50. Information manager501obtains the temperature of battery130based on an output from monitoring module131. The temperature of battery130obtained by information manager501and recorded in storage153will be referred to as a “battery temperature” below. Monitoring module131detects a temperature for each cell included in battery130(battery assembly). In this embodiment, an average value of temperatures detected for the cells in battery130is adopted as the battery temperature. Without being limited as such, another representative value such as a maximum value or a minimum value may be adopted instead of the average value. Information manager501obtains the SOC of battery130based on an output from monitoring module131. The SOC of battery130obtained by information manager501and recorded in storage153is referred to as a “B-SOC” below. Information manager501can measure the SOC for each cell included in battery130(battery assembly) with a known approach. For example, such an approach as a current integration method or an OCV estimation method can be adopted as the method of measuring the SOC. In this embodiment, the average value of SOCs detected for the cells in battery130is adopted as the B-SOC. Without being limited as such, another representative value such as a maximum value or a minimum value may be adopted instead of the average value. The battery temperature and the B-SOC according to this embodiment correspond to an exemplary “temperature of the power storage” and an exemplary “SOC of the power storage” according to the present disclosure, respectively. Information manager501transmits the vehicle state (including the battery temperature and the B-SOC) obtained as above to server30. When prescribed timing comes (for example, at the time of end of travel of vehicle50or connection of the charging connector), information manager501transmits data on the vehicle state accumulated in storage153to server30. In this embodiment, server30obtains the battery temperature and the B-SOC transmitted at any time from each vehicle50. This processing corresponds to an exemplary “first step.” Charging and discharging controller502carries out charging and discharging control of battery130by controlling charger-discharger120. When the condition for starting external charging described previously is satisfied with preparation for external charging having been completed, charging and discharging controller502starts external charging. When the condition for starting external power feed described previously is satisfied with preparation for external power feed having been completed, charging and discharging controller502starts external power feed. In this embodiment, charging and discharging controller502is remotely controlled by server30during the DR period. Though remote control of charging and discharging controller502is basically prohibited, remote control of charging and discharging controller502is permitted when the user of vehicle50approves a request (for example, a charging request or a power feed request which will be described later) from server30. In this embodiment, the user can set in charging and discharging controller502, ON/OFF of cooling in charging and ON/OFF of cooling in power feed through input apparatus160or portable terminal80. ON/OFF setting of each of cooling in charging and cooling in power feed in charging and discharging controller502is changed in accordance with a DR setting signal (see S16inFIG.4) which will be described later. When the temperature of battery130(for example, the average value of the temperatures of the cells) exceeds a prescribed temperature at the time point of start of external charging while cooling in charging has been set to ON, charging and discharging controller502activates cooling apparatus132to cool battery130until the temperature of battery130is equal to or lower than the prescribed temperature. While cooling in power feed has been set to ON as well, charging and discharging controller502carries out cooling control of battery130as in cooling in charging. When the temperature of battery130(for example, the average value of the temperatures of the cells) exceeds a prescribed temperature at the time point of start of external power feed, charging and discharging controller502activates cooling apparatus132to cool battery130until the temperature of battery130is equal to or lower than the prescribed temperature. When the temperature of battery130increases and exceeds the prescribed temperature during charging or power feed, cooling of battery130may be resumed. In order to suppress repeated execution and non-execution of cooling (hunting), a temperature threshold value may have a hysteresis. When cooling in charging has been set to OFF in charging and discharging controller502, cooling is not carried out at the time of start of external charging. When cooling in power feed has been set to OFF in charging and discharging controller502, cooling is not carried out at the time of start of external power feed. Server30includes an information manager301, a selector302, a request processor303, and an exclusion processor304. In server30according to this embodiment, each component above is implemented by the processor of controller31shown inFIG.2and a program (a program stored in storage32) executed by the processor. Without being limited as such, each component above may be implemented by dedicated hardware (electronic circuitry). Server30manages user information (information on each user registered in server30) and vehicle information (information on each vehicle50registered in server30). A user ID (identification information for identifying a user) is provided for each user and server30manages the user information as being distinguished based on the user ID. The user ID also functions as a terminal ID (information for identifying portable terminal80carried by the user). The user information includes a communication address of portable terminal80carried by the user and a vehicle ID of vehicle50belonging to the user. The vehicle ID is identification information for identifying vehicle50. The vehicle ID is provided for each vehicle50and server30manages the vehicle information as being distinguished based on the vehicle ID. The vehicle information includes a communication address of communication equipment180mounted on vehicle50and a vehicle state (including the battery temperature and the B-SOC) received from each vehicle50. The user information and the vehicle information are stored in storage32. The vehicle information further includes a DR period (for example, a charging schedule, a power feed schedule, and a charging suppression schedule requested of vehicle50in a DR signal). The charging schedule refers to information indicating a period during which charging is to be carried out (that is, time to start and quit charging). The power feed schedule refers to information indicating a period during which power feed is to be carried out (that is, time to start and quit power feed). The charging suppression schedule refers to information indicating a period during which charging is to be restricted (that is, time to start and quit restriction). Prohibition of charging and restriction of charging power (prohibition of charging with prescribed electric power or higher) represent exemplary charging restriction. When request processor303transmits a signal requesting for regulation of supply and demand of power grid PG to the user of vehicle50(S13inFIG.4which will be described later) and approval for participation into DR is obtained from the user, information manager301updates the DR period linked to that user (more specifically, the vehicle ID of vehicle50belonging to the user). Vehicle50for which the DR period has been set corresponds to a DR vehicle which will be described later. The user information may include an acquired incentive amount. The acquired incentive amount refers to a total amount of incentives acquired by the user by participation into DR during a prescribed period. Selector302selects a prescribed target number of vehicles50from a vehicle group. The vehicle group is stored in storage32and updated any time. The prescribed target number refers to the number of vehicles with which a requested DR amount (that is, an amount of power regulation) can be secured. In this embodiment, vehicle50that can participate in DR is selected by selector302. Vehicle50selected by selector302is referred to as a “DR vehicle” below. The vehicle group corresponds to candidates for the DR vehicle. In an initial stage, for example, all vehicles50within a region of interest of DR are set as belonging to the vehicle group. Each vehicle50included in the vehicle group, however, may be excluded from the vehicle group by exclusion processor304. Exclusion processor304excludes vehicle50that satisfies a prescribed exclusion requirement from the vehicle group. With exclusion processor304, vehicle50not suitable for a request (for example, vehicle50belonging to a user who has rejected the request) can be excluded from the vehicle group. Request processor303can request each DR vehicle selected by selector302to carry out charging of battery130with electric power from power grid PG, to carry out power feed to power grid PG with electric power from battery130, and to restrict charging described previously. The request for carrying out charging issued from request processor303will simply be referred to as a “charging request” below. The request for carrying out power feed issued from request processor303will simply be referred to as a “power feed request.” The request for restricting charging issued from request processor303will simply be referred to as a “charging restriction request.” Request processor303regulates supply and demand of power grid PG by issuing the charging request, the power feed request, or the charging restriction request. In this embodiment, the charging request and the power feed request will mainly be described. Request processor303should only be able to issue a request for carrying out any of charging and power feed, and it is not essential for request processor303to be able to issue a request for restriction of charging. Storage32further stores charging priority information and power feed priority information. The charging priority information refers to information that defines a priority in selection of vehicle50in response to the charging request. When selector302selects vehicle50in response to the charging request, it selects a target number of vehicles50in accordance with the priority indicated in the charging priority information. The power feed priority information refers to information that defines a priority in selection of vehicle50in response to the power feed request. When selector302selects vehicle50in response to the power feed request, it selects a target number of vehicles50in accordance with the priority indicated in the power feed priority information. Details of each of the charging priority information and the power feed priority information will be described later (seeFIGS.5and6). The charging priority information and the power feed priority information according to this embodiment correspond to exemplary “first priority information” and exemplary “second priority information” according to the present disclosure, respectively. Storage32according to this embodiment corresponds to an exemplary “first storage” and an exemplary “second storage” according to the present disclosure. FIG.4is a flowchart showing processing performed at the time when server30issues the charging request or the power feed request. Processing shown in this flowchart is started when an aggregator is requested to regulate supply and demand of power grid PG by an electric power utility company or a power market. The processing shown inFIG.4is started, for example, in response to reception by server30of a DR execution instruction described previously from server10. Without being limited as such, the processing shown inFIG.4may be started in response to an instruction from the aggregator through a prescribed input apparatus (not shown) to server30to perform processing (for example, selection of the DR vehicle and transmission of the DR signal) involved with DR. Referring toFIG.4together withFIGS.1to3, in a step (which is simply denoted as “S” below)11, selector302obtains contents of power regulation (for example, contents of a DR execution instruction). The contents of power regulation include a type of DR (for example, the charging request or the power feed request), an amount of power regulation, a region of interest of DR, and a DR period. In S12, selector302selects a DR vehicle for meeting the charging request or the power feed request from the vehicle group (candidates for the DR vehicle). S12according to this embodiment corresponds to an exemplary “second step.” In the initial stage (that is, at the time of start of a series of processing shown inFIG.4), the vehicle group includes all vehicles50within the region of interest of DR. Vehicle50that satisfies a prescribed exclusion requirement, however, may be excluded from the vehicle group (see, for example, S15which will be described later). When the amount of power regulation requested by the electric power utility company or the power market is not satisfied in spite of selection of all vehicles50included in the vehicle group, server30gives a notification to that effect and aborts the processing. Processing described below is performed on the premise that the vehicle group can satisfy the amount of power regulation requested by the electric power utility company or the power market. When the type of DR is the charging request, in S12, selector302selects a DR vehicle (which is also referred to as a “DR increase vehicle” below) for meeting the charging request. When the type of DR is the power feed request, in S12, selector302selects a DR vehicle (which is also referred to as a “DR suppression vehicle” below) for meeting the power feed request. In this embodiment, in selecting the DR increase vehicle, selector302makes selection with reference to the charging priority information, and in selecting the DR suppression vehicle, selector302makes selection with reference to the power feed priority information. The charging priority information and the power feed priority information according to this embodiment will be described below with reference toFIGS.5and6. The charging priority information and the power feed priority information include categorization information shown inFIG.5and priority information shown inFIG.6. FIG.5is a diagram showing exemplary categorization information for classifying each vehicle50included in the vehicle group. Referring toFIG.5, the categorization information defines a plurality of categories (for example, categories A to D) based on the battery temperature and the B-SOC. Category A refers to a category where the B-SOC is lower than a prescribed threshold value Th1and the battery temperature is lower than a prescribed threshold value Th2. Category B refers to a category where the B-SOC is lower than threshold value Th1and the battery temperature is equal to or higher than threshold value Th2. Category C refers to a category where the B-SOC is equal to or higher than threshold value Th1and the battery temperature is lower than threshold value Th2. Category D refers to a category where the B-SOC is equal to or higher than threshold value Th1and the battery temperature is equal to or higher than threshold value Th2. Each of threshold values Th1and Th2can be set to any value. In this embodiment, threshold value Th1is set to 50% and threshold value Th2is set to 40° C. Category A, category B, category C, and category D according to this embodiment correspond to an exemplary “first category,” an exemplary “second category,” an exemplary “third category,” and an exemplary “fourth category” according to the present disclosure, respectively. Threshold value Th1and threshold value Th2according to this embodiment correspond to an exemplary “first threshold value” and an exemplary “second threshold value” according to the present disclosure, respectively. Selector302obtains the battery temperature and the B-SOC of each vehicle50included in the vehicle group with reference to the vehicle information stored in storage32. Selector302then classifies vehicles50included in the vehicle group into categories (any of categories A to D) in accordance with the battery temperature and the B-SOC with reference to the categorization information. FIG.6is a diagram showing exemplary priority information included in the charging priority information and the power feed priority information. Referring toFIG.6, priority information in the charging priority information defines the priority in the order of category A, category B, category C, and category D. Specifically, in the charging priority information, the priority of categories A to D is defined in the descending order from the first place to the fourth place. The charging priority information thus defines the priority for each of categories A to D such that the category lower in B-SOC (categories A and B) is higher in priority and the category lower in battery temperature (categories A and C) is higher in priority. The priority information in the power feed priority information defines the priority in the order of category D, category C, category B, and category A. Specifically, in the power feed priority information, the priority of categories A to D is defined in the ascending order from the fourth place to the first place. The power feed priority information thus defines the priority for each of categories A to D such that the category higher in B-SOC (categories C and D) is higher in priority and the category higher in battery temperature (categories B and D) is higher in priority. Though the charging priority information and the power feed priority information use common categorization information in this embodiment, categorization information included in the charging priority information and categorization information included in the power feed priority information may be different from each other. For example, the category information included in the charging priority information and the categorization information included in the power feed priority information may be different from each other in boundary value (for example, threshold values Th1and Th2) between the categories. In selecting a DR increase vehicle, selector302selects an electrically powered vehicle (vehicle50) from the vehicle group in the order of higher priority, in accordance with the priority for each category defined in the categorization information (seeFIG.5) in the charging priority information.FIG.7is a flowchart showing details of processing performed in S12inFIG.4by server30in selecting a DR increase vehicle. Referring toFIG.7together withFIGS.1to6, in S21, selector302selects a DR increase vehicle from among vehicles50belonging to category A (seeFIGS.5and6) highest in priority in the vehicle group. Thereafter, in S22, selector302determines whether or not the number of the DR increase vehicles has reached the target number by selection only from category A. Each vehicle50belonging to category A in the vehicle group is also referred to as a “candidate A” below. When the number of vehicles as candidates A is equal to or larger than the target number, in S21, selector302selects the target number of DR increase vehicles from among candidates A. For example, selector302randomly selects the DR increase vehicle one by one from among candidates A, and when the number of DR increase vehicles has reached the target number, it quits selection. Each time selector302selects a new DR increase vehicle, selector302obtains a cumulative value of electric power that can be charged into each DR increase vehicle, and when the obtained cumulative value of electric power has reached target electric power (the amount of power regulation), selector302may determine that the number of DR increase vehicles has reached the target number. When the target number of DR increase vehicles are selected in processing in S21(YES in S22), the process returns to a main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR increase vehicles has not reached the target number by selection only from category A (NO in S22), all of candidates A are selected in S21and the process proceeds to S23. In S23, selector302selects the DR increase vehicle from among vehicles50belonging to category B (seeFIGS.5and6) second highest in priority in the vehicle group. Thereafter, in S24, selector302determines whether or not the number of DR increase vehicles has reached the target number by selection from categories A and B. Each vehicle50belonging to category B in the vehicle group is also referred to as a “candidate B” below. When the total number of vehicles as candidates A and B is equal to or larger than the target number, in S23, selector302selects the DR increase vehicle from among candidates B until the number of DR increase vehicles reaches the target number. For example, selector302randomly selects the DR increase vehicle one by one from among candidates B. The DR increase vehicle (candidate B) selected in S23is added to the DR increase vehicles (all of candidates A) selected in S21. When the total number of DR increase vehicles has reached the target number, selector302quits selection. When the target number of DR increase vehicles are selected in processing in S21and S23(YES in S24), the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR increase vehicles has not reached the target number by selection from categories A and B (NO in S24), all of candidates A and B are selected in S21and S23and the process proceeds to S25. In S25, selector302selects the DR increase vehicle from among vehicles50belonging to category C (seeFIGS.5and6) third highest in priority in the vehicle group. Thereafter, in S26, selector302determines whether or not the number of DR increase vehicles has reached the target number by selection from categories A, B, and C. Each vehicle50belonging to category C in the vehicle group is also referred to as a “candidate C” below. When the total number of vehicles as candidates A, B, and C is equal to or larger than the target number, in S25, selector302selects the DR increase vehicle from among candidates C until the number of DR increase vehicles reaches the target number. For example, selector302randomly selects the DR increase vehicle one by one from among candidates C. The DR increase vehicle (candidate C) selected in S25is added to the DR increase vehicles (all of candidates A and B) selected in S21and S23. When the total number of DR increase vehicles has reached the target number, selector302quits selection. When the target number of DR increase vehicles are selected in processing in S21, S23, and S25(YES in S26), the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR increase vehicles has not reached the target number by selection from categories A, B, and C (NO in S26), all of candidates A, B, and C are selected in S21, S23, and S25and the process proceeds to S27. In S27, selector302selects a remaining DR increase vehicle from among vehicles50belonging to category D (seeFIGS.5and6) lowest in priority in the vehicle group. Each vehicle50belonging to category D in the vehicle group is also referred to as a “candidate D” below. In S27, the DR increase vehicle corresponding to lack with respect to the target number is selected from among candidates D. For example, selector302randomly selects the DR increase vehicle one by one from among candidates D. The DR increase vehicle (candidate D) selected in S27is added to the DR increase vehicles (all of candidates A, B, and C) selected in S21, S23, and S25. When the total number of DR increase vehicles has reached the target number, selector302quits selection. Thereafter, the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. In the processing shown inFIG.7, in each of categories A to D, the DR increase vehicle is randomly selected. Without being limited as such, a further priority may be set in each category. For example, in each category, vehicle50lower in B-SOC may sequentially be selected. Alternatively, a priority may be set as shown inFIG.8. FIG.8is a diagram showing a modification of the charging priority information shown inFIGS.5and6. A figure inFIG.8represents a priority in each region. In the example shown inFIG.8, each of categories A to D is further divided into four regions and a priority is set for each region. In other words, the priority is set for each category resulting from division into sixteen based on the battery temperature and the B-SOC. In the example shown inFIG.8, the priority for each region is defined such that a region lower in B-SOC is higher in priority and a region lower in battery temperature is higher in priority in each of categories A to D. When selector302selects a DR suppression vehicle, it selects an electrically powered vehicle (vehicle50) in the descending order of priority from the vehicle group in accordance with the priority for each category defined in the categorization information (seeFIG.5) in the power feed priority information.FIG.9is a flowchart showing details of processing performed in S12inFIG.4by server30in selecting the DR suppression vehicle. Referring toFIG.9together withFIGS.1to6, in S31, selector302selects the DR suppression vehicle from among candidates D (seeFIGS.5and6) highest in priority in the vehicle group. Thereafter, in S32, selector302determines whether or not the number of DR suppression vehicles has reached the target number by selection only from category D. When the number of vehicles as candidates D is equal to or larger than the target number, in S31, selector302selects the target number of DR suppression vehicles from among candidates D. For example, selector302randomly selects the DR suppression vehicle one by one from among candidates D, and when the number of DR suppression vehicles has reached the target number, it quits selection. Each time selector302selects a new DR suppression vehicle, selector302obtains a cumulative value of electric power that can be fed from each DR suppression vehicle, and when the obtained cumulative value of electric power has reached target electric power (the amount of power regulation), selector302may determine that the number of DR suppression vehicles has reached the target number. When the target number of DR suppression vehicles are selected in processing in S31(YES in S32), the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR suppression vehicles has not reached the target number by selection only from category D (NO in S32), all of candidates D are selected in S31and the process proceeds to S33. In S33, selector302selects the DR suppression vehicle from among candidates C (seeFIGS.5and6) second highest in priority in the vehicle group. Thereafter, in S34, selector302determines whether or not the number of DR suppression vehicles has reached the target number by selection from categories D and C. When the total number of vehicles as candidates D and C is equal to or larger than the target number, in S33, selector302selects the DR suppression vehicle from among candidates C until the number of DR suppression vehicles reaches the target number. For example, selector302randomly selects the DR suppression vehicle one by one from among candidates C. The DR suppression vehicle (candidate C) selected in S33is added to the DR suppression vehicles (all of candidates D) selected in S31. When the total number of DR suppression vehicles has reached the target number, selector302quits selection. When the target number of DR suppression vehicles are selected in processing in S31and S33(YES in S34), the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR suppression vehicles has not reached the target number by selection from categories D and C (NO in S34), all of candidates D and C are selected in S31and S33and the process proceeds to S35. In S35, selector302selects the DR suppression vehicle from among candidates B (seeFIGS.5and6) third highest in priority in the vehicle group. Thereafter, in S36, selector302determines whether or not the number of DR suppression vehicles has reached the target number by selection from categories D, C, and B. When the total number of vehicles as candidates D, C, and B is equal to or larger than the target number, in S35, selector302selects the DR suppression vehicle from among candidates B until the number of DR suppression vehicles reaches the target number. For example, selector302randomly selects the DR suppression vehicle one by one from among candidates B. The DR suppression vehicle (candidate B) selected in S35is added to the DR suppression vehicles (all of candidates D and C) selected in S31and S33. When the total number of DR suppression vehicles has reached the target number, selector302quits selection. When the target number of DR suppression vehicles are selected in processing in S31, S33, and S35(YES in S36), the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. When the number of DR suppression vehicles has not reached the target number by selection from categories D, C, and B (NO in S36), all of candidates D, C, and B are selected in S31, S33, and S35and the process proceeds to S37. In S37, selector302selects a remaining DR suppression vehicle from among candidates A (seeFIGS.5and6) lowest in priority in the vehicle group. In S37, the DR suppression vehicle corresponding to lack with respect to the target number is selected from among candidates A. For example, selector302randomly selects the DR suppression vehicle one by one from among candidates A. The DR suppression vehicle (candidate A) selected in S37is added to the DR suppression vehicles (all of candidates D, C, and B) selected in S31, S33, and S35. When the total number of DR suppression vehicles has reached the target number, selector302quits selection. Thereafter, the process returns to the main routine (FIG.4) and the process proceeds to S13inFIG.4. In the processing shown inFIG.9, in each of categories A to D, the DR suppression vehicle is randomly selected. Without being limited as such, a further priority may be set in each category. For example, in each category, vehicle50higher in B-SOC may sequentially be selected. Alternatively, a priority may be set as shown inFIG.10. FIG.10is a diagram showing a modification of the power feed priority information shown inFIGS.5and6. A figure inFIG.10represents a priority in each region. In the example shown inFIG.10, each of categories A to D is further divided into four regions and a priority is set for each region. In other words, the priority is set for each category resulting from division into sixteen based on the battery temperature and the B-SOC. In the example shown inFIG.10, the priority for each region is defined such that a region higher in B-SOC is higher in priority and a region higher in battery temperature is higher in priority in each of categories A to D. Referring again toFIG.4together withFIGS.1to3, in S13, request processor303issues the charging request or the power feed request to the DR vehicles selected in S12. More specifically, request processor303transmits information representing the type of DR (for example, the charging request or the power feed request), the amount of power regulation, and the DR period to a user of each DR vehicle and requests the user to give an answer as to approval of the request (answerback). The request from request processor303to the user may be transmitted to communication equipment180mounted on the DR vehicle or to portable terminal80carried by the user of the DR vehicle. In this embodiment, the DR vehicles are identical in DR period. Without being limited as such, the DR period may be set as being shifted for each DR vehicle. In S14, exclusion processor304determines whether or not the users of all DR vehicles have given answers indicating approval of the request. This determination is made, for example, at timing of reception of answers from all users or timing of lapse of a prescribed time period since issuance of the request. In this embodiment, a user who has not yet transmitted the answer even after lapse of the prescribed time period since issuance of the request is handled similarly to a user who has given an answer to the effect that the user does not approve the request. When determination as NO is made (at least one user has not approved the request) in S14, in S15, exclusion processor304excludes vehicle50belonging to the user who has not approved the request from the vehicle group (the candidates for the DR vehicle). Thereafter, the process returns to S12. Vehicle50excluded in S15is not selected in S12. When determination as YES is made (all user have approved the request) in S14, in S16, request processor303has storage32store the DR vehicle and the DR period involved with the approved request and transmits a DR setting signal to each DR vehicle. The DR setting signal refers to a signal that requests each DR vehicle to carry out control as requested during the DR period. In this embodiment, the DR setting signal requests each DR vehicle to carry out charging control or power feed control as requested and additionally to lower the temperature of battery130to a prescribed temperature or lower with cooling apparatus132. When each DR vehicle receives the DR setting signal, it makes setting for the DR vehicle during the DR period as indicated in the DR setting signal. In this embodiment, the DR setting signal permits remote control of charging and discharging controller502in response to a command from server30, and cooling (cooling in charging or cooling in power feed) of battery130under the control by charging and discharging controller502is set to ON. After processing in S16, in S17, request processor303waits for start of the DR period involved with the approved request. When timing of start of the DR period comes (YES in S17), in S18, request processor303transmits the DR signal to each DR vehicle. The DR signal is a charging command or a power feed command for remote control of charging and discharging controller502of the DR vehicle. As charging and discharging controller502of each DR vehicle is remotely controlled in response to the DR signal, charging control or power feed control in accordance with the request (the charging request or the power feed request) is carried out in each DR vehicle. S18according to this embodiment corresponds to an exemplary “third step.” Then, in S19, request processor303determines whether or not the DR period has ended. During the DR period, determination as YES is made in S17and determination as NO is made in S19, and the DR signal is continually transmitted from request processor303to each DR vehicle. When timing of end of the DR period comes (YES in S19), the series of processing shown inFIG.4ends. FIG.11is a flowchart showing processing performed by each DR vehicle that has approved the request from server30. Processing shown in this flowchart is repeatedly performed by ECU150of each DR vehicle during the DR period involved with the request. As the DR period elapses, the series of processing shown inFIG.11ends and the DR vehicle becomes a non-DR vehicle (that is, vehicle50that does not fall under the DR vehicle). Referring toFIG.11together withFIGS.1to3, in S41, charging and discharging controller502of the DR vehicle waits for a command for charging and discharging control (that is, the charging command or the power feed command described previously) from server30. When charging and discharging controller502receives the command from server30(YES in S41), in S42, charging and discharging controller502carries out charging and discharging control of battery130in accordance with the command. While ECU150continually receives the command from server30, processing in S41and S42is repeated. Server30transmits the DR signal (that is, the command for charging and discharging control) to the DR vehicle during the DR period (see S18inFIG.4). After processing in S42, in S43, charging and discharging controller502determines whether or not the temperature (for example, the average value of the temperatures of the cells) of battery130is equal to or lower than a prescribed temperature. When the temperature of battery130has exceeded the prescribed temperature (NO in S43), in S44, charging and discharging controller502controls cooling apparatus132to cool battery130. Thereafter, the process returns to the initial step (S41). When the temperature of battery130is equal to or lower than the prescribed temperature (YES in S43), the process returns to the initial step (S41) without charging and discharging controller502carrying out cooling of battery130. Through the processing shown inFIG.11, during the DR period, the DR vehicle carries out external charging (more specifically, charging of battery130with electric power from power grid PG) or external power feed (more specifically, power feed to power grid PG with electric power from battery130) in accordance with the request (the charging request or the power feed request) and lowers the temperature of battery130to the prescribed temperature or lower with cooling apparatus132. The DR vehicle can regulate supply and demand of power grid PG requested from the electric power utility company or the power market by external charging or external power feed. By setting battery130to a low temperature state, deterioration of battery130is suppressed. As set forth above, server30according to this embodiment includes selector302that selects a target number of DR vehicles from a vehicle group including a plurality of vehicles50and request processor303that issues a charging request or a power feed request to each DR vehicle selected by selector302. Selector302obtains the battery temperature and the B-SOC of each vehicle50included in the vehicle group and selects the DR vehicle in accordance with the priority predetermined based on the battery temperature and the B-SOC. For example, in selection in issuing the request for charging, the DR vehicle is selected in accordance with the priority in the charging priority information shown inFIGS.5and6, so that vehicle50in which accelerated deterioration of battery130by charging is highly likely is less likely to be selected. In selection in issuing the request for power feed, the DR vehicle is selected in accordance with the priority in the power feed priority information shown inFIGS.5and6, so that vehicle50in a state (the battery temperature and the B-SOC) that battery130tends to deteriorate is likely to be selected. As the DR vehicle is selected in accordance with such a priority, loss of life of battery130of each vehicle50under the control by server30is generally suppressed. Then, the DR vehicle selected by selector302can regulate supply and demand of power grid PG (power network). When selector302selects the DR vehicle (S12) and thereafter the user of the selected DR vehicle does not approve the request, exclusion processor304according to the embodiment excludes that DR vehicle from the vehicle group. The configuration of exclusion processor304, however, is not limited to the configuration as above. For example, exclusion processor304may exclude vehicle50that satisfies a prescribed exclusion requirement from the vehicle group prior to selection by selector302. In the embodiment, cooling in charging and cooling in power feed under the control by charging and discharging controller502is started at timing of start of external charging and external power feed, respectively. Without being limited as such, cooling in charging and cooling in power feed under the control by charging and discharging controller502may be started before start of external charging and external power feed. FIG.12is a flowchart showing a modification of the processing shown inFIG.4. Processing shown inFIG.12additionally includes S12A and S17A to S17C in the processing shown inFIG.4. S12A and S17A to S17C will be described below. Referring toFIG.12together withFIGS.1to3, processing in S12A is performed after S11. In S12A, exclusion processor304excludes vehicle50that satisfies a prescribed exclusion requirement from the vehicle group, prior to S12(selection of the DR vehicle). More specifically, exclusion processor304performs first to third exclusion processing which will be described below. When the DR period indicates immediate execution, exclusion processor304performs first exclusion processing. As a result of the first exclusion processing, vehicle50not connected to power grid PG is excluded from the vehicle group. When the DR period indicates immediate execution, request processor303requests the DR vehicle to immediately carry out external charging (more specifically, charging of battery130with electric power from power grid PG) or external power feed (more specifically, power feed to power grid PG with electric power from battery130). Vehicle50not connected to power grid PG (for example, vehicle50not connected to EVSE40through charging cable42) is highly likely to be unable to meet the request for immediate execution of external charging or external power feed. Therefore, when the DR period indicates immediate execution, such vehicle50is excluded from the vehicle group prior to S12(selection of the DR vehicle). When the DR period does not indicate immediate execution, exclusion processor304performs second exclusion processing. As a result of the second exclusion processing, vehicle50in which the B-SOC is lower than a prescribed SOC value and the battery temperature is higher than a prescribed temperature is excluded from the vehicle group.FIG.13is a diagram for illustrating the second exclusion processing by exclusion processor304according to the modification. Categories A to D shown inFIG.13are the same as categories A to D shown inFIG.5. Referring toFIG.13, as a result of the second exclusion processing, a part of candidates B is excluded from the vehicle group. More specifically, exclusion processor304excludes vehicle50belonging to a region b1where the B-SOC is lower than a threshold value Th3within category B from the vehicle group prior to S12(selection of the DR vehicle). In the example shown inFIG.13, threshold value Th3corresponds to an exemplary “fifth threshold value” according to the present disclosure and threshold value Th2corresponds to an exemplary “prescribed temperature” according to the present disclosure. When the type of DR is the charging request and the outdoor temperature is equal to or higher than a prescribed threshold value, exclusion processor304performs the third exclusion processing. As a result of the third exclusion processing, vehicle50in which the B-SOC is higher than the prescribed SOC value is excluded from the vehicle group.FIG.14is a diagram for illustrating vehicle50excluded in the third exclusion processing. Categories A to D shown inFIG.14are the same as categories A to D shown inFIG.5. Referring toFIG.14, as a result of the third exclusion processing, a part of candidates C and a part of candidates D are excluded from the vehicle group. More specifically, exclusion processor304excludes vehicle50belonging to each of a region cl where the B-SOC is higher than a threshold value Th4within category C and a region dl where the B-SOC is higher than threshold value Th4within category D from the vehicle group prior to S12(selection of the DR vehicle). In the example shown inFIG.14, threshold value Th4corresponds to an exemplary “third threshold value” according to the present disclosure. FIG.15is a flowchart showing processing performed by exclusion processor304when the type of DR is the charging request in the modification shown inFIG.12. The processing shown in this flowchart is performed in S12A inFIG.12. Referring toFIG.15together withFIGS.1to3, in S61, exclusion processor304determines whether or not the outdoor temperature is equal to or higher than a prescribed threshold value. Exclusion processor304can obtain the outdoor temperature in an area where the vehicle group is located, for example, by making use of weather information provided by the Japan Meteorological Agency or a data center. Alternatively, exclusion processor304may obtain the outdoor temperature in the area where the vehicle group is located by making use of vehicle state data received from each vehicle50included in the vehicle group. When the outdoor temperature is equal to or higher than the prescribed threshold value (YES in S61), in S62, exclusion processor304performs the third exclusion processing. As a result of the third exclusion processing, vehicle50belonging to regions cl and dl (FIG.14) is excluded from the vehicle group. When the outdoor temperature is lower than the prescribed threshold value (NO in S61), exclusion processor304does not perform the third exclusion processing. When battery130in the high SOC state is charged while the outdoor temperature is high, the temperature of battery130increases during charging and battery130is highly likely to be in the high-SOC and high-temperature state. When battery130at the high SOC and the high temperature is charged, deterioration of battery130is accelerated. Therefore, when the outdoor temperature is equal to or higher than the prescribed threshold value, the third exclusion processing (S62) is performed prior to S12(selection of the DR vehicle) and vehicle50high in SOC of battery130is excluded from the vehicle group. The third exclusion processing may be performed when the type of DR is the charging request and the DR period includes at least a part of a prescribed time period (time of day). The prescribed time period may be, for example, time of day corresponding to the daytime and may be a time period from ten to fourteen. Instead of the processing shown inFIG.15, exclusion processor304may perform processing shown inFIG.16.FIG.16is a flowchart showing a modification of the processing shown inFIG.15. Referring toFIG.16together withFIGS.1to3, in S61A, exclusion processor304determines whether or not the DR period includes at least a part of a prescribed time period. For example, while the prescribed time period is set to a time period from ten to fourteen, determination as YES is made in S61A when the DR period is set to a period from nine to eleven, determination as YES is made in S61A when the DR period is set to a period from eleven to twelve, and determination as NO is made in S61A when the DR period is set to a period from sixteen to seventeen. When determination as YES is made in S61A, in S62, exclusion processor304performs the third exclusion processing. As a result of the third exclusion processing, vehicle50belonging to regions cl and dl (FIG.14) is excluded from the vehicle group. When determination as NO is made in S61A, exclusion processor304does not perform the third exclusion processing. When battery130is charged while the SOC of battery130is high during the daytime when the temperature tends to increase, the temperature of battery130increases during charging and battery130is highly likely to be in the high-SOC and high-temperature state. Therefore, in the example shown inFIG.16, when external charging in accordance with the charging request is carried out during the daytime, the third exclusion processing (S62) is performed prior to S12(selection of the DR vehicle), and vehicle50high in SOC of battery130is excluded from the vehicle group. When external charging in accordance with the charging request is carried out during the night, the third exclusion processing is not performed. In this example, threshold value Th4shown inFIG.14corresponds to an exemplary “fourth threshold value” according to the present disclosure. Referring again toFIG.12together withFIGS.1to3, processing in S17A is performed after S16. In S17A, request processor303determines whether or not the DR period indicates immediate execution. When the DR period indicates immediate execution (YES in S17A), the process proceeds to S18and the request (the charging request or the power feed request) is immediately issued to each DR vehicle. When the DR period does not indicate immediate execution (NO in S17A), in S17B, request processor303waits for prescribed DR prediction timing. The DR prediction timing refers, for example, to timing close to start of the DR period, and may be timing prescribed time (for example, approximately three to fifteen minutes) before the timing of start of the DR period. When the DR prediction timing comes (YES in S17B), in S17C, request processor303transmits a DR prediction signal to each DR vehicle. The DR prediction signal refers to a signal that predicts start of the DR period. Thereafter, the process proceeds to S17. In this modification, when the DR period starts before reception of the DR prediction signal by the DR vehicle, the DR vehicle performs a series of processing shown inFIG.11, and when the DR vehicle receives the DR prediction signal before start of the DR period, the DR vehicle performs a series of processing shown inFIG.17. When the DR vehicles are different in DR period from one another, processing in S17A to S19inFIG.12may be performed for each DR vehicle. FIG.17is a flowchart showing processing performed when the DR vehicle receives the DR prediction signal. Referring toFIG.17together withFIGS.1to3, in S51, charging and discharging controller502of the DR vehicle determines whether or not the temperature (for example, the average value of the temperatures of the cells) of battery130is equal to or lower than a prescribed temperature. When the temperature of battery130exceeds the prescribed temperature (for example, threshold value Th2) (NO in S51), in S52, charging and discharging controller502controls cooling apparatus132to cool battery130. Thereafter, the process proceeds to S53. When the temperature of battery130is equal to or lower than the prescribed temperature (YES in S51), the process proceeds to S53without charging and discharging controller502carrying out cooling of battery130. In S53, charging and discharging controller502determines whether or not it has received a command for charging and discharging control (that is, the charging command or the power feed command described previously) from server30. When charging and discharging controller502has received the command from server30(YES in S53), in S54, it carries out charging and discharging control of battery130in accordance with that command. In S55, charging and discharging controller502determines whether or not the DR period has elapsed. When the DR period has not elapsed (NO in S55), the process returns to the initial step (S51). In this modification, when the temperature of battery130has exceeded the prescribed temperature (for example, threshold value Th2), the DR setting signal (S16inFIG.12) at the time when the DR period does not indicate immediate execution requests each DR vehicle to start cooling of battery130by cooling apparatus132prior to start of charging or power feed in accordance with the request. The DR setting signal sets cooling (cooling in charging or cooling in power feed) of battery130under the control by charging and discharging controller502of each DR vehicle to ON. When the temperature of battery130has exceeded the prescribed temperature (NO in S51) at the time point of reception of the DR prediction signal by the DR vehicle, charging and discharging controller502starts cooling of battery130by cooling apparatus132(S52) in accordance with the setting, prior to start of external charging or external power feed. When the DR period does not indicate immediate execution, the second exclusion processing (S12A) is performed prior to S12(selection of the DR vehicle) inFIG.12, and vehicle50lower in SOC of battery130is excluded from the vehicle group. As a result of the second exclusion processing, overdischarging of battery130while cooling apparatus132is driven in the DR vehicle is suppressed. Server30transmits the DR signal (that is, the command for charging and discharging control) to each DR vehicle during the DR period (see S18inFIG.12). During a period from reception of the DR prediction signal by the DR vehicle until start of the DR period, determination as NO is made in both of S53and S55. A battery cooling period before the DR period can be adjusted based on DR prediction timing (S17B inFIG.12). As the DR prediction timing is earlier, the battery cooling period before the DR period is longer. The DR prediction timing may be set such that the temperature of battery130is equal to or lower than the prescribed temperature (for example, threshold value Th2) before start of the DR period. When the DR period starts, determination as YES is made in S53, and in S54, charging or power feed in accordance with the request (the charging request or the power feed request) is carried out. When the DR period elapses (YES in S55), the series of processing shown inFIG.17ends. According to the modification shown inFIGS.12to17as well, loss of life of the power storage provided in each of the plurality of electrically powered vehicles can generally be suppressed while supply and demand of the power grid is regulated. In the priority information shown inFIG.6, the charging priority information defines the priority in the order of category A, category B, category C, and category D, and the power feed priority information defines the priority in the order of category D, category C, category B, and category A. Without being limited as such, the priority for each category can be modified as appropriate. FIG.18is a diagram showing a first modification of the priority information shown inFIG.6. As shown inFIG.18, the priority information in the charging priority information may define the priority in the order of category A, category B, category D, and category C. Each vehicle50belonging to category D can lower the temperature of battery130by cooling battery130with cooling apparatus132. As the temperature of battery130lowers, deterioration of battery130is suppressed. As electric power is consumed by cooling of battery130by cooling apparatus132, an amount of power consumption can be increased in accordance with a request for DR increase. Therefore, supply and demand of power grid PG (power network) can effectively be regulated by setting the priority of category D to be higher than the priority of category C. FIG.19is a diagram showing a second modification of the priority information shown inFIG.6. As shown inFIG.19, the priority information in the charging priority information may define the priority in the order of category B, category A, category D, and category C. Each vehicle50belonging to category B can also increase the amount of power consumption in response to the request for DR increase, by consuming electric power for cooling of battery130with cooling apparatus132, similarly to each vehicle50belonging to category D. Therefore, according to the priority, supply and demand of power grid PG (power network) can effectively be regulated. The number of categories can also be modified as appropriate.FIG.20is a diagram showing a modification of the categorization information shown inFIG.5. Referring toFIG.20, this categorization information defines six categories (for example, categories A to F) based on the battery temperature and the B-SOC. Category A refers to a category in which the B-SOC is lower than a threshold value Th11and the battery temperature is lower than threshold value Th2. Category B refers to a category in which the B-SOC is lower than threshold value Th11and the battery temperature is not lower than threshold value Th2. Category C refers to a category in which the B-SOC is not lower than threshold value Th11and not higher than a threshold value Th12and the battery temperature is lower than threshold value Th2. Category D refers to a category in which the B-SOC is not lower than threshold value Th11and not higher than threshold value Th12and the battery temperature is not lower than threshold value Th2. Category E refers to a category in which the B-SOC is higher than threshold value Th12and the battery temperature is lower than threshold value Th2. Category F refers to a category in which the B-SOC is higher than threshold value Th12and the battery temperature is not lower than threshold value Th2. Each of threshold values Th11, Th12, and Th2can be set to any value. A boundary value between categories (for example, threshold values Th11, Th12, and Th2) may be variable depending on a vehicle model or a battery capacity. FIG.21is a diagram showing an exemplary priority of the six categories defined based on the categorization information shown inFIG.20. Referring toFIG.21, in this example, the priority information in the charging priority information defines the priority in the order of category A, category B, category C, category D, category E, and category F. The priority information in the power feed priority information defines the priority in the order of category F, category E, category D, category C, category B, and category A. Server30can generally suppress loss of life of the power storage provided in each of the plurality of electrically powered vehicles while it regulates supply and demand of the power grid, also by selecting an electrically powered vehicle in accordance with such a priority. Server30may preferentially select as the DR vehicle, an electrically powered vehicle belonging to a user who has indicated in advance to server30, his/her intention to prioritize an incentive over lifetime of the power storage, regardless of the priority information (the charging priority information and the power feed priority information). A configuration of the vehicle is not limited to the configuration shown inFIG.1. For example, in the configuration shown inFIG.1, a charging apparatus capable only of external charging or a power feed apparatus capable only of external power feed may be adopted instead of charger-discharger120. The vehicle may be capable of wireless charging. The vehicle is not limited to a passenger vehicle but may be a bus or a truck. Though an embodiment of the present disclosure has been described, it should be understood that the embodiment disclosed herein is illustrative and non-restrictive in every respect. The scope of the present disclosure is defined by the terms of the claims and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims. | 87,882 |
11858372 | DETAILED DESCRIPTION FIG.1is a computing system10with a server device11and a motor vehicle12. The motor vehicle12represents several motor vehicles, all of which can be configured in the way described in the following, for which reason only one motor vehicle12is shown. The server device11can comprise one or several computers13, wherein in the case of several computers13these can be coupled via a data network14. The computers13can form a compound or a computer cloud. The motor vehicle12can comprise a vehicle computer15, which can for instance be configured to guide the motor vehicle12automatically or autonomously. The motor vehicle12can moreover comprise an electrical energy storage16, which can for instance be a high voltage battery. The term “high voltage” in connection with this disclosure refers to an electrical voltage of more than 60 V, in particular more than 100 V. The motor vehicle12can for instance be an electrically drivable motor vehicle, for instance a hybrid vehicle or an electric vehicle. In the computing system10the server device11can process or complete a computing task17with the aid of at least one motor vehicle12. An exemplary method used as basis for this purpose in the computing system10is shown inFIG.2and in the following explained in connection withFIG.1andFIG.2. The computing task17in a step S10can be segmented or divided into several data packets18. In other words, the computing data, which are to be processed and that embody or represent the computing task17, are distributed over several data packets18. The motor vehicle12and the server device11can be coupled via a communication device19. The communication device19can for instance comprise a radio connection20to the motor vehicle12and/or an indirect radio connection21via an electric charging station22and/or a tethered communication link23via a power network24and/or a LAN (Local Area Network) and a connection cable25. The motor vehicle12thus can generally exchange by cable and/or via mobile radio or a different radio connection bi-directionally data with the server device11. To the electrical charging station22the motor vehicle12can for instance be connected for a charging operation via a charging cable26for charging the electrical energy storage16, which can also be used as the connection cable25for the data transmission. The charging station22represents an energy supply device for recharging the energy storage16. It may be envisaged that the charging operation in a step S11is recognized by the motor vehicle as a ready state27. In the ready state27the motor vehicle12need not perform any driving task. Therefore, the vehicle computer15can be used for other computing tasks, in particular for the processing of computing data in a data packet18. The motor vehicle12can signal the ready state27in step S11to the server device11. The server device11subsequently can transmit a data packet18in a step S12via the communication device19to the motor vehicle12. The motor vehicle12can process by the vehicle computer15the computing data from the transmitted data packet18and retransmit the output date resulting from this as computing result28to the server device11. When assigning the respective data packet to a motor vehicle12also a status signal30can be considered in order to select or compile a certain data packet18. The status signal30can be configured in the already described manner. Step S12can be performed repeatedly. In the server device11the computing results28for all transmitted data packets18are collected and in a step S13an overall result29for the computing task17is formed therefrom. The server device thus realizes a cloud computing, wherein remote subsystems provide computing power and thus achieve in sum a cumulated computing power. Each or several subsystems in this connection are realized by a motor vehicle12. Hereby computing tasks can be solved distributed over many vehicles, for instance in the genome or cancer research or in the case of simulations, such as weather simulations and/or traffic simulations. In the case of the computing system10a combination of the cloud computing or the distributed computing with a vehicle fleet of motor vehicles12derives in the event of their standing times or in their parking state. Whilst the computing power of a motor vehicle12during driving is used for the driving task (driving assistance, entertainment, communication, navigation), this computing power is fully available whilst the motor vehicle is standing or parking. Ideally, the motor vehicle, if it is an electrically drivable motor vehicle (electric vehicle, plug-in hybrid vehicle), is located at an energy supply device, for instance a charging station in order to have sufficient energy available for the computing or processing of the computing data of the respective data packet. By the server device every time when a motor vehicle is in the ready state, this individual motor vehicle is triggered and/or via a security mechanism, for instance a TLS connection, a communication connection leading to the on-board computer or the vehicle computer of the motor vehicle is established. Now a data packet with computing data can be transmitted to the motor vehicle. This can also be achieved in two steps. For this purpose, to start with a general calculation algorithm can be transmitted to the motor vehicle, which indicates, which computing steps are to be performed. Then in each further data packet a parameter set can be transmitted to the motor vehicle. This parameter set provides the input data for the calculation algorithm. The motor vehicle can then execute the calculation algorithm and transmit the resulting output data as computing result to the server device. In the motor vehicle the computations can thus be performed autonomously and subsequently the finished computing result be transmitted back to the server device. After this, the calculation algorithm itself can be deleted in the motor vehicle and the data connection be closed. Also, consecutively several parameter sets per electrical loading operation can be transmitted, i.e. the transmitting of data packets can be repeated a random number of times, as long as the motor vehicle is in the ready state. Also, the finished computing results after the end of the ready state, for instance after the end of the charging state, can still be transmitted during a driving operation of the motor vehicle. The employment of the general calculation algorithm and the later transmission of a respective parameter set have the advantage that in the case of repeated requesting or transmission of a data packet the data volume is smaller, since the calculation algorithm can be temporarily stored in the motor vehicle. On the whole by the embodiment it is thus illustrated, how in a vehicle fleet the respective vehicle computers can be used for a cloud computing. The embodiments described above are only descriptions of preferred embodiments of the present invention, and are not intended to limit the scope of the present invention. Various variations and modifications can be made to the technical solution of the present invention by those of ordinary skill in the art, without departing from the design and spirit of the present invention. The variations and modifications should all fall within the claimed scope defined by the claims of the present invention. | 7,402 |
11858373 | DETAILED DESCRIPTION Before turning to the figures, which illustrate certain exemplary embodiments in detail, it should be understood that the present disclosure is not limited to the details or methodology set forth in the description or illustrated in the figures. It should also be understood that the terminology used herein is for the purpose of description only and should not be regarded as limiting. According to an exemplary embodiment, an energy storage and/or generation system for a refuse vehicle is disclosed herein. The energy storage and/or generation system of the present disclosure provides many advantages over conventional systems. The energy storage and/or generation system may be positioned to evenly distribute the weight of batteries across the frame of the refuse vehicle and/or minimize component stress of one or more load bearing members (e.g., an axle) of the refuse vehicle. The energy storage and/or generation system may be positioned to be easily accessible and/or removable from the refuse vehicle. Ease of access and removability reduce the labor involved in servicing an energy storage and/or generation system, making routine inspection and servicing more feasible and thereby increasing the life of the energy storage and/or generation system. Furthermore, removability allows the energy storage and/or generation system to be “hot-swapped” when it is depleted of charge for a fresh battery, thereby enabling greater uptime for a refuse vehicle. In addition, a removable energy storage and/or generation system may be safely charged at greater speeds than an energy storage and/or generation system confined to a refuse vehicle, thereby allowing for a smaller number of energy storage and/or generation systems to be used to support a fleet of refuse vehicles. Finally, the energy storage and/or generation system may be modular, allowing individual components of the energy storage and/or generation system to be easily replaced for one another. Modularity not only reduces maintenance costs but also allows for future upgrades to the energy storage and/or generation system. For example, the batteries of the energy storage and/or generation system may be easily upgraded to future chemistries not yet available. Overall Vehicle As shown inFIG.1, a vehicle, shown as refuse vehicle10(e.g., a garbage truck, a waste collection truck, a sanitation truck, a recycling truck, etc.), is configured as a front-loading refuse truck. In other embodiments, the refuse vehicle10is configured as a side-loading refuse truck or a rear-loading refuse truck. In still other embodiments, the vehicle is another type of vehicle (e.g., a skid-loader, a telehandler, a plow truck, a boom lift, etc.). As shown inFIG.1, the refuse vehicle10includes a chassis, shown as frame12; a body assembly, shown as body14, coupled to the frame12(e.g., at a rear end thereof, etc.); and a cab, shown as cab16, coupled to the frame12(e.g., at a front end thereof, etc.). The cab16may include various components to facilitate operation of the refuse vehicle10by an operator (e.g., a seat, a steering wheel, actuator controls, a user interface, switches, buttons, dials, etc.). As shown inFIG.1, the refuse vehicle10includes a prime mover, shown as electric motor18, and an energy system, shown as energy storage and/or generation system20. In other embodiments, the prime mover is or includes an internal combustion engine. According to the exemplary embodiment shown inFIG.1, the electric motor18is coupled to the frame12at a position beneath the cab16. The electric motor18is configured to provide power to a plurality of tractive elements, shown as wheels22(e.g., via a drive shaft, axles, etc.). In other embodiments, the electric motor18is otherwise positioned and/or the refuse vehicle10includes a plurality of electric motors to facilitate independently driving one or more of the wheels22. In still other embodiments, the electric motor18or a secondary electric motor is coupled to and configured to drive a hydraulic system that powers hydraulic actuators. According to the exemplary embodiment shown inFIG.1, the energy storage and/or generation system20is coupled to the frame12beneath the body14. In other embodiments, the energy storage and/or generation system20is otherwise positioned (e.g., within a tailgate of the refuse vehicle10, beneath the cab16, along the top of the body14, within the body14, etc.). According to an exemplary embodiment, the energy storage and/or generation system20is configured to (a) receive, generate, and/or store power and (b) provide electric power to (i) the electric motor18to drive the wheels22, (ii) electric actuators of the refuse vehicle10to facilitate operation thereof (e.g., lift actuators, tailgate actuators, packer actuators, grabber actuators, etc.), and/or (iii) other electrically operated accessories of the refuse vehicle10(e.g., displays, lights, etc.). The energy storage and/or generation system20may include one or more rechargeable batteries (e.g., lithium-ion batteries, nickel-metal hydride batteries, lithium-ion polymer batteries, lead-acid batteries, nickel-cadmium batteries, etc.), capacitors, solar cells, generators, power buses, etc. In one embodiment, the refuse vehicle10is a completely electric refuse vehicle. In other embodiments, the refuse vehicle10includes an internal combustion generator that utilizes one or more fuels (e.g., gasoline, diesel, propane, natural gas, hydrogen, etc.) to generate electricity to charge the energy storage and/or generation system20, power the electric motor18, power the electric actuators, and/or power the other electrically operated accessories (e.g., a hybrid refuse vehicle, etc.). For example, the refuse vehicle10may have an internal combustion engine augmented by the electric motor18to cooperatively provide power to the wheels22. The energy storage and/or generation system20may thereby be charged via an on-board generator (e.g., an internal combustion generator, a solar panel system, etc.), from an external power source (e.g., overhead power lines, mains power source through a charging input, etc.), and/or via a power regenerative braking system, and provide power to the electrically operated systems of the refuse vehicle10. In some embodiments, the energy storage and/or generation system20includes a heat management system (e.g., liquid cooling, heat exchanger, air cooling, etc.). According to an exemplary embodiment, the refuse vehicle10is configured to transport refuse from various waste receptacles within a municipality to a storage and/or processing facility (e.g., a landfill, an incineration facility, a recycling facility, etc.). As shown inFIG.1, the body14includes a plurality of panels, shown as panels32, a tailgate34, and a cover36. The panels32, the tailgate34, and the cover36define a collection chamber (e.g., hopper, etc.), shown as refuse compartment30. Loose refuse may be placed into the refuse compartment30where it may thereafter be compacted (e.g., by a packer system, etc.). The refuse compartment30may provide temporary storage for refuse during transport to a waste disposal site and/or a recycling facility. In some embodiments, at least a portion of the body14and the refuse compartment30extend above or in front of the cab16. According to the embodiment shown inFIG.1, the body14and the refuse compartment30are positioned behind the cab16. In some embodiments, the refuse compartment30includes a hopper volume and a storage volume. Refuse may be initially loaded into the hopper volume and thereafter compacted into the storage volume. According to an exemplary embodiment, the hopper volume is positioned between the storage volume and the cab16(e.g., refuse is loaded into a position of the refuse compartment30behind the cab16and stored in a position further toward the rear of the refuse compartment30, a front-loading refuse vehicle, a side-loading refuse vehicle, etc.). In other embodiments, the storage volume is positioned between the hopper volume and the cab16(e.g., a rear-loading refuse vehicle, etc.). As shown inFIG.1, the refuse vehicle10includes a lift mechanism/system (e.g., a front-loading lift assembly, etc.), shown as lift assembly40, coupled to the front end of the body14. In other embodiments, the lift assembly40extends rearward of the body14(e.g., a rear-loading refuse vehicle, etc.). In still other embodiments, the lift assembly40extends from a side of the body14(e.g., a side-loading refuse vehicle, etc.). As shown inFIG.1, the lift assembly40is configured to engage a container (e.g., a residential trash receptacle, a commercial trash receptacle, a container having a robotic grabber arm, etc.), shown as refuse container60. The lift assembly40may include various actuators (e.g., electric actuators, hydraulic actuators, pneumatic actuators, etc.) to facilitate engaging the refuse container60, lifting the refuse container60, and tipping refuse out of the refuse container60into the hopper volume of the refuse compartment30through an opening in the cover36or through the tailgate34. The lift assembly40may thereafter return the empty refuse container60to the ground. According to an exemplary embodiment, a door, shown as top door38, is movably coupled along the cover36to seal the opening thereby preventing refuse from escaping the refuse compartment30(e.g., due to wind, bumps in the road, etc.). Energy Storage and/or Generation System As shown inFIG.2, the energy storage and/or generation system20is coupled to the rearward top portion of the body14. In other embodiments, the energy storage and/or generation system20is coupled to the forward top portion of the body14. In some embodiments, the energy storage and/or generation system20is removable/detachable from the body14. Locating the energy storage and/or generation system20on top of the body14facilitates easy access to the energy storage and/or generation system20. For example, a user may readily inspect and service the energy storage and/or generation system20because it is located on an external surface of the refuse vehicle10. The energy storage and/or generation system20may include one or more attachment mechanisms (e.g., pins, linkages, latches, etc.) to couple the energy storage and/or generation system20to the body14. In some embodiments, the energy storage and/or generation system20is a pod or battery compartment, configured to receive and electrically couple one or more batteries. For example, the energy storage and/or generation system20may allow a battery cell to be inserted from one end thereby coupling the battery cell to the energy storage and/or generation system20and providing power to the refuse vehicle10. In some embodiments, the energy storage and/or generation system20is modular and facilitates easy replacement of one or more battery cells. For example, a second fully charged battery cell may replace a first depleted battery cell by uncoupling the first battery cell from the energy storage and/or generation system20and replacing it with the second battery cell. In some embodiments, the entire energy storage and/or generation system20is replaced with a different one of energy storage and/or generation system20. Replacing one or more battery cells of the energy storage and/or generation system20reduces the downtime associated with charging a typical battery system. In some embodiments, the energy storage and/or generation system20is “hot-swappable” and is able to replace one or more battery cells without cutting power to the refuse vehicle10. The energy storage and/or generation system20may include an electric connection (e.g., a pantograph, a current collector, a high-voltage line, etc.) to allow the energy storage and/or generation system20to connect to external power sources (e.g., an overhead power line, the grid, a charging station, etc.). For example, the energy storage and/or generation system20may include a charging port to allow one or more battery cells to be charged while the energy storage and/or generation system20is coupled to the refuse vehicle10(e.g., by a 220V charger). In some embodiments, the energy storage and/or generation system20includes an electrical bypass to power the refuse vehicle10from a charging source while the battery is being charged. In some embodiments, the energy storage and/or generation system20connects to one or more power sources of refuse vehicle10(e.g., an internal combustion generator, a battery, etc.) to charge the energy storage and/or generation system20. For example, the energy storage and/or generation system20may include a connection to an onboard diesel generator configured to provide power to the energy storage and/or generation system20for charging. As shown inFIG.3, the energy storage and/or generation system20is coupled to the rearward bottom portion of the body14. In other embodiments, the energy storage and/or generation system20is coupled to the forward bottom portion of the body14. As described above, the energy storage and/or generation system20may be removable/replaceable. For example, the refuse vehicle10may include a door on the side of the body14to allow removal and replacement of the energy storage and/or generation system20. In some embodiments, the energy storage and/or generation system20is located on a track such that the energy storage and/or generation system20can slide out from the body14similar to a drawer. In some embodiments, the energy storage and/or generation system20is modular. For example, the energy storage and/or generation system20may include one or more sub-batteries to reduce the bulkiness of the energy storage and/or generation system20and permit easy removal and/or replacement. Modularity further enables more precise inspection and service of battery cells and allows individual battery cells to be replaced without the need to replace an entire larger array. Furthermore, modularity enables battery cells to be easily upgraded. As described above, the energy storage and/or generation system20may include a charging port to allow the energy storage and/or generation system20to receive external power for charging. For example, the refuse vehicle10may include a 220V charging port on a side of the body14to charge the energy storage and/or generation system20. As shown inFIG.4, the energy storage and/or generation system20is coupled between the cab16and the body14. In some embodiments, the energy storage and/or generation system20is coupled to the frame12. Locating the energy storage and/or generation system20between the cab16and the body14reduces a rear weight of the refuse vehicle10, thereby reducing component stress of weight bearing members (e.g., a rear axle). Furthermore, centrally locating the energy storage and/or generation system20protects the energy storage and/or generation system20from damage in the event of a collision. Furthermore, centrally locating the energy storage and/or generation system20allows easy modification/retrofitting of existing refuse vehicles to include the energy storage and/or generation system20. The energy storage and/or generation system20may be easily accessed and/or removed from the refuse vehicle10. For example, the energy storage and/or generation system20may include forklift pockets so that a forklift may easily remove the energy storage and/or generation system20from the refuse vehicle10. In some embodiments, the system20includes one or more eyelet connectors to receive a lifting hook or similar hoisting attachment. The energy storage and/or generation system20may be configured to connect to an external rail system to quickly replace the energy storage and/or generation system20by sliding it orthogonally off the refuse vehicle10. In some embodiments, the energy storage and/or generation system20is configured to dynamically change position on the refuse vehicle10based on loading of the refuse vehicle10. For example, the energy storage and/or generation system20may translate horizontally along the frame12toward the cab16or toward the body14to change a weight distribution of the vehicle. In some embodiments, the energy storage and/or generation system20includes one or more controllers to measure the weight distribution of the refuse vehicle10and adjust a position of the energy storage and/or generation system20accordingly. As shown inFIG.5, the energy storage and/or generation system20is coupled to the tailgate34of the refuse vehicle10. In some embodiments, the energy storage and/or generation system20is positioned vertically along a rearward side of the refuse compartment30. In some embodiments, the energy storage and/or generation system20is positioned substantially near the base of the tailgate34or as part of the tailgate34. The energy storage and/or generation system20may be configured to be accessible via the tailgate34. For example, a user could open the tailgate34to reveal the energy storage and/or generation system20. In some embodiments, the tailgate34includes one or more rotating elements (e.g., hinges, mechanical bearings) to facilitate rotation around a rearward corner of the refuse compartment30. For example, the tailgate34could include one or more hinging mechanisms on a side to allow a user to open the tailgate34like a door and gain access to the energy storage and/or generation system20located along the frame12of the refuse vehicle10. In some embodiments, the tailgate34is a double door. Swinging the tailgate34open like a door requires less energy than lifting the tailgate34. In some embodiments, the tailgate34is fully integrated with the energy storage and/or generation system20and is configured to be removable/replaceable. For example, a first tailgate34having a first energy storage and/or generation system20could be replaced by a second tailgate34having a second energy storage and/or generation system20when the first energy storage and/or generation system20is depleted of energy. Removing and replacing the tailgate34may limit loss of vehicle operation due to charging time because the tailgate34including the depleted energy storage and/or generation system20may be charged separately of the refuse vehicle10. Furthermore, swappable energy storage and/or generation systems enable a smaller fleet of refuse vehicles to service the same area because the reduced downtime associated with battery charging enables the refuse vehicles to operate for longer periods of time. In some embodiments, a number of racks index one or more battery cells of the energy storage and/or generation system20. As shown inFIG.6, the energy storage and/or generation system20is coupled between the body14and the frame12. As described above, in some embodiments, the energy storage and/or generation system20may be configured to translate horizontally along the frame12of the refuse vehicle10. For example, the energy storage and/or generation system20could move between a forward portion and a rearward portion of the body14of the refuse vehicle10such that the refuse vehicle10is evenly loaded. As described above, in some embodiments, the energy storage and/or generation system20is removable and/or replaceable. The energy storage and/or generation system20may be accessed via a door on a side of the body14or via the tailgate34. Similarly, the energy storage and/or generation system20may be removed and/or replaced by another energy storage and/or generation system. Alternatively, one or more individual battery cells of the energy storage and/or generation system20could be replaced. In some embodiments, the energy storage and/or generation system20can be accessed by removing the refuse compartment30. For example, a refuse vehicle with a removable refuse compartment (e.g., a container truck) may remove the refuse compartment to reveal the energy storage and/or generation system20. In some embodiments, the energy storage and/or generation system20is coupled to the refuse compartment30itself and can be removed with the refuse compartment30. For example, a refuse vehicle could swap a first full refuse compartment with a first depleted energy storage and/or generation system for a second empty refuse compartment with a second charged energy storage and/or generation system. Referring now toFIGS.7A-8B, several illustrations of an exemplary placement of the energy storage and/or generation system20is shown, according to several exemplary embodiments. In various embodiments, the energy storage and/or generation system20is coupled to a rearward top portion of the refuse vehicle10(e.g., above the refuse compartment30, etc.). Additionally or alternatively, the energy storage and/or generation system20is coupled to a rearward portion of the refuse vehicle10. For example, the energy storage and/or generation system20may be coupled to the tailgate34and/or a rearward portion of the refuse compartment30(e.g., as shown inFIGS.7A-7C). As another example, the energy storage and/or generation system20may be coupled to a vertical rear surface of the refuse compartment30. In some embodiments, the energy storage and/or generation system20or components thereof are coupled to the wheel22. For example, an energy storage cell of the energy storage and/or generation system20may be coupled to a hub of the wheels22and a power converter of the energy storage and/or generation system20may be coupled to a top rearward portion of the refuse container30. In some embodiments, the energy storage and/or generation system20is coupled to a front and rear wheelset of the refuse vehicle10(e.g., as shown inFIGS.7A-7C). In various embodiments, placement of the energy storage and/or generation system20as shown inFIGS.7A-7Cfacilitates shifting weight rearward on the refuse vehicle10, thereby reducing strain on forward load bearing components (e.g., a front axle, etc.). In some embodiments, the placement of the energy storage and/or generation system20shown inFIGS.7A-7Cis preferred for a rear-loading refuse vehicle10. In various embodiments, the energy storage and/or generation system20includes a different number and/or arrangement of components than shown explicitly in the FIGURES. For example, the energy storage and/or generation system20may include a first component coupled to an exterior hub surface of the front wheels22electrically coupled to a second component integrated with the tailgate34. In some embodiments, the placement of the energy storage and/or generation system20shown inFIGS.8A-8Bis preferred for a front-loading refuse vehicle10and/or a side-loading refuse vehicle10. In various embodiments, the energy storage and/or generation system20, or components thereof, are detachable from the refuse vehicle10as described in detail above. Referring now toFIGS.9A-9B, several illustrations of another exemplary placement of the energy storage and/or generation system20is shown, according to several exemplary embodiments. In various embodiments, the energy storage and/or generation system20is coupled to a top portion of the refuse vehicle10. For example, the energy storage and/or generation system20may be coupled to a top portion of refuse compartment30and/or above the cab16(e.g., as shown inFIGS.9A-9B). In some embodiments, the energy storage and/or generation system20is coupled to a canopy (or other structural element) located above the cab16. Additionally or alternatively, the energy storage and/or generation system20, or components thereof, may be coupled to the wheels22. For example, a first component of the energy storage and/or generation system20(e.g., a battery cell, etc.) may be coupled to an exterior hub region of the wheels22and a second component of the energy storage and/or generation system20(e.g., a power converter, etc.) may be coupled to a structural element (e.g., a portion of frame12, etc.) above the cab16. In some embodiments, the placement of the energy storage and/or generation system20shown inFIGS.9A-9Bis preferred for a rear-loading refuse vehicle10. In various embodiments, the placement of the energy storage and/or generation system20as shown inFIGS.9A-9Bfacilitates moving weight (e.g., battery weight, etc.) forward on the refuse vehicle10(e.g., toward the cab16and away from the tailgate34, etc.), thereby reducing stress on rear load-bearing components (e.g., a rear axle, etc.). As utilized herein, the terms “approximately,” “about,” “substantially”, and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the disclosure as recited in the appended claims. It should be noted that the term “exemplary” and variations thereof, as used herein to describe various embodiments, are intended to indicate that such embodiments are possible examples, representations, or illustrations of possible embodiments (and such terms are not intended to connote that such embodiments are necessarily extraordinary or superlative examples). The term “coupled” and variations thereof, as used herein, means the joining of two members directly or indirectly to one another. Such joining may be stationary (e.g., permanent or fixed) or moveable (e.g., removable or releasable). Such joining may be achieved with the two members coupled directly to each other, with the two members coupled to each other using a separate intervening member and any additional intermediate members coupled with one another, or with the two members coupled to each other using an intervening member that is integrally formed as a single unitary body with one of the two members. If “coupled” or variations thereof are modified by an additional term (e.g., directly coupled), the generic definition of “coupled” provided above is modified by the plain language meaning of the additional term (e.g., “directly coupled” means the joining of two members without any separate intervening member), resulting in a narrower definition than the generic definition of “coupled” provided above. Such coupling may be mechanical, electrical, or fluidic. References herein to the positions of elements (e.g., “top,” “bottom,” “above,” “below”) are merely used to describe the orientation of various elements in the FIGURES. It should be noted that the orientation of various elements may differ according to other exemplary embodiments, and that such variations are intended to be encompassed by the present disclosure. The hardware and data processing components used to implement the various processes, operations, illustrative logics, logical blocks, modules and circuits described in connection with the embodiments disclosed herein may be implemented or performed with a general purpose single- or multi-chip processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor may be a microprocessor, or, any conventional processor, controller, microcontroller, or state machine. A processor also may be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. In some embodiments, particular processes and methods may be performed by circuitry that is specific to a given function. The memory (e.g., memory, memory unit, storage device) may include one or more devices (e.g., RAM, ROM, Flash memory, hard disk storage) for storing data and/or computer code for completing or facilitating the various processes, layers and modules described in the present disclosure. The memory may be or include volatile memory or non-volatile memory, and may include database components, object code components, script components, or any other type of information structure for supporting the various activities and information structures described in the present disclosure. According to an exemplary embodiment, the memory is communicably connected to the processor via a processing circuit and includes computer code for executing (e.g., by the processing circuit or the processor) the one or more processes described herein. The present disclosure contemplates methods, systems and program products on any machine-readable media for accomplishing various operations. The embodiments of the present disclosure may be implemented using existing computer processors, or by a special purpose computer processor for an appropriate system, incorporated for this or another purpose, or by a hardwired system. Embodiments within the scope of the present disclosure include program products comprising machine-readable media for carrying or having machine-executable instructions or data structures stored thereon. Such machine-readable media can be any available media that can be accessed by a general purpose or special purpose computer or other machine with a processor. By way of example, such machine-readable media can comprise RAM, ROM, EPROM, EEPROM, or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code in the form of machine-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer or other machine with a processor. Combinations of the above are also included within the scope of machine-readable media. Machine-executable instructions include, for example, instructions and data which cause a general purpose computer, special purpose computer, or special purpose processing machines to perform a certain function or group of functions. Although the figures and description may illustrate a specific order of method steps, the order of such steps may differ from what is depicted and described, unless specified differently above. Also, two or more steps may be performed concurrently or with partial concurrence, unless specified differently above. Such variation may depend, for example, on the software and hardware systems chosen and on designer choice. All such variations are within the scope of the disclosure. Likewise, software implementations of the described methods could be accomplished with standard programming techniques with rule-based logic and other logic to accomplish the various connection steps, processing steps, comparison steps, and decision steps. It is important to note that the construction and arrangement of the refuse vehicle10and the systems and components thereof as shown in the various exemplary embodiments is illustrative only. Additionally, any element disclosed in one embodiment may be incorporated or utilized with any other embodiment disclosed herein. Although only one example of an element from one embodiment that can be incorporated or utilized in another embodiment has been described above, it should be appreciated that other elements of the various embodiments may be incorporated or utilized with any of the other embodiments disclosed herein. | 31,768 |
11858374 | DETAILED DESCRIPTION OF AN ILLUSTRATIVE EMBODIMENT OF THE INVENTION This invention targets capturing and transferring energy from the use of vehicular motion (supplemented by passive forms of energy capture such as solar energy transfer through panels) to energy cells (i.e. batteries uniquely designed for size, weight, and efficiency of transfer to a final market) for storage. The energy capture method is envisioned to be used on essentially every moving vehicle (on road, off road, on water, on rail lines, in air and even potentially in space) that through its motion generates perpetual wind energy. The underlying vehicle may only run on hydrocarbons, electricity, alternative fuel (like hydrogen) or all. The idea widely diverges from the current efforts of most inventors to send electric energy to vehicles batteries to perpetuate their own motion (e.g. Tesla, BMW, Panasonic, etc.). The concept here is to capture the energy from air pushed over and around the vehicle from its motion to charge a storage vessel (i.e. energy cells) for potential use for the vehicle's electric needs; BUT more importantly (i) for storage and ultimately transfer to commercial depots, (ii) to displace load from power distribution markets through a transfer hack into the power grid, (iii) for supplemental or even complete replacement power for residences, commercial, and industrial facilities, and (iv) ultimately to serve remote locations such as off grid applications and to bring energy to remote world locations for basic needs like water wells in poor countries. A series of mechanical and electronic inventions to fill out the value chain shall be described here to generate and capture the electric energy, in addition to a method for transferring such energy to a wide range of markets. The size and type of components used will be built from the most advanced materials available to efficiently capture the energy through lightweight but strong, aerodynamic, and weather resistant devices. Energy cells shall be optimized in size, weight, and shape to efficiently fit into or on the shell of vehicles to promote aerodynamic efficiency but also to maximize the energy to weight and aerodynamic drag ratio. In addition, measurement and transfer mechanisms will be designed to account for the quantity of energy captured and allow a market transaction to occur for a secondary sale of such captured energy. Software will be created to help markets find depots, gauge compatibility of energy transfers, and to assess value propositions to dispense energy or not depending on market prices. Energy cells shall be designed for various forms of tethering and transfer of energy from energy cell to destination market. Finally, some energy cells shall be designed for quick and efficient complete removal from a vehicle and for replacement back on to such vehicles. It is envisioned that in countries with first tier energy systems we will find these inventions to be helpful in the capture of power and dispensing it back into the grid for profit as the rate plans of various utilities allow for load to be backed off or supplemental power supplied back to the grid (e.g. currently done with solar panels on a home in some regions). Alternatively, even in such advanced markets remote applications can be served more efficiently by providing energy cell mobility that can be left or transferred to remote depot locations that are served by vehicles coming to them in adequate frequency to make the use of such mobile energy cell units superior to stationary passive systems such as solar or wind turbines on site which are local resource dependent. In poorer countries, with much of the energy needs being off traditional power distribution grids, it is planned that the full capture to dispensing method of energy through the vehicular motion energy to energy cells will be utilized to help such locations get the required energy for refrigeration of perishable goods, to run water wells, lighting, and generate ambient temperature improvement through air heating and cooling technologies. The concept contains numerous mechanical and electrical components to tie into existing technologies. All are to be built taking into consideration their shape and materials that allow for maximizing the energy to weight and aerodynamic drag ratio; relative to the amount and rate of energy transfer needed, affordability for the customer, and longevity of the asset's materials for desired term of service. While it is anticipated the energy capture frequently will be in the form of electricity and storage will occur energy cells for power (i.e. batteries), in some instances capturing compressed air in a tank or series of valves and tanks may prove to be the most efficient energy cell to allow the captured wind energy to be transferred to market. Turning now toFIG.1,FIG.1is a flowchart depiction of a particular illustrative embodiment100of the invention showing a drawing of a value chain for vehicular motion to power energy. As shown inFIG.1, at block1, batteries are obtained Via Battery Removal and Replacement at block2via commercial depot for batteries and at block3from batteries carried to and from commercial depot to load (often remote) but could be sold there. Energy transfer6is accomplished via tethering device4. The energy is transferred to a commercial depot rack5or wall plug9. Residential10, commercial11and industrial12are connected13to displace load or to grid for sale. Batteries are carried to field once charged. Commercial depot fills other batteries or power sold to grid at depot. Consultants/sales force14exchange specifications and pricing considerations with engineering15. Engineering exchange design/cost and materials data with production16who outputs data specifying mechanical components, electrical components, and hardware/software. FIG.2is a flowchart depiction of a particular illustrative embodiment of the invention200showing a drawing of the anticipated value chain for vehicular motion to compressed air energy. As shown inFIG.2, at block201compressed air is obtained compression tank removal at block202via storage facility for compressed air tanks, and at block203from compressed air tanks transported to and from storage facility commercial depot to load (often remote) but could be sold in site via transfer. External energy transfer206is accomplished via tethering device204. The is transferred to a commercial depot rack205or wall plug adapter209. Batteries are carried to field once charged. Existing vehicles or new vehicles with integrated vehicular motion energy transfer design207and exchange advice/production data and vehicle specification with consultants/sales force214. At208internal use anticipated with rail or heavy truck equipment for air brakes a whole braking system integration would be required with trajns that carry heavier loads. Consultants/sales force214exchange specifications and pricing considerations with engineering215. Engineering exchange design/cost and materials data with production216who outputs data specifying mechanical components, electrical components, and hardware/software. FIG.3is a side view depictions of a particular illustrative embodiment of the invention300showing an air duct301,302and303mounted on an 18-wheeler at various locations. Air scoops are mounted anywhere on a vehicle. Turning now toFIG.4, a cross sectional view of an air duct401is depicted as an annulus having an interior hollow area403formed between an exterior surface402and interior surface404for air flow. A front view of an air scoop405a side view of air scoop405are depicted. Two examples are shown in the particular illustrative embodiment400ofFIG.4. Turning now toFIG.5, as shown inFIG.5, a front and side view of a particular illustrative embodiment500of the invention an energy converter spine having curved blades501attached at a center502is provided wherein the air flow causes the energy converter spine to rotate. The curved blades and number are optimized. In another particular illustrative embodiment of the invention a spindle is provided shown in a front and side view showing air flow of curved blades504attached to spindle center505having a spindle axis506wherein the air flow causes the spindle to rotate. Generator power is designed to match air flow, gearing and battery absorption rate. The generator is light and durable preferably having an armature and coil design. Turning now toFIG.6,FIG.6is a side view of an illustrative embodiment of the invention a thin air permeable membrane cover604is positioned over an air scoop entrance or just inside of the air scoop entrance to prevent harmful materials passing through into the air scoop. An attachment clip603attached the air scoop top member601and bottom member602allowing air flow through the air scoop. A front view of the air scoop604is also depicted. Turning now toFIG.7, a top view of a wind shield having an air scoop to generator702mounted703on a truck. Roof mounted batteries are provided on top of the truck with a windshield701for each battery. In another illustrative embodiment of the invention a windshield covers an entire length of the roof mounted batteries front and side view of a dispensable battery is depicted. As show inFIG.8, a honeycomb design801for the dispensable battery802allows optimal charge and prevents losing the entire battery as cells deteriorate. Preferably the dispensable battery is ¼ inch to 3 inches thick. The honeycomb design dispensable battery is preferably under 50 pounds. In another particular illustrative embodiment of the invention, the honeycomb design is based on energy needs, value of energy provided by the dispensable battery and frequency of need for removal. Preferably, the dispensable batteries are individually replaceable as needed. Turning now toFIG.9, a side view of a pressurized tank design for a particular illustrative embodiment of the invention is depicted. As shown inFIG.9, a pressurized tank901is mounted on a platform903on wheels902. The tank is sized according to needs. The pressurized tank can be the size of rail car and can be smaller similar to the size of portable LPG tanks. Some vehicles will wheel mount the pressurized tanks as shown inFIG.9. Turning now toFIG.10, a side view of a tethering device in a particular illustrative embodiment of the invention is depicted. As shown inFIG.10, two connection points1000and1004are provided. Connection point1000attaches to a source and connection point1004connects to a destination. Adaptors1003and1002are built to accommodate voltage, receptacles, air flow and pressure. A length of the tethering device is determined by need. Materials for the tethering device are determined by need, for example, copper wire, sheath pressure requirements. Turning now toFIG.11, a front view of three standard wall plug receptacles1101,1102and1103are depicted as provided in a particular illustrative embodiment of the invention. Turning now toFIG.12, a front view of a commercial depot design in a particular illustrative embodiment of the invention is depicted. As shown inFIG.12, wireless capability1201is provided. A digital display1202is provided for capacity, pricing. Fire suppression equipment is provided to coat the batteries in case of emergency. An outflow device1206is connected to a tethering device. A tethering device1203to fill rack is provided as an option. A door1205is provided to shield batteries deposited with an internal rack system shown inFIG.13. Turning now IG.13, in a particular e embodiment of the invention, a battery rack1304) is provided. As shown inFIG.13, a single or multiple batteries are stored in the rack system1300. A lock mechanism1301is provided at a top1302and) m1030battery rack member to lock the batteries1304into the battery rack. The rack slides out of the storage in the commercial depot design shown inFIG.1.2for easy deposit and removal. The system will signal charged and uncharged batteries. A capacity size for the batteries varies depending on the final design and fit into a commercial tank space. Turning now toFIG.14a non-hinged mounting bracket1401is provided to secure the batteries to a vehicle depending on air speed and need for removal replacement. Turning now toFIG.15, a screw-in hinged bracket is provided for removable batteries. The hinged and non-hinged mounting brackets are engineered to manage eight and force are integrated into the windshield as needed. “Air scoop” designs to pull wind into a tunnel for energy capture. If the desired energy capture is to be in the form of power, then a conversion to power by having a set of blades on a hub (similar to existing jet engine turbine blades) or spindle with fins (both being named an “energy converter spine”) spin to create electricity through an interface with a power generator (i.e. an armature with one or more coils passing by magnets). The entire unit shall be called the “wind energy to power conversion unit”. We envision flush mounts to the body of the vehicle for the wind energy to power conversion unit. Since in this case power is to be created from wind energy, then the air scoop shall have an opening on the back side of the air scoop to allow the funneled air to be released after it goes through the wind energy to power conversion unit. We also envision more prominent designs that will be built into the vehicles as a more pronounced feature of the vehicle that are aesthetically acceptable and meet any restrictions of use along the transportation path (e.g. overpass heights or lane widths) to the buyer. The wind energy to power conversion unit, we envision will be sold both as retrofits for existing vehicles but also integrated into new vehicle designs. The components of the wind energy to power conversion unit need to be designed to be extremely aerodynamic to reduce overall vehicle drag but also allow for very high rates of capture of air movement and conversion to energy. The materials used to capture the air movement must be sturdy enough to handle the anticipated windspeeds of the vehicle they are attached to and will require adequate gearing to allow mechanical parts to move within tolerances and/or to disengage as required to allow wind energy to pass through largely unimpeded to avoid damage to fully charged energy cells. In most instances, we anticipate high strength plastics, fiberglass, and metals (including but not limited to stainless steel, titanium, and copper) to be used. In addition, the components must be weather and corrosion resistant/proof, again depending on applications. A ship or barge on the ocean with significant saltwater exposure will need to have materials used that are corrosion resistant/proof. Air scoops on all vehicles need to have a portal included to allow any water that gets into the system to be evacuated. If the energy to be captured from the funneled air coming through the air scoop is to be turned into compressed air in a tank, then a “valve system” that allows for funneled air to be captured and put into an energy cell (i.e. pressurized tank) shall be deployed. Such an air scoop design must allow for residual air to be bled through based on the capacity of any tank and the valve capture system deployed. The entirety of such a system shall be called a “wind energy to compressed air unit”. FIG.5is a side view depiction of a particular illustrative embodiment of the invention showing an energy converter spine, Energy Converter Spine (sample of 2 designs). Gearing designs (to be completed and inserted as drafted by engineer) Valve designs (to be completed and inserted as drafted by engineer) Generator (power) (to be completed and inserted as drafted by engineer) FIG.6is a side view depiction of a particular illustrative embodiment of the invention showing a membrane cover. FIG.7is a side view depiction of a particular illustrative embodiment of the invention showing a windshield. In either energy capture system, it is envisioned the opening to the air scoop will be able to take advantage of a “membrane”, semi-permeable material that will allow the passage of adequate air movement into the air scoop but shield any internal devices from loose particles and some moisture. Finally, the planned design of both units shall allow for relatively easy repair, so access points with sufficient spacing to manipulate unit components and the use of modular units is anticipated. FIG.8is a side view depiction of a particular illustrative embodiment of the invention showing a dispensable battery design (honeycombed cells and thin HVAC style design) “Energy cell” designs specifically for power storage are largely expected to be flat and honey combed with multiple cells available to capture electricity. Some will be designed to be the size of air filters for HVAC systems with a target weight of less than 40 lbs. and be used individually or in integrated sets of multiple energy cells. Such energy cells shall be “dispensable batteries” with multiple applications on board a vehicle or for remote use. As an example, on a long haul truck with flat energy cell panels on the sides of the cargo carrier, the energy cell panels may be removed and placed into a “commercial depot” gathering system as desired (likely at a traditional hydrocarbon fueling depot). Others will be built to be larger and will require the use of machinery to remove (e.g. those implanted on ship or barge decks). All energy cells will have sensors attached to notify the possessor of the energy cell to know the basic capacity and flow rate of such energy cell, how much energy is currently retained in the energy cell, and its current efficiency for capturing and dispensing such energy (a “bad energy cell sensor”). The energy cell designs will allow for energy extraction either directly from the vehicle as attached energy cell units via a “tethering device” OR via a removal and replacement of the energy cell units. The concept of rapid removal from a vehicle will require a “mounting bracket” that is easy to operate but secure to avoid accidental drops. One example could be designed specifically for honeycombed energy cells to be lifted off a car or truck. FIG.9is a side view depiction of a particular illustrative embodiment of the invention showing a pressurized tank design (compatible with rail and long haul trucks) AND smaller wheeled trailer units. Another example is a rail car pressurized tank system that can be taken from its rail specific wheel and suspension system and set on a truck platform for travel to a more remote destination. More permanent energy cell mounts will also require a secure mounting bracket. Depending on the final mounting configuration, “windshields” that allow air to easily pass over installed energy cells, valves, gears, and generators may be required to protect these items from environmental elements and to reduce wind drag. These “windshields” are expected to have a front edge facing the anticipated air flow that attach the leading edge of this drag reduction device flat to the body of the vehicle, potentially integrate into the air scoop design, and then rise to the height of the protected items and actually cover the outside exposed edge of these installed items with a smooth surface. The strength of such windshield is expected to be strong enough to prevent penetration of elemental items from piercing the shield if serving as an external shell. Metal, fiberglass, and plastic molding are potentially the materials to be used for the windshield. In addition, additional materials may be inserted between the wind shield and the installed items to serve as insulation, buffer sound, and possibly to retard fire risk. These shells may be constructed with images facing the outside environment of the vehicle to provide a source of additional advertising value. In some instances, like with a semi-trailer it shall be possible to mount energy cells inside the existing metal shell of the carrier and use the carrier's existing protective siding. FIG.10is a side view depiction of a particular illustrative embodiment of the invention showing a tethering device (compressed air and power). Tethering devices will be designed to fit into a single point (or at least limited number of points) of the energy cell unit(s) so that power or compressed air may be dispensed with minimal loss. If the tethering unit is to be used to transfer electricity from energy cells that are rigidly attached to a vehicle, then the design of the energy cells and the tethering device shall be designed and built to allow for the most rapid (but safe) dispensing of electricity from the vehicle energy cell(s) to the secondary destination. FIG.11is a side view depiction of a particular illustrative embodiment of the invention showing a wall plug receptacle. The secondary destination may be a “wall plug receptacle” in a house or commercial location for local use or dispensing hack into the grid OR “commercial depot” for later distribution to alternative users. The wall plug receptacles will be designed to safely receive power dispensing from vehicles when not in motion. FIG.12is a side view depiction of a particular illustrative embodiment of the invention showing a commercial depot diagram. Commercial depots may be simple electric charging stations with direct tie into the power grid or into an energy cell storage unit for a secondary delivery to another user (e.g. another vehicle). Commercial depots shall be designed in various forms including features such as: (i) they may be chargeable by either the existing power grid or from vehicles that stop by to dispense their stored power to them or (ii) may receive dispensable batteries. In addition, they will be designed to offer a range of secondary dispensing capabilities either by direct tie into the grid, tethering to additional devices, loads, or batteries, OR via dispensable batteries being picked up by other users. When focused on offering dispensable batteries, a commercial depot shall be designed for collection and use similar to a residential propane tank dispensing unit. The dispensable batteries will be filled with power (from either vehicles or from the grid) and available for pick up to be carried to destination markets. FIG.13is a side view depiction of a particular illustrative embodiment of the invention showing a battery rack. The “battery rack” storing dispensable batteries must be safely designed and likely with fire suppression capabilities. Further, the dispensable batteries are expected to have a storage rack that shall allow for continuous charging (trickle or rapid) to keep the batteries topped off with energy content. The battery rack will have electronics that measure energy cell fill. Similarly, compressed air tanks if small in design may be dispensed from commercial depots. Each tank will be designed to take on additional air to top it off and come with technology to detect the amount of stored energy in the tank. It is anticipated these tanks may be larger and come with a wheeled trailer. The picking up and dropping off of such units may be similar to distribution points for larger rental vehicles or propane tanks. Commercial depots will have a range of “electronic hardware devices” attached to continuously measure energy content, temperatures, energy transfers in or out of the depot via tethering OR via a drop off or pick up of a dispensable energy cell or compressed air tank, % of fill capacity and potential fill rates, circuits to allow charging or dispensing of electricity as required, valves to allow the filling or dispensing of compressed air as required, computers to calculate the value of energy collected or dispensed, wired and wireless capabilities to generate invoices and communication network capabilities to automatically dispense money to accounts receiving energy (whether tethered or in energy cell transfers) in or out of the commercial depot. FIG.14is a side view depiction of a particular illustrative embodiment of the invention showing a mounting bracket; FIG.15is a side view depiction of a particular illustrative embodiment of the invention showing a mounting bracket. FIG.16is a data flow diagram of a particular illustrative embodiment of the invention showing software design components. As shown inFIG.16, data flows from a vehicle or commercial dept1601in data packets to systems1602. The systems provide feedback to the banks, vehicle, commercial depot, residence, and handheld displays. In a particular illustrative embodiment of the invention the system includes but is not limited to Software design components; Wireless antenna/modem to send required data packs; Ability to receive digital inputs for (partial list); Price; Volume; Weight; Locking into bracket appropriately; ID of battery; ID of seller/buyer of energy; User friendly interface; Ability to get info to bank; accounts; Ability to get info to accounting systems; Ability to get info to vehicle/end users/safety system and controls “Software” shall be created to facilitate the use of dispensable batteries and compressed air tanks, commercial depots, and vehicular motion energy cells. This software shall help a user locate commercial points for receiving or dispensing energy, identify potential flow rate compatibility, and receive energy price information so that energy dispersion or collection can be optimized to capture the maximum value for the user of such technology. In some instances, it should be noted as vehicles expand their use of battery technology as a primary and even supplemental power source for locomotion, this planned system for energy capture and power generation from air movement shall be integrated into those fuel systems for such vehicles. This energy capture system can be wired into the vehicle's existing battery system to feed it required power to expand the range and use of such vehicles. In such instances, the primary components of this invention that may be used in such an application will be the air scoop, energy converter spine, the gearing, generator, wiring harness, wind shields, tethering device, and various hardware and software systems to optimize energy flows to and around the vehicle and potentially to external sources (e.g. commercial depots and wall plug receptacles). The need for a secondary energy cell may prove redundant or not required. Finally, vehicular motion systems shall be engineered to compliment any other forms of energy capture that can come from vehicles such as any power generation that could be harnessed from wheel motion, exhaust capture, and/or sunshine hitting exposed solar panels. While currently those forms of energy capture are largely envisioned to be uneconomic, in concert with the use of perpetual vehicular motion energy that comes from capturing wind energy, it is anticipated that a more efficient and comprehensive energy capture system may occur with the integration of all forms of energy capture. In a particular illustrative embodiment of the invention an energy capturing and distribution system is disclosed including but not limited to an air scoop with a power turbine and/or compressor; wiring, gearing, and tubing design to move captured energy safely to storage and allows other energy inflows from various on vehicle or vessel sources; a battery cell or compressed air configuration for energy storage; battery housing for direct or later energy usage which affords protection during transportation; tethering device for battery to battery or battery to power receptacle which may be bi-directional but with emphasis for rapid discharge; battery cell depots tied into payment transfer systems; battery cells that can receive signals of optimal pricing to promote highest value discharge of stored energy into power grids. In another particular illustrative embodiment of the invention a software and hardware system is disclosed including but not limited to an electric device that captures the export of information from a series of mechanical devices that measure stored energy; wireless connectivity; an ability to tie in market pricing for each unit of energy; an ability to tie in safe and secure payment information; an optimization software program that can determine the most optimal times for energy discharge and sale; a graphical interface that allows the parties to the energy transfers from such stored energy to efficiently make decisions and see their activity. | 28,576 |
11858375 | The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted. DETAILED DESCRIPTION In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, and derivatives thereof shall relate to orientations as illustrated for exemplary purposes inFIG.4. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, background, brief summary or the following detailed description. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply embodiments of the inventive concepts defined in the appended claims. Hence, specific dimensions and other physical characteristics relating to the embodiments disclosed herein are not to be considered as limiting, unless the claims expressly state otherwise. In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, that the present invention may be practiced without these specific details. As used herein, the word “exemplary” or “illustrative” means “serving as an example, instance, or illustration.” Any implementation described herein as “exemplary” or “illustrative” is not necessarily to be construed as preferred or advantageous over other implementations. All of the implementations described below are exemplary implementations provided to enable persons skilled in the art to make or use the embodiments of the disclosure and are not intended to limit the scope of the disclosure, which is defined by the claims. At a high level, aspects of the present disclosure are directed to systems and methods for managing residual energy for an electric aircraft. In an embodiment, aspects of the present disclosure can be used for any electric vehicles such as an electric aircraft, wherein the electric aircraft is an electric vertical take-off and landing vehicle. In an embodiment, aspects of the present disclosure can be used to detect any electrical abnormality such as a leakage current. This is so, at least in part, to assign various types of residual faults to a curated response, wherein the response is designed to alert any user or computing system and perform preventative measures to resolve the electrical abnormality or mitigate the damages caused by it. Aspects of the present disclosure can be used to continuously monitor the process of an electrical charge and check if any spikes in electrical current, voltage, or any electrical outlier, calls for a security protocol. This is so, at least in part, to make sure that an instance of a sign indicating a residual current is serious enough to execute a security protocol. In an embodiment, a sensor may detect a leakage current, but the leakage current may return within a permissible safe limit, in which no drastic security protocol is required. This is so, at least in part, to prevent unnecessary and resource consuming measures in maximizing the safety and integrity of the system of the present disclosure. Aspects of the present disclosure allow for human operators to physically perform the security measures in the instance a leakage current poses a serious danger. In another embodiment, aspects of the present disclosure can allow for automated or computing systems to execute electrical protocols and programs to fulfill a security protocol to prevent the threats caused by a leakage current. In an embodiment, aspects of the present disclosure can include, at least in part, a residual current device or a residual current circuit breaker. Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples. Referring now toFIG.1, an exemplary embodiment of a system100for a shutdown of an electric charger in response to a fault detection is illustrated. In a non-limiting embodiment, system100may be incorporated with a recharging station which includes a recharging landing pad and various infrastructure and/or equipment to support the functions of the components of system100. A “recharging station,” for the purpose of this disclosure, is an infrastructure that incorporates a plurality of equipment used to support the maintenance and charging of any electric vehicles. In a non-limiting embodiment, system100may be used for electric aircraft152. For instance and without limitation, the recharging station may be consistent with the recharging station in U.S. patent application Ser. No. 17/373,863 and titled, “SYSTEM FOR CHARGING FROM AN ELECTRIC VEHICLE CHARGER TO AN ELECTRIC GRID,” which is incorporated in its entirety herein. In a non-limiting embodiment, the recharging station may include any infrastructure that may support the landing, docking, charging, and the like thereof, of electric aircraft152or a plurality of electric aircrafts. The recharging station may include a docking terminal. A “docking terminal,” for the purposes of this disclosure, refers to an infrastructure or hub used to hold an electric aircraft and/or connect electric devices. The docking terminal may include charging component132that may be connected to electric aircraft port156of electric aircraft152. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various embodiments of the recharging station that may house or support the use of charging component132for purposes as described. With continued reference toFIG.1, in a non-limiting embodiment, system100may incorporate a recharging landing pad. A “recharging landing pad,” for the purpose of this disclosure, is an infrastructure designed to support the landing and charging of a plurality of electric aircrafts. For instance and without limitation, the recharging landing pad may be consistent with the recharging landing pad in U.S. patent application Ser. No. 17/361,911 and title, “RECHARGING STATION FOR ELECTRIC AIRCRAFTS AND A METHOD OF ITS USE,” which is incorporated in its entirety herein. Recharging landing pad may incorporate system100to charge electric aircrafts. In a non-limiting embodiment, sensor104may be disposed on recharging landing pad. For example and without limitation, sensor104may detect nearby electric aircrafts in the air which may be descending onto the electric aircraft. In a non-limiting embodiment, sensor104may be disposed on the recharging landing pad to detect, monitor, and maintain the descent, land, charging, and take-off of the electric aircraft onto the recharging pad. This is so, at least in part, to accurately measure the electric aircraft wherein sensor104is disposed on a location on the recharging landing pad that is ideal in connecting incoming electric aircrafts to the recharging landing pad for recharging. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of the recharging landing pad and the configuration of the placement of sensor104for purposes as described herein. Still referring toFIG.1, system100includes computing device112. In a non-limiting embodiment, computing device112may include a flight controller. For instance and without limitation, the flight controller may be consistent with the flight controller in U.S. patent application Ser. No. 17/348,916 and titled, “METHODS AND SYSTEMS FOR SIMULATED OPERATION OF AN ELECTRIC VERTICAL TAKE-OFF AND LANDING (EVTOL) AIRCRAFT,” which is incorporated herein in its entirety. Computing device112may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. Computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. computing device112may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. computing device112may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting computing device112to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and/or from a computer and/or a computing device. computing device112may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location. computing device112may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. computing device112may distribute one or more computing tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. computing device112may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of system100and/or computing device. With continued reference toFIG.1, computing device112may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, computing device112may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. computing device112may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing. With continued reference toFIG.1, system100may include an electric vehicle. The electric vehicle may include any electrical vehicle in which persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of an electric vehicle for purposes described in the entirety of this disclosure. In a non-limiting embodiment, the electrical vehicle may include electric aircraft152. In a non-limiting embodiment, electric aircraft152may include an eVTOL aircraft, a drone, an unmanned aerial vehicle (UAV), a satellite, and the like thereof. Electric aircraft152may include battery pack160and electric aircraft port156. Battery pack156may include a battery module or a plurality of battery modules configured to power to electric aircraft152. In a non-limiting embodiment, battery pack156may be configured to be recharged by a recharging station as described herein. An “electric aircraft port,” for the purpose of this disclosure, is an interface configured to mate with any connector for transferring electrical energy. In a non-limiting embodiment, electric aircraft port156may be connected to battery pack160wherein electric aircraft port156is configured to act as a medium for the transfer of electrical energy between battery pack156and any connector as described in the entirety of this disclosure. With continued reference toFIG.1, sensor104may include one or more sensors. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information related to the detection. In a non-limiting embodiment, sensor104may be communicatively connected to charging component132. “Communicatively connected”, for the purposes of this disclosure, is two or more components electrically, or otherwise connected and configured to transmit and receive signals from one another. For example, and without limitation, a sensor may transduce a detected charging phenomenon and/or characteristic, such as, and without limitation, temperature, voltage, current, pressure, and the like, into a sensed signal. In one or more embodiments, and without limitation, sensor104may include a plurality of sensors. In one or more embodiments, and without limitation, sensor104may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, and the like. Sensor104may be a contact or a non-contact sensor. For instance, and without limitation, sensor104may be connected to electric aircraft152, electric aircraft port156, charging component132, and/or a computing device112. In other embodiments, sensor104may be remote to electric aircraft152, electric aircraft port156, charging component132, and/or computing device112. In a non-limiting embodiment, computing device112may include a pilot control, a controller, such as a flight controller, and the like thereof. In one or more embodiments, sensor104may transmit/receive signals to/from computing device112. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. With continued reference toFIG.1, sensor104may include a clamp meter. In a non-limiting embodiment, the clamp meter may detect and measure a wide range of alternating or changing currents passing through a conductor under test. For example and without limitation, when telecommunications equipment is present, the value of leakage indicated by a clamp meter may be considerably more than that resulting from insulation impedance at 60 Hz. This is because telecommunications equipment typically incorporates filters that produce functional grounding currents and other equipment that produces harmonics, etc. You can only measure the characteristic leakage at 60 Hz by using a clamp meter that incorporates a narrow band-pass filter for removing currents at other frequencies. In a non-limiting embodiment, sensor104may include any meter specially designed for measuring leakage currents. The current flowing in the ground conductor is measured by connecting the meter in series with the grounding connection. In a non-limiting embodiment, for electrical devices incorporating a computing device, the ground connection is opened and the current flowing to the neutral side of the power line is measured. In another non-limiting embodiment, for electrical devices used for medical purposes, the current flowing to ground is measured. In a non-limiting embodiment, the meter may also be connected between the outputs of the power supply such as battery storage unit176and ground. In a non-limiting embodiment, charging component132may include a ground or connected to a ground. In another non-limiting embodiment, electric aircraft152may be connected to the same ground for purposes as described herein. In an embodiment, the meter may measure alternating currents by conducting a test, wherein the test conditions include swapping the ac line and neutral connections, and turning power switches off and on while monitoring the current. The test is performed after the equipment has warmed to normal operating temperature and, in some cases, following certain test that cause abnormally high temperatures within the equipment. This is so, at least in part, to identify and measure the worst-case leakage current. For very low leakage currents, the meter is replaced with a network consisting of either a resistor or a resistor and capacitor combination. The voltage drop across the network is then measured using a sensitive ac voltmeter. Ungrounded or double-insulated equipment is checked by connecting the meter between any touchable conductive part and ground. In the case of non-conductive housings, a copper foil of a specific size is placed on the housing, and the current flowing from it to ground is measured. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of using a clamp meter for detecting and measuring residual element116. With continued reference toFIG.1, sensor104may include a plurality of independent sensors, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with communication of the charging connection. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a computing device112such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of sensor104to detect phenomenon may be maintained. With continued reference toFIG.1, sensor104may further include a sensor suite. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. Any datum or signal herein may include an electrical signal. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sinc function, or pulse width modulated signal. At least a sensor104may include circuitry, computing devices, electronic components or a combination thereof that translates residual datum108into at least an electronic signal configured to be transmitted to another electronic component. With continued reference toFIG.1, in one or more embodiments, sensor104may include electrical sensors. Electrical sensors may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. In one or more embodiments, sensor104may include thermocouples, thermistors, thermometers, infrared sensors, resistance temperature sensors (RTDs), semiconductor based integrated circuits (ICs), a combination thereof, or another undisclosed sensor type, alone or in combination. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within sensor104, may be measured in Fahrenheit (° F.), Celsius (° C.), Kelvin (° K), or another scale alone or in combination. The temperature measured by sensors may comprise electrical signals, which are transmitted to their appropriate destination wireless or through a wired connection. In some embodiments, sensor104may include a plurality of sensing devices, such as, but not limited to, temperature sensors, humidity sensors, accelerometers, electrochemical sensors, gyroscopes, magnetometers, inertial measurement unit (IMU), pressure sensor, proximity sensor, displacement sensor, force sensor, vibration sensor, air detectors, hydrogen gas detectors, and the like. Exemplary methods of signal processing may include analog, continuous time, discrete, digital, nonlinear, and statistical. Analog signal processing may be performed on non-digitized or analog signals. Exemplary analog processes may include passive filters, active filters, additive mixers, integrators, delay lines, compandors, multipliers, voltage-controlled filters, voltage-controlled oscillators, and phase-locked loops. Continuous-time signal processing may be used, in some cases, to process signals which varying continuously within a domain, for instance time. Exemplary non-limiting continuous time processes may include time domain processing, frequency domain processing (Fourier transform), and complex frequency domain processing. Discrete time signal processing may be used when a signal is sampled non-continuously or at discrete time intervals (i.e., quantized in time). Analog discrete-time signal processing may process a signal using the following exemplary circuits sample and hold circuits, analog time-division multiplexers, analog delay lines and analog feedback shift registers. Digital signal processing may be used to process digitized discrete-time sampled signals. Commonly, digital signal processing may be performed by a computing device or other specialized digital circuits, such as without limitation an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a specialized digital signal processor (DSP). Digital signal processing may be used to perform any combination of typical arithmetical operations, including fixed-point and floating-point, real-valued and complex-valued, multiplication and addition. Digital signal processing may additionally operate circular buffers and lookup tables. Further non-limiting examples of algorithms that may be performed according to digital signal processing techniques include fast Fourier transform (FFT), finite impulse response (FIR) filter, infinite impulse response (IIR) filter, and adaptive filters such as the Wiener and Kalman filters. Statistical signal processing may be used to process a signal as a random function (i.e., a stochastic process), utilizing statistical properties. For instance, in some embodiments, a signal may be modeled with a probability distribution indicating noise, which then may be used to reduce noise in a processed signal. With continued reference toFIG.1, in one or more embodiments, sensor104may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, a sensor suite may include a plurality of voltmeters or a mixture of voltmeters and thermocouples. System100may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described in this disclosure, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with a charging connection. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a computing device112such as computing device112. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect phenomenon is maintained. In one or more embodiments, sensor104may include a sense board. A sense board may have at least a portion of a circuit board that includes one or more sensors configured to, for example, measure a temperature of battery pack160of electric aircraft152, battery storage unit176incorporated with charging component132, and the like thereof. In one or more embodiments, a sense board may be connected to one or more battery modules or cells of a power source. In one or more embodiments, a sense board may include one or more circuits and/or circuit elements, including, for example, a printed circuit board component. A sense board may include, without limitation, computing device112configured to perform and/or direct any actions performed by the sense board and/or any other component and/or element described in this disclosure. The computing device112may include any analog or digital control circuit, including without limitation a combinational and/or synchronous logic circuit, a processor, microprocessor, microcontroller, or the like. With continued reference toFIG.1, sensor104is configured to detect at least an electrical parameter of a charging component132. An “electrical parameter,” for the purpose of this disclosure, is a collection of information describing any events related to any electrical process involved in the charging of an electric device. In a non-limiting embodiment, the plurality of measured charge may include a collection of information describing the electric vehicle that may be charged. For example and without limitation, the plurality of measured charge may include, but not limited to, electric current, electric charge, electric voltage, battery temperature, electric aircraft, and the like thereof. In a non-limiting embodiment, sensor104may be configured to capture any unusual data inputs such as, but not limited to, electric shock, electric overcharge, electric charge, a short connection and the like thereof. In an embodiment, sensor104may be configured to look for data inputs that may cause any abnormal events related to charging. For example and without limitation, sensor104may be configured to play closer attention to battery temperature, electric charge cycle, and the like thereof, which may be a catalyst for potential abnormal events. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of charger related data for purposes described herein. With continued reference toFIG.1, sensor104may be configured to generate a residual datum108as a function of the at least an electrical parameter. A “residual datum,” for the purpose of this disclosure, is any datum or element of data describing parameters captured by sensor104which may include a collection of information describing the patterns and factors of electrical energy involved with charging component132, electric aircraft152, or the process of charging. In a non-limiting embodiment, residual datum108may be a standardized collection of data of the at least an electrical parameter, wherein residual datum108may include a plurality of categories denoting information about electric aircraft152, battery pack160, charging component132, and the like thereof. For example and without limitation, residual datum108may include, but is not limited to, battery quality, battery life cycle, remaining battery capacity, electric current, electric voltage, pressure, temperature, moisture level, and the like. In a non-limiting embodiment, residual datum108may include any data captured by any sensor as described in the entirety of this disclosure. Additionally and alternatively, residual datum108may include any element or signal of data that represents an electric aircraft route and various environmental or outside parameters. In a non-limiting embodiment, residual datum108may include a degree of torque that may be sensed, without limitation, using load sensors deployed at and/or around a propulsor and/or by measuring back electromotive force (back EMF) generated by a motor driving the propulsor. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings. One of ordinary skill in the art will appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. With continued reference toFIG.1, sensor104may receive a battery pack datum from electric aircraft152. The battery pack datum may be part of residual datum108. A “battery pack datum,” for the purpose of this disclosure, is a collection of information describing one or more characteristics corresponding to at least a portion of a battery pack of an electric aircraft and/or its components. Sensor104may be configured to detect a at least an electrical parameter from battery pack160as a part of residual datum108. In a non-limiting embodiment, the battery pack datum may include any data and/or information about the state of the battery pack. the battery pack datum may include information about the make and model of the battery pack, rate of recharge of the battery pack, rate of discharge of the battery pack, and the like thereof. This is so, at least in part, to provide information that may be used to charge the electric aircraft with a compatible electric charging device and optimal amount of electric energy. In a non-limiting embodiment, the battery pack datum may be generated by a sensor communicatively connected to battery pack160and transmitted to sensor104and/or computing device112. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various battery information used for charging and purposes as described herein. With continued reference toFIG.1, residual datum108may include information indicative of the location of charging component132relative to electric aircraft port156. In a non-limiting embodiment, sensor104may detect the proximity of electric aircraft port132relative to charging component132of the recharging landing pad of system100. For example and without limitation, sensor104disposed on charging component132may detect if electric aircraft152and its electric aircraft port156are within a certain distance for charging component132to physically form a connection with electric aircraft port156to transfer electric energy. In a non-limiting embodiment, sensor104may be disposed onto an infrastructure designed to support the landing and charging of a plurality of electric aircrafts. “Disposed,” for the purpose of this disclosure, is the physical placement of a computing device on an actuator. In another non-limiting example, residual datum108may inform computing device112if electric aircraft152is too far for charging component132to reach electric aircraft port156of electric aircraft152, wherein computing device112may generate an alert to inform any personnel or electric aircraft152of the situation. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of proximity data for accurate and safe charging and connection for purposes as described herein. With continued reference toFIG.1, residual datum108may include a battery parameter set. A “battery parameter set,” for the purpose of this disclosure, is an element of data representing physical values and/or identifiers of an electric aircraft, the electric aircraft's actuators and/or flight components, and the electric aircraft's charging components. For instance and without limitation, the battery parameter set may be consistent with the battery parameter set in U.S. patent application Ser. No. 17/407,518 and titled, “SYSTEM AND METHOD FOR COMMUNICATING A PRE-CHARGING PACKAGE STREAM OF AN ELECTRIC AIRCRAFT,” which is incorporated in its entirety herein. For example and without limitation, electric aircraft152may generate its own battery parameter set in which the pilot of electric aircraft152may transmit the battery parameter set to computing device112, which may be first received and/or detected by sensor104, through any means of digital communication, which may include being connected to a network, in order for computing device112to generate security measure120for electric aircraft152. This is so, at least in part, to provide computing device112useful information in generating security measure120tailored to electric aircraft152or to any other electric aircraft. With continued reference toFIG.1, the battery parameter set may include a datum including battery parameters. Any datum or signal herein may include an electrical signal. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sinc function, or pulse width modulated signal. Sensor may include circuitry, computing devices, electronic components or a combination thereof that translates any datum into at least an electronic signal configured to be transmitted to another electronic component. Any datum or signal herein may include an electrical signal. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sinc function, or pulse width modulated signal. The battery parameter set may include a plurality of individual battery parameters. A “battery parameter,” for the purposes of this disclosure, refers to a measured value associated with electric aircraft152its battery pack. Battery parameter may include a state of charge of the battery pack. A “state of charge,” for the purposes of this disclosure, refers to the level of charge of the electric battery relative to its capacity. Battery parameter may include a charge cycle. A “charge cycle,” for the purposes of this disclosure, refers the process of charging a rechargeable battery and discharging it as required into a load. The term is typically used to specify a battery's expected life, as the number of charge cycles affects life more than the mere passage of time. A person of ordinary skill in the art, after viewing the entirety of this disclosure, would appreciate the plurality of measured values in the context of battery charging. With continued reference toFIG.1, the battery parameter set may include at least a charge requirement. A “charge requirement, for the purpose of this disclosure, refers to an element of data representing physical or electronic values that identify compatible parameters for charging. The at least charge requirement may include, but not limited to, battery capacity of the electric aircraft, battery charge cycle, maximum battery capacity, minimum battery capacity, and the like thereof. The at least a charge requirement may include a plurality of maximum charge current for a plurality of battery types. In a non-limiting embodiment, charge requirement may include a minimum charge current to be 15% to 25% of the maximum battery capacity of a battery pack of electric aircraft152. In a non-limiting embodiment, the at least a charge requirement may include a maximum charging current to be 50% for a gel battery, 50% for an AGM battery and the like thereof. In a non-limiting embodiment, the at least a charge requirement may include a plurality of different types of chargers designated for different types of electric aircrafts, different types of electric aircraft batteries, and different types of charging. With continued reference toFIG.1, in a non-limiting embodiment, the at least charge requirement may include a classification label for type of charger to be used on a battery pack in which the battery pack is assigned a classification label based on the quality of life of the battery pack. For example and without limitation, electric aircraft152with a low level classification level may denote a level 1 charger to be used which may be included in the battery parameter set. For instance, a battery pack with a degraded quality of life and/or smaller capacitive load may be designated a level 1 charger configured to slowly charge the battery pack to avoid exposure to high electric current that may lead to considerable stress or damage to the battery pack and electric aircraft152. For example and without limitation, the battery pack may be designated to a low level classification label as a function of the priority of the charging of the electric aircraft. In a non-limiting embodiment, the battery parameter set may include information regarding the type of travel of an electric aircraft. For example and without limitation, if electric aircraft152is intended to fly a low priority flight, the battery parameter set may denote a low level classification label to the electric aircraft152in which a level 1 charger may be assigned to charge electric aircraft152. For example and without limitation, the at least a charge requirement of the battery parameter set for electric aircraft152may include a charge duration of 40 hours. In a non-limiting embodiment, a battery pack of electric aircraft152may be classified with an average level classification label and denote the use of a level 2 charger. For example and without limitation, electric aircraft152intended for a long flight may denote a level 2 charger and average level classification label in which the battery parameter set may denote such information and designate a level 2 charger to better charge the electric aircraft152as a result of the battery parameter set. For example and without limitation, the battery parameter set denoting an average level classification label may include the at least a charge requirement containing a charge rate of 6 kW. In a non-limiting embodiment, the battery parameter set for electric aircraft with an average level classification label may include a charge duration of 6 hours. In a non-limiting embodiment, a high level classification label may be assigned to an electric aircraft152and denote a level 5 charger for high priority flights. In a non-limiting embodiment, a high level classification label may be assigned to electric aircraft152with a battery pack containing a high capacitive load which may endure fast electrical current. For example and without limitation, electric aircraft152that may be intended to fly important persons or emergency flights may denote a high level classification label in which the battery parameter set may assign the electric aircraft to a level 5 charger for fast charging of electric aircraft152. For example and without limitation, High level classification label may include the at least a charge requirement containing a charge rate of 50-60 kW. In a non-limiting embodiment, the battery parameter set for an electric aircraft with a high level classification label may include a charge duration of 2 hours. A person of ordinary skill in the art, after viewing the entirety of this disclosure, would appreciate the charge requirement identifying an electric aircraft in the context of batteries. With continued reference toFIG.1, the battery parameter set further includes at least a charging parameter. A “charging parameter,” for the purposes of this disclosure, refers to a measure value associate with the charging of a power source of an electric aircraft. At least a charging parameter may include any data associated with charging of the battery of an electric aircraft. For example and without limitation, at least a charging parameter may include a target charge voltage for the battery, battery capacity, maximum charging time, and the like. In a non-limiting embodiment, the charging parameter may denote a specific type of charging and charger associated with the electric vehicle. For example and without limitation, electric aircraft152may be assigned to a trickle charging in which electric aircraft152is configured to receive a trickle charge. In a non-limiting embodiment, charging parameter may include a classification label as described in the entirety of this disclosure. In a non-limiting embodiment, charging parameter may include a plurality of data describing battery parameters including, but not limited to, battery type, battery life cycle, and the like thereof. For example and without limitation, battery parameter may include a life cycle of 5 years. For example and without limitation, battery parameter may include battery types such as, but not limited to, lead acid, nickel cadmium (NiCd), nickel-metal hydride (Ni-MH), lithium-ion/lithium polymer, lithium metal, and the like thereof. In a non-limiting embodiment, battery parameter may include a plurality of threats associated with a battery pack. For example and without limitation, the battery parameter set may include threats such as, but not limited to, battery leakage, battery overcharging, excessive battery charging rate, excessive battery discharge rate, battery bus fault, and the like thereof. Still referring toFIG.1, for instance, and without limitation, sensor104may detect a connection status, which may be detected as part of residual datum108. A “connection status,” for the purpose of this disclosure, is a determination of a presence of a connection is present, established, and/or disconnected between charging component132and electric aircraft152and/or electric aircraft port156. For example and without limitation, the connection status may include a boolean classification denoting that a connection is made or not. In another non-limiting example, the connection status may include a status of “pending” wherein sensor104recognizes that a connection is to be made and monitors the process of establishing a connection between charging component132and electric aircraft152and its electric aircraft port156. In a non-limiting embodiment, the connection status may include a status of “connected,” denoting that a connection has been successfully established. For example and without limitation, sensor104may monitor the connecting process and transmit a confirmation signal to computing device112that the connection is valid and successfully made. In another non-limiting embodiment, the connection status may include a status of “disconnected,” denoting that a connection has been properly and/or successfully disconnected between charging component132and electric aircraft152and its electric aircraft port156. For example and without limitation, after the completion of a successful action by charging component132and electric aircraft152, the connection between them may be disconnected to ensure the completion of a charging process. A “charging process,” for the purposes of this disclosure, is any process of electrical energy transfer between two or more electrical devices. In a non-limiting embodiment, the charging process may include charging component132power electric aircraft152and its battery pack. For example and without limitation, charging component132may use its own source and/or storage of electrical energy such as battery storage unit176to power the battery pack of electric aircraft152. Still referring toFIG.1, system100may include charging component132. In a non-limiting embodiment, sensor104may be disposed onto charging component132. In another non-limiting embodiment, charging connector may be electrically connected to computing device112. A “charging component,” for the purpose of this disclosure, is any physical connector used as a hub of transfer for electrical energy which may include a distal end of a tether or a bundle of tethers, e.g., hose, tubing, cables, wires, and the like, which is configured to removably attach with a mating component, for example without limitation a port. As used in this disclosure, a “port” is an interface for example of an interface configured to receive another component or an interface configured to transmit and/or receive signal on a computing device. For instance and without limitation, charging component132may be consistent with the charging connector in U.S. patent application Ser. No. 17/407,518 and titled, “SYSTEM AND METHOD FOR COMMUNICATING A PRE-CHARGING PACKAGE STREAM OF AN ELECTRIC AIRCRAFT,” which is incorporated in its entirety herein. In a non-limiting embodiment, charging component132may connect to the electric aircraft152via electric aircraft port156. An “electric aircraft port,” for the purpose of this disclosure, is an interface configured to mate with any connector for transferring electrical energy. For example and without limitation, sensor104may be attached onto charging component132to better detect location relativity of charging component132to electric aircraft port156. In a non-limiting embodiment, charging component132may mate with electric aircraft port156as a function of sensor104disposed onto charging component132and forming a physical connection and/or mechanical connection. In a non-limiting embodiment, charging component132may include a male component having a penetrative form and port may include a female component having a receptive form, receptive to the male component. Alternatively or additionally, charging component132may have a female component and port may have a male component. In some cases, connector may include multiple connections, which may make contact and/or communicate with associated mating components within port, when the connector is mated with the port. In a non-limiting embodiment, charging component132may include a housing. As used in this disclosure, a “housing” is a physical component within which other internal components are located. In some cases, internal components with housing will be functional while function of housing may largely be to protect the internal components. The housing and/or connector may be configured to mate with a port, for example an electric aircraft port156. As used in this disclosure, “mate” is an action of attaching two or more components together. Mating may be performed using a mechanical or electromechanical means described in this disclosure. For example, without limitation mating may include an electromechanical device used to join electrical conductors and create an electrical circuit. In some cases, mating may be performed by way of gendered mating components. A gendered mate may include a male component or plug which is inserted within a female component or socket. In some cases, mating may be removable. In some cases, mating may be permanent. In some cases, mating may be removable, but require a specialized tool or key for removal. Mating may be achieved by way of one or more of plug and socket mates, pogo pin contact, crown spring mates, and the like. In some cases, mating may be keyed to ensure proper alignment of charging component132. In some cases, mate may be lockable. As used in this disclosure, an “electric vehicle” is any electrically power means of human transport, for example without limitation an electric aircraft or electric vertical take-off and landing aircraft. In some cases, an electric vehicle will include a battery pack configured to power at least a motor configured to move the electric aircraft104. In a non-limiting embodiment, electric aircraft port156may be configured to support bidirectional charging. A “bidirectional charging,” for the purpose of this disclosure, is a charging that allows for the flow of electricity to go two ways. In a non-limiting embodiment, charging component132may provide electric energy to the battery pack of an electric aircraft from a power source such as an electric grid and also receive electric energy from an electric aircraft and its battery pack. For example and without limitation, electric aircraft port156may act as a hub for the transfer of electrical energy. In a non-limiting embodiment, electric aircraft port156may be integrated into a system supporting vehicle-to-grid (V2G) charging. For example and without limitation, electric aircraft port may be used to transfer electric energy from the battery pack of an electric aircraft152to charge a power source and/or battery pack of a charging component132. Charging component132may include a universal charger and/or common charger. For example and without limitation, charging component132may draw power from a variety of input voltages. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various configurations of the electric aircraft port156that may be utilized for various charging methodologies consistent with this disclosure. Still referring toFIG.1, charging component132may be configured to charge and/or recharge a plurality of electric aircrafts at a time using at least any charger as described in the entirety of this disclosure. As used in this disclosure, “charging” is a process of flowing electrical charge in order to increase stored energy within a power source. In one or more non-limiting exemplary embodiments, a power source includes a battery and charging includes providing an electrical current to the battery. In some embodiments, charging component132may be constructed from any of variety of suitable materials or any combination thereof. In some embodiments, charger104may be constructed from metal, concrete, polymers, or other durable materials. In one or more embodiments, charging component132may be constructed from a lightweight metal alloy. The charging pad may include a landing pad, where the landing pad may be any designated area for the electric vehicle to land and/or takeoff. In one or more embodiments, landing pad may be made of any suitable material and may be any dimension. In some embodiments, landing pad may be a helideck or a helipad. In a non-limiting examples of active current sources include active current sources without negative feedback, such as current-stable nonlinear implementation circuits, following voltage implementation circuits, voltage compensation implementation circuits, and current compensation implementation circuits, and current sources with negative feedback, including simple transistor current sources, such as constant currant diodes, Zener diode current source circuits, LED current source circuits, transistor current, and the like, Op-amp current source circuits, voltage regulator circuits, and curpistor tubes, to name a few. In some cases, one or more circuits within charger104or within communication with charger104are configured to affect electrical recharging current according to control signal from, for example, a controller. For instance, and without limitation, a controller may control at least a parameter of the electrical charging current. For example, in some cases, controller may control one or more of current (Amps), potential (Volts), and/or power (Watts) of electrical charging current by way of control signal. In some cases, controller may be configured to selectively engage electrical charging current, for example ON or OFF by way of control signal. With continued reference toFIG.1, charging component132may be supplied by battery storage unit176. A “battery storage unit,” for the purposes of this disclosure, refer to a device or station that may include a plurality of batteries to be used to store electrical energy. In a non-limiting embodiment, battery storage unit176may be a part of charging component132. In another non-limiting embodiment, battery storage unit176may be located in a remote location relative to charging component132wherein charging component132may charge the battery pack of electric aircraft152using the power stored in battery storage unit176. For instance and without limitation, battery storage unit176may be consistent with the battery storage system in U.S. patent application Ser. No. 17/373,863 and titled, “SYSTEM FOR CHARGING FROM AN ELECTRIC VEHICLE CHARGER TO AN ELECTRIC GRID,” which is incorporated in its entirety herein. Any electrical device and/or electrical vehicle may be charged from a power source such as battery storage unit176. With continued reference toFIG.1, charging component132and/or housing of connector may include fastener144. As used in this disclosure, a “fastener” is a physical component that is designed and/or configured to attach or fasten two (or more) components together. Charging component132may include one or more attachment components or mechanisms, for example without limitation fasteners, threads, snaps, canted coil springs, and the like. In some cases, connector may be connected to port by way of one or more press fasteners. As used in this disclosure, a “press fastener” is a fastener that couples a first surface to a second surface when the two surfaces are pressed together. Some press fasteners include elements on the first surface that interlock with elements on the second surface; such fasteners include without limitation hook-and-loop fasteners such as VELCRO fasteners produced by Velcro Industries B.V. Limited Liability Company of Curacao Netherlands, and fasteners held together by a plurality of flanged or “mushroom”-shaped elements, such as5M DUAL LOCK fasteners manufactured by5M Company of Saint Paul, Minnesota Press-fastener may also include adhesives, including reusable gel adhesives, GECKSKIN adhesives developed by the University of Massachusetts in Amherst, of Amherst, Massachusetts, or other reusable adhesives. Where press-fastener includes an adhesive, the adhesive may be entirely located on the first surface of the press-fastener or on the second surface of the press-fastener, allowing any surface that can adhere to the adhesive to serve as the corresponding surface. In some cases, connector may be connected to port by way of magnetic force. For example, connector may include one or more of a magnetic, a ferro-magnetic material, and/or an electromagnet. Fastener144may be configured to provide removable attachment between charging component132and at least a port, for example electric aircraft port156. As used in this disclosure, “removable attachment” is an attributive term that refers to an attribute of one or more relata to be attached to and subsequently detached from another relata; removable attachment is a relation that is contrary to permanent attachment wherein two or more relata may be attached without any means for future detachment. Exemplary non-limiting methods of permanent attachment include certain uses of adhesives, glues, nails, engineering interference (i.e., press) fits, and the like. In some cases, detachment of two or more relata permanently attached may result in breakage of one or more of the two or more relata. With continued reference toFIG.1, charging component132may include a charger. A “charger,” for the purposes of this disclosure, refers to an electric device that serves as a medium to provide electricity to a battery by a charge connection. The charger may include, but not limited to, a constant voltage charger, a constant current charger, a taper current charger, a pulsed current charger, a negative pulse charger, a dumb charger, a fast charger, a smart charger, an IUI charger, a bidirectional charger, a trickle charger and/or a float charger. In a non-limiting embodiment, a recharging station may be configured to support bidirectional charging as a function of the charger. Bidirectional charging may include the transfer of electrical energy that goes two ways: from an electric grid to an EV battery or from an EV battery to an electric grid. In a non-limiting embodiment, charging station may perform bidirectional charging via the connection between charging component132and electric aircraft port156. In a non-limiting embodiment, charging station may automatically connect the charger to electric aircraft port156. In a non-limiting embodiment, the charger is mechanically coupled to a docking terminal and protruded outward for a user to manually adjust and connect to electric aircraft port156of electric aircraft152. In a non-limiting embodiment, the charger may lock itself via the charging station if the connection between electric aircraft152and charging component132is not formed or detected. For instance, the charger may be configured to remain locked and unusable unless an electric aircraft nearby requires charging and forms a charge connection. In a non-limiting embodiment, the charger may be unlocked to allow for use in the charging of an electric aircraft or the receiving of electric power from the electric aircraft when a charge connection is detected and/or formed. In a non-limiting embodiment, charger may incorporate a timer that is configured to allow for an electric aircraft to use the charger for the duration of the timer. For instance, once a charge connection is detected and/or formed and the electric aircraft is physically linked with the charger, a timer may begin to countdown in which the aircraft may utilize the charger before the timer runs out and the charger becomes locked. A person of ordinary skill in the art, after viewing the entirety of this disclosure, would appreciate the various charging capabilities that may be conducted. With continued reference toFIG.1, charging component132may include a power converter. As used in this disclosure, a “power converter” is an electrical system and/or circuit that converts electrical energy from one form to another. For example, in some cases power converter may convert alternating current to direct current, and/or direct current to alternating current. In some cases, power converter may convert electrical energy having a first potential to a second potential. Alternative or additionally, in some cases, power converter may convert electrical energy having a first flow (i.e., current) to a second flow. As used in this disclosure, an “alternating current to direct current converter” is an electrical component that is configured to convert alternating current to digital current. An alternating current to direct current (AC-DC) converter may include an alternating current to direct current power supply and/or transformer. In some cases, the AC-DC converter may be located within an electric aircraft104and conductors may provide an alternating current to the electric aircraft by way of at least a charger. Alternatively and/or additionally, in some cases, AC-DC converter may be located outside of electric vehicle and an electrical charging current may be provided as a direct current to electric aircraft152, by way of at least a charger. In some cases, AC-DC converter may be used to recharge the battery pack of electric aircraft152. In some embodiments, power converter may have a connection to a grid power component, for example by way of at least a charger. Grid power component may be connected to an external electrical power grid. In some embodiments, grid power component may be configured to slowly charge one or more batteries in order to reduce strain on nearby electrical power grids. In one embodiment, grid power component may have an AC grid current of at least 250 amps. In some embodiments, grid power component may have an AC grid current of more or less than 250 amps. In one embodiment, grid power component may have an AC voltage connection of 280 Vac. In other embodiments, grid power component may have an AC voltage connection of above or below 280 Vac. In some embodiments, charging station may provide power to the grid power component by the electric energy stored in its own battery pack of charging component132or the battery pack of an electric aircraft. In this configuration, charging station may provide power to a surrounding electrical power grid. With continued reference toFIG.1, in some cases, the power converter may include one or more direct current to direct current (DC-DC) converters. DC-DC converters may include without limitation any of a linear regulator, a voltage regulator, a motor-generator, a rotary converter, and/or a switched-mode power supply. In some cases, power converter may include a direct current to alternating current (DC-AC) converter. DC-AC converters may include without limitation any of a power inverter, a motor-generator, a rotary converter, and/or a switched-mode power supply. In some cases, power converter may include one or more alternating current to direct current (AC-DC) converters. AC-DC converters may include without limitation any of a rectifier, a mains power supply unit (PSU), a motor-generator, a rotary converter, and/or a switched-mode power supply. In some cases, power converter may include one or more alternating current to alternating current (AC-AC) converters. AC-AC converters may include any of a transformer, autotransformer, a voltage converter, a voltage regulator, a cycloconverter, a variable-frequency transformer, a motor-generator, a rotary converter, and/or a switched-mode power supply. In some cases, power converter may provide electrical isolation between two or more electrical circuits, for example battery pack116and charger. In some cases, power converter may provide a potential (i.e., voltage) step-down or step-up. In some embodiments, power converter may receive an alternating current and output a direct current. In some embodiments, power converter may receive a potential within a range of about 100 Volts to about 500 Volts. In some embodiments, power converter may output a potential within a range of about 200 Volts to about 600 Volts. In some embodiments, power converter may receive a first potential and output a second potential at least as high as the first potential. In some embodiments, power converter may be configured to receive a first current from a power source including a “Level 2” charger, such that the first current consists of an alternating current having a potential of about 240 Volts or about 120 Volts and a maximum current no greater than about 30 Amps or no greater than about 20 Amps. In some embodiments, power converter may be configured to output a second current which is comparable to that output by a “Level 5” charger, such that the second current consists of a direct current having a potential in a range between about 200 Volts and about 600 Volts. With continued reference toFIG.1, charging component132may include one or more conductors configured to conduct, for example, a direct current (DC) or an alternating current (AC), and the like thereof. In a non-limiting embodiment, the conductor may be configured to charge or recharge, for example, the battery pack of the electric aircraft. As used in this disclosure, a “conductor” is a component that facilitates conduction. As used in this disclosure, “conduction” is a process by which one or more of heat and/or electricity is transmitted through a substance, for example when there is a difference of effort (i.e., temperature or electrical potential) between adjoining regions. In some cases, a conductor may be configured to charge and/or recharge an electric vehicle. For instance, conductor may be connected to the battery pack of electric aircraft152and/or battery storage unit160of charging component132. The conductor may be designed and/or configured to facilitate a specified amount of electrical power, current, or current type. For example, a conductor may include a direct current conductor. As used in this disclosure, a “direct current conductor” is a conductor configured to carry a direct current for recharging the battery pack of electric aircraft152. As used in this disclosure, “direct current” is one-directional flow of electric charge. In some cases, a conductor may include an alternating current conductor. As used in this disclosure, an “alternating current conductor” is a conductor configured to carry an alternating current for recharging the battery pack of electric aircraft152. As used in this disclosure, an “alternating current” is a flow of electric charge that periodically reverse direction; in some cases, an alternating current may change its magnitude continuously with in time (e.g., sine wave). In a non-limiting embodiment, charging component132may include a ground conductor. A “ground conductor,” for the purpose of this disclosure, is a conductor or a system or that is intentionally grounded. In a non-limiting embodiment, the ground conductor may include any suitable conductor configured to be in electrical communication with a ground. In a non-limiting embodiment, a ground is a reference point in an electrical circuit, a common return path for electric current, or a direct physical connection to the earth. The ground may include an absolute ground such as earth or ground may include a relative (or reference) ground, for example in a floating configuration. The ground conductor functions to provide a grounding or earthing path for any abnormal, excess or stray electricity. In a non-limiting embodiment, charging component132may include a control signal conductor configured to conduct a control signal. A “control signal conductor,” for the purpose of this disclosure, is a conductor configured to carry a control signal between charging component132and computing device112. The control signal is an electrical signal that is indicative of information. The control signal may include, for example, an analog signal, a digital signal, or the like. With continued reference toFIG.1, sensor104may recognize that a charging connection has been created between charging component132and electric aircraft152and its electric aircraft port156that facilitates communication between charging component132and electric aircraft152. For example, and without limitation, sensor104may identify a change in current through a charging connector of charging component132, indicating the charging connector is in electric communication with, for example, a port of electric aircraft152, as discussed further below. For the purposes of this disclosure, a “charging connection” is a connection associated with charging a power source, such as, for example, a battery. The charging connection may be a wired or wireless connection, as discussed further below in this disclosure. The charging connection may include a communication between charging component132and electric aircraft152. For example, and without limitation, one or more communications between charging component132and electric aircraft152may be facilitated by the charging connection. As used in this disclosure, “communication” is an attribute where two or more relata interact with one another, for example, within a specific domain or in a certain manner. In some cases, communication between two or more relata may be of a specific domain, such as, and without limitation, electric communication, fluidic communication, informatic communication, mechanic communication, and the like. As used in this disclosure, “electric communication” is an attribute wherein two or more relata interact with one another by way of an electric current or electricity in general. For example, and without limitation, a communication between charging component132and electric aircraft152may include an electric communication. As used in this disclosure, a “fluidic communication” is an attribute wherein two or more relata interact with one another by way of a fluidic flow or fluid in general. For example, and without limitation, a coolant may flow between charging component132and electric aircraft152when there is a charging connection between charging component132and electric aircraft152. As used in this disclosure, “informatic communication” is an attribute wherein two or more relata interact with one another by way of an information flow or information in general. As used in this disclosure, “mechanic communication” is an attribute wherein two or more relata interact with one another by way of mechanical means, for instance mechanic effort (e.g., force) and flow (e.g., velocity). In one or more embodiments, communication of the charging connection may include various forms of communication. For example, and without limitation, an electrical contact without making physical contact, for example, by way of inductance, may be made between charging component132and electric aircraft152to facilitate communication. Exemplary conductor materials include metals, such as without limitation copper, nickel, steel, and the like. In one or more embodiments, a contact of charging component132may be configured to provide electrical communication with a mating component within a port of electric aircraft152. In one or more embodiments, contact may be configured to mate with an external connector. As used in this disclosure, a “charging connector” is a distal end of a tether or a bundle of tethers, e.g., hose, tubing, cables, wires, and the like, which is configured to removably attach with a mating component, for example without limitation a port. As used in this disclosure, a “port” is an interface for example of an interface configured to receive another component or an interface configured to transmit and/or receive signal on a computing device. For example, in the case of an electric vehicle port, the port interfaces with a number of conductors and/or a coolant flow path by way of receiving a connector. In the case of a computing device port, the port may provide an interface between a signal and a computing device. A connector may include a male component having a penetrative form and port may include a female component having a receptive form, receptive to the male component. Alternatively or additionally, connector may have a female component and port may have a male component. In some cases, connector may include multiple connections, which may make contact and/or communicate with associated mating components within port, when the connector is mated with the port. With continued reference toFIG.1, sensor104may be configured to transmit any datum detected such as, but not limited to, residual datum108, to computing device112. In a non-limiting embodiment, computing device112may be connected to a network. A “network, for the purpose of this disclosure, is any medium configured to facilitate communication between two or more devices. The network may include, but not limited to, an artificial neural network, wireless network, radio network, electrical network, broadcast network, and the like thereof. In a non-limiting embodiment, the network may be a public network in which any electric aircraft that may fly within its range may be informed of the recharging station. In another non-limiting embodiment, a plurality of electric aircrafts that fly within the range of the network may be aware of each other's location and communicate via the network using any means of connection such as Wi-Fi, Bluetooth, radio transmission, and the like thereof. In a non-limiting embodiment, the network may be a private network in which the electric aircraft must request access to connect to the network and access the recharging station or other electric aircrafts that are within the network. In a non-limiting embodiment, the network may include a mesh network. The mesh network may include an avionic mesh network. The mesh network may include, without limitation, an avionic mesh network. For instance and without limitation, the avionic mesh network may be consistent with the avionic mesh network in U.S. patent application Ser. No. 17/348,916 and titled “METHODS AND SYSTEMS FOR SIMULATED OPERATION OF AN ELECTRIC VERTICAL TAKE-OFF AND LANDING (EVTOL) AIRCRAFT,” which is incorporated herein by reference in its entirety. In some embodiments, the network may include an intra-aircraft network and/or an inter-aircraft network. Intra-aircraft network may include any intra-aircraft network described in this disclosure. Inter-aircraft network may include any inter-aircraft network described in this disclosure. In some cases, the network may communicate encrypted data. As used in this disclosure, “encrypted data” is any communicable information that is protected or secured by any method, including obfuscation, encryption, and the like. Encrypted data may include information protected by any cryptographic method described in this disclosure. In some embodiments, the network may include an intra-aircraft network and/or an inter-aircraft network. Intra-aircraft network may include any intra-aircraft network described in this disclosure. Inter-aircraft network may include any inter-aircraft network described in this disclosure. In a non-limiting embodiment, computing device112may receive datum from an airborne electric aircraft that is connected to the network and/or within the range of the network. For example and without limitation, electric aircraft152that comes within the range of the network may digitally transmit data about the aircraft and its battery recharging needs. This is so, at least in part, for computing device112to generate security measure120in advanced before the occurrence of alert datum124. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various digital communication and transmissions used for the purpose described herein. With continued reference toFIG.1, computing device112may be configured to receive residual datum108. In a non-limiting embodiment, computing device112may include one or more circuit elements, computing devices, FGPAs, or other electronic devices. Any module as described herein, may be created using any combination of hardware and/or software logic commands, and may be physically or conceptually separate from or merged with any other such module, as persons skilled in the art will appreciate upon reviewing the entirety of this disclosure. In a non-limiting embodiment, computing device112may include a plurality of physical controller area network buses, wherein the plurality of physical controller area network buses are communicatively connected to computing device112. In a non-limiting embodiment, electric aircraft152may include a plurality of physical controller are network buses communicatively connected to electric aircraft152. A “physical controller area network bus,” as used in this disclosure, is vehicle bus unit including a central processing unit (CPU), a CAN controller, and a transceiver designed to allow devices to communicate with each other's applications without the need of a host computer which is located physically at the aircraft. For instance and without limitation, the physical controller area network bus unit may be consistent with the physical controller are network bus unit in U.S. patent application Ser. No. 17/218,342 and titled, “METHOD AND SYSTEM FOR VIRTUALIZING A PLURALITY OF CONTROLLER AREA NETWORK BUS UNITS COMMUNICATIVELY CONNECTED TO AN AIRCRAFT,” which is incorporated herein in its entirety. In a non-limiting embodiment, the Physical controller area network (CAN) bus unit may include physical circuit elements that may use, for instance and without limitation, twisted pair, digital circuit elements/FGPA, microcontroller, or the like to perform, without limitation, processing and/or signal transmission processes and/or tasks; circuit elements may be used to implement CAN bus components and/or constituent parts as described in further detail below. A plurality of physical CAN bus units may be located physically at electric aircraft152and/or computing device112, wherein the hardware of the physical CAN bus unit may be integrated within the infrastructure of electric aircraft152and/or computing device112. In an embodiment, communicative connection includes electrically coupling an output of one device, component, or circuit to an input of another device, component, or circuit. Communicative connecting may be performed via a bus or other facility for intercommunication between elements of a computing device. Communicative connecting may include indirect connections via “wireless” connection, low power wide area network, radio communication, optical communication, magnetic, capacitive, optical coupling, or the like. The physical CAN bus units may be mechanically connected to each other within the aircraft wherein the physical infrastructure of the device is integrated into the aircraft for control and operation of various devices within the electric aircraft152and/or computing device112. The physical CAN bus unit may be communicatively connected with each other and/or to one or more other devices, such as via a CAN gateway. Communicatively connecting may include direct electrical wiring, such as is done within automobiles and aircraft. Communicatively connecting may include infrastructure for receiving and/or transmitting transmission signals, such as with sending and propagating an analogue or digital signal using wired, optical, and/or wireless electromagnetic transmission medium. With continued reference toFIG.1, computing device112may be configured to identify a residual element116as a function of residual datum108. A “residual element,” for the purpose of this disclosure, is any instance within a collection of data that may represent an abnormality of an electric current. In a non-limiting embodiment, residual element116may include any moment that may be hazardous to any equipment and/or infrastructure involved in any charging process. For example and without limitation, residual element116may include an electrical abnormality. An “electrical abnormality,” for the purpose of this disclosure, is any fault or fault current associated with at least an electric current. For example and without limitation, the electrical abnormality may include a short circuit which may include a fault in which a live wire touches a neutral or ground wire. This may be detected in an event a circuit is interrupted by a failure of a current-carrying wire (phase or neutral) or a blown fuse or circuit breaker. In three-phase systems, a fault may involve one or more phases and ground, or may occur only between phases. In a non-limiting embodiment, residual element116may include an electrical fault, transient fault, persistent fault, asymmetric fault, symmetric fault, bolted fault, arcing fault, and the like thereof. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of faults that may be detected for purposes as described herein. With continued reference toFIG.1, residual element116may include a residual current. A “residual current,” for the purpose of this disclosure, an electric current that continues to flow in an electrical device when there is no voltage supply. In a non-limiting embodiment, the residual current may include a leakage current. A “leakage current,” for the purpose of this disclosure, a current which flows through protective ground conductor to ground. In the absence of grounding or improper grounding connections, it is the current that could flow from any conductive part or the surface of non-conductive parts to ground if any conductive path was available (i.e. human body). In a non-limiting embodiment, the leakage current may include an AC leakage current and/or a DC leakage current. In a non-limiting embodiment, sensor104may capture an instance of an AC leakage current in the event a parallel combination of capacitance and DC resistance between a Voltage source (ac line) and the grounded conductive parts of an electrical device, such as, but not limited to, charging component132, electric aircraft152, battery pack160, and/or battery storage unit176, is detected. In another non-limiting embodiment, sensor104may detect a DC leakage caused by the DC resistance usually is insignificant compared to the ac impedance of various parallel capacitances. The capacitance may be intentional (such as in EMI filter capacitors) or unintentional. Some examples of unintentional capacitances are spacings on printed wiring boards, insulations between semiconductors and grounded heat sinks, and the primary-to-secondary capacitance of isolating transformers within the power supply. In a non-limiting embodiment, the residual current may include a fault current. A “fault current,” for the purpose of this disclosure, is a current flowing to earth due to an insulation fault. An “insulation fault,” for the purpose of this disclosure, is a fault within the insulation materials used in an electrical device such as charging component132, electric aircraft152, battery pack160, battery storage unit176, etc. In a non-limiting embodiment, the fault current may arise due to defective insulation between live conductors and flows back to ground. Even if a person directly touches a live conductor, the fault current flows to ground. An upstream RCD detects this fault current and immediately disconnects the circuit. In another non-limiting embodiment, the fault current may include an unintended, uncontrolled, high current flow through any electrical system. For example and without limitation, fault currents are caused by very low impedance short circuits. These may be shorts to ground or across phases. The resulting high current flow can result in overheating of equipment and conductors, excesses forces, and at times even serious arcs, blasts, and explosions. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of a residual current and the causes for purposes as described herein. Still referring toFIG.1, residual element116may include, a short circuit, an electric overcharge, an electric undercharge, and the like thereof. In another non-limiting example, residual element116may include an unsafe amount of water and/or level of wetness on any surface or electrical part of charging component132and/or electric aircraft port156. Computing device112may analyze residual datum108and isolate residual element116which may represent a potential fault and/or hazard to a charging process. In a non-limiting embodiment, residual element116may not be any serious fault within the electric components of charging component132and/or electric aircraft152. For example and without limitation, computing device112may isolate a relatively high impedance compared to normal operating levels of system100, which may be well understood by a person of ordinary skill in the art, but may not result in any significant damage. In a non-limiting embodiment, computing device112may isolate residual element116using thermal overload relay148, in which the thermal overload may be either too high or low, indicating an unusual thermal event. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various potential electrical and thermal phenomenon which may be analyzed for purposes as described herein. Still referring toFIG.1, computing device112may be configured to determine alert datum124as a function of the identification of residual element116. For purposes of this disclosure, an “alert datum” is an element of information regarding a determination of a residual current, present-time failure, fault, or degradation of a condition or working order of any component and/or connection associated with the charging process, charging component132, and/or electric aircraft152. In one or more embodiments, alert datum124may be determined as a function of residual datum108, as discussed further in this disclosure. In some embodiment, computing device112may be configured to disable any charging connection based on alert datum124. In a non-limiting embodiment, alert datum124may denote any disconnection between charging component132and electric aircraft152. For example and without limitation, the disconnection may include any electrical disconnection and/or mechanical disconnection. In a non-limiting embodiment, alert datum124may include the presence of one or more unsecure connection, wherein the unsecure connection may include a loose and/or faulty connection. For example and without limitation, the connection may include a coupling of a charging port attached to electric aircraft152such as electric aircraft port156and charging component132. For example and without limitation, an inappropriately disabled connection may include turning off the charging system and/or charging component132when not supposed to, such as in the middle of a charging process. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of a disconnection for purposes as described herein. With continued reference toFIG.1, computing device112may be configured to generate a residual prediction datum as a function of the identification of residual element116. A “residual prediction datum,” for the purpose of this disclosure, is one or more elements of data generated by the computing device112that represents an expected residual output or range of residual outputs associated with residual element116. The residual prediction datum may constantly be generated by computing device112adjusting for any variations detected in a charging process for electric aircraft152. In a non-limiting embodiment, computing device112may be configured to compare residual element116and the residual prediction datum for generating alert datum124. Computing device112may be configured to compare residual element116and the residual prediction datum utilizing subtraction. In non-limiting embodiments, subtraction may include subtracting residual element116from the residual prediction datum. In non-limiting embodiments, subtraction may include subtracting the residual prediction datum from residual element116. Computing device112may be configured to compare residual element116and the residual prediction datum utilizing ratios. In non-limiting embodiments, ratios may include the ratio of residual datum116to the residual prediction datum. In non-limiting embodiments, ratios may include the ration of the residual prediction datum to residual datum116. Computing device112may be configured to compare residual datum116and the residual prediction datum utilizing addition. In non-limiting embodiments, addition may include adding residual datum116and the residual prediction datum and comparing the total to a predetermined threshold datum. The comparison may take place at one point in a flight envelope, constantly with adjusted detected readings and predictions, at regular intervals, when commanded to do so by a pilot, user, or computer, or a combination thereof. In a non-limiting embodiment, computing device112may generate alert datum124as a function of the comparison. In a non-limiting embodiment, computing device112may be configured to compare residual datum116and the residual prediction datum at regular intervals such as every second, every minute, every five minutes, or at a predetermined time interval as a function of timer module172. With continued reference toFIG.1, alert datum124may include any notification such as previous detections of residual datum, comparisons between the most recent detection with previous detections, textual output, audio output, and any other output configured to warn a user or relay information to a user. In a non-limiting embodiment, alert datum124may include a warning, wherein the warning is configured to inform one or more users of residual element116. A “warning,” for the purpose of this disclosure, is any sign indicating an instance of a residual current to be resolved. For example and without limitation, the warning may include an auditory siren incorporated with an automated message informing users of the identification of residual element116. The warning may include any warning as to be well understood by persons skilled in the art, upon reviewing the entirety of this disclosure. In a non-limiting embodiment, alert datum124may be generated as a function of residual threshold164 Still referring toFIG.1, computing device112may be configured to determine alert datum124as a function of residual threshold164. A “residual threshold,” for the purpose of this disclosure, is a set of values that determine if a residual element116is above, below, or within a range denoting a significant disruptive phenomenon such as alert datum124. In a non-limiting embodiment, residual threshold164may be used to verify if an identified residual element116is a real instance of a leakage. For example and without limitation, sensor104may detect a temperature of battery pack160wherein the values of residual threshold164may include to be between 15 and 35 degrees Celsius, wherein the 15 degrees Celsius and the 35 degrees Celsius values represent the cutoff for the temperature to fall outside of to denote alert datum124. For example and without limitation, the charging process may include a long process in which a moment and/or instance captured wherein the temperature triggers computing device112to identify residual element116representing the temperature is not a fluke. A “fluke,” for the purpose of this disclosure, is a residual element116wherein an element of data indicates an outlier falling outside the residual threshold164. In another non-limiting embodiment, residual threshold164may include lower and upper limits such as 5 mA and 500 mA, respectively. In the event residual element116including a leakage current falls between the upper and lower limits, computing device112may not generate alert datum124and/or execute security measure120. In an embodiment, computing device112may continuously measure if residual element116stays inside the lower and upper limits to verify that the instance of residual element116is not indicative of a serious threat. Residual leakage currents are commonly present in electrical devices, but they are not always dangerous so computing device112may be configured to monitor such parameters to deduce whether or not the instance of a leakage is a fluke or a real threat Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments and signs of residual currents and possible outcomes for purposes as described herein. With continued reference toFIG.1, in a non-limiting embodiment, computing device112may be configured to analyze residual element116using timer module172in order to determine if residual element116is an alert datum124. With continued reference toFIG.1, a “timer module,” for the purpose of this disclosure, is a timing device, is a timing device configured to track the time taken of an occurrence or countdown in the event of an occurrence. In a non-limiting embodiment, timer module172may include a watchdog timer. In a non-limiting embodiment, timer module172may include an oscillator such as a crystal oscillator or cesium oscillator, wherein the oscillator may be configured to generate and/or use a clock signal. Timer module172may include a counter, wherein the counter is configured to count the number of instances of, but not limited to, rising edges, falling edges, and/or changes of a clock signal, and the like thereof. In a non-limiting example, alert datum124may include an inappropriate connection between charging component132and electric aircraft port156, in which sensor104detects the improper connection. The connection may be established as a function of a human operator or automated operator. In a non-limiting embodiment, alert datum124may include a minor improper connection wherein no potential risk of damage to any component is present, wherein computing device112may generate security measure120using timer module172, wherein timer module may start a timer of 30 seconds until security measure120is initiated. The 30 seconds is provided in order to give an operator ample time to fix the improper connection. In the event alert datum124is not resolved by the time the timer of timer module172expires, computing device112may initiate security measure120, which may include residual priority command128. An “residual priority command,” for the purpose of this disclosure, is an immediate shutting down of charging related electrical components. In a non-limiting embodiment, residual priority command128may include the activation of a siren or alert to indicate a priority situation to be resolved. In a non-limiting embodiment, residual priority command128may include electrically disabling all components of charging component132. For example and without limitation, computing device112may immediately shut down all charging processes in the event residual priority command128is initiated. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various severity of emergencies and protocols designed to respond to them for purposes as described herein. With continued reference toFIG.1, generating alert datum124may include cutting the power transmitted to battery pack160based on receiving residual datum108and/or residual element116. If a battery module of battery pack160is electrically connected to a neighboring battery module, controller may cut or divert the electrical connection between the neighboring battery module and the battery module to prevent damage to the neighboring battery module. With continued reference toFIG.1, computing device112may train a first machine-learning model as a function of a fault detection training set, wherein the first machine-learning model may be configured to output alert datum124using residual element116as an input. The training set may correlate any past instances of residual element116detected from previous instances in which alert datum124have been determined and security measure120has been generated/initiated. In a non-limiting embodiment, computing device112may identify residual element116and determine the correct alert datum based on the training set that best correlates the inputted residual element116to an alert datum retrieved from the database. The training set may be used as an input for a machine-learning algorithm which may be used by the machine-learning model to output alert datum124, which is a determination that residual element116is an alert datum124. In a non-limiting embodiment, computing device112may train a second machine-learning model using a disruption training set, wherein the second machine-learning model is configured to output security measure120using alert datum124as an input. In a non-limiting embodiment, computing device112may determine alert datum124and generate and/or associate the correct security measure based on the residual training set that best correlates the inputted alert datum124to a security measure120retrieved from the database. The residual training set may be used as an input for a second machine-learning algorithm which may be used by the machine-learning model to output security measure120. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of machine-learning for purposes as described herein. With continued reference toFIG.1, computing device may be configured to generate security measure120as a function of alert datum124. In a non-limiting embodiment, computing device may be configured to execute security measure120as a function of alert datum124and/or timer module172. In one or more embodiments, alert datum124may indicate battery pack160of electric aircraft152and/or battery storage unit176of charging component132, is operating outside of an acceptable operation condition represented by a threshold such as fault threshold164. In a non-limiting embodiment, fault threshold164may be used to initiate a specific reaction of computing device112such as security measure120. The threshold may be set by, for example, a user or computing device112based on, for example, prior use or an input. For example, and without limitation, computing device112may indicate that battery pack160of electric aircraft152and/or battery storage unit176of charging component132has a current of 350 mA. Such a current may be outside of a preconfigured threshold of an upper limit of, for example, 300 mA of an operational condition, such as current, of a battery pack160and/or battery storage unit176and thus the charging connection may be disabled by computing device112to prevent overcharging and any further leakage to battery pack160of electric aircraft152and/or battery storage unit176. For the purposes of this disclosure, a “security measure” is a signal transmitted and/or to be initiated to electric aircraft152and/or charging component132in a response to alert datum124, wherein the response is an electrical turnoff of any electric switch of any electrical components involved in the charging process. In a non-limiting embodiment, security measure120may include a plurality of security measures120. For example and without limitation, computing device112may generate the plurality of security measures based on the level of severity of residual element116and/or as a function of residual threshold164. In a non-limiting embodiment, security measure120may include a protocol in which computing device112is configured to provide instructions and/or a command to disable and/or terminate any switch and/or charging connection between electric aircraft152and/or electric aircraft port156and charging component132. “Executing,” for the purpose of this disclosure, is transmitting a signal to triggering the process of security measure120, including one or more instructions for the completion and/or execution of the process. In a non-limiting embodiment, security measure120may eliminate one or more connections from charging component132to any port. For example, and without limitation, security measure120may eliminate one or more secure connections, unsecure connections, loose connections, faulty connections, and the like thereof by any means of disconnection. In a non-limiting embodiment, computing device112may initiate, execute, and/or perform security measure120automatically. In a non-limiting example, security measure120may include one or more physical disconnections such as removing one or more charging connectors and/or plugs from any port. In another non-limiting example, security measure120may include one or more electrical disconnections such as eliminating one or more circuits and/or current feeds from the charging connector, electric aircraft port156, charging component132, and/or electric aircraft152. Security measure120may include disabling any electrical connection associated with charging, wherein disabling may include disabling the charging connection, terminating a communication between electric aircraft152and charging component132. For example, and without limitation, disabling the charging connection may include terminating a power supply to charging component132so that charging component132is no longer providing power to electrical aircraft152. In another example, and without limitation, disabling the charging connection may include terminating a power supply to electric aircraft152. In another example, and without limitation, disabling the charging connection may include using a relay or switch between charging component132and electric aircraft152to terminate charging connection and the charging of between charging component132and electric aircraft152. With continued reference toFIG.1, security measure120may include a set of instructions that an operator or a plurality of operators may undertake to resolve residual element116. For example and without limitation, security measure120may include disconnecting all ports associated with charging between electric aircraft152and charging component132, by means of physical human maneuvers. In the event such measures are not undertaken or not undertaken within a specific time limit set by timer module172, residual priority command128may be initiated, wherein any charging connectors are blocked by any locking mechanism within charging component132. In a non-limiting embodiment, the locking mechanism may be controlled as a function of a safety lock instruction which may be a part of security measure120. A “safety lock instruction,” for the purpose of this disclosure, is a safety feature and an operational direction or implementation for charging component132and any locking mechanism it may have. In a non-limiting embodiment, the safety lock instruction may include a feature that may control, whether or not charging (or current flow) should be enabled, disabled, modified, regulated, or the like. For example and without limitation, the safety lock instruction include an initial security measure to verify a physical connection between charging component132and electric aircraft152and/or electric aircraft port156is established. In another non-limiting example, the safety lock instruction may include a feature that ensures no current flow is occurring between charging component132and electric aircraft152or electric aircraft port156. The safety lock instruction may include specific instructions that may instruct any locking mechanism within charging component132to block any transfer of electrical energy between charging component132and electric aircraft152. For example and without limitation, the safety lock instruction may include instructions for computing device112and/or charging component132, which may be electrically connected with computing device112, to lock fastener144to ensure no flow of electrical energy is occurring as long as charging component132is not mated with electric aircraft152and/or electric aircraft port156. In a non-limiting embodiment, computing device112and/or charging component132may unlock fastener144to ensures that there is a flow of electrical energy between charging component132and electric aircraft port156. In a non-limiting embodiment, the safety lock instruction may include a feature that ensure fastener144fastener is locked indefinitely without interruption, until the performance of the charging instruction is complete. In another non-limiting example, the safety lock instruction may include unlocking fastener144in order to disconnect any charging connectors and/or cables from charging component132and/or electric aircraft port156. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various safety features for controlling a fastener for purposes as described herein. With continued reference toFIG.1, a charging connection may be interrupted abruptly by an outside factor such as a user or an accident, wherein computing device112may initiate a residual priority command128. A “residual priority command,” for the purpose of this disclosure, is any security measure that may denote a specific response to a high priority residual element116. For example and without limitation, charging component132may experience a fire hazard in which such a hazard may result in an imminent danger, wherein residual priority command128may be initiated. Residual priority command128may include an immediate shutdown and/or breaking down of all electrical circuits powering any electrical components of system100and/or involved in the charging process. Compared to a minor residual element116, such a shutdown and/or breakdown may be executed after a delay in time as a function of timer module172, wherein the delay of time may provide ample time to resolve residual element116automatically and/or manually. This may include executing a safety lock instruction on charging component132. For example and without limitation, charging component132may detach itself from electric aircraft port156by any method of ejections on any charging connector and/or cable. In a non-limiting embodiment, charging component132may include clips or springs used to hold onto a charging connector securely onto electric aircraft port156using clips or eject the charging connector immediately using springs, which may be unlocked by fastener144. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments of detaching for purposes as described herein. With continued reference toFIG.1, computing device112may be configured to trip charging component132as a function of security measure120. In a non-limiting embodiment, computing device112may operate any switch including, but not limited to, thermal overload relay148. In a non-limiting embodiment, computing device112may be configured to perform redundancy switching as a function of thermal overload relay148, which may part of security measure120. “Redundancy switching,” for the purpose of this disclosure, is a process of switching a primary equipment to at least a secondary equipment in response to a fault, wherein the redundancy switching is configured to protect any electrical equipment on the side of charging component132. In a non-limiting embodiment, security measure120instruct computing device112to operate switch connecting battery storage unit176to charging component132in charging an electric vehicle to a secondary battery storage unit, wherein the secondary battery storage unit is a backup storage unit configured to maintain and power the operation of system100in the event battery storage unit176is compromised due to residual element116. For example and without limitation, residual element116may include an instance when battery storage unit176is lacking sufficient power that is used to power not only the components of system100, but also electric aircraft152, in which computing device112may initiate security measure120by operating a switch to switch from using the main battery storage unit176to the secondary storage unit. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various purposes for redundancy switching as described herein. With continued reference toFIG.1, computing device112may be configured to assign residual element116with a trip class. A “trip class,” for the purpose of this disclosure, is a thermal current rating. For example and without limitation, a thermal class 5 is usually used for motors requiring fast tripping. A thermal class 10 is commonly used to protect artificially cooled motors such as submersible pump motors of low thermal capacity. A thermal class 20 is usually sufficient for general purpose applications. Each class denotes an amount of time delayed for a switch such as thermal overload relay148to trip. For example and without limitation, Class 10 will trip in 10 seconds or less, Class 20 will trip in 20 seconds or less, and Class 30 will trip in 30 seconds or less. In a non-limiting embodiment, security measure120may include instructing thermal overload relay148, as a function of computing device112, to trip charging component132and/or electric aircraft152based on a trip class. For example and without limitation, a minor residual element116, such as a loose connection of charging component132, an inappropriate disconnection of charging component132, and the like thereof, may be assigned a trip class of 30. Residual element116of a more severe matter which may trigger a residual priority command such as a high voltage residual current, high voltage leakage current, an extreme electric overcharge, and the like thereof, may be assigned a trip class of 5 or less, indicating a more faster tripping process. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various shutdown procedures for various incidents with various levels of priority and severity for purposes as described herein. With continued reference toFIG.1, security measure120may include operating a residual current device (RCD) incorporated with charging component132. A “residual current device,” for the purpose of this disclosure, is a safety device configured to break any electrical circuit to protect an electrical system and its equipment of a risk of serious harm from an ongoing electric shock. In a non-limiting embodiment, computing device112may be configured to quantify residual element116and then identify the source, wherein the source may include a faulty wiring, faulty battery module, faulty power source, and the like thereof. In a non-limiting embodiment, computing device112may act as a voltage supervisor. Computing device112may monitor for alternating currents and potential residual currents using any timer module such as a watchdog timer configured to help ensure that the computing device112does not latch by periodically detecting pulses sent by the computing device112general-purpose input/output pin. If the software glitches and a pulse is missed, the watchdog timer will reset the computing device112. Computing device112may incorporate any RCD, for example and without limitation, the RCD may include an Earth Leakage Relay (ELR). The Earth Leakage Relay with Core Balanced Current transformer provides protection from earth leakage with advance intimation (Pre-alarm) of impending occurrence of the event. As a part of security measure120, a user can proactively take action to avoid occurrence of any mishaps. For example and without limitation, security measure120may have instructions to use a Rishabh's ELR with 4 digit 7 segment LED display with True RMS measurement (as per IEC 60947-2 Annex M) that provides the user with the equipment to measure low level of leakage current and isolate the faulty equipment or circuit from the system. Leakage current is sensed through Rishabh's Core Balanced Current Transformer. Fixed time trip occurs when Earth Leakage Current exceeds the trip time which is programmable by means of front keys provide on the front panel of the relay or PRKAB software (can be provided optionally with Rishabh's ELR). The user can then program residual threshold level164ranging from 30 mA to 30 A. In case of earth leakage the LED indicators will glow depending upon the percentage of programmed threshold value. For e.g. If the set level is 30 mA and the leakage current is more than 15 mA then green LED will start blinking which will provide a visual alert to the user. This empowers the user to take corrective actions before any accident. Core Balanced Current Transformer (CBCT) uses the technology of residual magnetic flux. All conductors to be protected shall pass through the core balance current transformer. The vector sum of all the currents should be equal to zero. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments and function of any residual current device as described herein. With continued reference toFIG.1, computing device112may be configured to operate 1-phase and 3-phase inverters as a part of security measure120. For example and without limitation, the leakage currents in frequency inverters arise through internal interference-suppression measures and all parasitic capacitances in the inverter and motor cables. The largest leakage currents, though, are caused by the method of operation of the inverter. In a non-limiting embodiment, the inverters control motor speed continuously using pulse-width modulation (PWM), which generates leakage currents far above the grid frequency of 50 Hz. For instance, the switching frequency of an inverter might be 4 kHz, and the associated harmonics can have very large amplitudes at higher frequencies. These frequencies then travel over the motor cables to the motor, and so the motor cables with their grounded shields act like a capacitor to ground. Current is then diverted to earth through this capacitance. It is thus recommended to separate filtered and unfiltered cables, otherwise high-frequency interference signals can be carried over the filtered cable. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various embodiments and functions of frequency inverters in response to residual current for purposes as described herein. With continued reference toFIG.1, computing device112may be configured to operate a first mode. A “first mode,” for the purpose of this disclosure, is a computing device configured to execute security measure120on electric aircraft152. In a non-limiting embodiment, alert datum120denote residual element116identified on the side of electric aircraft152. This may be detected through the connection established by charging component132. For example and without limitation, the first mode may be exclusively responsible for managing and/or monitoring a security measure curated for reducing potential harm by a residual current within electric aircraft152. In a non-limiting embodiment, the first mode is further configured may terminate one or more connections of a battery component, such as a battery module, to its neighboring battery components, as a function of the identification of residual element116. In another non-limiting embodiment, computing device112may be configured to operate a second mode. A “second mode,” for the purpose of this disclosure, is a computing device configured to execute security measure120on charging component132. In a non-limiting embodiment, alert datum120may denote residual element116identified on the side of charging component132such as its battery storage unit176. For example and without limitation, the second mode may trip charging component132in the event residual element116is identified within the charging component and execute a specific security measure120based on the trip class associated with residual element116. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various embodiments of the first mode and second mode for various management purposes as described herein. Referring now toFIG.2, an exemplary embodiment of a module monitor unit (MMU)200is presented in accordance with one or more embodiments of the present disclosure. In one or more embodiments, MMU200is configured to monitor an operating condition of a battery pack204. For example, and without limitation, MMU200may monitor an operating condition of a battery module208and/or a battery cell212of battery pack204. Battery pack204may be consistent with battery pack160inFIG.1. In one or more embodiments, MMU200may be attached to battery module208, as shown inFIG.2. For example, and without limitation, MMU200may include a housing216that is attached to battery module208, where circuitry of MMU200may be disposed at least partially therein, as discussed further in this disclosure. In other embodiments, MMU200may be remote to battery module208. In one or more embodiments, housing216may include materials which possess characteristics suitable for thermal insulation, such as fiberglass, iron fibers, polystyrene foam, and thin plastic films, to name a few. Housing216may also include polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina to physically isolate components of battery pack204from external components. In one or more embodiments, housing216may also include layers that separate individual components of MMU200, which are discussed further below in this disclosure. As understood by one skilled in the art, housing216may be any shape or size suitable to attached to battery module208of battery pack204. In one or more embodiments, a plurality of MMUs200may be configured to monitor battery module208and/or battery cell212. For instance, and without limitation, a first MMU200amay be position at one end of battery module208, and a second MMU200bmay be positioned at an opposing end of battery module208. This arrangement may allow for redundancy in monitoring of battery cell212. For example, and without limitation, if first MMU200afails, then second MMU200bmay continue to work properly and monitor the operating condition of each battery cell212of battery module208. In one or more embodiments, MMU200may monitor the operating condition of a plurality of battery cells, as shown inFIG.2. In one or more embodiments, MMU200is configured to detect a measurement parameter of battery module208. For the purposes of this disclosure, a “measurement parameter” is detected electrical or physical input, characteristic, and/or phenomenon related to a state of battery pack204. For example, and without limitation, a measurement parameter may be a temperature, a voltage, a current, a moisture level/humidity, a gas level, or the like, as discussed further in this disclosure. In one or more embodiments, MMU200is configured to perform load-sharing during the charging of battery pack204. For instance, MMU200may regulate charge levels of battery cells212. For example, charging of battery pack204may be shared throughout a plurality of battery cells212by directing energy through balance resistors and dissipating current through resistors as heat. For example, and without limitation, resistor may include a nonlinear resistor, such as a thermistor220. In this manner, battery cells212may be charged evenly during recharging of battery pack204by, for example, a charging station or an electric grid. For example, and without limitation, battery cells with a lower amount of electrical energy will charge more than battery cells with a greater amount of energy. In one or more embodiments, MMU200is configured to monitor a temperature of battery module208. For example, MMU200may include a sensor224configured to detect a temperature parameter of battery cell212. For example, and without limitation, sensor224may include thermistor220, which may be used to measure a temperature parameter of battery cell212. As used in this disclosure, a thermistor includes a resistor having a resistance dependent on temperature. In one or more embodiments, sensor224may include circuitry configured to generate a measurement datum correlated to the detected measurement parameter, such as a temperature of battery cell212detected by thermistor220. A thermistor may include metallic oxides, epoxy, glass, and the like. A thermistor may include a negative temperature coefficient (NTC) or a positive temperature coefficient (PTC). Thermistors may be beneficial do to being durable, compact, inexpensive, and relatively accurate. In one or more embodiments, a plurality of thermistors220may be used to provide redundant measuring of a state of battery cell212, such as temperature. In other embodiments, MMU200may also include a resistance temperature detector (RTD), integrated circuit, thermocouple, thermometer, microbolometer, a thermopile infrared sensor, and/or other temperature and/or thermal sensors, as discussed further below in this disclosure. In one or more embodiments, thermistor220may detect a temperature of battery cell212. Subsequently, MMU200may generate a sensor signal output containing information related to the detected temperature of battery cell212. In one or more embodiments, sensor signal output may include measurement datum containing information representing a detected measurement parameter. In one or more embodiments, sensor224may include a sensor suite200(shown inFIG.2) or one or more individual sensors, which may include, but are not limited to, one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, airspeed sensors, throttle position sensors, and the like. Sensor224may be a contact or a non-contact sensor. For example, and without limitation, sensor224may be connected to battery module208and/or battery cell212. In other embodiments, sensor224may be remote to battery module and/or battery cell212. Sensor224may be communicatively connected to controller320of PMU312(shown inFIG.3) so that sensor224may transmit/receive signals to/from controller320, respectively, as discussed below in this disclosure. Signals, such as signals of sensor224and controller320, may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. In one or more embodiments, communicatively connecting is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. In one or more embodiments, MMU200may include a control circuit that processes the received measurement datum from sensor224, as shown inFIG.3. In one or more embodiments, control circuit may be configured to perform and/or direct any actions performed by MMU200and/or any other component and/or element described in this disclosure. Control circuit may include any analog or digital control circuit, including without limitation a combinational and/or synchronous logic circuit, a processor, microprocessor, microcontroller, any combination thereof, or the like. In some embodiments, control circuit228may be integrated into MMU200, as shown inFIG.2. In other embodiments, control circuit228may be remote to MMU200. In one or more nonlimiting exemplary embodiments, if measurement datum of a temperature of a battery module208, such as at a terminal232, is higher than a predetermined threshold, control circuit228may determine that the temperature of battery cell212indicates a critical event and thus is malfunctioning. For example, a high voltage (HV) electrical connection of battery module terminal232may be short circuiting. If control circuit228determines that a HV electrical connection is malfunctioning, control circuit228may terminate a physical and/or electrical communication of the HV electrical connection to prevent a dangerous or detrimental reaction, such as a short, that may result in an electrical shock, damage to battery pack204, or even a fire. Thus, control circuit228may trip a circuit of battery pack204and terminate power flow through the faulty battery module208until the detected fault is corrected and/or the excessively high temperature is no longer detected. Temperature sensors, such as thermistor220may assist in the monitoring of a cell group's overall temperature, an individual battery cell's temperature, and/or battery module's temperature, as just described above. In one or more embodiments, MMU200may not use software. For example, MMU200may not use software to improve reliability and durability of MMU200. Rather, MMU200may be communicatively connected to a remote computing device, such as computing device800ofFIG.8. In one or more embodiments, MMU200may include one or more circuits and/or circuit elements, including without limitation a printed circuit board component, aligned with a first side of battery module208and the openings correlating to battery cells212. In one or more embodiments, MMU200may be communicatively connected to a remote processing module, such as a controller. Controller may be configured to perform appropriate processing of detected temperature characteristics by sensor224. In one or more embodiments, controller ** may include an application-specific integrated circuit (ASIC), field-programmable gate array (FPGA), a central processing unit (CPU), readout integrated circuit (ROIC), or the like, and may be configured to perform characteristic processing to determine a temperature and/or critical event of battery module208. In these and other embodiments, controller may operate in conjunction with other components, such as, a memory component, where a memory component includes a volatile memory and/or a non-volatile memory. In one or more embodiments, each MMU200may communicate with another MMU200and/or a controller via a communicative connection236. Each MMU may use a wireless and/or wired connection to communicated with each other. For example, and without limitation, MMU200amay communicate with an adjacent MMU200ausing an isoSPI connection304(shown inFIG.3). As understood by one skilled in the art, and isoSPI connection may include a transformer to magnetically connect and electrically isolate a signal between communicating devices. Now referring toFIG.3, a battery pack160with a battery management component300that utilizes MMU200for monitoring a status of battery pack is shown in accordance with one or more embodiments of the present disclosure. In one or more embodiments, electric aircraft battery pack160may include a battery module208, which is configured to provide energy to an electric aircraft304via a power supply connection308. For the purposes of this disclosure, a “power supply connection” is an electrical and/or physical communication between a battery module208and electric aircraft304that powers electric aircraft304and/or electric aircraft subsystems for operation. In one or more embodiments, battery pack160may include a plurality of battery modules, such as modules208a-n. For example, and without limitation, battery pack160may include fourteen battery modules. In one or more embodiments, each battery module208a-nmay include a battery cell212(shown inFIG.2). Still referring toFIG.3, battery pack160may include a battery management component220(also referred to herein as a “management component”). In one or more embodiments, battery management component300may be integrated into battery pack160in a portion of battery pack160or a subassembly thereof. In an exemplary embodiment, and without limitation, management component300may be disposed on a first end of battery pack160. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include battery management component300. In one or more embodiments, battery management component300may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell. In one or more embodiments, battery management component300includes module monitor unit (MMU)200, a pack monitoring unit (PMU)312, and a high voltage disconnect316. In one or more embodiments, battery management component300may also include a sensor224. For example, and without limitation, battery management component300may include a sensor suite200having a plurality of sensors, as discussed further in this disclosure, as shown inFIG.2. In one or more embodiments, MMU200may be mechanically connected and communicatively connected to battery module208. As used herein, “communicatively connected” is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. In one or more embodiments, MMU200is configured to detect a measurement characteristic of battery module208of battery pack160. For the purposes of this disclosure, a “measurement characteristic” is detected electrical or physical input and/or phenomenon related to a condition state of battery pack160. A condition state may include detectable information related to, for example, a temperature, a moisture level, a humidity, a voltage, a current, vent gas, vibrations, chemical content, or other measurable characteristics of battery pack160, battery module208, and/or battery cell212. For example, and without limitation, MMU200may detect and/or measure a measurement characteristic, such as a temperature, of battery module208. In one or more embodiments, a condition state of battery pack160may include a condition state of a battery module208and/or battery cell212. In one or more embodiments, MMU200may include a sensor, which may be configured to detect and/or measure measurement characteristic. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information and/or datum related to the detection, as discussed further below in this disclosure. Output signal may include a sensor signal, which transmits information and/or datum related to the sensor detection. A sensor signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. In one or more embodiments, MMU200is configured to transmit a measurement datum of battery module208. MMU200may generate an output signal such as measurement datum that includes information regarding detected measurement characteristic. For the purposes of this disclosure, “measurement datum” is an electronic signal representing an information and/or a parameter of a detected electrical and/or physical characteristic and/or phenomenon correlated with a condition state of battery pack160. For example, measurement datum may include data of a measurement characteristic regarding a detected temperature of battery cell212. In one or more embodiments, measurement datum may be transmitted by MMU200to PMU312so that PMU312may receive measurement datum, as discussed further in this disclosure. For example, MMU200may transmit measurement data to a controller320of PMU312. In one or more embodiments, MMU200may include a plurality of MMUs. For instance, and without limitation, each battery module208a-nmay include one or more MMUs200. For example, and without limitation, each battery module208a-nmay include two MMUs200a,b. MMUs200a,bmay be positioned on opposing sides of battery module208. Battery module208may include a plurality of MMUs to create redundancy so that, if one MMU fails or malfunctions, another MMU may still operate properly. In one or more nonlimiting exemplary embodiments, MMU200may include mature technology so that there is a low risk. Furthermore, MMU200may not include software, for example, to avoid complications often associated with programming. MMU200is configured to monitor and balance all battery cell groups of battery pack160during charging of battery pack160. For instance, and without limitation, MMU200may monitor a temperature of battery module208and/or a battery cell of battery module208. For example, and without limitation, MMU may monitor a battery cell group temperature. In another example, and without limitation, MMU200may monitor a terminal temperature to, for example, detect a poor HV electrical connection. In one or more embodiments, an MMU200may be indirectly connected to PMU312. In other embodiments, MMU200may be directly connected to PMU312. In one or more embodiments, MMU200may be communicatively connected to an adjacent MMU200. Still referring toFIG.3, battery management component300includes a pack monitoring unit (PMU)228may be connected to MMU200. In one or more embodiments, PMU312includes a controller320, which is configured to receive measurement datum from MMU200, as previously discussed in this disclosure. For example, PMU312amay receive a plurality of measurement data from MMU200a. Similarly, PMU312bmay receive a plurality of measurement data from MMU200b. In one or more embodiments, PMU312may receive measurement datum from MMU200via communicative connections. For example, PMU312may receive measurement datum from MMU200via an isoSPI communications interface. In one or more embodiments, controller320of PMU312is configured to identify an operating of battery module208as a function of measurement datum. For the purposes of this disclosure, an “operating condition” is a state and/or working order of battery pack160and/or any components thereof. For example, and without limitation, an operating condition may include a state of charge (SoC), a depth of discharge (DoD), a temperature reading, a moisture level or humidity, a gas level, a chemical level, or the like. In one or more embodiments, controller320of PMU312is configured to determine a critical event element if operating condition is outside of a predetermined threshold (also referred to herein as a “predetermined threshold”). For the purposes of this disclosure, a “critical event element” is a failure and/or critical operating condition of a battery pack, battery cell, and/or battery module that may be harmful to battery pack160and/or electric aircraft304. For instance, and without limitation, if an identified operating condition, such as a temperature of a battery cell212of battery pack160, does not fall within a predetermined threshold, such as a range of acceptable, operational temperatures of the battery cell, then a critical event element is determined by controller320of PMU312. For example, and without limitation, PMU may be used measurement datum from MMU to identify a temperature of 95 degrees Fahrenheit for a battery cell. If the predetermined threshold is, for example, 75 to 90 degrees Fahrenheit, then the determined operating condition is outside of the predetermined threshold, such as exceeding the upper limit of 90 degrees Fahrenheit, and a critical event element is determined by controller320. As used in this disclosure, a “predetermined threshold” is a limit and/or range of an acceptable quantitative value and/or representation related to a normal operating condition of a battery pack and/or components thereof. In one or more embodiments, an operating condition outside of the threshold is a critical operating condition, which triggers a critical event element, and an operating condition within the threshold is a normal operating condition that indicates that battery pack160is working properly. For example, and without limitation, if an operating condition of temperature exceeds a predetermined threshold, then battery pack is considered to be operating at a critical operating condition and may be at risk of overheating and experiencing a catastrophic failure. In one or more embodiments, controller320of PMU312is configured to generate an action command if critical event element is determined by controller320. Continuing the previously described example above, if an identified operating condition includes a temperature of 95 degrees Fahrenheit, which exceeds a predetermined threshold, then controller320may determine a critical event element indicating that battery pack160is working at a critical temperature level and at risk of catastrophic failure. In one or more embodiments, critical event elements may include high shock/drop, overtemperature, undervoltage, high moisture, contactor welding, and the like. In one or more embodiments, controller320may include a computing device (as discussed inFIG.8), a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a control circuit, a combination thereof, or the like. In one or more embodiments, output signals from various components of battery pack160may be analog or digital. Controller320may convert output signals from MMU200and/or sensor224to a usable form by the destination of those signals. The usable form of output signals from MMUs and/or sensors, through processor may be either digital, analog, a combination thereof, or an otherwise unstated form. Processing may be configured to trim, offset, or otherwise compensate the outputs of sensor. Based on MMU and/or sensor output, controller can determine the output to send to a downstream component. Processor can include signal amplification, operational amplifier (Op-Amp), filter, digital/analog conversion, linearization circuit, current-voltage change circuits, resistance change circuits such as Wheatstone Bridge, an error compensator circuit, a combination thereof or otherwise undisclosed components. In one or more embodiments, PMU312may run state estimation algorithms. In one or more embodiments, MMU200may be implemented in battery management system300of battery pack160. MMU200may include sensor224, as previously mentioned above in this disclosure. For instance, and without limitation, MMU200may include a plurality of sensors. For example, MMU200may include thermistors220to detect a temperature of a corresponding battery module208and/or battery cell212. MMU200may include sensor220or a sensor suite, such as sensor suite200ofFIG.2, that is configured to measure physical and/or electrical parameters of battery pack160, such as without limitation temperature, voltage, current, orientation, or the like, of one or more battery modules and/or battery cells212. MMU200may configured to generate a measurement datum of each battery cell212, which a control circuit may ultimately use to determine a failure within battery module208and/or battery cell212, such as a critical event element. Cell failure may be characterized by a spike in temperature and MMU200may be configured to detect that increase, which in turn, PMU312uses to determine a critical event element and generate signals, to disconnect a power supply connection between electric aircraft ** and battery cell212and to notify users, support personnel, safety personnel, maintainers, operators, emergency personnel, aircraft computers, or a combination thereof. In one or more embodiments, measurement data of MMU may be stored in memory component324. Still referring toFIG.3, battery management component300may include high voltage disconnect232, which is communicatively connected to battery module208, wherein high voltage disconnect232is configured to terminate power supply connection212between battery module208and electric aircraft304in response to receiving action command from PMU312. PMU312may be configured to determine a critical event element, such as high shock/drop, overtemperature, undervoltage, contactor welding, and the like. High voltage disconnect232is configured to receive action command generated by PMU312and lock out battery pack160for maintenance in response to received action command. In one or more embodiments, PMU312may create a lockout flag, which may be saved across reboots. A lockout flag may include an indicator alerting a user of termination of power supply connection212by high voltage disconnect232. For instance, and without limitation, a lockout flag may be saved in a database od PMU312so that, despite rebooting battery pack160or complete loss of power of battery pack160, power supply connection remains terminated and an alert regarding the termination remains. In one or more embodiments, lockout flag cannot be removed until a critical event element is no longer determined by controller320. For, example, PMU312may be continuously updating an operating condition and determining if operating condition is outside of a predetermined threshold. In one or more embodiments, lockout flag may include an alert on a graphic user interface of, for example, a remote computing device, such as a mobile device, tablet, laptop, desktop and the like. In other embodiments, lockout flag may be indicated to a user via an illuminated LED that is remote or locally located on battery pack160. In one or more embodiments, PMU312may include control of cell group balancing via MMUs, control of contactors (high voltage connections, etc.) control of welding detection, control of pyro fuses, and the like. In one or more embodiments, battery management component300may include a plurality of PMUs312. For instance, and without limitation, battery management component300may include a pair of PMUs. For example, and without limitation, battery management component300may include a first PMU312aand a second PMU312b, which are each disposed in or on battery pack160and may be physically isolated from each other. “Physical isolation”, for the purposes of this disclosure, refer to a first system's components, communicative connection, and any other constituent parts, whether software or hardware, are separated from a second system's components, communicative coupling, and any other constituent parts, whether software or hardware, respectively. Continuing in reference to the nonlimiting exemplary embodiment, first PMU312aand second PMU312bmay perform the same or different functions. For example, and without limitation, the first and second PMUs312a,bmay perform the same, and therefore, redundant functions. Thus, if one PMU312a/bfails or malfunctions, in whole or in part, the other PMU312b/a may still be operating properly and therefore battery management component300may still operate and function properly for battery pack160. One of ordinary skill in the art would understand that the terms “first” and “second” do not refer to either PMU as primary or secondary. In non-limiting embodiments, the first and second PMUs312a,b, due to their physical isolation, may be configured to withstand malfunctions or failures in the other system and survive and operate. Provisions may be made to shield first PMU312afrom PMU312bother than physical location, such as structures and circuit fuses. In non-limiting embodiments, first PMU312a, second PMU312b, or subcomponents thereof may be disposed on an internal component or set of components within battery pack160, such as on battery module sense board, as discussed further below in this disclosure. Still referring toFIG.3, first PMU312amay be electrically isolated from second PMU312b. “Electrical isolation”, for the purposes of this disclosure, refer to a first system's separation of components carrying electrical signals or electrical energy from a second system's components. First PMU312amay suffer an electrical catastrophe, rendering it inoperable, and due to electrical isolation, second PMU312bmay still continue to operate and function normally, allowing for continued management of battery pack160of electric aircraft304. Shielding such as structural components, material selection, a combination thereof, or another undisclosed method of electrical isolation and insulation may be used, in nonlimiting embodiments. For example, and without limitation, a rubber or other electrically insulating material component may be disposed between electrical components of first and second PMUs312a,b, preventing electrical energy to be conducted through it, isolating the first and second PMUs312a,bform each other. With continued reference toFIG.3, battery management component300may include memory component324, as previously mentioned above in this disclosure. In one or more embodiments, memory component324may be configured to store datum related to battery pack160, such as data related to battery modules208a-nand/or battery cells212. For example, and without limitation, memory component324may store sensor datum, measurement datum, operation condition, critical event element, lockout flag, and the like. Memory component324may include a database. Memory component324may include a solid-state memory or tape hard drive. Memory component324may be communicatively connected to PMU312and may be configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals as battery module data. Alternatively, memory component324may be a plurality of discrete memory components that are physically and electrically isolated from each other. One of ordinary skill in the art would understand the virtually limitless arrangements of data stores with which battery pack160could employ to store battery pack data. Referring now toFIG.4, an embodiment of battery management system400is presented. Battery management system400is be integrated in a battery pack160configured for use in an electric aircraft. The battery management system400is be integrated in a portion of the battery pack160or subassembly thereof. Battery management system400includes first battery management component408disposed on a first end of the battery pack. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include first battery management component408. First battery management component408may take any suitable form. In a non-limiting embodiment, first battery management component408may include a circuit board, such as a printed circuit board and/or integrated circuit board, a subassembly mechanically coupled to at least a portion of the battery pack, standalone components communicatively coupled together, or another undisclosed arrangement of components; for instance, and without limitation, a number of components of first battery management component408may be soldered or otherwise electrically connected to a circuit board. First battery management component may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell. First battery management component408includes first sensor suite412. First sensor suite412is configured to measure, detect, sense, and transmit first plurality of battery pack datum424to battery database404. Referring again toFIG.4, battery management system400includes second battery management component416. For instance and without limitation, battery management system may be consistent with disclosure of battery management system in U.S. patent application Ser. No. 17/108,798 and titled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE IN ELECTRIC AIRCRAFT,” which is incorporated herein by reference in its entirety. Second battery management component416is disposed in or on a second end of battery pack160. Second battery management component416includes second sensor suite420. Second sensor suite420may be consistent with the description of any sensor suite disclosed herein. Second sensor suite420is configured to measure second plurality of battery pack datum428. Second plurality of battery pack datum428may be consistent with the description of any battery pack datum disclosed herein. Second plurality of battery pack datum428may additionally or alternatively include data not measured or recorded in another section of battery management system400. Second plurality of battery pack datum428may be communicated to additional or alternate systems to which it is communicatively coupled. Second sensor suite420includes a moisture sensor consistent with any moisture sensor disclosed herein, namely moisture sensor408. With continued reference toFIG.4, first battery management component408disposed in or on battery pack160may be physically isolated from second battery management component416also disposed on or in battery pack160. “Physical isolation”, for the purposes of this disclosure, refer to a first system's components, communicative coupling, and any other constituent parts, whether software or hardware, are separated from a second system's components, communicative coupling, and any other constituent parts, whether software or hardware, respectively. In a non-limiting embodiment, the plurality of the first and second battery management component may be outside the battery pack160. First battery management component408and second battery management component416may perform the same or different functions in battery management system400. In a non-limiting embodiment, the first and second battery management components perform the same, and therefore redundant functions. If, for example, first battery management component408malfunctions, in whole or in part, second battery management component416may still be operating properly and therefore battery management system400may still operate and function properly for electric aircraft in which it is installed. Additionally or alternatively, second battery management component416may power on while first battery management component408is malfunctioning. One of ordinary skill in the art would understand that the terms “first” and “second” do not refer to either “battery management components” as primary or secondary. In non-limiting embodiments, first battery management component408and second battery management component416may be powered on and operate through the same ground operations of an electric aircraft and through the same flight envelope of an electric aircraft. This does not preclude one battery management component, first battery management component408, from taking over for second battery management component416if it were to malfunction. In non-limiting embodiments, the first and second battery management components, due to their physical isolation, may be configured to withstand malfunctions or failures in the other system and survive and operate. Provisions may be made to shield first battery management component408from second battery management component416other than physical location such as structures and circuit fuses. In non-limiting embodiments, first battery management component408, second battery management component416, or subcomponents thereof may be disposed on an internal component or set of components within battery pack160, such as on battery module sense board404. Referring again toFIG.4, first battery management component408may be electrically isolated from second battery management component416. “Electrical isolation”, for the purposes of this disclosure, refer to a first system's separation of components carrying electrical signals or electrical energy from a second system's components. First battery management component408may suffer an electrical catastrophe, rendering it inoperable, and due to electrical isolation, second battery management component416may still continue to operate and function normally, managing the battery pack of an electric aircraft. Shielding such as structural components, material selection, a combination thereof, or another undisclosed method of electrical isolation and insulation may be used, in non-limiting embodiments. For example, a rubber or other electrically insulating material component may be disposed between the electrical components of the first and second battery management components preventing electrical energy to be conducted through it, isolating the first and second battery management components from each other. With continued reference toFIG.4, battery management system400includes battery database404. Battery database404is configured to store first plurality of battery pack datum424and second plurality of battery pack datum428. Battery database404may include a database. Battery database404may include a solid-state memory or tape hard drive. Battery database404may be communicatively coupled to first battery management component408and second battery management component416and may be configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals as first battery pack datum424and second battery pack datum428, respectively. Alternatively, battery database404may include more than one discrete battery databases that are physically and electrically isolated from each other. In this non-limiting embodiment, each of first battery management component408and second battery management component416may store first battery pack datum424and second battery pack datum428separately. One of ordinary skill in the art would understand the virtually limitless arrangements of data stores with which battery management system400could employ to store the first and second plurality of battery pack datum. Referring again toFIG.4, battery database404stores first plurality of battery pack datum424and second plurality of battery pack datum428. First plurality of battery pack datum424and second plurality of battery pack datum428may include total flight hours that battery pack160and/or electric aircraft have been operating. The first and second plurality of battery pack datum may include total energy flowed through battery pack160. Battery database404may be implemented, without limitation, as a relational database, a key-value retrieval datastore such as a NOSQL database, or any other format or structure for use as a datastore that a person skilled in the art would recognize as suitable upon review of the entirety of this disclosure. Battery database404may contain datasets that may be utilized by an unsupervised machine-learning model to find trends, cohorts, and shared datasets between data contained within battery database404and first battery pack datum424and/or second battery pack datum428. In an embodiment, datasets contained within battery database404may be categorized and/or organized according to shared characteristics. For instance and without limitation, one or more tables contained within battery database404may include first battery pack datum table. First battery pack datum table may contain datasets classified to first battery pack information of first battery pack datum. First battery pack information may include datasets describing any first battery pack datum as described herein. One or more tables contained within battery database404may include a second battery pack datum table. second battery pack datum table may contain datasets classified to second battery pack information of second battery pack datum. Second battery pack information may include datasets describing any second battery pack datum as described herein. One or more tables contained within battery database404may include a comparison datum table. Comparison datum table may include datasets classified by level of comparison between first battery pack datum424and second battery pack datum428. Comparison datum table may include datasets classified by the severity of the difference of the comparison of the first and second battery pack datum from the differential threshold. Battery database404may be communicatively coupled to sensors that detect, measure and store energy in a plurality of measurements which may include current, voltage, resistance, impedance, coulombs, watts, temperature, or a combination thereof. Additionally or alternatively, battery database404may be communicatively coupled to a sensor suite consistent with this disclosure to measure physical and/or electrical characteristics. Battery database404may be configured to store first battery pack datum424and second battery pack datum428wherein at least a portion of the data includes battery pack maintenance history. Battery pack maintenance history may include mechanical failures and technician resolutions thereof, electrical failures and technician resolutions thereof. Additionally, battery pack maintenance history may include component failures such that the overall system still functions. Battery database404may store the first and second battery pack datum that includes an upper voltage threshold and lower voltage threshold consistent with this disclosure. First battery pack datum424and second battery pack datum428may include a moisture level threshold. The moisture level threshold may include an absolute, relative, and/or specific moisture level threshold. Battery management system400may be designed to the Federal Aviation Administration (FAA)'s Design Assurance Level A (DAL-A), using redundant DAL-B subsystems. With continued reference toFIG.4, battery management system400may include a data collection system, which may include a central sensor suite which may be used for first sensor suite412in first battery management component160or second sensor suite420in second battery management component212or consistent with any sensor suite disclosed hereinabove. Data collection system includes battery database404. Central sensor suite is configured to measure physical and/or electrical phenomena and characteristics of battery pack160, in whole or in part. Central sensor suite then transmits electrical signals to battery database404to be saved. Those electrical signals are representative of first battery pack datum424and second battery pack datum428. The electrical signals communicated from central sensor suite, and more moreover from the first or second battery management component416to which it belongs may be transformed or conditioned consistent with any signal conditioning present in this disclosure. Data collection system and more specifically first battery management component160, may be configured to save first battery pack datum424and second battery pack datum428periodically in regular intervals to battery database404. “Regular intervals”, for the purposes of this disclosure, refers to an event taking place repeatedly after a certain amount of elapsed time. Data collection system may include first battery management component160, which may include timer504. Timer504may include a timing circuit, internal clock, or other circuit, component, or part configured to keep track of elapsed time and/or time of day. For example, in non-limiting embodiments, battery database404may save the first and second battery pack datum every 30 seconds, every minute, every 30 minutes, or another time period according to timer module172. Additionally or alternatively, battery database404may save the first and second battery pack datum after certain events occur, for example, in non-limiting embodiments, each power cycle, landing of the electric aircraft, when battery pack is charging or discharging, or scheduled maintenance periods. In non-limiting embodiments, battery pack160phenomena may be continuously measured and stored at an intermediary storage location, and then permanently saved by battery database404at a later time, like at a regular interval or after an event has taken place as disclosed hereinabove. Additionally or alternatively, battery database may be configured to save first battery pack datum424and second battery pack datum428at a predetermined time. “Predetermined time”, for the purposes of this disclosure, refers to an internal clock within battery management system400commanding battery database404to save the first and second battery pack datum at that time. For example, battery database404may be configured to save the first and second battery pack datum at 0600 hours, 11 P.M. EDT, another time, multiple times a day, and/or the like. Now referring toFIG.5, an exemplary embodiment of fuzzy set comparison500for a threshold is illustrated. A first fuzzy set504may be represented, without limitation, according to a first membership function508representing a probability that an input falling on a first range of values512is a member of the first fuzzy set504, where the first membership function508has values on a range of probabilities such as without limitation the interval [0,1], and an area beneath the first membership function508may represent a set of values within first fuzzy set504. Although first range of values512is illustrated for clarity in this exemplary depiction as a range on a single number line or axis, first range of values512may be defined on two or more dimensions, representing, for instance, a Cartesian product between a plurality of ranges, curves, axes, spaces, dimensions, or the like. First membership function508may include any suitable function mapping first range512to a probability interval, including without limitation a triangular function defined by two linear elements such as line segments or planes that intersect at or below the top of the probability interval. As a non-limiting example, triangular membership function may be defined as: y(x,a,b,c)={0,forx>candx<ax-ab-a,fora≤x<bc-xc-b,ifb<x≤c a trapezoidal membership function may be defined as: y(x,a,b,c,d)=max(min(x-ab-a,1,d-xd-c),0) a sigmoidal function may be defined as: y(x,a,c)=11-e-a(x-c) a Gaussian membership function may be defined as: y(x,c,σ)=e-12(x-cσ)2 and a bell membership function may be defined as: y(x,a,b,c,)=[1+❘"\[LeftBracketingBar]"x-ca❘"\[RightBracketingBar]"2b]-1 Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various alternative or additional membership functions that may be used consistently with this disclosure. With continued reference toFIG.5, first fuzzy set504may represent any value or combination of values as described above, including any fault element116such as, but not limited to, rate of charge, rate of discharge, state of health, and the like thereof. A second fuzzy set516, which may represent any value which may be represented by first fuzzy set504, may be defined by a second membership function520on a second range524; second range524may be identical and/or overlap with first range512and/or may be combined with first range via Cartesian product or the like to generate a mapping permitting evaluation overlap of first fuzzy set504and second fuzzy set516. Where first fuzzy set504and second fuzzy set516have a region228that overlaps, first membership function508and second membership function520may intersect at a point532representing a probability, as defined on probability interval, of a match between first fuzzy set504and second fuzzy set516. Alternatively or additionally, a single value of first and/or second fuzzy set may be located at a locus536on first range512and/or second range524, where a probability of membership may be taken by evaluation of first membership function508and/or second membership function520at that range point. A probability at528and/or532may be compared to a threshold540to determine whether a positive match is indicated. Threshold540may, in a non-limiting example, represent a degree of match between first fuzzy set504and second fuzzy set516, and/or single values therein with each other or with either set, which is sufficient for purposes of the matching process. For example and without limitation, the threshold may indicate a sufficient degree of overlap between residual element116and a value representing a potential residual element that may indicate a sufficient match for purposes of generating alert datum124and/or determining whether residual element116indicates a threat of a danger posed by a residual current. For example and without limitation, sensor104may detect an abnormally a high current flow from charging component132, which may be indicative of a leakage current. Computing device112may denote this event as a means to generate alert datum124. Each threshold may be established by one or more user inputs. Alternatively or additionally, each threshold may be tuned by a machine-learning and/or statistical process, for instance and without limitation as described in further detail below. With continued reference toFIG.5, in an embodiment, a degree of match between fuzzy sets may be used to rank one resource against another. For instance, if two predictive prevalence values have fuzzy sets matching a probabilistic outcome fuzzy set by having a degree of overlap exceeding a threshold, computing device104may further rank the two resources by ranking a resource having a higher degree of match more highly than a resource having a lower degree of match. Where multiple fuzzy matches are performed, degrees of match for each respective fuzzy set may be computed and aggregated through, for instance, addition, averaging, or the like, to determine an overall degree of match, which may be used to rank resources; selection between two or more matching resources may be performed by selection of a highest-ranking resource, and/or multiple residual element116and/or alert datum124may be presented to a user in order of ranking for purposes of generating and executing security protocol120. Now referring toFIG.6, a flow diagram of an exemplary method600for managing residual energy for an electric aircraft is provided. Method600, at step605, may include generating, by at least a pack monitor unit, a battery pack datum from a battery pack of an electric aircraft. The at least a pack monitor unit may include any pack monitor unit as described herein. The battery pack datum may include any battery pack datum as described herein. The battery pack may include any battery pack as described herein. The electric aircraft may include any electric aircraft as described herein. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various methods of detecting data from a battery of an electric aircraft and generating a collection of information for purposes as described herein. With continued reference toFIG.6, method600, at step610, may include detecting, by a sensor communicatively connected to a charging component, a at least an electrical parameter as a function of the charging component and the electric aircraft. The sensor may include any sensor as described herein. The charging component may include any charging component as described herein. The plurality of measure charge data may include any plurality of measure charge data as described herein. In a non-limiting embodiment, method600may include establishing a connection between charging component and electric aircraft and/or electric aircraft port. The electric aircraft port may include nay electric aircraft port as described herein. The connection may include any connection as described herein. In a non-limiting embodiment, method600may include the sensor receiving the battery pack datum once the connection is successful. With continued reference toFIG.6, method600, at step615, may include generating a residual datum as a function of the at least an electrical parameter and the battery pack datum. The residual datum may include any residual datum as described herein. In a non-limiting embodiment, generating the residual datum may include prioritizing and capturing any spikes of alternating current. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various methods of capturing and prioritizing specific data for purposes as described herein. With continued reference toFIG.6, method600, at step620, may include receiving, by a computing device, the residual datum. The computing device may include any computing device as described herein. In a non-limiting embodiment, method600may include receiving any datum as a function of a network and/or network communication. The network may include any network as described herein. The network communication may include any network communication as described herein. In a non-limiting embodiment, method600may include receiving, by the computing device, any datum using physical CAN bus units. The physical CAN bus unit may include any physical CAN bus unit as described herein. With continued reference toFIG.6, method600, at step625, may include identifying a residual element as a function of the residual datum. The residual element may include any residual element as described herein. In a non-limiting embodiment, method600may include continuously monitoring the source of the residual element. With continued reference toFIG.6, method600, at step630, may include generating an alert datum as a function of the residual element. The alert datum may include any alert datum as described herein. In a non-limiting embodiment, method600may include comparing the residual element with a residual prediction datum. The residual prediction datum may be generated by computing device. The residual prediction datum may include any residual prediction datum as described herein. In a non-limiting embodiment, method600may include determining that the residual element is indeed a residual current, at least in part, to generate alert datum124, as a function of a residual threshold. The residual threshold may include any residual threshold as described herein. Method600, at step630, may include using a timer module. The timer module may include any timer module as described herein. With continued reference toFIG.6, method600, at step635, may include executing a security measure as a function of the alert datum. The security measure may include any security measure as described herein. In a non-limiting embodiment, method600may include generating the security measure using at least a machine-learning model and a residual training set. The machine-learning model may include any machine-learning model as described herein. The residual training set may include any residual training set as described herein. In a non-limiting embodiment, method600, at step635, may include generating a security measure as a function of operating a first mode. The first mode may include any first mode as described herein. Method600, at step635, may further include generating a security measure as a function of operating a second mode. The second mode may include any second mode as described herein. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of the various methods of using one or more modes within the computing device for purposes as described herein. Referring now toFIG.7, an exemplary embodiment of an aircraft700, which may include, or be incorporated with, a system for optimization of a recharging flight plan is illustrated. As used in this disclosure an “aircraft” is any vehicle that may fly by gaining support from the air. As a non-limiting example, aircraft may include airplanes, helicopters, commercial and/or recreational aircrafts, instrument flight aircrafts, drones, electric aircrafts, airliners, rotorcrafts, vertical takeoff and landing aircrafts, jets, airships, blimps, gliders, paramotors, and the like thereof. Still referring toFIG.7, aircraft700may include an electrically powered aircraft. In embodiments, electrically powered aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft. Aircraft700may include an unmanned aerial vehicle and/or a drone. Electric aircraft may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane-style landing, and/or any combination thereof. Electric aircraft may include one or more manned and/or unmanned aircrafts. Electric aircraft may include one or more all-electric short takeoff and landing (eSTOL) aircrafts. For example, and without limitation, eSTOL aircrafts may accelerate the plane to a flight speed on takeoff and decelerate the plane after landing. In an embodiment, and without limitation, electric aircraft may be configured with an electric propulsion assembly. Electric propulsion assembly may include any electric propulsion assembly as described in U.S. Nonprovisional application Ser. No. 16/703,225, and entitled “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” the entirety of which is incorporated herein by reference. For purposes of description herein, the terms “upper”, “lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, “upward”, “downward”, “forward”, “backward” and derivatives thereof shall relate to the invention as oriented inFIG.7. Still referring toFIG.7, aircraft700includes a fuselage708. As used in this disclosure a “fuselage” is the main body of an aircraft, or in other words, the entirety of the aircraft except for the cockpit, nose, wings, empennage, nacelles, any and all control surfaces, and generally contains an aircraft's payload. Fuselage708may include structural elements that physically support a shape and structure of an aircraft. Structural elements may take a plurality of forms, alone or in combination with other types. Structural elements may vary depending on a construction type of aircraft such as without limitation a fuselage708. Fuselage708may comprise a truss structure. A truss structure may be used with a lightweight aircraft and comprises welded steel tube trusses. A “truss,” as used in this disclosure, is an assembly of beams that create a rigid structure, often in combinations of triangles to create three-dimensional shapes. A truss structure may alternatively comprise wood construction in place of steel tubes, or a combination thereof. In embodiments, structural elements may comprise steel tubes and/or wood beams. In an embodiment, and without limitation, structural elements may include an aircraft skin. Aircraft skin may be layered over the body shape constructed by trusses. Aircraft skin may comprise a plurality of materials such as plywood sheets, aluminum, fiberglass, and/or carbon fiber, the latter of which will be addressed in greater detail later herein. In embodiments, and with continued reference toFIG.7, aircraft fuselage708may include and/or be constructed using geodesic construction. Geodesic structural elements may include stringers wound about formers (which may be alternatively called station frames) in opposing spiral directions. A “stringer,” as used in this disclosure, is a general structural element that includes a long, thin, and rigid strip of metal or wood that is mechanically coupled to and spans a distance from, station frame to station frame to create an internal skeleton on which to mechanically couple aircraft skin. A former (or station frame) may include a rigid structural element that is disposed along a length of an interior of aircraft fuselage708orthogonal to a longitudinal (nose to tail) axis of the aircraft and may form a general shape of fuselage708. A former may include differing cross-sectional shapes at differing locations along fuselage708, as the former is the structural element that informs the overall shape of a fuselage708curvature. In embodiments, aircraft skin may be anchored to formers and strings such that the outer mold line of a volume encapsulated by formers and stringers comprises the same shape as aircraft700when installed. In other words, former(s) may form a fuselage's ribs, and the stringers may form the interstitials between such ribs. The spiral orientation of stringers about formers may provide uniform robustness at any point on an aircraft fuselage such that if a portion sustains damage, another portion may remain largely unaffected. Aircraft skin may be mechanically coupled to underlying stringers and formers and may interact with a fluid, such as air, to generate lift and perform maneuvers. In an embodiment, and still referring toFIG.7, fuselage708may include and/or be constructed using monocoque construction. Monocoque construction may include a primary structure that forms a shell (or skin in an aircraft's case) and supports physical loads. Monocoque fuselages are fuselages in which the aircraft skin or shell is also the primary structure. In monocoque construction aircraft skin would support tensile and compressive loads within itself and true monocoque aircraft can be further characterized by the absence of internal structural elements. Aircraft skin in this construction method is rigid and can sustain its shape with no structural assistance form underlying skeleton-like elements. Monocoque fuselage may comprise aircraft skin made from plywood layered in varying grain directions, epoxy-impregnated fiberglass, carbon fiber, or any combination thereof. According to embodiments, and further referring toFIG.7, fuselage708may include a semi-monocoque construction. Semi-monocoque construction, as used herein, is a partial monocoque construction, wherein a monocoque construction is describe above detail. In semi-monocoque construction, aircraft fuselage708may derive some structural support from stressed aircraft skin and some structural support from underlying frame structure made of structural elements. Formers or station frames can be seen running transverse to the long axis of fuselage708with circular cutouts which are generally used in real-world manufacturing for weight savings and for the routing of electrical harnesses and other modern on-board systems. In a semi-monocoque construction, stringers are thin, long strips of material that run parallel to fuselage's long axis. Stringers may be mechanically coupled to formers permanently, such as with rivets. Aircraft skin may be mechanically coupled to stringers and formers permanently, such as by rivets as well. A person of ordinary skill in the art will appreciate, upon reviewing the entirety of this disclosure, that there are numerous methods for mechanical fastening of the aforementioned components like screws, nails, dowels, pins, anchors, adhesives like glue or epoxy, or bolts and nuts, to name a few. A subset of fuselage under the umbrella of semi-monocoque construction includes unibody vehicles. Unibody, which is short for “unitized body” or alternatively “unitary construction”, vehicles are characterized by a construction in which the body, floor plan, and chassis form a single structure. In the aircraft world, unibody may be characterized by internal structural elements like formers and stringers being constructed in one piece, integral to the aircraft skin as well as any floor construction like a deck. Still referring toFIG.7, stringers and formers, which may account for the bulk of an aircraft structure excluding monocoque construction, may be arranged in a plurality of orientations depending on aircraft operation and materials. Stringers may be arranged to carry axial (tensile or compressive), shear, bending or torsion forces throughout their overall structure. Due to their coupling to aircraft skin, aerodynamic forces exerted on aircraft skin will be transferred to stringers. A location of said stringers greatly informs the type of forces and loads applied to each and every stringer, all of which may be handled by material selection, cross-sectional area, and mechanical coupling methods of each member. A similar assessment may be made for formers. In general, formers may be significantly larger in cross-sectional area and thickness, depending on location, than stringers. Both stringers and formers may comprise aluminum, aluminum alloys, graphite epoxy composite, steel alloys, titanium, or an undisclosed material alone or in combination. In an embodiment, and still referring toFIG.7, stressed skin, when used in semi-monocoque construction is the concept where the skin of an aircraft bears partial, yet significant, load in an overall structural hierarchy. In other words, an internal structure, whether it be a frame of welded tubes, formers and stringers, or some combination, may not be sufficiently strong enough by design to bear all loads. The concept of stressed skin may be applied in monocoque and semi-monocoque construction methods of fuselage708. Monocoque comprises only structural skin, and in that sense, aircraft skin undergoes stress by applied aerodynamic fluids imparted by the fluid. Stress as used in continuum mechanics may be described in pound-force per square inch (lbf/in2) or Pascals (Pa). In semi-monocoque construction stressed skin may bear part of aerodynamic loads and additionally may impart force on an underlying structure of stringers and formers. Still referring toFIG.7, it should be noted that an illustrative embodiment is presented only, and this disclosure in no way limits the form or construction method of a system and method for loading payload into an eVTOL aircraft. In embodiments, fuselage708may be configurable based on the needs of the eVTOL per specific mission or objective. The general arrangement of components, structural elements, and hardware associated with storing and/or moving a payload may be added or removed from fuselage708as needed, whether it is stowed manually, automatedly, or removed by personnel altogether. Fuselage708may be configurable for a plurality of storage options. Bulkheads and dividers may be installed and uninstalled as needed, as well as longitudinal dividers where necessary. Bulkheads and dividers may be installed using integrated slots and hooks, tabs, boss and channel, or hardware like bolts, nuts, screws, nails, clips, pins, and/or dowels, to name a few. Fuselage708may also be configurable to accept certain specific cargo containers, or a receptable that can, in turn, accept certain cargo containers. Still referring toFIG.7, aircraft700may include a plurality of laterally extending elements attached to fuselage708. As used in this disclosure a “laterally extending element” is an element that projects essentially horizontally from fuselage, including an outrigger, a spar, and/or a fixed wing that extends from fuselage. Wings may be structures which include airfoils configured to create a pressure differential resulting in lift. Wings may generally dispose on the left and right sides of the aircraft symmetrically, at a point between nose and empennage. Wings may comprise a plurality of geometries in planform view, swept swing, tapered, variable wing, triangular, oblong, elliptical, square, among others. A wing's cross section geometry may comprise an airfoil. An “airfoil” as used in this disclosure is a shape specifically designed such that a fluid flowing above and below it exert differing levels of pressure against the top and bottom surface. In embodiments, the bottom surface of an aircraft can be configured to generate a greater pressure than does the top, resulting in lift. Laterally extending element may comprise differing and/or similar cross-sectional geometries over its cord length or the length from wing tip to where wing meets the aircraft's body. One or more wings may be symmetrical about the aircraft's longitudinal plane, which comprises the longitudinal or roll axis reaching down the center of the aircraft through the nose and empennage, and the plane's yaw axis. Laterally extending element may comprise controls surfaces configured to be commanded by a pilot or pilots to change a wing's geometry and therefore its interaction with a fluid medium, like air. Control surfaces may comprise flaps, ailerons, tabs, spoilers, and slats, among others. The control surfaces may dispose on the wings in a plurality of locations and arrangements and in embodiments may be disposed at the leading and trailing edges of the wings, and may be configured to deflect up, down, forward, aft, or a combination thereof. An aircraft, including a dual-mode aircraft may comprise a combination of control surfaces to perform maneuvers while flying or on ground. Still referring toFIG.7, aircraft700includes a plurality of flight components704. As used in this disclosure a “flight component” is a component that promotes flight and guidance of an aircraft. In an embodiment, flight component704may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand “mechanically coupled” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical coupling. Said mechanical coupling can include, for example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal joints, or any combination thereof. In an embodiment, mechanical coupling may be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical coupling may be used to join two pieces of rotating electric aircraft components. Still referring toFIG.7, plurality of flight components704may include at least a lift propulsor component712. As used in this disclosure a “lift propulsor component” is a component and/or device used to propel a craft upward by exerting downward force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. Lift propulsor component712may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight. For example, and without limitation, lift propulsor component712may include a rotor, propeller, paddle wheel and the like thereof, wherein a rotor is a component that produces torque along the longitudinal axis, and a propeller produces torquer along the vertical axis. In an embodiment, lift propulsor component712includes a plurality of blades. As used in this disclosure a “blade” is a propeller that converts rotary motion from an engine or other power source into a swirling slipstream. In an embodiment, blade may convert rotary motion to push the propeller forwards or backwards. In an embodiment lift propulsor component712may include a rotating power-driven hub, to which are attached several radial airfoil-section blades such that the whole assembly rotates about a longitudinal axis. Blades may be configured at an angle of attack, wherein an angle of attack is described in detail below. In an embodiment, and without limitation, angle of attack may include a fixed angle of attack. As used in this disclosure a “fixed angle of attack” is fixed angle between a chord line of a blade and relative wind. As used in this disclosure a “fixed angle” is an angle that is secured and/or unmovable from the attachment point. For example, and without limitation fixed angle of attack may be 3.2° as a function of a pitch angle of 19.7° and a relative wind angle 16.5°. In another embodiment, and without limitation, angle of attack may include a variable angle of attack. As used in this disclosure a “variable angle of attack” is a variable and/or moveable angle between a chord line of a blade and relative wind. As used in this disclosure a “variable angle” is an angle that is moveable from an attachment point. For example, and without limitation variable angle of attack may be a first angle of 10.7° as a function of a pitch angle of 17.1° and a relative wind angle 16.4°, wherein the angle adjusts and/or shifts to a second angle of 16.7° as a function of a pitch angle of 16.1° and a relative wind angle 16.4°. In an embodiment, angle of attack be configured to produce a fixed pitch angle. As used in this disclosure a “fixed pitch angle” is a fixed angle between a cord line of a blade and the rotational velocity direction. For example, and without limitation, fixed pitch angle may include 18°. In another embodiment fixed angle of attack may be manually variable to a few set positions to adjust one or more lifts of the aircraft prior to flight. In an embodiment, blades for an aircraft are designed to be fixed to their hub at an angle similar to the thread on a screw makes an angle to the shaft; this angle may be referred to as a pitch or pitch angle which will determine a speed of forward movement as the blade rotates. In an embodiment, and still referring toFIG.7, lift propulsor component712may be configured to produce a lift. As used in this disclosure a “lift” is a perpendicular force to the oncoming flow direction of fluid surrounding the surface. For example, and without limitation relative air speed may be horizontal to aircraft700, wherein lift force may be a force exerted in a vertical direction, directing aircraft700upwards. In an embodiment, and without limitation, lift propulsor component712may produce lift as a function of applying a torque to lift propulsor component. As used in this disclosure a “torque” is a measure of force that causes an object to rotate about an axis in a direction. For example, and without limitation, torque may rotate an aileron and/or rudder to generate a force that may adjust and/or affect altitude, airspeed velocity, groundspeed velocity, direction during flight, and/or thrust. For example, one or more flight components such as a power sources may apply a torque on lift propulsor component712to produce lift. As used in this disclosure a “power source” is a source that that drives and/or controls any other flight component. For example, and without limitation power source may include a motor that operates to move one or more lift propulsor components, to drive one or more blades, or the like thereof. A motor may be driven by direct current (DC) electric power and may include, without limitation, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. A motor may also include electronic speed controllers or other components for regulating motor speed, rotation direction, and/or dynamic braking. Still referring toFIG.7, power source may include an energy source. An energy source may include, for example, an electrical energy source a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide fuel cell, an electric energy storage device (e.g., a capacitor, an inductor, and/or a battery). An electrical energy source may also include a battery cell, or a plurality of battery cells connected in series into a module and each module connected in series or in parallel with other modules. Configuration of an energy source containing connected modules may be designed to meet an energy or power requirement and may be designed to fit within a designated footprint in an electric aircraft in which aircraft700may be incorporated. In an embodiment, and still referring toFIG.7, an energy source may be used to provide a steady supply of electrical power to a load over the course of a flight by a vehicle or other electric aircraft. For example, an energy source may be capable of providing sufficient power for “cruising” and other relatively low-energy phases of flight. An energy source may also be capable of providing electrical power for some higher-power phases of flight as well, particularly when the energy source is at a high SOC, as may be the case for instance during takeoff. In an embodiment, an energy source may be capable of providing sufficient electrical power for auxiliary loads including without limitation, lighting, navigation, communications, de-icing, steering or other systems requiring power or energy. Further, an energy source may be capable of providing sufficient power for controlled descent and landing protocols, including, without limitation, hovering descent or runway landing. As used herein an energy source may have high power density where electrical power an energy source can usefully produce per unit of volume and/or mass is relatively high. “Electrical power,” as used in this disclosure, is defined as a rate of electrical energy per unit time. An energy source may include a device for which power that may be produced per unit of volume and/or mass has been optimized, at the expense of the maximal total specific energy density or power capacity, during design. Non-limiting examples of items that may be used as at least an energy source may include batteries used for starting applications including Li ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon or titanite anode, energy source may be used, in an embodiment, to provide electrical power to an electric aircraft or drone, such as an electric aircraft vehicle, during moments requiring high rates of power output, including without limitation takeoff, landing, thermal de-icing and situations requiring greater power output for reasons of stability, such as high turbulence situations, as described in further detail below. A battery may include, without limitation a battery using nickel based chemistries such as nickel cadmium or nickel metal hydride, a battery using lithium ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide (LMO), a battery using lithium polymer technology, lead-based batteries such as without limitation lead acid batteries, metal-air batteries, or any other suitable battery. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as an energy source. Still referring toFIG.7, an energy source may include a plurality of energy sources, referred to herein as a module of energy sources. A module may include batteries connected in parallel or in series or a plurality of modules connected either in series or in parallel designed to deliver both the power and energy requirements of the application. Connecting batteries in series may increase the voltage of at least an energy source which may provide more power on demand. High voltage batteries may require cell matching when high peak load is needed. As more cells are connected in strings, there may exist the possibility of one cell failing which may increase resistance in the module and reduce an overall power output as a voltage of the module may decrease as a result of that failing cell. Connecting batteries in parallel may increase total current capacity by decreasing total resistance, and it also may increase overall amp-hour capacity. Overall energy and power outputs of at least an energy source may be based on individual battery cell performance or an extrapolation based on measurement of at least an electrical parameter. In an embodiment where an energy source includes a plurality of battery cells, overall power output capacity may be dependent on electrical parameters of each individual cell. If one cell experiences high self-discharge during demand, power drawn from at least an energy source may be decreased to avoid damage to the weakest cell. An energy source may further include, without limitation, wiring, conduit, housing, cooling system and battery management system. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different components of an energy source. In an embodiment and still referring toFIG.7, plurality of flight components704may be arranged in a quad copter orientation. As used in this disclosure a “quad copter orientation” is at least a lift propulsor component oriented in a geometric shape and/or pattern, wherein each of the lift propulsor components are located along a vertex of the geometric shape. For example, and without limitation, a square quad copter orientation may have four lift propulsor components oriented in the geometric shape of a square, wherein each of the four lift propulsor components are located along the four vertices of the square shape. As a further non-limiting example, a hexagonal quad copter orientation may have six lift propulsor components oriented in the geometric shape of a hexagon, wherein each of the six lift propulsor components are located along the six vertices of the hexagon shape. In an embodiment, and without limitation, quad copter orientation may include a first set of lift propulsor components and a second set of lift propulsor components, wherein the first set of lift propulsor components and the second set of lift propulsor components may include two lift propulsor components each, wherein the first set of lift propulsor components and a second set of lift propulsor components are distinct from one another. For example, and without limitation, the first set of lift propulsor components may include two lift propulsor components that rotate in a clockwise direction, wherein the second set of lift propulsor components may include two lift propulsor components that rotate in a counterclockwise direction. In an embodiment, and without limitation, the first set of propulsor lift components may be oriented along a line oriented 30° from the longitudinal axis of aircraft700. In another embodiment, and without limitation, the second set of propulsor lift components may be oriented along a line oriented 135° from the longitudinal axis, wherein the first set of lift propulsor components line and the second set of lift propulsor components are perpendicular to each other. Still referring toFIG.7, plurality of flight components704may include a pusher component716. As used in this disclosure a “pusher component” is a component that pushes and/or thrusts an aircraft through a medium. As a non-limiting example, pusher component716may include a pusher propeller, a paddle wheel, a pusher motor, a pusher propulsor, and the like. Additionally, or alternatively, pusher flight component may include a plurality of pusher flight components. Pusher component716is configured to produce a forward thrust. As used in this disclosure a “forward thrust” is a thrust that forces aircraft through a medium in a horizontal direction, wherein a horizontal direction is a direction parallel to the longitudinal axis. As a non-limiting example, forward thrust may include a force of 1145 N to force aircraft to in a horizontal direction along the longitudinal axis. As a further non-limiting example, forward thrust may include a force of, as a non-limiting example, 300 N to force aircraft700in a horizontal direction along a longitudinal axis. As a further non-limiting example, pusher component716may twist and/or rotate to pull air behind it and, at the same time, push aircraft700forward with an equal amount of force. In an embodiment, and without limitation, the more air forced behind aircraft, the greater the thrust force with which the aircraft is pushed horizontally will be. In another embodiment, and without limitation, forward thrust may force aircraft700through the medium of relative air. Additionally or alternatively, plurality of flight components704may include one or more puller components. As used in this disclosure a “puller component” is a component that pulls and/or tows an aircraft through a medium. As a non-limiting example, puller component may include a flight component such as a puller propeller, a puller motor, a tractor propeller, a puller propulsor, and the like. Additionally, or alternatively, puller component may include a plurality of puller flight components. In an embodiment and still referring toFIG.7, aircraft700may include a flight controller located within fuselage708, wherein a flight controller is described in detail below, in reference toFIG.7. In an embodiment, and without limitation, flight controller may be configured to operate a fixed-wing flight capability. As used in this disclosure a “fixed-wing flight capability” is a method of flight wherein the plurality of laterally extending elements generate lift. For example, and without limitation, fixed-wing flight capability may generate lift as a function of an airspeed of aircraft70and one or more airfoil shapes of the laterally extending elements, wherein an airfoil is described above in detail. As a further non-limiting example, flight controller may operate the fixed-wing flight capability as a function of reducing applied torque on lift propulsor component712. For example, and without limitation, flight controller may reduce a torque of 19 Nm applied to a first set of lift propulsor components to a torque of 16 Nm. As a further non-limiting example, flight controller may reduce a torque of 12 Nm applied to a first set of lift propulsor components to a torque of 0 Nm. In an embodiment, and without limitation, flight controller may produce fixed-wing flight capability as a function of increasing forward thrust exerted by pusher component716. For example, and without limitation, flight controller may increase a forward thrust of 1000 kN produced by pusher component716to a forward thrust of 1100 kN. In an embodiment, and without limitation, an amount of lift generation may be related to an amount of forward thrust generated to increase airspeed velocity, wherein the amount of lift generation may be directly proportional to the amount of forward thrust produced. Additionally or alternatively, flight controller may include an inertia compensator. As used in this disclosure an “inertia compensator” is one or more computing devices, electrical components, logic circuits, processors, and the like there of that are configured to compensate for inertia in one or more lift propulsor components present in aircraft700. Inertia compensator may alternatively or additionally include any computing device used as an inertia compensator as described in U.S. Nonprovisional application Ser. No. 17/106,557, and entitled “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT,” the entirety of which is incorporated herein by reference. In an embodiment, and still referring toFIG.7, flight controller may be configured to perform a reverse thrust command. As used in this disclosure a “reverse thrust command” is a command to perform a thrust that forces a medium towards the relative air opposing the aircraft. For example, reverse thrust command may include a thrust of 180 N directed towards the nose of aircraft to at least repel and/or oppose the relative air. Reverse thrust command may alternatively or additionally include any reverse thrust command as described in U.S. Nonprovisional application Ser. No. 17/319,155 and entitled “AIRCRAFT HAVING REVERSE THRUST CAPABILITIES,” the entirety of which is incorporated herein by reference. In another embodiment, flight controller may be configured to perform a regenerative drag operation. As used in this disclosure a “regenerative drag operation” is an operating condition of an aircraft, wherein the aircraft has a negative thrust and/or is reducing in airspeed velocity. For example, and without limitation, regenerative drag operation may include a positive propeller speed and a negative propeller thrust. Regenerative drag operation may alternatively or additionally include any regenerative drag operation as described in U.S. Nonprovisional application Ser. No. 17/319,155. In an embodiment, and still referring toFIG.7, flight controller may be configured to perform a corrective action as a function of a failure event. As used in this disclosure a “corrective action” is an action conducted by the plurality of flight components to correct and/or alter a movement of an aircraft. For example, and without limitation, a corrective action may include an action to reduce a yaw torque generated by a failure event. Additionally or alternatively, corrective action may include any corrective action as described in U.S. Nonprovisional application Ser. No. 17/222,539, and entitled “AIRCRAFT FOR SELF-NEUTRALIZING FLIGHT,” the entirety of which is incorporated herein by reference. As used in this disclosure a “failure event” is a failure of a lift propulsor component of the plurality of lift propulsor components. For example, and without limitation, a failure event may denote a rotation degradation of a rotor, a reduced torque of a rotor, and the like thereof. Referring now toFIG.8, an embodiment of sensor suite800is presented in accordance with one or more embodiments of the present disclosure. The herein disclosed system and method may comprise a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In a non-limiting example, there may be four independent sensors communicatively connected to charging component132measuring operating conditions of the communication such as temperature, electrical characteristic such as voltage, amperage, resistance, or impedance, or any other parameters and/or quantities as described in this disclosure. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of sensor88to detect phenomenon is maintained. Sensor suite800includes a moisture sensor804. “Moisture”, as used in this disclosure, is the presence of water, this may include vaporized water in air, condensation on the surfaces of objects, or concentrations of liquid water. Moisture may include humidity. “Humidity”, as used in this disclosure, is the property of a gaseous medium (almost always air) to hold water in the form of vapor. An amount of water vapor contained within a parcel of air can vary significantly. Water vapor is generally invisible to the human eye and may be damaging to electrical components. There are three primary measurements of humidity, absolute, relative, specific humidity. “Absolute humidity,” for the purposes of this disclosure, describes the water content of air and is expressed in either grams per cubic meters or grams per kilogram. “Relative humidity”, for the purposes of this disclosure, is expressed as a percentage, indicating a present stat of absolute humidity relative to a maximum humidity given the same temperature. “Specific humidity”, for the purposes of this disclosure, is the ratio of water vapor mass to total moist air parcel mass, where parcel is a given portion of a gaseous medium. Moisture sensor804may be psychrometer. Moisture sensor804may be a hygrometer. Moisture sensor804may be configured to act as or include a humidistat. A “humidistat”, for the purposes of this disclosure, is a humidity-triggered switch, often used to control another electronic device. Moisture sensor804may use capacitance to measure relative humidity and include in itself, or as an external component, include a device to convert relative humidity measurements to absolute humidity measurements. “Capacitance”, for the purposes of this disclosure, is the ability of a system to store an electric charge, in this case the system is a parcel of air which may be near, adjacent to, or above a battery cell. With continued reference toFIG.8, sensor suite800may include electrical sensors808. Electrical sensors808may be configured to measure voltage of charging component132, electrical current of charging component132, and resistance of charging component132. Electrical sensors808may include separate sensors to measure each of the previously disclosed electrical characteristics such as voltmeter, ammeter, and ohmmeter, respectively. Alternatively or additionally, and with continued reference toFIG.8, sensor suite800may include a sensor or plurality thereof that may detect voltage and direct the charging of individual battery cells of a power source according to charge level; detection may be performed using any suitable component, set of components, and/or mechanism for direct or indirect measurement and/or detection of voltage levels, including without limitation comparators, analog to digital converters, any form of voltmeter, or the like. Sensor suite800and/or a control circuit incorporated therein and/or communicatively connected thereto may be configured to adjust charge to one or more battery cells as a function of a charge level and/or a detected parameter. For instance, and without limitation, sensor suite800may be configured to determine that a charge level of a battery cell of a power source is high based on a detected voltage level of that battery cell or portion of the power source and/or battery pack. Sensor suite800may alternatively or additionally detect a charge reduction event, defined for purposes of this disclosure as any temporary or permanent state of a battery cell requiring reduction or cessation of charging; a charge reduction event may include a cell being fully charged and/or a cell undergoing a physical and/or electrical process that makes continued charging at a current voltage and/or current level inadvisable due to a risk that the cell will be damaged, will overheat, or the like. Detection of a charge reduction event may include detection of a temperature, of the cell above a threshold level, detection of a voltage and/or resistance level above or below a threshold, or the like. Sensor suite800may include digital sensors, analog sensors, or a combination thereof. Sensor suite800may include digital-to-analog converters (DAC), analog-to-digital converters (ADC, A/D, A-to-D), a combination thereof, and the like. With continued reference toFIG.8, sensor suite800may include thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTD's), semiconductor based integrated circuits (IC), a combination thereof or another undisclosed sensor type, alone or in combination. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within sensor suite800, may be measured in Fahrenheit (° F.), Celsius (° C.), Kelvin (° K), or another scale alone or in combination. The temperature measured by sensors may comprise electrical signals which are transmitted to their appropriate destination wireless or through a wired connection. With continued reference toFIG.8, sensor suite800may include a sensor configured to detect gas that may be emitted during or after a cell failure. “Cell failure”, for the purposes of this disclosure, refers to a malfunction of a battery cell of a power source, which may be an electrochemical cell, that renders the cell inoperable for its designed function, namely providing electrical energy to at least a portion of an electric aircraft. Byproducts of cell failure812may include gaseous discharge including oxygen, hydrogen, carbon dioxide, methane, carbon monoxide, a combination thereof, or another undisclosed gas, alone or in combination. Further the sensor configured to detect vent gas from electrochemical cells may comprise a gas detector. For the purposes of this disclosure, a “gas detector” is a device used to detect a gas is present in an area. Gas detectors, and more specifically, the gas sensor that may be used in sensor suite800, may be configured to detect combustible, flammable, toxic, oxygen depleted, a combination thereof, or another type of gas alone or in combination. The gas sensor that may be present in sensor suite800may include a combustible gas, photoionization detectors, electrochemical gas sensors, ultrasonic sensors, metal-oxide-semiconductor (MOS) sensors, infrared imaging sensors, a combination thereof, or another undisclosed type of gas sensor alone or in combination. Sensor suite800may include sensors that are configured to detect non-gaseous byproducts of cell failure812including, in non-limiting examples, liquid chemical leaks including aqueous alkaline solution, ionomer, molten phosphoric acid, liquid electrolytes with redox shuttle and ionomer, and salt water, among others. Sensor suite800may include sensors that are configured to detect non-gaseous byproducts of cell failure812including, in non-limiting examples, electrical anomalies as detected by any of the previous disclosed sensors or components. With continued reference toFIG.8, sensors808may be disposed on a sense board816. In one or more embodiments, sense board816may include opposing flat surfaces and may be configured to cover a portion of a battery module within a power source, such as a battery pack. Sense board816may include, without limitation, a control circuit configured to perform and/or direct any actions performed by sense board816and/or any other component and/or element described in this disclosure. Sense board816may be consistent with the sense board disclosed in U.S. patent application Ser. No. 16/948,140 entitled, “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” and incorporated herein by reference in its entirety. With continued reference toFIG.8, sensor suite800may be configured to detect events where voltage nears an upper voltage threshold or lower voltage threshold. The upper voltage threshold may be stored in a memory of, for example, a computing device for comparison with an instant measurement taken by any combination of sensors present within sensor suite800. The upper voltage threshold may be calculated and calibrated based on factors relating to battery cell health, maintenance history, location within battery pack, designed application, and type, among others. Sensor suite800may measure voltage at an instant, over a period of time, or periodically. Sensor suite800may be configured to operate at any of these detection modes, switch between modes, or simultaneous measure in more than one mode. Sensor88may detect through sensor suite800events where voltage nears the lower voltage threshold. The lower voltage threshold may indicate power loss to or from an individual battery cell or portion of the battery pack. Sensor88may detect through sensor suite800events where voltage exceeds the upper and lower voltage threshold. Events where voltage exceeds the upper and lower voltage threshold may indicate battery cell failure or electrical anomalies that could lead to potentially dangerous situations for aircraft and personnel that may be present in or near its operation. Additional disclosure related to a battery management system may be found in U.S. patent application Ser. Nos. 17/111,002 and 17/108,798 entitled “SYSTEMS AND METHODS FOR A BATTERY MANAGEMENT SYSTEM INTEGRATED IN A BATTERY PACK CONFIGURED FOR USE IN ELECTRIC AIRCRAFT”, both of which are incorporated in their entirety herein by reference. Exemplary methods of signal processing may include analog, continuous time, discrete, digital, nonlinear, and statistical. Analog signal processing may be performed on non-digitized or analog signals. Exemplary analog processes may include passive filters, active filters, additive mixers, integrators, delay lines, compandors, multipliers, voltage-controlled filters, voltage-controlled oscillators, and phase-locked loops. Continuous-time signal processing may be used, in some cases, to process signals which varying continuously within a domain, for instance time. Exemplary non-limiting continuous time processes may include time domain processing, frequency domain processing (Fourier transform), and complex frequency domain processing. Discrete time signal processing may be used when a signal is sampled non-continuously or at discrete time intervals (i.e., quantized in time). Analog discrete-time signal processing may process a signal using the following exemplary circuits sample and hold circuits, analog time-division multiplexers, analog delay lines and analog feedback shift registers. Digital signal processing may be used to process digitized discrete-time sampled signals. Commonly, digital signal processing may be performed by a computing device or other specialized digital circuits, such as without limitation an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a specialized digital signal processor (DSP). Digital signal processing may be used to perform any combination of typical arithmetical operations, including fixed-point and floating-point, real-valued and complex-valued, multiplication and addition. Digital signal processing may additionally operate circular buffers and lookup tables. Further non-limiting examples of algorithms that may be performed according to digital signal processing techniques include fast Fourier transform (FFT), finite impulse response (FIR) filter, infinite impulse response (IIR) filter, and adaptive filters such as the Wiener and Kalman filters. Statistical signal processing may be used to process a signal as a random function (i.e., a stochastic process), utilizing statistical properties. For instance, in some embodiments, a signal may be modeled with a probability distribution indicating noise, which then may be used to reduce noise in a processed signal. Referring now toFIG.9, an exemplary embodiment of a machine-learning module900that may perform one or more machine-learning processes as described in this disclosure is illustrated. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, is a process that automatedly uses training data904to generate an algorithm that will be performed by a computing device/module to produce outputs908given data provided as inputs912; this is in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language. Still referring toFIG.9, “training data,” as used herein, is data containing correlations that a machine-learning process may use to model relationships between two or more categories of data elements. For instance, and without limitation, training data904may include a plurality of data entries, each entry representing a set of data elements that were recorded, received, and/or generated together; data elements may be correlated by shared existence in a given data entry, by proximity in a given data entry, or the like. Multiple data entries in training data904may evince one or more trends in correlations between categories of data elements; for instance, and without limitation, a higher value of a first data element belonging to a first category of data element may tend to correlate to a higher value of a second data element belonging to a second category of data element, indicating a possible proportional or other mathematical relationship linking values belonging to the two categories. Multiple categories of data elements may be related in training data904according to various correlations; correlations may indicate causative and/or predictive links between categories of data elements, which may be modeled as relationships such as mathematical relationships by machine-learning processes as described in further detail below. Training data904may be formatted and/or organized by categories of data elements, for instance by associating data elements with one or more descriptors corresponding to categories of data elements. As a non-limiting example, training data904may include data entered in standardized forms by persons or processes, such that entry of a given data element in a given field in a form may be mapped to one or more descriptors of categories. Elements in training data904may be linked to descriptors of categories by tags, tokens, or other data elements; for instance, and without limitation, training data904may be provided in fixed-length formats, formats linking positions of data to categories such as comma-separated value (CSV) formats and/or self-describing formats such as extensible markup language (XML), JavaScript Object Notation (JSON), or the like, enabling processes or devices to detect categories of data. Alternatively or additionally, and continuing to refer toFIG.9, training data904may include one or more elements that are not categorized; that is, training data904may not be formatted or contain descriptors for some elements of data. Machine-learning algorithms and/or other processes may sort training data904according to one or more categorizations using, for instance, natural language processing algorithms, tokenization, detection of correlated values in raw data and the like; categories may be generated using correlation and/or other processing algorithms. As a non-limiting example, in a corpus of text, phrases making up a number “n” of compound words, such as nouns modified by other nouns, may be identified according to a statistically significant prevalence of n-grams containing such words in a particular order; such an n-gram may be categorized as an element of language such as a “word” to be tracked similarly to single words, generating a new category as a result of statistical analysis. Similarly, in a data entry including some textual data, a person's name may be identified by reference to a list, dictionary, or other compendium of terms, permitting ad-hoc categorization by machine-learning algorithms, and/or automated association of data in the data entry with descriptors or into a given format. The ability to categorize data entries automatedly may enable the same training data904to be made applicable for two or more distinct machine-learning algorithms as described in further detail below. Training data904used by machine-learning module900may correlate any input data as described in this disclosure to any output data as described in this disclosure. As a non-limiting illustrative example the residual element may be an input for an output of the alert datum. In another non-limiting example, the alert datum may be an input for the output of the security measure. Further referring toFIG.9, training data may be filtered, sorted, and/or selected using one or more supervised and/or unsupervised machine-learning processes and/or models as described in further detail below; such models may include without limitation a training data classifier916. Training data classifier916may include a “classifier,” which as used in this disclosure is a machine-learning model as defined below, such as a mathematical model, neural net, or program generated by a machine learning algorithm known as a “classification algorithm,” as described in further detail below, that sorts inputs into categories or bins of data, outputting the categories or bins of data and/or labels associated therewith. A classifier may be configured to output at least a datum that labels or otherwise identifies a set of data that are clustered together, found to be close under a distance metric as described below, or the like. Machine-learning module900may generate a classifier using a classification algorithm, defined as a processes whereby a computing device and/or any module and/or component operating thereon derives a classifier from training data904. Classification may be performed using, without limitation, linear classifiers such as without limitation logistic regression and/or naive Bayes classifiers, nearest neighbor classifiers such as k-nearest neighbors classifiers, support vector machines, least squares support vector machines, fisher's linear discriminant, quadratic classifiers, decision trees, boosted trees, random forest classifiers, learning vector quantization, and/or neural network-based classifiers. As a non-limiting example, training data classifier916may classify elements of training data to various levels of trip class, levels of severity of the residual element, and the like thereof, for which a subset of training data may be selected. Still referring toFIG.9, machine-learning module900may be configured to perform a lazy-learning process920and/or protocol, which may alternatively be referred to as a “lazy loading” or “call-when-needed” process and/or protocol, may be a process whereby machine learning is conducted upon receipt of an input to be converted to an output, by combining the input and training set to derive the algorithm to be used to produce the output on demand. For instance, an initial set of simulations may be performed to cover an initial heuristic and/or “first guess” at an output and/or relationship. As a non-limiting example, an initial heuristic may include a ranking of associations between inputs and elements of training data904. Heuristic may include selecting some number of highest-ranking associations and/or training data904elements. Lazy learning may implement any suitable lazy learning algorithm, including without limitation a K-nearest neighbors algorithm, a lazy naïve Bayes algorithm, or the like; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various lazy-learning algorithms that may be applied to generate outputs as described in this disclosure, including without limitation lazy learning applications of machine-learning algorithms as described in further detail below. Alternatively or additionally, and with continued reference toFIG.9, machine-learning processes as described in this disclosure may be used to generate machine-learning models924. A “machine-learning model,” as used in this disclosure, is a mathematical and/or algorithmic representation of a relationship between inputs and outputs, as generated using any machine-learning process including without limitation any process as described above, and stored in memory; an input is submitted to a machine-learning model924once created, which generates an output based on the relationship that was derived. For instance, and without limitation, a linear regression model, generated using a linear regression algorithm, may compute a linear combination of input data using coefficients derived during machine-learning processes to calculate an output datum. As a further non-limiting example, a machine-learning model924may be generated by creating an artificial neural network, such as a convolutional neural network comprising an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of “training” the network, in which elements from a training data904set are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning. Still referring toFIG.9, machine-learning algorithms may include at least a supervised machine-learning process928. At least a supervised machine-learning process928, as defined herein, include algorithms that receive a training set relating a number of inputs to a number of outputs, and seek to find one or more mathematical relations relating inputs to outputs, where each of the one or more mathematical relations is optimal according to some criterion specified to the algorithm using some scoring function. For instance, a supervised learning algorithm may include any inputs as described above as inputs, any outputs as described about as outputs, and a scoring function representing a desired form of relationship to be detected between inputs and outputs; scoring function may, for instance, seek to maximize the probability that a given input and/or combination of elements inputs is associated with a given output to minimize the probability that a given input is not associated with a given output. Scoring function may be expressed as a risk function representing an “expected loss” of an algorithm relating inputs to outputs, where loss is computed as an error function representing a degree to which a prediction generated by the relation is incorrect when compared to a given input-output pair provided in training data904. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various possible variations of at least a supervised machine-learning process928that may be used to determine relation between inputs and outputs. Supervised machine-learning processes may include classification algorithms as defined above. Further referring toFIG.9, machine learning processes may include at least an unsupervised machine-learning processes932. An unsupervised machine-learning process, as used herein, is a process that derives inferences in datasets without regard to labels; as a result, an unsupervised machine-learning process may be free to discover any structure, relationship, and/or correlation provided in the data. Unsupervised processes may not require a response variable; unsupervised processes may be used to find interesting patterns and/or inferences between variables, to determine a degree of correlation between two or more variables, or the like. Still referring toFIG.9, machine-learning module900may be designed and configured to create a machine-learning model924using techniques for development of linear regression models. Linear regression models may include ordinary least squares regression, which aims to minimize the square of the difference between predicted outcomes and actual outcomes according to an appropriate norm for measuring such a difference (e.g. a vector-space distance norm); coefficients of the resulting linear equation may be modified to improve minimization. Linear regression models may include ridge regression methods, where the function to be minimized includes the least-squares function plus term multiplying the square of each coefficient by a scalar amount to penalize large coefficients. Linear regression models may include least absolute shrinkage and selection operator (LASSO) models, in which ridge regression is combined with multiplying the least-squares term by a factor of 1 divided by double the number of samples. Linear regression models may include a multi-task lasso model wherein the norm applied in the least-squares term of the lasso model is the Frobenius norm amounting to the square root of the sum of squares of all terms. Linear regression models may include the elastic net model, a multi-task elastic net model, a least angle regression model, a LARS lasso model, an orthogonal matching pursuit model, a Bayesian regression model, a logistic regression model, a stochastic gradient descent model, a perceptron model, a passive aggressive algorithm, a robustness regression model, a Huber regression model, or any other suitable model that may occur to persons skilled in the art upon reviewing the entirety of this disclosure. Linear regression models may be generalized in an embodiment to polynomial regression models, whereby a polynomial equation (e.g. a quadratic, cubic or higher-order equation) providing a best predicted output/actual output fit is sought; similar methods to those described above may be applied to minimize error functions, as will be apparent to persons skilled in the art upon reviewing the entirety of this disclosure. Continuing to refer toFIG.9, machine-learning algorithms may include, without limitation, linear discriminant analysis. Machine-learning algorithm may include quadratic discriminate analysis. Machine-learning algorithms may include kernel ridge regression. Machine-learning algorithms may include support vector machines, including without limitation support vector classification-based regression processes. Machine-learning algorithms may include stochastic gradient descent algorithms, including classification and regression algorithms based on stochastic gradient descent. Machine-learning algorithms may include nearest neighbors algorithms. Machine-learning algorithms may include various forms of latent space regularization such as variational regularization. Machine-learning algorithms may include Gaussian processes such as Gaussian Process Regression. Machine-learning algorithms may include cross-decomposition algorithms, including partial least squares and/or canonical correlation analysis. Machine-learning algorithms may include naïve Bayes methods. Machine-learning algorithms may include algorithms based on decision trees, such as decision tree classification or regression algorithms. Machine-learning algorithms may include ensemble methods such as bagging meta-estimator, forest of randomized tress, AdaBoost, gradient tree boosting, and/or voting classifier methods. Machine-learning algorithms may include neural net algorithms, including convolutional neural net processes. It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module. Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and/or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-only memory “ROM” device, a random access memory “RAM” device, a magnetic card, an optical card, a solid-state memory device, an EPROM, an EEPROM, and any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission. Such software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and/or be included in a kiosk. FIG.10shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system1000within which a set of instructions for causing a control system to perform any one or more of the aspects and/or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and/or methodologies of the present disclosure. Computer system1000includes a processor1004and a memory1008that communicate with each other, and with other components, via a bus1012. Bus1012may include any of several types of bus structures including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combinations thereof, using any of a variety of bus architectures. Processor1004may include any suitable processor, such as without limitation a processor incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; processor1004may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Processor1004may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and/or system on a chip (SoC). Memory1008may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system1016(BIOS), including basic routines that help to transfer information between elements within computer system1000, such as during start-up, may be stored in memory1008. Memory1008may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software)1020embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory1008may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof. Computer system1000may also include a storage device1024. Examples of a storage device (e.g., storage device1024) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device1024may be connected to bus1012by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device1024(or one or more components thereof) may be removably interfaced with computer system1000(e.g., via an external port connector (not shown)). Particularly, storage device1024and an associated machine-readable medium1028may provide nonvolatile and/or volatile storage of machine-readable instructions, data structures, program modules, and/or other data for computer system1000. In one example, software1020may reside, completely or partially, within machine-readable medium1028. In another example, software1020may reside, completely or partially, within processor1004. Computer system1000may also include an input device1032. In one example, a user of computer system1000may enter commands and/or other information into computer system1000via input device1032. Examples of an input device1032include, but are not limited to, an alpha-numeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device1032may be interfaced to bus1012via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus1012, and any combinations thereof. Input device1032may include a touch screen interface that may be a part of or separate from display1036, discussed further below. Input device1032may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above. A user may also input commands and/or other information to computer system1000via storage device1024(e.g., a removable disk drive, a flash drive, etc.) and/or network interface device1040. A network interface device, such as network interface device1040, may be utilized for connecting computer system1000to one or more of a variety of networks, such as network1044, and one or more remote devices1048connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network1044, may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software1020, etc.) may be communicated to and/or from computer system1000via network interface device1040. Computer system1000may further include a video display adapter1052for communicating a displayable image to a display device, such as display device1036. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter1052and display device1036may be utilized in combination with processor1004to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system1000may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus1012via a peripheral interface1056. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof. The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve methods and systems according to the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention. Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention. | 246,626 |
11858376 | The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted. DETAILED DESCRIPTION At a high level, aspects of the present disclosure are directed to systems and methods for monitoring a battery system in-flight. In an embodiment, the system is configured to use a pack monitoring unit (PMU) to monitor a battery pack. A PMU may use a sensor to detect when a significant event has occurred as a function of battery datum. Aspects of the present disclosure can be used to transmit significant event datum to a remote device. A battery pack may also be in electronic communication with a module management unit (MMU). A MMU may be configured to detect the strength of charge of the battery. Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples. Referring now to the drawings,FIG.1illustrates an embodiment of to a system for monitoring a battery system in-flight system100. System100may include a plurality of battery modules104. A “battery module” contains plurality of battery cells that have been wired together in series, parallel, or a combination of series and parallel, wherein the “battery module” holds the battery cells in a fixed position. Battery module104may be consistent with any battery module disclosed in U.S. application Ser. No. 17/404,500, filed on Aug. 17, 2021, and entitled “STACK BATTERY PACK FOR ELECTRIC VERTICAL TAKE-OFF AND LANDING AIRCRAFT,” or U.S. application Ser. No. 17/475,743, filed on Sep. 15, 2021, and entitled “BATTERY SYSTEM AND METHOD OF AN ELECTRIC AIRCRAFT WITH SPRING CONDUCTORS,” the entirety of both applications is hereby incorporated by reference. With continued reference toFIG.1, battery module includes an electrochemical cell. For the purposes of this disclosure, an “electrochemical cell” is a device capable of generating electrical energy from chemical reactions or using electrical energy to cause chemical reactions. Further, voltaic or galvanic cells are electrochemical cells that generate electric current from chemical reactions, while electrolytic cells generate chemical reactions via electrolysis. In some embodiments, battery module104may include cylindrical battery cells. For the purposes of this disclosure, cylindrical battery cells are round battery cells that have a larger height than diameter. With continued reference toFIG.1, battery module104may include pouch cell. As used in this disclosure, “pouch cell” is any battery cell or module that includes a pocket. In some cases, a pouch cell may include or be referred to as a prismatic pouch cell, for example when an overall shape of pouch is prismatic. In some cases, a pouch cell may include a pouch which is substantially flexible. Alternatively or additionally, in some cases, a pouch may be substantially rigid. In some cases, a pouch may include a polymer, such as without limitation polyethylene, acrylic, polyester, and the like. In some embodiments, a pouch may be coated with one or more coatings. For example, in some cases, a pouch may have an outer surface. In some embodiments, an outer surface may be coated with a metalizing coating, such as an aluminum or nickel containing coating. In some embodiments, a pouch coating may be configured to electrically ground and/or isolate pouch, increase pouch impermeability, increase pouches resistance to high temperatures, increases pouches thermal resistance (insulation), and the like. An electrolyte may be located in a pouch. In some embodiments, an electrolyte may include a liquid, a solid, a gel, a paste, and/or a polymer. In some embodiments, an electrolyte may include a lithium salt such as LiPF6. In some embodiments, a lithium salt may include lithium hexafluorophosphate, lithium tetrafluoroborate, lithium perchlorate, or other lithium salts. In some embodiments, a lithium salt may include an organic solvent. In some embodiments, an organic solvent may include ethylene carbonate, dimethyl carbonate, diethyl carbonate or other organic solvents. In some embodiments, an electrolyte may wet or contact one or both of a pair of conductive tabs of a battery cell. A “conductive tab” as used in this disclosure is any protruding component capable of carrying a current. With continued reference toFIG.1, battery cells may include without limitation a battery cell using nickel-based chemistries such as nickel cadmium or nickel metal hydride, a battery cell using lithium-ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), lithium manganese oxide (LMO), a battery cell using lithium polymer technology, and/or metal-air batteries. Battery cells may include lead-based batteries such as without limitation lead acid batteries and lead carbon batteries. Battery cells may include lithium sulfur batteries, magnesium ion batteries, and/or sodium ion batteries. Battery cells may include solid state batteries or supercapacitors or another suitable energy source. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as a battery cell. Battery module may be primary or secondary or a combination of both. Additional disclosure related to batteries and battery modules may be found in co-owned U.S. Patent Applications entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” and “SYSTEMS AND METHODS FOR RESTRICTING POWER TO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTION DEVICE FOR AN AIRCRAFT,” having U.S. patent application Ser. Nos. 16/948, and 16/590,496 respectively; the entirety of both applications are incorporated herein by reference. With continued reference toFIG.1, battery module104may include a battery module104may include a sensor. A sensor may be coupled to battery cells. In some embodiments, a sensor may be mechanically and/or electrically coupled to battery cells. A sensor may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In a non-limiting example, there may be four independent sensors housed in and/or on battery cells measuring temperature, electrical characteristic such as voltage, amperage, resistance, or impedance, or any other parameters and/or quantities as described in this disclosure. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of a system and/or a user to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings. With continued reference toFIG.1, battery module104may include a bus element. For the purposes of this disclosure, a “bus element” is an electrically conductive pathway connecting at least a component in a system configured to convey electrical energy between components. Bus element may include one or more electrically conductive pathways configured to transfer electrical energy across the pathways to convey electrical energy from one component to one or more other components. Bus element may include a ring bus. Bus element may be implemented as disclosed in U.S. application Ser. No. 17/348,240, filed on Jun. 15, 2021, titled “System and Method for Dynamic Excitation of an Energy Storage Element Configured for Use in an Electric Aircraft,” the entirety of which is hereby incorporated by reference. For the purpose of this disclosure, a “ring bus” is a bus element wherein circuit breakers are connected to form a ring with isolators on both sides of each circuit breaker. Ring bus may include a component configured to isolate a fault by tripping two circuit breakers while all other circuits remain in service; such a component may include a cross tie element as described in this disclosure. With continued reference toFIG.1, at least a sensor108may be configured to detect battery datum112. As used in this disclosure, a “sensor” is a device that is configured to detect an input and/or a phenomenon and transmit information related to the detection. For example, and without limitation, a sensor may transduce a detected charging phenomenon and/or characteristic, such as, and without limitation, temperature, voltage, current, pressure, and the like, into a sensed signal. In one or more embodiments, and without limitation, sensor108may include a plurality of sensors. In one or more embodiments, and without limitation, sensor108may include one or more temperature sensors, voltmeters, current sensors, hydrometers, infrared sensors, photoelectric sensors, ionization smoke sensors, motion sensors, pressure sensors, radiation sensors, level sensors, imaging devices, moisture sensors, gas and chemical sensors, flame sensors, electrical sensors, imaging sensors, force sensors, Hall sensors, and the like. Sensor108may be a contact or a non-contact sensor. In one or more embodiments, sensor108may transmit/receive signals to/from a computing device. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. With continued reference toFIG.1, at least a sensor may include one or more sensors and may generate a sensor output signal, which transmits information and/or datum related to a sensor detection. A sensor output signal may include any signal form described in this disclosure, for example digital, analog, optical, electrical, fluidic, and the like. In some cases, a sensor, a circuit, and/or a controller may perform one or more signal processing steps on a signal. For instance, a sensor, circuit, and/or controller may analyze, modify, and/or synthesize a signal in order to improve the signal, for instance by improving transmission, storage efficiency, or signal to noise ratio. For example, and without limitation, sensor108may detect and/or measure a battery datum112, such as a temperature, of battery module104 With continued reference toFIG.1, a sensor108may include a humidity sensor. Humidity, as used in this disclosure, is the property of a gaseous medium (almost always air) to hold water in the form of vapor. An amount of water vapor contained within a parcel of air can vary significantly. Water vapor is generally invisible to the human eye and may be damaging to electrical components. There are three primary measurements of humidity, absolute, relative, specific humidity. “Absolute humidity,” for the purposes of this disclosure, describes the water content of air and is expressed in either grams per cubic meters or grams per kilogram. “Relative humidity”, for the purposes of this disclosure, is expressed as a percentage, indicating a present stat of absolute humidity relative to a maximum humidity given the same temperature. “Specific humidity”, for the purposes of this disclosure, is the ratio of water vapor mass to total moist air parcel mass, where parcel is a given portion of a gaseous medium. A humidity sensor may include a psychrometer. A humidity sensor may include a hygrometer. A humidity sensor may be configured to act as or include a humidistat. A “humidistat”, for the purposes of this disclosure, is a humidity-triggered switch, often used to control another electronic device. A humidity sensor may use capacitance to measure relative humidity and include in itself, or as an external component, include a device to convert relative humidity measurements to absolute humidity measurements. “Capacitance”, for the purposes of this disclosure, is the ability of a system to store an electric charge, in this case the system is a parcel of air which may be near, adjacent to, or above a battery cell. A sensor108may include a multimeter. A multimeter may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. A multimeter may include separate sensors to measure each of the previously disclosed electrical characteristics such as voltmeter, ammeter, and ohmmeter, respectively. With continued reference toFIG.1, a sensor108may include a sensor or plurality thereof that may detect voltage and direct the charging of individual battery cells according to charge level; detection may be performed using any suitable component, set of components, and/or mechanism for direct or indirect measurement and/or detection of voltage levels, including without limitation comparators, analog to digital converters, any form of voltmeter, or the like. For instance, and without limitation, a sensor may be configured to determine that a charge level of a battery cell is high based on a detected voltage level of that battery cell or portion of the battery pack. A sensor108may alternatively or additionally detect a charge reduction event, defined for purposes of this disclosure as any temporary or permanent state of a battery cell requiring reduction or cessation of charging; a charge reduction event may include a cell being fully charged and/or a cell undergoing a physical and/or electrical process that makes continued charging at a current voltage and/or current level inadvisable due to a risk that the cell will be damaged, will overheat, or the like. Detection of a charge reduction event may include detection of a temperature, of the cell above a threshold level, detection of a voltage and/or resistance level above or below a threshold, or the like. A sensor108may include digital sensors, analog sensors, or a combination thereof. A sensor may include digital-to-analog converters (DAC), analog-to-digital converters (ADC, A/D, A-to-D), a combination thereof. With continued reference toFIG.1, a sensor108may include thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTD's), semiconductor based integrated circuits (IC), a combination thereof or another undisclosed sensor type, alone or in combination. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within a sensor108, may be measured in Fahrenheit (° F.), Celsius (° C.), Kelvin (° K), or another scale alone or in combination. A temperature measured by sensors may comprise electrical signals which are transmitted to their appropriate destination wireless or through a wired connection. With continued reference toFIG.1, a sensor108may include a sensor configured to detect a Significant Event116. “Significant Event”, for the purposes of this disclosure, refers to a condition of a battery cell, which causes the battery datum112to be outside a predetermined range. Significant Event116may include a failure and/or critical operating condition of a battery pack and/or components thereof that may be harmful to the battery pack and/or corresponding electric aircraft108. In one or more embodiments, a significant event116may include an overcurrent, undercurrent, overvoltage, overheating, high moisture levels, byproduct presence, low SOC, high DOD, or the like. Significant event116is also any event that leaves a battery cell inoperable for its designed function, namely providing electrical energy to at least a portion of an electric aircraft. Byproducts of significant event116may include gaseous discharge including oxygen, hydrogen, carbon dioxide, methane, carbon monoxide, a combination thereof, or another undisclosed gas, alone or in combination. Further, a sensor may be configured to detect vent gas from electrochemical cells that may comprise a gas detector. For the purposes of this disclosure, a “gas detector” is a device used to detect a gas is present in an area. Gas detectors, and more specifically, the gas sensor that may be used in a sensor, may be configured to detect combustible, flammable, toxic, oxygen depleted, a combination thereof, or another type of gas alone or in combination. A gas sensor that may be present in a sensor may include a combustible gas, photoionization detectors, electrochemical gas sensors, ultrasonic sensors, metal-oxide-semiconductor (MOS) sensors, infrared imaging sensors, a combination thereof, or another undisclosed type of gas sensor alone or in combination. A sensor may include sensors that are configured to detect non-gaseous byproducts of significant event116including, in non-limiting examples, liquid chemical leaks including aqueous alkaline solution, ionomer, molten phosphoric acid, liquid electrolytes with redox shuttle and ionomer, and salt water, among others. A sensor may include sensors that are configured to detect non-gaseous byproducts of significant event116including, in non-limiting examples, electrical anomalies as detected by any of the previous disclosed sensors or components. With continued reference toFIG.1, system100includes Data storage system128. Data storage system128is configured to store a plurality of battery data analysis120. Data storage system128may include a solid-state memory or tape hard drive. Data storage system128is communicatively coupled to controller124and configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals. Alternatively, Data storage system128may include more than one discrete data storage systems that are physically and electrically isolated from each other. With continued reference toFIG.1, Data storage system128may include a database. Database may be implemented, without limitation, as a relational database, a key-value retrieval database such as a NOSQL database, or any other format or structure for use as a database that a person skilled in the art would recognize as suitable upon review of the entirety of this disclosure. Database may alternatively or additionally be implemented using a distributed data storage protocol and/or data structure, such as a distributed hash table or the like. Database may include a plurality of data entries and/or records as described above. Data entries in a database may be flagged with or linked to one or more additional elements of information, which may be reflected in data entry cells and/or in linked tables such as tables related by one or more indices in a relational database. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which data entries in a database may store, retrieve, organize, and/or reflect data and/or records as used herein, as well as categories and/or populations of data consistently with this disclosure. Referring again toFIG.1, Data storage system128may store a significant event116. Data storage system128may be communicatively coupled to sensors that are configured to significant event116. Additionally or alternatively, Data storage system128may be communicatively coupled to a sensor suite consistent with this disclosure to measure physical and/or electrical characteristics. In embodiments, Data storage system128may be configured to store significant events, averages of battery datum112analysis, outlier events, alarms, and other incidents regarding a battery. Data storage system128may be configured to store significant events wherein at least a portion of the data includes significant Event116history. Battery maintenance history of the battery may include mechanical failures and technician resolutions thereof, electrical failures and technician resolutions thereof. Additionally, battery maintenance history may include component failures such that the overall system still functions. Referring again toFIG.1, Data storage system128may store significant events remotely. Data storage system128may be located on the electric vehicle or in a remote location. As used in this disclosure, “remote” is a spatial separation between two or more elements, systems, components, or devices. Stated differently, two elements may be remote from one another if they are physically spaced apart. For example, and without limitation, Data storage system128may transmit an alert to a user interface, such as a display, of an electric aircraft to indicate to a user that a significant event116has been determined. In one or more embodiments, Data storage system128may also use transmit an alert to a remote user device, such as a laptop, mobile device, tablet, or the like. Referring again toFIG.1, Data storage system128may store significant events locally. Data storage system128may be located on, adjacent, or otherwise with battery cell104. For example, in some cases, data storage system128may be located with or within a battery pack and/or battery module. As used in this disclosure, “local” is an attributive indicating a spatial colocation between two or more elements, systems, components, or devices. Stated differently, two elements may be local with one another if they are physically integrated, adjacent, or proximal. For example, and without limitation, Data storage system128may store an alert at a location collocated with battery cell104when battery pack is uninstalled; and the data storage system128may communicate the alert prior to or after a subsequent installation. Referring again toFIG.1, Data storage system128may include non-volatile storage. As used in the current disclosure, a “non-volatile storage” is a type of data storage that can retain stored information even after power is removed. In embodiments, non-volatile memory may refer to storage in semiconductor memory chips, which store data in floating-gate memory cells consisting of floating-gate MOSFETs (metal-oxide-semiconductor field-effect, transistors), including flash memory storage such as NAND flash and solid-state drives (SSD). In other embodiments, non-volatile memory may include read-only memory (ROM), EPROM (erasable programmable ROM) and EEPROM (electrically erasable programmable ROM), ferroelectric RAM, computer data storage devices (e.g. disk storage, hard disk drives, optical discs, floppy disks, and magnetic tape), and early computer storage methods such as punched tape and cards. Other examples of with continued reference toFIG.1, transmitting a significant event116may trigger a shutdown protocol. As used in the current disclosure, “shut down protocol” is a protocol that prompts local mitigation actions to prevent electrical damage to the battery and other electrical components. The shutdown protocol may also include any method of instantaneous shutdown of high voltage currents. In embodiments shut down protocol may trigger a pyro fuse that instantaneously shuts down high voltage currents. As used in the current disclosure, a “pyro fuse” is a high voltage positive battery terminal fuse which explodes and disconnects the electrical connection irreversibly to avoid short circuit or electrical damage when a significant event116occurs. In other embodiments, shut down protocol may prompt the batteries to sever electric communication with other the electrical components as a function of significant event116. Still referring toFIG.1, battery pack104includes a pack monitoring unit (PMU)120. PMU120may be configured to collect a battery datum112of the battery pack104. PMU may be communicatively connected to a controller. For the purposes of this disclosure, a “battery datum” is a datum describing a detected electrical input, physical input, and/or phenomenon related to a state of a battery pack. A state of a battery pack may include detectable information related to, for example, a temperature, a moisture level, a humidity, a voltage, a current, vent gas, vibrations, chemical content, state of charge, battery health, or other measurable characteristics of battery pack104or components thereof, such as battery module104. In one or more embodiments, a condition state of battery pack104may include a condition state of a battery module104. Additional disclosure related to a pack monitoring system can be found in U.S. patent application Ser. No. 17/529,583 entitled “PACK MONITORING UNIT FOR AN ELECTRIC AIRCRAFT BATTERY PACK AND METHODS OF USE FOR BATTERY MANAGEMENT”, entirety of which in incorporated herein by reference. With continued reference toFIG.1, PMU120is configured to receive battery datum112from sensor108. PMU120may be configured to process battery datum112. In some embodiments, PMU120may not include sensor108, but the sensor108may be communicatively connected to the PMU120. As used herein, “communicatively connected” is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. PMU120may include a sensor suite having a plurality of sensors. In one or more embodiments, PMU120may be integrated into battery pack104in a portion of battery pack104or a subassembly thereof. One of ordinary skill in the art will appreciate that there are various areas in and on a battery pack and/or subassemblies thereof that may include PMU120In one or more embodiments, PMU120may be disposed directly over, adjacent to, facing, and/or near a battery module and specifically at least a portion of a battery cell. Still referring toFIG.1, in one or more embodiments, PMU120may include and/or be communicatively connected to a module monitor unit (MMU), which may be mechanically connected and communicatively connected to battery module. In one or more embodiments, MMU may be communicatively connected to sensor108and configured to receive battery datum112from sensor108. MMU may then be configured to transmit battery datum112and/or information based on battery datum to PMU120. PMU120may include and/or be communicatively connected to a controller, which is configured to receive battery datum112and/or information based on battery datum from PMU120. PMU120may include a plurality of PMUs to create redundancy so that, if one PMU fails or malfunctions, another PMU may still operate properly. In some embodiments, PMU120amay be connected to one or more of sensor108and PMU120bmay be connected to other one or more of sensor108to create redundancies in case of sensor failure. Additional disclosure related to a module monitoring system can be found in U.S. patent application Ser. No. 17/529,447 entitled “MODULE MONITOR UNIT FOR AN ELECTRIC AIRCRAFT BATTERY PACK AND METHODS OF USE”, entirety of which in incorporated herein by reference. With continued reference toFIG.1, MMU may be configured to detect the battery life cycle datum. As used in the current disclosure, “battery life cycle datum” is a datum regarding the batteries charge cycle. A charge cycle is the process of charging a rechargeable battery and discharging it as required into a load. In general, number of cycles for a rechargeable battery indicates how many times it can undergo the process of complete charging and discharging until failure or it starting to lose capacity. In embodiments, battery life cycle datum may be used to estimate when the battery needs to be replaced. In other embodiments, battery life cycle datum maybe used to estimate how much charge a battery will be able to hold. A determination of state of charge (SOC) may be used to determine the battery life cycle datum. As a non-limiting example, the power and current draws may be from environmental conditions, components of the energy source or other factors which impact the energy source state of charge (SOC). SOC, as used herein, is a measure of remaining capacity as a function of time. SOC and/or maximum power the battery104can deliver may decrease during flight as the voltage decreases during discharge. SOC and/or power output capacity of an energy source may be associated with an ability of the battery to deliver energy as needed for a task such as driving a propulsor for a phase of flight such as landing, hovering, or the like. As a non-limiting example, other factors, including state of voltage, and/or estimates of state of voltage or other electrical parameters of an energy source, may be used to estimate current state of a battery104and/or future ability to deliver power and/or energy. Certain calculations of battery life cycle datum, state of charge, and state of voltage which may efficaciously be utilized in accordance with certain embodiments of the present disclosure are disclosed in U.S. Nonprovisional application Ser. No. 17/349,182, filed on Jun. 16, 2021, entitled “SYSTEMS AND METHODS FOR INFLIGHT OPERATION ASSESSMENT,” the entirety of which is incorporated herein by reference. With continued reference toFIG.1, controller124may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. Computing device may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Controller124may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. Controller124may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting controller124to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and/or from a computer and/or a computing device. Controller124may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location. Controller124may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Controller124may distribute one or more computing tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. Controller124may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of system100and/or computing device. With continued reference toFIG.1, controller124may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, controller124may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Controller124may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing. With continued reference toFIG.1, computing device120may be configured to calculate the target temperature of the battery as a function of the weather using a machine learning process. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, is a process that automatedly uses training data to generate an algorithm that will be performed by a computing device/module to produce a preflight battery temperature given data provided as inputs. As used in the current disclosure, “training data,” as used herein, is data containing correlations that a machine-learning process may use to model relationships between two or more categories of data. In some embodiments, the inputs into the machine learning process are weather datum and the output of the process the target temperature of the battery. In a non-limiting example, training data that may be correlated include destinations, weather datum, flight plan data, weather, and the like. In some embodiments, training data may include recorded previous flights where batteries acted within an optimal range, did not require modifications to the flight plan due to temperature issues, and did not exceed or drop below a desired temperature range. In some embodiments, training data may be generated via electronic communication between a computing device and plurality of sensors. In other embodiments, training data may be communicated to a machine learning model from a remote device. Once the flight plan machine learning process receives training data, it may be implemented in any manner suitable for generation of receipt, implementation, or generation of machine learning. Still referring toFIG.1, controller124may be configured to determine a significant event116using machine learning. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, is a process that automatedly uses training data to generate an algorithm that will be performed by a computing device/module to produce a battery datum analysis given battery data provided as inputs. As used in the current disclosure, “training data,” as used herein, is data containing correlations that a machine-learning process may use to model relationships between two or more categories of data. In some embodiments, the inputs into the machine learning process are a batteries life cycle datum, battery datum112, and the battery health consideration and the output of the process will be the determination of a significant event116. In a non-limiting example, training data that may be correlated to include battery datum such as internal resistance, capacity, voltage, self-discharge, ability to accept a charge, number of charge-discharge cycles, age of the battery, the average temperature of the battery, batteries life cycle datum, batteries health and the like. In some embodiments, training data may include datum recorded previous flights where batteries acted within an optimal range, did not require modifications to the flight plan due to battery issues. In some embodiments, training data may be generated via electronic communication between a controller and a plurality of sensors. In other embodiments, training data may be communicated to a machine learning model from a data storage system. Once the machine learning process receives training data, it may be implemented in any manner suitable for generation of receipt, implementation, or generation of machine learning. Referring now toFIG.2, an exemplary embodiment of a PMU200on battery pack104is illustrated. PMU200may include sensor108configured to detect condition parameter and generate battery datum based on the condition parameter. In some embodiments, sensor108may be remote to PMU200, for example and without limitation, a sensor of MMU204. In one or more embodiments, condition parameter of battery pack104or a component of battery pack104, such as a battery module, may be detected by sensor108, which may be communicatively connected to MMU204that is incorporated in a battery module. Sensor108may be configured to transmit battery datum to a controller. Still referring toFIG.2, PMU200may include a controller208. Sensor108may be communicatively connected to controller208so that sensor108may transmit/receive signals to/from controller208. Signals, such as signals of sensor108and/or controller208, may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. In one or more embodiments, communicatively connecting is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit. In an embodiment, communicative connecting includes electrically connecting at least an output of one device, component, or circuit to at least an input of another device, component, or circuit. In one or more embodiments, controller208may be configured to receive battery datum from sensor108. For example, PMU200may receive a plurality of measurement data from MMU204. Similarly, PMU120bmay receive a plurality of measurement data from MMU204b(shown inFIG.3). In one or more embodiments, PMU200receives battery datum from MMU204via a communication component212. In one or more embodiments, communication component144may be a transceiver. For example, and without limitation, communication component144may include an isoSPI communications interface. With continued reference toFIG.2, controller208of PMU200may be configured to identify an operating condition of battery module108as a function of battery datum. For the purposes of this disclosure, an “operating condition” is a state and/or working order of a battery pack and/or any components thereof. For example, and without limitation, an operating condition may include a state of charge (SOC), a depth of discharge (DOD), a temperature reading, a moisture/humidity level, a gas level, a chemical level, or the like. In one or more embodiments, controller208of PMU200is configured to determine a significant event if operating condition is outside of a predetermined threshold (also referred to herein as a “threshold”). For the purposes of this disclosure, a “significant event” is a failure and/or critical operating condition of a battery pack and/or components thereof that may be harmful to the battery pack and/or corresponding electric aircraft108. In one or more embodiments, a significant event may include an overcurrent, undercurrent, overvoltage, overheating, high moisture levels, byproduct presence, low SOC, high DOD, or the like. For instance, and without limitation, if an identified operating condition, such as a temperature reading of 50° F., of a battery cell of battery pack104, is outside of a predetermined threshold, such as 75° F. to 90° F., where 75° F. is the temperature threshold and 90° F. is the upper temperature threshold, then a significant event is determined by controller208of PMU200since 50° F. is beyond the lower temperature threshold. In another example, and without limitation, PMU200may use battery datum from MMU204to identify a temperature of 95° F. for a battery module terminal. If the predetermined threshold is, for example, 90° F., then the determined operating condition exceeds the predetermined threshold, and a significant event is determined by controller208, such as a risk of a short at the terminal of a battery module. As used in this disclosure, a “predetermined threshold” is a limit and/or range of an acceptable quantitative value and/or combination of values such as an n-tuple or function such as linear function of values, and/or representation related to a normal operating condition of a battery pack and/or components thereof. In one or more embodiments, an operating condition outside of the threshold is a critical operating condition that indicates that a battery pack is malfunctioning, which triggers a significant event. An operating condition within the threshold is a normal operating condition that indicates that battery pack104is working properly and that no action is required by PMU200and/or a user. For example, and without limitation, if an operating condition of temperature exceeds a predetermined threshold, as described above in this disclosure, then a battery pack is considered to be operating at a critical operating condition and may be at risk of overheating and experiencing a catastrophic failure. Still referring toFIG.2, controller208of PMU200may be configured to generate an action command if significant event is determined by controller208. For the purposes of this disclosure, an “action command” is a control signal generated by a controller that provides instructions related to reparative action needed to prevent and/or reduce damage to a battery back, components thereof, and/or aircraft as a result of a critical operating condition of the battery pack. Continuing the previously described example above, if an identified operating condition includes a temperature of 95° F., which exceeds predetermined threshold, then controller208may determine a significant event indicating that battery pack104is working at a critical temperature level and at risk of catastrophic failure, such as short circuiting or catching fire. In one or more embodiments, significant event s may include high shock/drop, overtemperature, undervoltage, high moisture, contactor welding, SOC unbalance, and the like. In one or more embodiments, an action command may include an instruction to terminate power supply from battery pack104to electric aircraft108, power off battery pack104, terminate a connection between one or more battery cells, initiate a temperature regulating system, such as a coolant system or opening of vents to circulate air around or through battery pack104, or the like. In one or more embodiments, controller208may conduct reparative procedures via action command after determining critical even element to reduce or eliminate critical element event. For example, and without limitation, controller208may initiate reparative procedure of a circulation of a coolant through a cooling system of battery pack104to lower the temperature if a battery module if the determined temperature of the battery module exceeds a predetermined threshold. In another example, and without limitation, if a gas and/or chemical accumulation level is detected that is then determined to exceed a predetermined threshold, then high voltage disconnect may terminate power supply connection. According to some embodiments, a vent of battery pack104may be opened to circulate air through battery pack104and reduce detected gas levels. Additionally, vent of ground fault detection304may have a vacuum applied to aid in venting of ejecta. Vacuum pressure differential may range from 0.1″Hg to 36″Hg. In one or more embodiments, a critical event alert may be generated by controller208of PMU200in addition to an action command. The critical event alert may include a lockout feature, which is an alert that remains even after rebooting of the battery pack and/or corresponding systems. Lockout feature may only be removed by a manual override or once the significant event has ceased and is no longer determined by controller208. In one or more embodiments, controller208may continuously monitor battery pack104and components thereof so that an operating condition is known at all times. With continued reference toFIG.2, controller208may include a computing device, which may be implemented in any manner suitable for implementation of a computing device as described in this disclosure, a microcontroller, a logic device, a central processing unit (CPU), a microprocessor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a control circuit, a combination thereof, or the like. In one or more embodiments, output signals from various components of battery pack104may be analog or digital. Controller208may convert output signals from MMU204, sensor108, and/or sensors216,220,224,228,232to a usable form by the destination of those signals. The usable form of output signals from MMUs and/or sensors, through processor may be either digital, analog, a combination thereof, or an otherwise unstated form. Processing may be configured to trim, offset, or otherwise compensate the outputs of sensor108. Based on MMU and/or sensor output, controller can determine the output to send to a downstream component. Processor can include signal amplification, operational amplifier (Op-Amp), filter, digital/analog conversion, linearization circuit, current-voltage change circuits, resistance change circuits such as Wheatstone Bridge, an error compensator circuit, a combination thereof or otherwise undisclosed components. In one or more embodiments, PMU200may run state estimation algorithms. In one or more embodiments, PMU200may communicate with MMU204and/or sensor108via a communication component144. For example, and without limitation, PMU200may communicate with MMU204using an isoSPI transceiver. In one or more embodiments, controller208may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, controller208may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. controller208may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing. Still referring toFIG.2, PMU200may include a memory component236configured to store data related to battery pack104and/or components thereof. In one or more embodiments, memory component236may store battery pack data. Battery pack data may include generated data, detected data, measured data, inputted data, determined data and the like. For example, battery datum from MMU112and or a sensor may be stored in memory component236. In another example, significant event and/or corresponding lockout flag may be stored in memory component236. Battery pack data may also include inputted datum, which may include total flight hours that battery pack104and/or electric aircraft108have been operating, flight plan of electric aircraft108, battery pack identification, battery pack verification, a battery pack maintenance history, battery pack specifications, or the like. In one or more embodiments, battery pack maintenance history may include mechanical failures and technician resolutions thereof, electrical failures and technician resolutions thereof. In one or more embodiments, memory component236may be communicatively connected to sensors, such as sensor108, that detect, measure, and obtain a plurality of measurements, which may include current, voltage, resistance, impedance, coulombs, watts, temperature, moisture/humidity, or a combination thereof. Additionally or alternatively, memory component236may be communicatively connected to a sensor suite consistent with this disclosure to measure physical and/or electrical characteristics. In one or more embodiments, memory component236may store the battery pack data that includes a predetermined threshold consistent with this disclosure. The moisture-level threshold may include an absolute, relative, and/or specific moisture-level threshold. Battery pack104may be designed to the Federal Aviation Administration (FAA)'s Design Assurance Level A (DAL-A), using redundant DAL-B subsystems. With continued reference toFIG.2, in one or more embodiments, memory component236may be configured to save battery datum, operating condition, significant event, and the like periodically in regular intervals to memory component236. “Regular intervals”, for the purposes of this disclosure, refers to an event taking place repeatedly after a certain amount of elapsed time. In one or more embodiments, PMU200may include a timer that works in conjunction to determine regular intervals. In other embodiments, PMU200may continuously update operating condition or significant event and, thus, continuously store data related the information in memory component. A timer may include a timing circuit, internal clock, or other circuit, component, or part configured to keep track of elapsed time and/or time of day. For example, in non-limiting embodiments, data storage system may save the first and second battery pack data every 30 seconds, every minute, every 30 minutes, or another time period according to timer. Additionally or alternatively, memory component236may save battery pack data after certain events occur, for example, in non-limiting embodiments, each power cycle, landing of electric aircraft108, when battery pack104is charging or discharging, a failure of battery module, a malfunction of battery module, a significant event, or scheduled maintenance periods. In nonlimiting embodiments, battery pack104phenomena may be continuously measured and stored at an intermediary storage location, and then permanently saved by memory component236at a later time, like at a regular interval or after an event has taken place as disclosed hereinabove. Additionally or alternatively, data storage system may be configured to save battery pack data at a predetermined time. “Predetermined time”, for the purposes of this disclosure, refers to an internal clock within battery pack104commanding memory component236to save battery pack data at that time. Memory component236may include a solid-state memory or tape hard drive. Memory component236may be communicatively connected to PMU200and may be configured to receive electrical signals related to physical or electrical phenomenon measured and store those electrical signals as battery module data. Alternatively, memory component236may be a plurality of discrete memory components that are physically and electrically isolated from each other. One of ordinary skill in the art would understand the virtually limitless arrangements of data stores with which battery pack104could employ to store battery pack data. Still referring toFIG.2, PMU200may be configured to communicate with electric aircraft108, such as controller124of electric aircraft108illustrated inFIG.1, using a controller area network (CAN), such as by using a CAN transceiver240. In one or more embodiments, controller area network may include a bus. Bus may include an electrical bus. Bus may refer to power busses, audio busses, video busses, computing address busses, and/or data busses. Bus may be additionally or alternatively responsible for conveying electrical signals generated by any number of components within battery pack104to any destination on or offboard electric aircraft108. PMU200may include wiring or conductive surfaces only in portions required to electrically couple bus to electrical power or necessary circuits to convey that power or signals to their destinations. In one or more embodiments, PMU200may transmit action command via CAN transceiver240and/or an alert to electric aircraft108. For example, and without limitation, PMU200may transmit an alert to a user interface, such as a display, of electric aircraft108to indicate to a user that a significant event has been determined. In one or more embodiments, PMU200may also use CAN transceiver240to transmit an alert to a remote user device, such as a laptop, mobile device, tablet, or the like. In one or more embodiments, PMU200may include a housing244. In one or more embodiments, housing244may include materials which possess characteristics suitable for thermal insulation, such as fiberglass, iron fibers, polystyrene foam, and thin plastic films, to name a few. Housing244may also include polyvinyl chloride (PVC), glass, asbestos, rigid laminate, varnish, resin, paper, Teflon, rubber, and mechanical lamina to physically isolate components of battery pack104from external components. In one or more embodiments, housing244may also include layers that separate individual components of PMU200, such as components described above in this disclosure. As understood by one skilled in the art, housing244may be any shape or size suitable to attached to a battery module, such as battery module of battery pack104. In one or more embodiments, controller208, memory component236, sensor108, or the like may be at least partially disposed within housing244. With continued reference toFIG.2, PMU200may be in communication with high voltage disconnect of battery pack104. In one or more embodiments, high voltage disconnect may include a bus. High voltage disconnect may include a ground fault detection248, an HV (high voltage) current sensor252, an HV pyro fuse256, an HV contactor260, and the like. High voltage disconnect may physically and/or electrically breaks power supply communication between electric aircraft108and battery module of battery pack104. In one or more embodiments, in one or more embodiments, the termination of power supply connection, shown inFIG.1, between high voltage disconnect and electric aircraft108may be restored by high voltage disconnect once PMU200no longer determined a significant event. In other embodiments, power supply connection may need to be restored manually, such as by a user. In one or more embodiments, PMU200may also include a switching regulator, which is configured to receive power from a battery module of battery pack104. Thus, PMU200may be powered by energy by battery pack104. Additional disclosure related to a batter management on an electric aircraft can be found in U.S. patent application Ser. No. 17/528,896 entitled “SYSTEMS AND METHODS FOR BATTERY MANAGEMENT FOR ELECTRIC AIRCRAFT BATTERIES”, entirety of which in incorporated herein by reference. Referring now toFIG.3, an exemplary embodiment of a machine-learning module300that may perform one or more machine-learning processes as described in this disclosure is illustrated. Machine-learning module may perform determinations, classification, and/or analysis steps, methods, processes, or the like as described in this disclosure using machine learning processes. A “machine learning process,” as used in this disclosure, is a process that automatedly uses training data304to generate an algorithm that will be performed by a computing device/module to produce outputs308given data provided as inputs312; this is in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language. Still referring toFIG.3, “training data,” as used herein, is data containing correlations that a machine-learning process may use to model relationships between two or more categories of data elements. For instance, and without limitation, training data304may include a plurality of data entries, each entry representing a set of data elements that were recorded, received, and/or generated together; data elements may be correlated by shared existence in a given data entry, by proximity in a given data entry, or the like. Multiple data entries in training data304may evince one or more trends in correlations between categories of data elements; for instance, and without limitation, a higher value of a first data element belonging to a first category of data element may tend to correlate to a higher value of a second data element belonging to a second category of data element, indicating a possible proportional or other mathematical relationship linking values belonging to the two categories. Multiple categories of data elements may be related in training data304according to various correlations; correlations may indicate causative and/or predictive links between categories of data elements, which may be modeled as relationships such as mathematical relationships by machine-learning processes as described in further detail below. Training data304may be formatted and/or organized by categories of data elements, for instance by associating data elements with one or more descriptors corresponding to categories of data elements. As a non-limiting example, training data304may include data entered in standardized forms by persons or processes, such that entry of a given data element in a given field in a form may be mapped to one or more descriptors of categories. Elements in training data304may be linked to descriptors of categories by tags, tokens, or other data elements; for instance, and without limitation, training data304may be provided in fixed-length formats, formats linking positions of data to categories such as comma-separated value (CSV) formats and/or self-describing formats such as extensible markup language (XML), JavaScript Object Notation (JSON), or the like, enabling processes or devices to detect categories of data. Alternatively or additionally, and continuing to refer toFIG.3, training data304may include one or more elements that are not categorized; that is, training data304may not be formatted or contain descriptors for some elements of data. Machine-learning algorithms and/or other processes may sort training data304according to one or more categorizations using, for instance, natural language processing algorithms, tokenization, detection of correlated values in raw data and the like; categories may be generated using correlation and/or other processing algorithms. As a non-limiting example, in a corpus of text, phrases making up a number “n” of compound words, such as nouns modified by other nouns, may be identified according to a statistically significant prevalence of n-grams containing such words in a particular order; such an n-gram may be categorized as an element of language such as a “word” to be tracked similarly to single words, generating a new category as a result of statistical analysis. Similarly, in a data entry including some textual data, a person's name may be identified by reference to a list, dictionary, or other compendium of terms, permitting ad-hoc categorization by machine-learning algorithms, and/or automated association of data in the data entry with descriptors or into a given format. The ability to categorize data entries automatedly may enable the same training data304to be made applicable for two or more distinct machine-learning algorithms as described in further detail below. Training data304used by machine-learning module300may correlate any input data as described in this disclosure to any output data as described in this disclosure. As a non-limiting illustrative example flight elements and/or pilot signals may be inputs, wherein an output may be an autonomous function. Further referring toFIG.3, training data may be filtered, sorted, and/or selected using one or more supervised and/or unsupervised machine-learning processes and/or models as described in further detail below; such models may include without limitation a training data classifier316. Training data classifier316may include a “classifier,” which as used in this disclosure is a machine-learning model as defined below, such as a mathematical model, neural net, or program generated by a machine learning algorithm known as a “classification algorithm,” as described in further detail below, that sorts inputs into categories or bins of data, outputting the categories or bins of data and/or labels associated therewith. A classifier may be configured to output at least a datum that labels or otherwise identifies a set of data that are clustered together, found to be close under a distance metric as described below, or the like. Machine-learning module300may generate a classifier using a classification algorithm, defined as a process whereby a computing device and/or any module and/or component operating thereon derives a classifier from training data304. Classification may be performed using, without limitation, linear classifiers such as without limitation logistic regression and/or naive Bayes classifiers, nearest neighbor classifiers such as k-nearest neighbors classifiers, support vector machines, least squares support vector machines, fisher's linear discriminant, quadratic classifiers, decision trees, boosted trees, random forest classifiers, learning vector quantization, and/or neural network-based classifiers. As a non-limiting example, training data classifier1616may classify elements of training data to sub-categories of flight elements such as torques, forces, thrusts, directions, and the like thereof. Still referring toFIG.3, machine-learning module300may be configured to perform a lazy-learning process320and/or protocol, which may alternatively be referred to as a “lazy loading” or “call-when-needed” process and/or protocol, may be a process whereby machine learning is conducted upon receipt of an input to be converted to an output, by combining the input and training set to derive the algorithm to be used to produce the output on demand. For instance, an initial set of simulations may be performed to cover an initial heuristic and/or “first guess” at an output and/or relationship. As a non-limiting example, an initial heuristic may include a ranking of associations between inputs and elements of training data304. Heuristic may include selecting some number of highest-ranking associations and/or training data304elements. Lazy learning may implement any suitable lazy learning algorithm, including without limitation a K-nearest neighbors algorithm, a lazy naïve Bayes algorithm, or the like; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various lazy-learning algorithms that may be applied to generate outputs as described in this disclosure, including without limitation lazy learning applications of machine-learning algorithms as described in further detail below. Alternatively or additionally, and with continued reference toFIG.3, machine-learning processes as described in this disclosure may be used to generate machine-learning models324. A “machine-learning model,” as used in this disclosure, is a mathematical and/or algorithmic representation of a relationship between inputs and outputs, as generated using any machine-learning process including without limitation any process as described above and stored in memory; an input is submitted to a machine-learning model324once created, which generates an output based on the relationship that was derived. For instance, and without limitation, a linear regression model, generated using a linear regression algorithm, may compute a linear combination of input data using coefficients derived during machine-learning processes to calculate an output datum. As a further non-limiting example, a machine-learning model324may be generated by creating an artificial neural network, such as a convolutional neural network comprising an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of “training” the network, in which elements from a training data304set are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning. Still referring toFIG.3, machine-learning algorithms may include at least a supervised machine-learning process328. At least a supervised machine-learning process328, as defined herein, include algorithms that receive a training set relating a number of inputs to a number of outputs, and seek to find one or more mathematical relations relating inputs to outputs, where each of the one or more mathematical relations is optimal according to some criterion specified to the algorithm using some scoring function. For instance, a supervised learning algorithm may include flight elements and/or pilot signals as described above as inputs, autonomous functions as outputs, and a scoring function representing a desired form of relationship to be detected between inputs and outputs; scoring function may, for instance, seek to maximize the probability that a given input and/or combination of elements inputs is associated with a given output to minimize the probability that a given input is not associated with a given output. Scoring function may be expressed as a risk function representing an “expected loss” of an algorithm relating inputs to outputs, where loss is computed as an error function representing a degree to which a prediction generated by the relation is incorrect when compared to a given input-output pair provided in training data304. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various possible variations of at least a supervised machine-learning process328that may be used to determine relation between inputs and outputs. Supervised machine-learning processes may include classification algorithms as defined above. Further referring toFIG.3, machine learning processes may include at least an unsupervised machine-learning processes332. An unsupervised machine-learning process, as used herein, is a process that derives inferences in datasets without regard to labels; as a result, an unsupervised machine-learning process may be free to discover any structure, relationship, and/or correlation provided in the data. Unsupervised processes may not require a response variable; unsupervised processes may be used to find interesting patterns and/or inferences between variables, to determine a degree of correlation between two or more variables, or the like. Still referring toFIG.3, machine-learning module300may be designed and configured to create a machine-learning model324using techniques for development of linear regression models. Linear regression models may include ordinary least squares regression, which aims to minimize the square of the difference between predicted outcomes and actual outcomes according to an appropriate norm for measuring such a difference (e.g. a vector-space distance norm); coefficients of the resulting linear equation may be modified to improve minimization. Linear regression models may include ridge regression methods, where the function to be minimized includes the least-squares function plus term multiplying the square of each coefficient by a scalar amount to penalize large coefficients. Linear regression models may include least absolute shrinkage and selection operator (LASSO) models, in which ridge regression is combined with multiplying the least-squares term by a factor of 1 divided by double the number of samples. Linear regression models may include a multi-task lasso model wherein the norm applied in the least-squares term of the lasso model is the Frobenius norm amounting to the square root of the sum of squares of all terms. Linear regression models may include the elastic net model, a multi-task elastic net model, a least angle regression model, a LARS lasso model, an orthogonal matching pursuit model, a Bayesian regression model, a logistic regression model, a stochastic gradient descent model, a perceptron model, a passive aggressive algorithm, a robustness regression model, a Huber regression model, or any other suitable model that may occur to persons skilled in the art upon reviewing the entirety of this disclosure. Linear regression models may be generalized in an embodiment to polynomial regression models, whereby a polynomial equation (e.g. a quadratic, cubic or higher-order equation) providing a best predicted output/actual output fit is sought; similar methods to those described above may be applied to minimize error functions, as will be apparent to persons skilled in the art upon reviewing the entirety of this disclosure. Continuing to refer toFIG.3, machine-learning algorithms may include, without limitation, linear discriminant analysis. Machine-learning algorithm may include quadratic discriminate analysis. Machine-learning algorithms may include kernel ridge regression. Machine-learning algorithms may include support vector machines, including without limitation support vector classification-based regression processes. Machine-learning algorithms may include stochastic gradient descent algorithms, including classification and regression algorithms based on stochastic gradient descent. Machine-learning algorithms may include nearest neighbors algorithms. Machine-learning algorithms may include Gaussian processes such as Gaussian Process Regression. Machine-learning algorithms may include cross-decomposition algorithms, including partial least squares and/or canonical correlation analysis. Machine-learning algorithms may include naïve Bayes methods. Machine-learning algorithms may include algorithms based on decision trees, such as decision tree classification or regression algorithms. Machine-learning algorithms may include ensemble methods such as bagging meta-estimator, forest of randomized tress, AdaBoost, gradient tree boosting, and/or voting classifier methods. Machine-learning algorithms may include neural net algorithms, including convolutional neural net processes. Still referring toFIG.4, in embodiments, battery module400can include one or more battery cells404. In another embodiment, battery module400comprises a plurality of individual battery cells404. Battery cells404may each comprise a cell configured to include an electrochemical reaction that produces electrical energy sufficient to power at least a portion of an electric aircraft and/or a cart100. Battery cell404may include electrochemical cells, galvanic cells, electrolytic cells, fuel cells, flow cells, voltaic cells, or any combination thereof—to name a few. In embodiments, battery cells404may be electrically connected in series, in parallel, or a combination of series and parallel. Series connection, as used herein, comprises wiring a first terminal of a first cell to a second terminal of a second cell and further configured to comprise a single conductive path for electricity to flow while maintaining the same current (measured in Amperes) through any component in the circuit. Battery cells404may use the term ‘wired’, but one of ordinary skill in the art would appreciate that this term is synonymous with ‘electrically connected’, and that there are many ways to couple electrical elements like battery cells404together. As an example, battery cells404can be coupled via prefabricated terminals of a first gender that mate with a second terminal with a second gender. Parallel connection, as used herein, comprises wiring a first and second terminal of a first battery cell to a first and second terminal of a second battery cell and further configured to comprise more than one conductive path for electricity to flow while maintaining the same voltage (measured in Volts) across any component in the circuit. Battery cells404may be wired in a series-parallel circuit which combines characteristics of the constituent circuit types to this combination circuit. Battery cells404may be electrically connected in any arrangement which may confer onto the system the electrical advantages associated with that arrangement such as high-voltage applications, high-current applications, or the like. As used herein, an electrochemical cell is a device capable of generating electrical energy from chemical reactions or using electrical energy to cause chemical reactions. Further, voltaic or galvanic cells are electrochemical cells that generate electric current from chemical reactions, while electrolytic cells generate chemical reactions via electrolysis. As used herein, the term ‘battery’ is used as a collection of cells connected in series or parallel to each other. According to embodiments and as discussed above, any two rows of battery cells404and therefore cell retainer408openings are shifted one half-length so that no two battery cells404are directly next to the next along the length of the battery module400, this is the staggered arrangement presented in the illustrated embodiment ofFIG.4. Cell retainer408may employ this staggered arrangement to allow more cells to be disposed closer together than in square columns and rows like in a grid pattern. The staggered arrangement may also be configured to allow better thermodynamic dissipation, the methods of which may be further disclosed hereinbelow. Cell retainer408may comprise staggered openings that align with battery cells404and further configured to hold battery cells404in fixed positions. Cell retainer408may comprise an injection molded component. Injection molded component may comprise a component manufactured by injecting a liquid into a mold and letting it solidify, taking the shape of the mold in its hardened form. Cell retainer408may comprise liquid crystal polymer, polypropylene, polycarbonate, acrylonitrile butadiene styrene, polyethylene, nylon, polystyrene, polyether ether ketone, to name a few. Cell retainer408may comprise a second cell retainer fixed to the second end of battery cells404and configured to hold battery cells404in place from both ends. The second cell retainer may comprise similar or the exact same characteristics and functions of first cell retainer408. Battery module400may also comprise cell guide412. Cell guide412includes material disposed in between two rows of battery cells404. In embodiments, cell guide412can be configured to distribute heat that may be generated by battery cells404. According to embodiments, battery module400may also comprise back plate420. Back plate420is configured to provide a base structure for battery module400and may encapsulate at least a portion thereof. Backplate420can have any shape and includes opposite, opposing sides with a thickness between them. In embodiments, back plate420may comprise an effectively flat, rectangular prism shaped sheet. For example, back plate420can comprise one side of a larger rectangular prism which characterizes the shape of battery module400as a whole. Back plate420also comprises openings correlating to each battery cell404of the plurality of battery cells404. Back plate420may comprise a lamination of multiple layers. The layers that are laminated together may comprise FR-4, a glass-reinforced epoxy laminate material, and a thermal barrier of a similar or exact same type as disclosed hereinabove. Back plate420may be configured to provide structural support and containment of at least a portion of battery module400as well as provide fire and thermal protection. According to embodiments, battery module400may also comprise first end cap424configured to encapsulate at least a portion of battery module400. End cap424may provide structural support for battery module400and hold back plate420in a fixed relative position compared to the overall battery module400. End cap424may comprise a protruding boss on a first end that mates up with and snaps into a receiving feature on a first end of back plate420. End cap424may comprise a second protruding boss on a second end that mates up with and snaps into a receiving feature on sense board. Battery module400may also comprise at least a side panel428that may encapsulate two sides of battery module400. Side panel428may comprise opposite and opposing faces comprising a metal or composite material. In the illustrative embodiment ofFIG.4, a second side panel428is present but not illustrated so that the inside of battery module400may be presented. Side panel(s)428may provide structural support for battery module400and provide a barrier to separate battery module400from exterior components within aircraft or environment. In one or more embodiments, battery cells may include pouch cells. Pouch cells may include lithium (Li) ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon, tin nanocrystals, graphite, graphene or titanate anode, or the like. In one or more embodiments pouch cells may include lead-based batteries, such as without limitation, lead acid batteries and lead carbon batteries. Pouch cells may include lithium sulfur batteries, magnesium ion batteries, and/or sodium ion batteries. Battery module104may include, without limitation, batteries using nickel-based chemistries such as nickel cadmium or nickel metal hydride, batteries using lithium-ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide (LMO), batteries using lithium polymer technology, metal-air batteries. Battery modules may include solid state batteries or supercapacitors or another suitable energy source. Battery module may be primary or secondary or a combination of both. Additional disclosure related to batteries and battery modules may be found in co-owned U.S. Patent Applications entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” and “SYSTEMS AND METHODS FOR RESTRICTING POWER TO A LOAD TO PREVENT ENGAGING CIRCUIT PROTECTION DEVICE FOR AN AIRCRAFT,” having U.S. Patent App. Nos. 16/948, and 16/590,496 respectively; the entirety of both applications are incorporated herein by reference. Referring now toFIG.5, an exemplary embodiment of an electric aircraft500which may be used in conjunction with system100ofFIG.1. Electric aircraft500, and any of its features, may be used in conjunction with any of the embodiments of the present disclosure. Electric aircraft500may include any of the aircrafts as disclosed herein including electric aircraft124ofFIG.1. In an embodiment, electric aircraft500may be an electric vertical takeoff and landing (eVTOL) aircraft. As used in this disclosure, an “aircraft” is any vehicle that may fly by gaining support from the air. As a non-limiting example, aircraft may include airplanes, helicopters, commercial, personal and/or recreational aircrafts, instrument flight aircrafts, drones, electric aircrafts, airliners, rotorcrafts, vertical takeoff and landing aircrafts, jets, airships, blimps, gliders, paramotors, quad-copters, unmanned aerial vehicles (UAVs) and the like. As used in this disclosure, an “electric aircraft” is an electrically powered aircraft such as one powered by one or more electric motors or the like. In some embodiments, electrically powered (or electric) aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft. Electric aircraft may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane-style landing, and/or any combination thereof. Electric aircraft may include one or more manned and/or unmanned aircrafts. Electric aircraft may include one or more all-electric short takeoff and landing (eSTOL) aircrafts. For example, and without limitation, eSTOL aircrafts may accelerate the plane to a flight speed on takeoff and decelerate the plane after landing. In an embodiment, and without limitation, electric aircraft may be configured with an electric propulsion assembly. Including one or more propulsion and/or flight components. Electric propulsion assembly may include any electric propulsion assembly (or system) as described in U.S. Nonprovisional application Ser. No. 16/703,225, filed on Dec. 4, 2019, and entitled “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” the entirety of which is incorporated herein by reference. Still referring toFIG.5, as used in this disclosure, a “vertical take-off and landing (VTOL) aircraft” is one that can hover, take off, and land vertically. An “electric vertical takeoff and landing aircraft” or “eVTOL aircraft,” as used in this disclosure, is an electrically powered aircraft typically using an energy source, of a plurality of energy sources to power the aircraft. In order to optimize the power and energy necessary to propel the aircraft, eVTOL may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane style landing, and/or any combination thereof. Rotor-based flight, as described herein, is where the aircraft generates lift and propulsion by way of one or more powered rotors or blades coupled with an engine, such as a “quad copter,” multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. “Fixed-wing flight,” as described herein, is where the aircraft is capable of flight using wings and/or foils that generate lift caused by the aircraft's forward airspeed and the shape of the wings and/or foils, such as airplane-style flight. Still referring toFIG.5, electric aircraft500, in some embodiments, may generally include a fuselage504, a flight component508(or a plurality of flight components508), a pilot control520, an aircraft sensor528(or a plurality of aircraft sensors528) and flight controller152. In one embodiment, flight components508may include at least a lift component512(or a plurality of lift components512) and at least a pusher component516(or a plurality of pusher components516). Aircraft sensor(s)528may be the same as or similar to aircraft sensor(s)160ofFIG.1. Still referring toFIG.5, as used in this disclosure, a “fuselage” is the main body of an aircraft, or in other words, the entirety of the aircraft except for the cockpit, nose, wings, empennage, nacelles, any and all control surfaces, and generally contains an aircraft's payload. Fuselage504may include structural elements that physically support a shape and structure of an aircraft. Structural elements may take a plurality of forms, alone or in combination with other types. Structural elements may vary depending on a construction type of aircraft such as without limitation a fuselage504. Fuselage504may comprise a truss structure. A truss structure may be used with a lightweight aircraft and comprises welded steel tube trusses. A “truss,” as used in this disclosure, is an assembly of beams that create a rigid structure, often in combinations of triangles to create three-dimensional shapes. A truss structure may alternatively comprise wood construction in place of steel tubes, or a combination thereof. In embodiments, structural elements may comprise steel tubes and/or wood beams. In an embodiment, and without limitation, structural elements may include an aircraft skin. Aircraft skin may be layered over the body shape constructed by trusses. Aircraft skin may comprise a plurality of materials such as plywood sheets, aluminum, fiberglass, and/or carbon fiber. Still referring toFIG.5, it should be noted that an illustrative embodiment is presented only, and this disclosure in no way limits the form or construction method of any of the aircrafts as disclosed herein. In embodiments, fuselage504may be configurable based on the needs of the aircraft per specific mission or objective. The general arrangement of components, structural elements, and hardware associated with storing and/or moving a payload may be added or removed from fuselage504as needed, whether it is stowed manually, automatedly, or removed by personnel altogether. Fuselage504may be configurable for a plurality of storage options. Bulkheads and dividers may be installed and uninstalled as needed, as well as longitudinal dividers where necessary. Bulkheads and dividers may be installed using integrated slots and hooks, tabs, boss and channel, or hardware like bolts, nuts, screws, nails, clips, pins, and/or dowels, to name a few. Fuselage504may also be configurable to accept certain specific cargo containers, or a receptable that can, in turn, accept certain cargo containers. Still referring toFIG.5, electric aircraft500may include a plurality of laterally extending elements attached to fuselage504. As used in this disclosure a “laterally extending element” is an element that projects essentially horizontally from fuselage, including an outrigger, a spar, and/or a fixed wing that extends from fuselage. Wings may be structures which include airfoils configured to create a pressure differential resulting in lift. Wings may generally dispose on the left and right sides of the aircraft symmetrically, at a point between nose and empennage. Wings may comprise a plurality of geometries in planform view, swept swing, tapered, variable wing, triangular, oblong, elliptical, square, among others. A wing's cross section geometry may comprise an airfoil. An “airfoil” as used in this disclosure is a shape specifically designed such that a fluid flowing above and below it exert differing levels of pressure against the top and bottom surface. In embodiments, the bottom surface of an aircraft can be configured to generate a greater pressure than does the top, resulting in lift. Laterally extending element may comprise differing and/or similar cross-sectional geometries over its cord length or the length from wing tip to where wing meets the aircraft's body. One or more wings may be symmetrical about the aircraft's longitudinal plane, which comprises the longitudinal or roll axis reaching down the center of the aircraft through the nose and empennage, and the plane's yaw axis. Laterally extending element may comprise controls surfaces configured to be commanded by a pilot or pilots to change a wing's geometry and therefore its interaction with a fluid medium, like air. Control surfaces may comprise flaps, ailerons, tabs, spoilers, and slats, among others. The control surfaces may dispose on the wings in a plurality of locations and arrangements and in embodiments may be disposed at the leading and trailing edges of the wings, and may be configured to deflect up, down, forward, aft, or a combination thereof. An aircraft, including a dual-mode aircraft may comprise a combination of control surfaces to perform maneuvers while flying or on ground. In some embodiments, winglets may be provided at terminal ends of the wings which can provide improved aerodynamic efficiency and stability in certain flight situations. In some embodiments, the wings may be foldable to provide a compact aircraft profile, for example, for storage, parking and/or in certain flight modes. Still referring toFIG.5, electric aircraft500may include a plurality of flight components508. As used in this disclosure a “flight component” is a component that promotes flight and guidance of an aircraft. Flight component508may include power sources, control links to one or more elements, fuses, and/or mechanical couplings used to drive and/or control any other flight component. Flight component508may include a motor that operates to move one or more flight control components, to drive one or more propulsors, or the like. A motor may be driven by direct current (DC) electric power and may include, without limitation, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. A motor may also include electronic speed controllers or other components for regulating motor speed, rotation direction, and/or dynamic braking. Flight component508may include an energy source. An energy source may include, for example, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide fuel cell, an electric energy storage device (e.g. a capacitor, an inductor, and/or a battery). An energy source may also include a battery cell, or a plurality of battery cells connected in series into a module and each module connected in series or in parallel with other modules. Configuration of an energy source containing connected modules may be designed to meet an energy or power requirement and may be designed to fit within a designated footprint in an electric aircraft. Still referring toFIG.5, in an embodiment, flight component508may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand “mechanically coupled” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical coupling. Said mechanical coupling can include, for example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal joints, or any combination thereof. In an embodiment, mechanical coupling may be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical coupling may be used to join two pieces of rotating electric aircraft components. Still referring toFIG.5, in an embodiment, plurality of flight components508of aircraft500may include at least a lift component516and at least a pusher component516. Flight component508may include a propulsor, a propeller, a motor, rotor, a rotating element, electrical energy source, battery, and the like, among others. Each flight component may be configured to generate lift and flight of electric aircraft. In some embodiments, flight component508may include one or more lift components512, one or more pusher components516, one or more battery packs including one or more batteries or cells, and one or more electric motors. Flight component508may include a propulsor. As used in this disclosure a “propulsor component” or “propulsor” is a component and/or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In an embodiment, when a propulsor twists and pulls air behind it, it may, at the same time, push an aircraft forward with an amount of force and/or thrust. More air pulled behind an aircraft results in greater thrust with which the aircraft is pushed forward. Propulsor component may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight. Still referring toFIG.5, in some embodiments, lift component512may include a propulsor, a propeller, a blade, a motor, a rotor, a rotating element, an aileron, a rudder, arrangements thereof, combinations thereof, and the like. Each lift component512, when a plurality is present, of plurality of flight components508is configured to produce, in an embodiment, substantially upward and/or vertical thrust such that aircraft moves upward. With continued reference toFIG.5, as used in this disclosure a “lift component” is a component and/or device used to propel a craft upward by exerting downward force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. Lift component512may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight. For example, and without limitation, lift component512may include a rotor, propeller, paddle wheel and the like thereof, wherein a rotor is a component that produces torque along the longitudinal axis, and a propeller produces torque along the vertical axis. In an embodiment, lift component512includes a plurality of blades. As used in this disclosure a “blade” is a propeller that converts rotary motion from an engine or other power source into a swirling slipstream. In an embodiment, blade may convert rotary motion to push the propeller forwards or backwards. In an embodiment lift component512may include a rotating power-driven hub, to which are attached several radial airfoil-section blades such that the whole assembly rotates about a longitudinal axis. Blades may be configured at an angle of attack. In an embodiment, and without limitation, angle of attack may include a fixed angle of attack. As used in this disclosure a “fixed angle of attack” is fixed angle between a chord line of a blade and relative wind. As used in this disclosure a “fixed angle” is an angle that is secured and/or unmovable from the attachment point. In an embodiment, and without limitation, angle of attack may include a variable angle of attack. As used in this disclosure a “variable angle of attack” is a variable and/or moveable angle between a chord line of a blade and relative wind. As used in this disclosure a “variable angle” is an angle that is moveable from an attachment point. In an embodiment, angle of attack be configured to produce a fixed pitch angle. As used in this disclosure a “fixed pitch angle” is a fixed angle between a cord line of a blade and the rotational velocity direction. In an embodiment fixed angle of attack may be manually variable to a few set positions to adjust one or more lifts of the aircraft prior to flight. In an embodiment, blades for an aircraft are designed to be fixed to their hub at an angle similar to the thread on a screw makes an angle to the shaft; this angle may be referred to as a pitch or pitch angle which will determine a speed of forward movement as the blade rotates. In an embodiment, and still referring toFIG.5, lift component512may be configured to produce a lift. As used in this disclosure a “lift” is a perpendicular force to the oncoming flow direction of fluid surrounding the surface. For example, and without limitation relative air speed may be horizontal to the aircraft, wherein lift force may be a force exerted in a vertical direction, directing the aircraft upwards. In an embodiment, and without limitation, lift component512may produce lift as a function of applying a torque to lift component. As used in this disclosure a “torque” is a measure of force that causes an object to rotate about an axis in a direction. For example, and without limitation, torque may rotate an aileron and/or rudder to generate a force that may adjust and/or affect altitude, airspeed velocity, groundspeed velocity, direction during flight, and/or thrust. For example, one or more flight components508such as a power source(s) may apply a torque on lift component512to produce lift. In an embodiment and still referring toFIG.5, a plurality of lift components512of plurality of flight components508may be arranged in a quad copter orientation. As used in this disclosure a “quad copter orientation” is at least a lift component oriented in a geometric shape and/or pattern, wherein each of the lift components is located along a vertex of the geometric shape. For example, and without limitation, a square quad copter orientation may have four lift propulsor components oriented in the geometric shape of a square, wherein each of the four lift propulsor components are located along the four vertices of the square shape. As a further non-limiting example, a hexagonal quad copter orientation may have six lift components oriented in the geometric shape of a hexagon, wherein each of the six lift components are located along the six vertices of the hexagon shape. In an embodiment, and without limitation, quad copter orientation may include a first set of lift components and a second set of lift components, wherein the first set of lift components and the second set of lift components may include two lift components each, wherein the first set of lift components and a second set of lift components are distinct from one another. For example, and without limitation, the first set of lift components may include two lift components that rotate in a clockwise direction, wherein the second set of lift propulsor components may include two lift components that rotate in a counterclockwise direction. In an embodiment, and without limitation, the first set of lift components may be oriented along a line oriented 45° from the longitudinal axis of aircraft500. In another embodiment, and without limitation, the second set of lift components may be oriented along a line oriented 135° from the longitudinal axis, wherein the first set of lift components line and the second set of lift components are perpendicular to each other. Still referring toFIG.5, pusher component516and lift component512(of flight component(s)508) may include any such components and related devices as disclosed in U.S. Nonprovisional application Ser. No. 16/427,298, filed on May 30, 2019, entitled “SELECTIVELY DEPLOYABLE HEATED PROPULSOR SYSTEM,” U.S. Nonprovisional application Ser. No. 16/703,225, filed on Dec. 4, 2019, entitled “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” U.S. Nonprovisional application Ser. No. 16/910,255, filed on Jun. 24, 2020, entitled “AN INTEGRATED ELECTRIC PROPULSION ASSEMBLY,” U.S. Nonprovisional application Ser. No. 17/319,155, filed on May 13, 2021, entitled “AIRCRAFT HAVING REVERSE THRUST CAPABILITIES,” U.S. Nonprovisional application Ser. No. 16/929,206, filed on Jul. 15, 2020, entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,”U.S. Nonprovisional application Ser. No. 17/001,845, filed on Aug. 25, 2020, entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” U.S. Nonprovisional application Ser. No. 17/186,079, filed on Feb. 26, 2021, entitled “METHODS AND SYSTEM FOR ESTIMATING PERCENTAGE TORQUE PRODUCED BY A PROPULSOR CONFIGURED FOR USE IN AN ELECTRIC AIRCRAFT,” and U.S. Nonprovisional application Ser. No. 17/321,662, filed on May 17, 2021, entitled “AIRCRAFT FOR FIXED PITCH LIFT,” the entirety of each one of which is incorporated herein by reference. Any aircrafts, including electric and eVTOL aircrafts, as disclosed in any of these applications may efficaciously be utilized with any of the embodiments as disclosed herein, as needed, or desired. Any flight controllers as disclosed in any of these applications may efficaciously be utilized with any of the embodiments as disclosed herein, as needed, or desired. Still referring toFIG.5, pusher component516may include a propulsor, a propeller, a blade, a motor, a rotor, a rotating element, an aileron, a rudder, arrangements thereof, combinations thereof, and the like. Each pusher component516, when a plurality is present, of the plurality of flight components508is configured to produce, in an embodiment, substantially forward and/or horizontal thrust such that the aircraft moves forward. Still referring toFIG.5, as used in this disclosure a “pusher component” is a component that pushes and/or thrusts an aircraft through a medium. As a non-limiting example, pusher component516may include a pusher propeller, a paddle wheel, a pusher motor, a pusher propulsor, and the like. Additionally, or alternatively, pusher flight component may include a plurality of pusher flight components. Pusher component516is configured to produce a forward thrust. As a non-limiting example, forward thrust may include a force to force aircraft to in a horizontal direction along the longitudinal axis. As a further non-limiting example, pusher component516may twist and/or rotate to pull air behind it and, at the same time, push aircraft500forward with an equal amount of force. In an embodiment, and without limitation, the more air forced behind aircraft, the greater the thrust force with which the aircraft is pushed horizontally will be. In another embodiment, and without limitation, forward thrust may force aircraft500through the medium of relative air. Additionally or alternatively, plurality of flight components508may include one or more puller components. As used in this disclosure a “puller component” is a component that pulls and/or tows an aircraft through a medium. As a non-limiting example, puller component may include a flight component such as a puller propeller, a puller motor, a tractor propeller, a puller propulsor, and the like. Additionally, or alternatively, puller component may include a plurality of puller flight components. Still referring toFIG.5, as used in this disclosure a “power source” is a source that powers, drives and/or controls any flight component and/or other aircraft component. For example, and without limitation power source may include a motor that operates to move one or more lift components512and/or one or more pusher components516, to drive one or more blades, or the like thereof. Motor(s) may be driven by direct current (DC) electric power and may include, without limitation, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. Motor(s) may also include electronic speed controllers or other components for regulating motor speed, rotation direction, and/or dynamic braking. A “motor” as used in this disclosure is any machine that converts non-mechanical energy into mechanical energy. An “electric motor” as used in this disclosure is any machine that converts electrical energy into mechanical energy. Still referring toFIG.5, in an embodiment, aircraft500may include a pilot control520. As used in this disclosure, a “pilot control” is a mechanism or means which allows a pilot to monitor and control operation of aircraft such as its flight components (for example, and without limitation, pusher component, lift component and other components such as propulsion components). For example, and without limitation, pilot control520may include a collective, inceptor, foot bake, steering and/or control wheel, control stick, pedals, throttle levers, and the like. Pilot control520may be configured to translate a pilot's desired torque for each flight component of the plurality of flight components, such as and without limitation, pusher component516and lift component512. Pilot control520may be configured to control, via inputs and/or signals such as from a pilot, the pitch, roll, and yaw of the aircraft. Pilot control may be available onboard aircraft or remotely located from it, as needed or desired. Still referring toFIG.5, as used in this disclosure a “collective control” or “collective” is a mechanical control of an aircraft that allows a pilot to adjust and/or control the pitch angle of plurality of flight components508. For example and without limitation, collective control may alter and/or adjust the pitch angle of all of the main rotor blades collectively. For example, and without limitation pilot control520may include a yoke control. As used in this disclosure a “yoke control” is a mechanical control of an aircraft to control the pitch and/or roll. For example and without limitation, yoke control may alter and/or adjust the roll angle of aircraft500as a function of controlling and/or maneuvering ailerons. In an embodiment, pilot control520may include one or more foot-brakes, control sticks, pedals, throttle levels, and the like thereof. In another embodiment, and without limitation, pilot control520may be configured to control a principal axis of the aircraft. As used in this disclosure a “principal axis” is an axis in a body representing one three dimensional orientations. For example, and without limitation, principal axis or more yaw, pitch, and/or roll axis. Principal axis may include a yaw axis. As used in this disclosure a “yaw axis” is an axis that is directed towards the bottom of aircraft, perpendicular to the wings. For example, and without limitation, a positive yawing motion may include adjusting and/or shifting nose of aircraft500to the right. Principal axis may include a pitch axis. As used in this disclosure a “pitch axis” is an axis that is directed towards the right laterally extending wing of aircraft. For example, and without limitation, a positive pitching motion may include adjusting and/or shifting nose of aircraft500upwards. Principal axis may include a roll axis. As used in this disclosure a “roll axis” is an axis that is directed longitudinally towards nose of aircraft, parallel to fuselage. For example, and without limitation, a positive rolling motion may include lifting the left and lowering the right wing concurrently. Pilot control520may be configured to modify a variable pitch angle. For example, and without limitation, pilot control520may adjust one or more angles of attack of a propulsor or propeller. Still referring toFIG.5, aircraft500may include at least an aircraft sensor528. Aircraft sensor528may include any sensor or noise monitoring circuit described in this disclosure. Aircraft sensor528, in some embodiments, may be communicatively connected or coupled to flight controller152. Aircraft sensor528may be configured to sense a characteristic of pilot control520. Sensor may be a device, module, and/or subsystem, utilizing any hardware, software, and/or any combination thereof to sense a characteristic and/or changes thereof, in an instant environment, for instance without limitation a pilot control520, which the sensor is proximal to or otherwise in a sensed communication with, and transmit information associated with the characteristic, for instance without limitation digitized data. Sensor528may be mechanically and/or communicatively coupled to aircraft500, including, for instance, to at least a pilot control520. Aircraft sensor528may be configured to sense a characteristic associated with at least a pilot control520. An environmental sensor may include without limitation one or more sensors used to detect ambient temperature, barometric pressure, and/or air velocity. Aircraft sensor528may include without limitation gyroscopes, accelerometers, inertial measurement unit (IMU), and/or magnetic sensors, one or more humidity sensors, one or more oxygen sensors, or the like. Additionally or alternatively, sensor528may include at least a geospatial sensor. Aircraft sensor528may be located inside aircraft, and/or be included in and/or attached to at least a portion of aircraft. Sensor may include one or more proximity sensors, displacement sensors, vibration sensors, and the like thereof. Sensor may be used to monitor the status of aircraft500for both critical and non-critical functions. Sensor may be incorporated into vehicle or aircraft or be remote. Still referring toFIG.5, in some embodiments, aircraft sensor528may be configured to sense a characteristic associated with any pilot control described in this disclosure. Non-limiting examples of aircraft sensor528may include an inertial measurement unit (IMU), an accelerometer, a gyroscope, a proximity sensor, a pressure sensor, a light sensor, a pitot tube, an air speed sensor, a position sensor, a speed sensor, a switch, a thermometer, a strain gauge, an acoustic sensor, and an electrical sensor. In some cases, aircraft sensor528may sense a characteristic as an analog measurement, for instance, yielding a continuously variable electrical potential indicative of the sensed characteristic. In these cases, aircraft sensor528may additionally comprise an analog to digital converter (ADC) as well as any additionally circuitry, such as without limitation a Wheatstone bridge, an amplifier, a filter, and the like. For instance, in some cases, aircraft sensor528may comprise a strain gage configured to determine loading of one or more aircraft components, for instance landing gear. Strain gage may be included within a circuit comprising a Wheatstone bridge, an amplified, and a bandpass filter to provide an analog strain measurement signal having a high signal to noise ratio, which characterizes strain on a landing gear member. An ADC may then digitize analog signal produces a digital signal that can then be transmitted other systems within aircraft500, for instance without limitation a computing system, a pilot display, and a memory component. Alternatively or additionally, aircraft sensor528may sense a characteristic of a pilot control520digitally. For instance in some embodiments, aircraft sensor528may sense a characteristic through a digital means or digitize a sensed signal natively. In some cases, for example, aircraft sensor528may include a rotational encoder and be configured to sense a rotational position of a pilot control; in this case, the rotational encoder digitally may sense rotational “clicks” by any known method, such as without limitation magnetically, optically, and the like. Aircraft sensor528may include any of the sensors as disclosed in the present disclosure. Aircraft sensor528may include a plurality of sensors. Any of these sensors may be located at any suitable position in or on aircraft500. With continued reference toFIG.5, in some embodiments, electric aircraft500includes, or may be coupled to or communicatively connected to, flight controller152which is described further with reference toFIG.3. As used in this disclosure a “flight controller” is a computing device of a plurality of computing devices dedicated to data storage, security, distribution of traffic for load balancing, and flight instruction. In embodiments, flight controller may be installed in an aircraft, may control the aircraft remotely, and/or may include an element installed in the aircraft and a remote element in communication therewith. Flight controller152, in an embodiment, is located within fuselage504of aircraft. In accordance with some embodiments, flight controller is configured to operate a vertical lift flight (upwards or downwards, that is, takeoff or landing), a fixed wing flight (forward or backwards), a transition between a vertical lift flight and a fixed wing flight, and a combination of a vertical lift flight and a fixed wing flight. Still referring toFIG.5, in an embodiment, and without limitation, flight controller152may be configured to operate a fixed-wing flight capability. A “fixed-wing flight capability” can be a method of flight wherein the plurality of laterally extending elements generate lift. For example, and without limitation, fixed-wing flight capability may generate lift as a function of an airspeed of aircraft500and one or more airfoil shapes of the laterally extending elements. As a further non-limiting example, flight controller152may operate the fixed-wing flight capability as a function of reducing applied torque on lift (propulsor) component512. In an embodiment, and without limitation, an amount of lift generation may be related to an amount of forward thrust generated to increase airspeed velocity, wherein the amount of lift generation may be directly proportional to the amount of forward thrust produced. Additionally or alternatively, flight controller may include an inertia compensator. As used in this disclosure an “inertia compensator” is one or more computing devices, electrical components, logic circuits, processors, and the like there of that are configured to compensate for inertia in one or more lift (propulsor) components present in aircraft100. Inertia compensator may alternatively or additionally include any computing device used as an inertia compensator as described in U.S. Nonprovisional application Ser. No. 17/106,557, filed on Nov. 30, 2020, and entitled “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT,” the entirety of which is incorporated herein by reference. Flight controller152may efficaciously include any flight controllers as disclosed in U.S. Nonprovisional application Ser. No. 17/106,557, filed on Nov. 30, 2020, and entitled “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT.” In an embodiment, and still referring toFIG.5, flight controller152may be configured to perform a reverse thrust command. As used in this disclosure a “reverse thrust command” is a command to perform a thrust that forces a medium towards the relative air opposing aircraft100. Reverse thrust command may alternatively or additionally include any reverse thrust command as described in U.S. Nonprovisional application Ser. No. 17/319,155, filed on May 13, 2021, and entitled “AIRCRAFT HAVING REVERSE THRUST CAPABILITIES,” the entirety of which is incorporated herein by reference. In another embodiment, flight controller may be configured to perform a regenerative drag operation. As used in this disclosure a “regenerative drag operation” is an operating condition of an aircraft, wherein the aircraft has a negative thrust and/or is reducing in airspeed velocity. For example, and without limitation, regenerative drag operation may include a positive propeller speed and a negative propeller thrust. Regenerative drag operation may alternatively or additionally include any regenerative drag operation as described in U.S. Nonprovisional application Ser. No. 17/319,155. Flight controller152may efficaciously include any flight controllers as disclosed in U.S. Nonprovisional application Ser. No. 17/319,155, filed on May 13, 2021, and entitled “AIRCRAFT HAVING REVERSE THRUST CAPABILITIES”. In an embodiment, and still referring toFIG.5, flight controller152may be configured to perform a corrective action as a function of a failure event. As used in this disclosure a “corrective action” is an action conducted by the plurality of flight components to correct and/or alter a movement of an aircraft. For example, and without limitation, a corrective action may include an action to reduce a yaw torque generated by a failure event. Additionally or alternatively, corrective action may include any corrective action as described in U.S. Nonprovisional application Ser. No. 17/222,539, filed on Apr. 5, 2021, and entitled “AIRCRAFT FOR SELF-NEUTRALIZING FLIGHT,” the entirety of which is incorporated herein by reference. As used in this disclosure a “failure event” is a failure of a lift component of the plurality of lift components. For example, and without limitation, a failure event may denote a rotation degradation of a rotor, a reduced torque of a rotor, and the like thereof. Additionally or alternatively, failure event may include any failure event as described in U.S. Nonprovisional application Ser. No. 17/113,647, filed on Dec. 7, 2020, and entitled “IN-FLIGHT STABILIZATION OF AN AIRCAFT,” the entirety of which is incorporated herein by reference. Flight controller152may efficaciously include any flight controllers as disclosed in U.S. Nonprovisional App. Ser. Nos. 17/222,539 and 17/113,647. Referring now toFIG.6, an exemplary method600for transmitting battery pack data of an electric aircraft. An electric vehicle may include any electric vehicle described in this disclosure, for example with reference toFIGS.1-7. At step605, method600may include powering, using a battery pack. A battery pack may include any battery described in this disclosure, for example with reference toFIGS.1-7. Referring now toFIG.6, At step610, method600may include monitoring, using a pack monitoring unit. A pack monitoring unit may include any monitoring unit described in this disclosure, for example with reference toFIGS.1-7. Referring now toFIG.6, At step615, method600may include sensing using at least a sensor configured to detect battery datum. A sensor may include any sensor described in this disclosure, for example with reference toFIGS.1-7. Battery datum may include any datum described in this disclosure, for example with reference toFIGS.1-7. Referring now toFIG.6, At step620, method600may include receiving, using a controller battery datum. A controller may include any computing device described in this disclosure, for example with reference toFIGS.1-7. Referring now toFIG.6, At step625, method600may include detecting, using a controller a significant event. Significant event may include any event described in this disclosure, for example with reference toFIGS.1-7. Referring now toFIG.6, At step630, method600may include transmitting, using a controller a significant event to a data storage device. Data storage device may include any data storage device described in this disclosure, for example with reference toFIGS.1-7. It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and/or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and/or software module. Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and/or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-only memory “ROM” device, a random access memory “RAM” device, a magnetic card, an optical card, a solid-state memory device, an EPROM, an EEPROM, and any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission. Such software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to perform any one of the methodologies and/or embodiments described herein. Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and/or be included in a kiosk. FIG.7shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system700within which a set of instructions for causing a control system to perform any one or more of the aspects and/or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and/or methodologies of the present disclosure. Computer system700includes a processor704and a memory708that communicate with each other, and with other components, via a bus712. Bus712may include any of several types of bus structures including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combinations thereof, using any of a variety of bus architectures. Processor704may include any suitable processor, such as without limitation a processor incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; processor704may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Processor704may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and/or system on a chip (SoC). Memory708may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system716(BIOS), including basic routines that help to transfer information between elements within computer system700, such as during start-up, may be stored in memory708. Memory708may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software)720embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory708may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof. Computer system700may also include a storage device724. Examples of a storage device (e.g., storage device724) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device724may be connected to bus712by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device724(or one or more components thereof) may be removably interfaced with computer system700(e.g., via an external port connector (not shown)). Particularly, storage device724and an associated machine-readable medium728may provide nonvolatile and/or volatile storage of machine-readable instructions, data structures, program modules, and/or other data for computer system700. In one example, software720may reside, completely or partially, within machine-readable medium728. In another example, software720may reside, completely or partially, within processor704. Computer system700may also include an input device732. In one example, a user of computer system700may enter commands and/or other information into computer system700via input device732. Examples of an input device732include, but are not limited to, an alpha-numeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device732may be interfaced to bus712via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus712, and any combinations thereof. Input device732may include a touch screen interface that may be a part of or separate from display736, discussed further below. Input device732may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above. A user may also input commands and/or other information to computer system700via storage device724(e.g., a removable disk drive, a flash drive, etc.) and/or network interface device740. A network interface device, such as network interface device740, may be utilized for connecting computer system700to one or more of a variety of networks, such as network744, and one or more remote devices748connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network744, may employ a wired and/or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software720, etc.) may be communicated to and/or from computer system700via network interface device740. Computer system700may further include a video display adapter752for communicating a displayable image to a display device, such as display device736. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter752and display device736may be utilized in combination with processor704to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system700may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus712via a peripheral interface756. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof. The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and/or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve methods, systems, and software according to the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention. Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention. | 131,114 |
11858377 | DESCRIPTION OF THE REFERENCE NUMERALS IN THE DRAWINGS 1: vehicle sensor11: vehicle travel information measurement module12: rainfall measurement module 13: temperature measurement module2: management server21: data collection server 211: vehicle information collection unit212: weather information storage unit213: topographic information storage unit 23: information provision server231: battery status estimation unit232: driving pattern analysis unit 233: weather information advancement unit234: road weather information generation unit235: arrival information provision unit 236: charging information provision unit237: battery consumption map provision unit238: component power information provision unit 239: road hazard information provision unit 3: user terminal31: driver terminal32: operator terminal BEST MODE Hereinafter, an information provision service system for an electric vehicle using a vehicle sensor according to exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In describing the present disclosure, it is to be noted that if a detailed description of the known function or configuration makes the subject matter of the present disclosure unclear, the detailed description will be omitted. Throughout the specification, when a part “includes” an element, it is noted that it further includes other elements, but does not exclude other elements, unless specifically stated otherwise. In addition, the terms “˜part”, “˜module”, and the like mean a unit for processing at least one function or operation and may be implemented by hardware or software or a combination thereof. Referring toFIGS.2to17, an information provision service system for an electric vehicle using a vehicle sensor according to an embodiment of the present disclosure includes: a vehicle sensor1with which the vehicle is provided, and measuring travel information of the vehicle and weather information; a management server2estimating a battery status and a distance to empty of the electric vehicle by using the information measured by the vehicle sensor1, and providing the battery status and the distance to empty; and a user terminal3receiving estimated information from the management server2and displaying the received information. As described above in Background Art, a running distance estimation system for an electric vehicle in the related art estimates battery consumption considering only a status or fuel efficiency characteristics of a battery, and estimates a distance to empty at the current location in accordance with the battery consumption. However, the consumption characteristics of the battery of the electric vehicle vary greatly according to temperature, vary according to a road surface condition based on weather conditions, and also vary according to a driving pattern of the driver and the topography, such as the slope and curve of a road. Therefore, in the present disclosure, battery consumption is estimated considering weather information, topographic information, and a driver pattern. To this end, information on these is collected to form big data, and through an analysis of correlation between battery consumption and the information, battery consumption is estimated according to each variable. In particular, according to the present disclosure, a vehicle sensor1attached to a vehicle measures and collects travel information of the vehicle, and collects weather information on the temperature near the vehicle, and on the amount of rainfall so as to optimize the weather information for more accurate estimation, whereby more accurate estimation of battery consumption and a distance to empty is achieved. The vehicle sensor1is attached to the vehicle and measures travel information of the vehicle and nearby weather information. The vehicle sensor1transmits the measured information to the management server2for collection. The vehicle sensor1may include a vehicle travel information measurement module11measuring travel information of a vehicle, and may collect various types of weather information. In the present disclosure, the vehicle sensor1may include a rainfall measurement module12and a temperature measurement module13for measuring temperature and rainfall information. The rainfall measurement module12and the temperature measurement module13are attached to an electric vehicle as well as a general vehicle so that weather information is measured and collected. The vehicle travel information measurement module11is attached to each vehicle and measures travel information of the vehicle. The vehicle travel information measurement module11transmits Information on a vehicle model and a battery type and information for identifying a driver, and also measures and transmits information on a battery status, a running path, a speed, acceleration and deceleration of the vehicle. The rainfall measurement module12measures and transmits rainfall information, and a rainfall measurement sensor provided for operation of vehicle wipers may be applied as an example. Therefore, as the rainfall measurement module12, various sensor devices measuring the amount of rainfall by an optical sensor may be applied. The rainfall measurement module12measures information on the amount of rainfall at regular time intervals and transmits the information to the management server2. The temperature measurement module13measures and transmits the temperature near a vehicle, and may measure the temperature at regular time intervals together with the amount of rainfall and may transmit the same to the management server2. The management server2estimates and provides a battery status and a distance to empty of an electric vehicle. The management server2may include: a data collection server21collecting data for such estimation; and an information provision server23estimating and providing a battery status and a distance to empty by analyzing the collected data. The data collection server21collects information for estimation of a battery status and a distance to empty. The data collection server21may include: a vehicle information collection unit211collecting information from the vehicle sensor1; a weather information storage unit212collecting weather information from an external weather system (O) and storing the same therein; and a topographic information storage unit213storing therein topographic information on a road. The vehicle information collection unit211collects and stores therein information measured by the vehicle sensor1. The vehicle information collection unit211may include: a weather information collection module211acollecting weather information on temperature and rainfall; a travel information collection module211bcollecting information on a battery status, a running path, a speed, and acceleration and deceleration of the vehicle; and a location information collection module211ccollecting location information of the vehicle. Therefore, the vehicle information collection unit211collects weather information and travel information for each location of the vehicle so as to form big data, and through this, the battery consumption characteristics according to the weather information, running path, and running pattern may be determined. The weather information storage unit212collects weather information from the external weather system (O), for example, a weather center, and an automatic weather station (AWS), and stores the same. The weather information storage unit212may include an observation information storage module212astoring the current weather condition therein, and a forecast information storage module212bstoring weather forecast information therein. The observation and forecast weather information stored in the observation information storage module212aand the forecast information storage module212bare used to advance weather information, together with weather information measured by the vehicle sensor1. The advanced weather information is used in estimating a battery status and a running distance so as to increase the accuracy of estimation. The topographic information storage unit213stores topographic information on a road therein, and may store various types of topographic information that might affect the battery consumption characteristics of the electric vehicle. The topographic information storage unit213may include a slope information storage module213a,a curve information storage module213b,and a road surface information storage module213cthat store therein slope information, curve information, and road surface information, respectively, for example. The information provision server23estimates battery consumption by using the weather information, the topographic information, and the travel information stored in the data collection server21, and computes and provides a distance to empty in accordance with the battery consumption. In particular, the information provision server23analyzes the battery consumption characteristics according to types of vehicle and battery, topography, a driving pattern, weather information, and road weather information so as to estimate battery consumption depending on a path. In addition, the information provision server23analyzes a driving pattern of the driver, advances weather information, and generates forecast information on road weather directly related to driving of the electric vehicle so that the accuracy of estimation of battery consumption is improved. In addition, the information provision server23is for displaying a distance to empty with a destination in the center, battery state-of-charge information, nearby charging station information, and the possibility of reaching a charging station that are based on estimation of battery consumption, whereby an accident that the electric vehicle is not charged is prevented. In addition, the information provision server23provides a battery consumption map with a driver in the center so that a travel path and a charging location are planned in advance. The information provision server23also provides power consumption information for each component of the vehicle for efficient driving, and is for displaying hazard weather information on a road for safe driving of the electric vehicle. To this end, the information provision server may include, as shown inFIG.5, a battery status estimation unit231, a driving pattern analysis unit232, a weather information advancement unit233, a road weather information generation unit234, an arrival information provision unit235, a charging information provision unit236, a battery consumption map provision unit237, a component power information provision unit238, and a road hazard information provision unit239. The battery status estimation unit231analyzes the battery consumption characteristics according to types of vehicle and battery, topography, a driving pattern, weather information, and road weather information. The battery status estimation unit231analyzes the big data collected and stored by the data collection server21, by using a machine learning technique, so that a correlation of the battery consumption characteristics with types of vehicle and battery, topography, a driving pattern, weather information, and road weather information is derived. The battery status estimation unit231may estimate a current distance to empty considering the current status of the battery and weather information. More preferably, the battery status estimation unit231may analyze the battery consumption characteristics considering topography, a driving pattern, and weather information for a predetermined path from the current location of the vehicle, and estimates battery consumption in accordance with the battery consumption characteristics. To this end, the battery status estimation unit231may include a vehicle model information loading module231a,a topographic information loading module231b,a driving pattern information loading module231c,a weather information loading module231d,a road weather information loading module231e,and a correlation analysis module231f. The vehicle model information loading module231aloads information on a type of vehicle and a type of battery, and is for inputting the characteristics according to the type of vehicle and the type of battery as variables for estimation of battery consumption. The topographic information loading module231bloads topographic information on a vehicle travel path, and may load information such as slope, curve, and road surface information. The topographic information loading module231bmay classify the topographic information according to degrees of slope and curve, and the roughness of a road surface condition, such as an unpaved or paved road, so that the topographic information is used in analyzing a correlation with battery consumption. The driving pattern information loading module231cloads information on a driving pattern of each driver, and loads information analyzed and stored by the driving pattern analysis unit232. The driving pattern information loaded by the driving pattern information loading module231cmay include a driving speed of a driver, and degrees of acceleration and deceleration according to each environment, and the battery consumption characteristics in accordance with the driving pattern information are analyzed. The weather information loading module231dloads the weather information measured by the vehicle sensor1, so that the weather information is used in analyzing a correlation with battery consumption. Therefore, the weather information loading module231dis for using the weather information directly measured by the vehicle sensor1in a correlation analysis, thus enabling a more accurate analysis of battery consumption. The road weather information loading module231eloads road weather information directly related to the driving of the electric vehicle, and may load observation information related to frost, fog, and flooding. In addition, the road weather information loading module231eexpresses a numerical value according to each piece of the road weather information, for example, information on frost, fog, and flooding, so that a correlation with battery consumption is analyzed. The correlation analysis module231fanalyzes a correlation of the battery consumption characteristics with types of vehicle and battery, topographic information, driving pattern information, weather information, and road weather information loaded by the vehicle model information loading module231a,the topographic information loading module231b,the driving pattern information loading module231c,the weather information loading module231d,and the road weather information loading module231e,respectively. The correlation analysis module231fis for deriving a correlation equation according to each variable. The correlation analysis module231fmay use various machine learning techniques, such as a decision tree, logistic regression, and a random forest, and may be for deriving a correlation equation by the technique having the highest accuracy. The driving pattern analysis unit232analyzes a driving pattern of each driver, and analyzes travel information on a vehicle speed of a driver, acceleration, and deceleration according to weather, road weather, and topographic information. To this end, the driving pattern analysis unit232may include a weather information storage module232a,a road weather information storage module232b, a topographic information storage module232c,a travel information storage module232d,and a driving pattern detection module232e. The weather information storage module232a,the road weather information storage module232b,and the topographic information storage module232cstore therein weather information, road weather information, and topographic information on the path that a driver has travelled, respectively, and are for analyzing a driving pattern in accordance with such information. The travel information storage module232dstores therein information on a vehicle travel speed of a driver, the degree of acceleration, and the degree of deceleration, and is for analyzing connection with weather information, road weather information, and topographic information. The driving pattern detection module232edetects a driving pattern of a user according to weather information, road weather information, and topographic information. The driving pattern detection module232eis for analyzing information on the speed at which a driver drives a vehicle and on the degrees of acceleration and deceleration, according to each environment. The driver's driving pattern detected by the driving pattern detection module232eis transmitted to the battery status estimation unit231and is loaded by the driving pattern information loading module231c.The driving pattern is input as a variable for estimation of battery consumption so that estimation of battery consumption optimized for each driver is achieved. The weather information advancement unit233improves the accuracy of forecast weather information by using weather information measured by the vehicle sensor1. The weather information advancement unit233corrects forecast information by comparing the weather forecast information provided by the external weather system (O) and the weather information measured by the vehicle sensor1, thereby increasing the accuracy of forecast of weather information. Regarding the weather information forecasted by the external weather system (O), weather factors all points are unable to be measured, and the accuracy of the weather information is low because of various variables. Therefore, the forecasted weather information is corrected using weather information of the vehicle sensor1measuring weather information at a particular location, thereby increasing the accuracy of the forecasted weather information. To this end, the weather information advancement unit233may include a sensor information loading module233a,a forecast information loading module233b,a correlation analysis module233c,and a forecast information update module233d. The sensor information loading module233aloads the weather information measured and stored by the vehicle sensor1, and may load, for example, information on temperature, and the amount of rainfall. The forecast information loading module233bloads forecast weather information for the location measured by the vehicle sensor1, and loads information forecasted by the external weather system O. The correlation analysis module233ccompares weather information measured at a particular location by vehicle sensor1and weather information forecasted by the external weather system (O) so as to analyze a correlation therebetween. The correlation analysis module233canalyzes big data accumulated for a predetermined time and derives a correlation. The forecast information update module233dcorrects the forecasted weather information according to the correlation analyzed by the correlation analysis module233c, and is for applying the corrected forecast weather information when battery consumption and a running distance are estimated by the arrival information provision unit235, the charging information provision unit236, and the battery consumption map provision unit237. The road weather information generation unit234generates, by using weather forecast information, road weather information directly related to the driving of the electric vehicle, for example, forecast information on frost, fog, and flooding, and provides the same. The road weather information generation unit234is for displaying hazard information on a road on the user terminal3through the road hazard information provision unit239. In addition, the road weather information generation unit234compares information on occurrence of actual frost, fog, and flooding and forecast information so that each estimation algorithm is corrected, thereby improving the accuracy of forecasting over time. To this end, the road weather information generation unit234may include a weather information loading module234a,a frost forecast information generation module234b,a fog forecast information generation module234c,a flooding forecast information generation module234d,a forecast information verification module234e,and a forecast correction module234f. The weather information loading module234aloads weather forecast information, and may load the forecast weather information stored by the forecast information storage module212band the weather information optimized by the weather information advancement unit233together. The frost forecast information generation module234bforecasts frost on a road, and may forecast frost according to the amount of rainfall, temperature, and wind velocity. If frost at a predetermined reference level or more occurs, the frost forecast information generation module234bgenerates frost forecast information and makes it to be displayed as hazard information. The fog forecast information generation module234cforecasts fog occurring on a road, and may make forecast using weather forecast information, such as temperature, road surface temperature, humidity, atmospheric pressure, wind velocity, and solar irradiation. The fog forecast information generation module234cmay be for performing forecast through a neural network, for example. The flooding forecast information generation module234dforecasts occurrence of road flood. The flooding forecast information generation module234dmay forecast flooding using rainfall information, and may generate flooding forecast information by analyzing a causal relationship between a particular road, the amount of rainfall, and the possibility of flooding through a machine learning technique. In particular, flooding may have a serious effect on the battery of the electric vehicle, and thus has a strict reference level. If flooding occurs to the degree that may affect the battery of the electric vehicle, hazard information is displayed on the user terminal3. The arrival information provision unit235estimates battery consumption for each travel path, providing travel paths for a particular destination. In particular, as shown inFIG.11, the arrival information provision unit235is for displaying a distance to empty and battery stage-of-charge at a destination, so that a vehicle state after reaching the destination is accurately determined. In addition, the arrival information provision unit235computes and provides a charging station near an arrival point and the possibility of reaching the charging station, thereby preventing the problem of difficulty in charging after arrival. To this end, the arrival information provision unit235may include an arrival location information reception module235a,a travel path finding module235b,a path-based battery consumption computation module235c,an arrival-based distance-to-empty computation module235d,an arrival-based battery state-of-charge display module235e,and an arrival-based charging station information provision module235f. The arrival location information reception module235areceives information on an arrival location input through the user terminal3. For example, the arrival location information reception module235aenables a driver to set and input a destination through the driver terminal31, and receives information on the destination. The travel path finding module235bfinds paths from the current location of the vehicle to a destination, wherein a predetermined number of paths that the vehicle is able to travel may be found in order of required time. The path-based battery consumption computation module235ccomputes battery consumption estimated for each path found by the travel path finding module235b.The path-based battery consumption computation module235cmay compute battery consumption by inputting, to the correlation equation derived by the battery status estimation unit231, a vehicle model and battery information with topographic information, weather information, road weather information for each path, and driving pattern information of the driver. Accordingly, the path-based battery consumption computation module235ccomputes battery consumption considering the vehicle model and the battery type with topography, weather condition, and road weather information for the path and according to the driving pattern of the driver, whereby more accurate estimation of battery consumption is achieved. The arrival-based distance-to-empty computation module235dcomputes and provides a distance to empty on arrival at a destination. By using the current battery status of the vehicle and the battery consumption computed by the path-based battery consumption computation module235c, the arrival-based distance-to-empty computation module235dcomputes battery state-of-charge and is for displaying a distance to empty in accordance with the battery state-of-charge. The arrival-based battery state-of-charge display module235eis for displaying battery state-of-charge on arrival on the user terminal3, wherein the battery state-of-charge on arrival is calculated by subtracting estimated battery consumption from the current battery state-of-charge. The arrival-based charging station information provision module235fprovides information on a nearby charging station that is reachable on the basis of the battery state-of-charge at an arrival point. The arrival-based charging station information provision module235fforecasts weather condition near an arrival point and is for displaying the possibility of reaching the charging station considering the battery consumption computed by the charging information provision unit236. The charging information provision unit236provides charging station information near the vehicle, and may be used in providing the information on a charging station near an arrival point by the arrival-based charging station information provision module235f.The charging information provision unit236estimates battery consumption for each charging station considering the battery consumption characteristics based on weather condition by the battery status estimation unit231, and is for displaying the possibility of reaching each charging station according to the estimated battery consumption. To this end, the charging information provision unit236includes a charging station finding module236a,a charging station-based path finding module236b,and a path-based battery consumption amount computation module236c. The charging station finding module236afines a charging station near the location of the vehicle, wherein an electric vehicle charging station within a predetermined distance is found. The charging station-based path finding module236bfinds, for each charging station, paths that the vehicle is able to travel, wherein a predetermined number of paths are found and displayed. The path-based battery consumption amount computation module236ccomputes battery consumption estimated for each path found by the charging station-based path finding module236b.According to the correlation equation derived by the battery status estimation unit231, the battery consumption is computed considering topography, weather, road weather information, and driving pattern information for each path. The reachability display module236dis for displaying the possibility of reaching each charging station according to each path, and may be for displaying the possibility of reaching each charging station, considering both the current battery status of the vehicle and the battery consumption computed by the path-based battery consumption amount computation module236c.For example, when travel to the path takes place, the reachability display module236ddivides grades according to battery state-of-charge and is for displaying the grades as danger, warning, and safety. The battery consumption map provision unit237is for displaying a region that the vehicle is able to reach, on a map considering the estimated battery consumption. With the current location of the vehicle in the center, battery consumption for each path is estimated and the region is displayed according to battery state-of-charge. To this end, the battery consumption map provision unit237may include a vehicle-drivable path finding module237a,a battery consumption information calculation module237b,a battery status information reception module237c,a reference value setting module237d,and a reference value-based region display module237e. The vehicle-drivable path finding module237afinds the path that the vehicle is able to travel, with the location of the vehicle in the center. All paths connected to the location of the vehicle within a predetermined distance are found. The battery consumption information calculation module237bestimates battery consumption for each path found by the vehicle-drivable path finding module237a,and estimates battery consumption according to the correlation equation derived by the battery status estimation unit231. The battery status information reception module237creceives battery status information of the vehicle, so that a vehicle-drivable distance is computed according to battery state-of-charge information. The reference value setting module237dsets a reference value for battery state-of-charge considering the current state of charge of the battery of the vehicle and battery consumption estimated for each path. For example, as shown inFIG.14, a reference value may be set in such a manner that regions {circle around (1)}, {circle around (2)}, and {circle around (3)} are divided according to battery state-of-charge. The reference value-based region display module237eis for displaying each region on a map according to a reference value of battery state-of-charge. As shown inFIG.14, regions {circle around (1)}, {circle around (2)}, and {circle around (3)} are displayed. Herein, as it goes from region {circle around (1)} to region {circle around (3)}, battery state-of-charge decreases, whereby the driver is able to accurately determine the region that the vehicle is able to reach. The component power information provision unit238determines power consumption for each component of the vehicle so that battery consumption and a distance to empty are computed according to whether the components operate. Considering these, the driver is able to adjust whether to operate a component. To this end, the component power information provision unit238may include a component-based power consumption display module238a,a component-based battery consumption computation module238b,a battery consumption information correction module238c,and a component-based distance-to-empty display module238d. The component-based power consumption display module238ais for displaying power consumption according to the operation of each component of the vehicle, for example, an air conditioning device, an electronic component, and a light. Considering the power consumption of each component, power consumed by each component is displayed as shown inFIG.16. The component-based battery consumption computation module238bcomputes the amount of charge of the battery consumed in running on each path according to the power consumption of each component. The battery consumption caused by each component is computed when battery consumption is estimated by the arrival information provision unit235, the charging information provision unit236, and the battery consumption map provision unit237. The battery consumption information correction module238ccomputes the battery consumption estimated if the power of each component is turned off. The battery consumption may be computed by subtracting battery consumption of each component from the existing battery consumption. The component-based distance-to-empty display module238dis for displaying a distance to empty that increases if operation of a component is stopped, according to the battery consumption computed by the battery consumption information correction module238c.Considering the distance to empty, the driver is able to determine whether to operate a component. The road hazard information provision unit239is for displaying, on a map, information on a road dangerous to drive the electric vehicle. When the road weather information forecasted by the road weather information generation unit234exceeds a predetermined hazard level, information on this is displayed on the user terminal3. The road hazard information provision unit239may include a frost information display module239a,a fog information display module239b,and a flooding information display module239cfor displaying information on frost, fog, and flooding, respectively. When frost, fog, or flooding occurs to the degree that interferes with the driving of the electric vehicle, the road hazard information provision unit239makes hazard information to be displayed on each path acquired by the arrival information provision unit235, the charging information provision unit236, and the battery consumption map provision unit237, thereby achieving safety driving of the electric vehicle. The user terminal3displays the information provided from the management server2on a screen. As the user terminal3, various devices capable of being connected to the management server2through wired/wireless communication may be applied, for example, a smartphone, a tablet PC, and a personal computer (PC). Examples of the user terminal3include a driver terminal31and an operator terminal32. The driver terminal31is a terminal that the driver of the vehicle carries. The driver terminal31is for displaying, on a screen, pieces of information acquired on the basis of estimation of battery consumption by the arrival information provision unit235, the charging information provision unit236, the battery consumption map provision unit237, the component power information provision unit238, and the road hazard information provision unit239. In addition, the operator terminal32may be for displaying the same information as the driver terminal31displays. However, the operator terminal32may be carried by the manager of a rental car company, logistics company, or transportation company to manage travel states of vehicles. Although the application has described various embodiments of the present disclosure, the embodiments are only embodiments that realize the technical idea of the present disclosure. Any changes or modifications that realize the technical idea of the present disclosure should be constructed as belonging to the scope of the present disclosure. | 34,654 |
11858378 | The drawings described herein are for illustration purposes only and are not intended to limit the scope of the present disclosure in any way. DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, application, or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. Hereinafter, exemplary forms of the present disclosure will be described in detail with reference to the accompanying drawings. It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the disclosure. The specific design features of the present disclosure as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in section by the particular intended application and use environment. As publicly known in the art, some of exemplary forms may be illustrated in the accompanying drawings from the viewpoint of function blocks, units and/or modules. Those skilled in the art will understood that blocks, units and/or modules are physically implemented by electronic (or optical) circuits such as logic circuits, discrete components, processors, hard wired circuits, memory devices and wiring connections. When the blocks, units and or modules are implemented by processors or other similar hardware, the blocks, units and modules may be programmed and controlled through software (for example, codes) in order to perform various functions discussed in this specification. FIG.1is a control block diagram illustrating a battery management system for a motor-driven vehicle according to the present disclosure, and reference numeral100denotes a battery saver. The battery saver100is a kind of controller for managing a battery of which an operation is started when a vehicle is turned off to perform ON/OFF controls of first electric components (for example, a lamp, an audio, a cluster, and an air conditioner, and the liker rather than an always-on power component), a wireless communication module related to a kind of infotainment which receives vehicle information from an external terminal via communication, a vehicle controller, second electric components (for example, the always-on power components such as a door lock module, a trunk lead lock module, a clock, and an audio memory), and the like, which use an auxiliary battery as power, in a predetermined order based on SOC information of the auxiliary battery, thereby managing the SOC of the auxiliary battery and simultaneously reducing or minimizing the discharge of the auxiliary battery. A battery SOC monitoring unit110which provides SOC information of the auxiliary battery is connected to the battery saver100so as to transmit electrical signals. The battery SOC monitoring unit110monitors the SOC of the auxiliary battery120in real time to provide the monitored SOC to the battery saver100, and may be employed as a battery management system (BMS) which is a type of controller managing all states of the battery. For example, since the battery management system includes a function of detecting information such as a voltage, current, and temperature of the auxiliary battery, and calculating the SOC of the auxiliary battery using the detected information, the battery management system may be employed as the battery SOC monitoring unit110. Referring toFIG.1, the battery saver100is connected to a first electric component130, a wireless communication module140, a vehicle controller150, and a second electric component160, and the like, which use an auxiliary battery120as power, so as to transmit ON/OFF control signals to them, respectively. Accordingly, the battery saver100may control the turn-off of the first electric component130, the turn-off of the wireless communication module140, the turn-off of the vehicle controller150, and the turn-off of the second electric component160in a predetermined order according to the SOC information of the auxiliary battery120provided by the battery SOC monitoring unit110in a state where the vehicle is turned off. The first electric component130refers to electric components (for example, lamps, an audio, a cluster, an air conditioner, and the like) which are not always-on power components which cause a driver not to feel uncomfortable greatly even when the vehicle is not operated until being restarted in the state where the vehicle is turned off, among the electric components operated by the power received from the auxiliary battery. Thus the turn-off control of the first electric component130may be first performed by the battery saver100. The second electric component160is a type of electric component operated by the power received from the auxiliary battery, and refers to as the always-on power components (for example, a door lock module, a trunk lead lock module, a clock, an audio memory, and the like) which may cause the driver to feel greatly uncomfortable when not operated in the turned-off state. In one form, the turn-off control of the second electric component160is last performed by the battery saver100in consideration of the driver's discomfort. More specifically, when the power for all the electric components including the first electric component130and the second electric component160is cut off simultaneously by a power cut-off control of the battery saver100, the door lock module or the like operated through communication with the smart key among the second electric components160does not operate, and as a result, as a locking or unlocking operation of the vehicle door using the smart key becomes impossible, the driver inevitably feels the discomfort such as having to lock or unlock the door through the manual operation using the door key or the like, so that the turn-off control of the second electric component160, which is an always-on power component including the door lock module, is lastly performed. The wireless communication module140refers to a kind of infotainment related information technology (IT) device mounted inside the vehicle so as to integrally receive a navigation function, a surrounding information provision function, an entertainment function, a vehicle state information provision function, a vehicle control operation function, and the like through the wireless communication with an external terminal, and is called a separate name made for each vehicle manufacturer. According to the present disclosure, the wireless communication module140is configured to visually or audibly inform that the first electric component130is turned off by the control signal of the battery saver100, and in addition, to visually or audibly inform a method for restarting the vehicle and a method for resetting the auxiliary battery according to the turn-off of the second electric component160in advance. The vehicle controller150may be a hybrid control unit (HCU) which is a top-level controller of the motor-driven vehicle, a motor control unit (MCU) for controlling a motor, a transmission control unit (TCU) for controlling shifting, a battery management system (BMS) which is a controller managing all states of the battery, or the like, and the vehicle controllers150are mostly maintained in the turned-off state when turned off, and some controllers are switched to an ON state for the necessary control during parking, but in order to reduce or minimize the discharge of the auxiliary battery120, a control of turning off the vehicle controller150before the second electric component160is turned off is performed. Accordingly, the battery saver100may be configured to execute the turn-off of the first electric component130when a current SOC of the auxiliary battery120is less than a first reference value, to execute the turn-off of the wireless communication module140when the current SOC of the auxiliary battery120is less than a second reference value smaller than the first reference value, to execute the turn-off of the vehicle controller150when the current SOC of the auxiliary battery120is less than a third reference value smaller than the second reference value, and to execute the turn-off of the second electric component160when the current SOC of the auxiliary battery120is less than a fourth reference value smaller than the third reference value. Meanwhile, since the driver may reset the auxiliary battery in a state of being well aware of the method for resetting the auxiliary battery informed by the wireless communication module140, a button-type auxiliary battery reset unit170may be configured at a predetermined location around a driver seat (for example, a crash pad around a steering wheel or the like). As illustrated inFIG.1, when the driver operates the auxiliary battery reset unit170, charging from the high voltage battery180to the auxiliary battery120is performed by 12V battery charging power. In one form, in order to eliminate the driver's discomfort caused by the impossibility to operate the second electric component (for example, the impossibility to operate the door lock module), when it is confirmed that the SOC of the auxiliary battery exceeds at least the first reference value after the charging from the high voltage battery180to the auxiliary battery120is performed, the battery saver100controls the second electric component160which is the always-on power component to be turned on, and to perform the control of sequentially turning on the vehicle controller150, the wireless communication module140, and the first electric component130. Here, a battery discharge control method according to the present disclosure based on the aforementioned system configuration will be sequentially described as follows. FIGS.2and3are flowcharts illustrating a battery management method of the motor-driven vehicle according to some forms of the present disclosure. First, when the vehicle is turned off (S101), the operation of the battery saver100is started (S102). For example, when a turn-off signal of the vehicle is transmitted to the battery saver100, the battery saver100starts to operate. Subsequently, the battery SOC monitoring unit110transmits information obtained by monitoring the current SOC of the auxiliary battery to the battery saver100. Accordingly, the battery saver100sequentially performs the turn-off control of the first electric component130, the turn-off control of the wireless communication module140, the turn-off control of the vehicle controller150, and the turn-off control of the second electric component160in a predetermined order according to SOC information of the auxiliary battery120provided from the battery SOC monitoring unit110. To this end, the battery saver100first confirms whether the current SOC of the auxiliary battery120is less than a first reference value (α) (S103), and as the confirmation result, when the current SOC of the auxiliary battery120is less than the first reference value (α), the battery saver100performs the turn-off control of the first electric component130(S104). At this time, the first reference value (α) is an SOC at a level at which the performance of the auxiliary battery rapidly decreases, and is usually set to less than 30%, which may be changed according to the battery specification. Accordingly, the lamps, audio, cluster, air conditioner, and the like classified as the first electric component130are first turned off, and these first electric components130are electric components which do not operate until the vehicle is restarted in the state where the vehicle is turned off unlike the second electric component160which is the always-on power component, so that the driver does not feel uncomfortable greatly. In one form, when the first electric component130is turned off, a step of visually or audibly informing that the first electric component130is turned off by the wireless communication module140(S105) is performed, so that the driver may recognize that the first electric component is in the turned-off state in order to manage the discharge of the auxiliary battery. Next, the battery saver100confirms whether the current SOC of the auxiliary battery120is less than a second reference value (β) less than the first reference value (α) (S106), and as the confirmation result, when the current SOC of the auxiliary battery120is less than the second reference value (β), the battery saver100performs the turn-off control of the wireless communication module140(S107). At this time, the second reference value (β) is set to the SOC at a level at which the performance of the auxiliary battery rapidly decreases, and in another form, may be set to less than 22% which is a medium level between the first reference value (α) and a fourth reference value (δ) which is the SOC at which the life of the auxiliary battery rapidly deteriorates, which may be changed according to the battery specification. In addition, the battery saver100visually or audibly informs the method for restarting the vehicle and the method for resetting the auxiliary battery after the second electric component160, which is the always-on power component, is turned off immediately before the wireless communication module140is turned off, so that the driver may be well aware of the method for resetting the auxiliary battery, and then, as described later, the auxiliary battery may be easily reset after the second electric component160is turned off. Next, the battery saver100confirms whether the current SOC of the auxiliary battery120is less than a third reference value (γ) smaller than the second reference value (β) (S108), and as the confirmation result, when the current SOC of the auxiliary battery120is less than the third reference value (γ), the battery saver100performs the turn-off control of the vehicle controller150(S109). At this time, the third reference value (γ) is the SOC of a level at which the life of the auxiliary battery deteriorates, and is usually set to less than 18%, which may be changed according to the battery specification. Accordingly, all the vehicle controllers including the HCU, the MCU, the TCU, the BMS, and the like may be turned off, thereby reducing or minimizing the discharge of the auxiliary battery in the state where the vehicle is turned off, and delaying the complete discharge of the auxiliary battery. Next, the battery saver100confirms whether the current SOC of the auxiliary battery120is less than the fourth reference value (δ) smaller than the third reference value (γ) (S110), and as the confirmation result, when the current SOC of the auxiliary battery120is less than the fourth reference value (δ), the battery saver100controls the second electric component160, which is the always-on power component, to be finally turned off to protect the life of the auxiliary battery (S111). At this time, the fourth reference value (δ) is the SOC of a level at which the life of the auxiliary battery rapidly deteriorates, and is usually set to less than 15%, which may be changed according to the battery specification. Accordingly, the battery saver100may lastly turn off the always-on power components such as the door lock module, trunk lead lock module, clock, and audio memory classified as the second electric component160, thereby reducing or minimizing the driver's discomfort. Nevertheless, the door lock module, which is one of the second electric components160, is finally turned off in the state where the vehicle is turned off, so that the door lock module operated through communication with the smart key is not operated, thereby causing the driver to feel uncomfortable. Accordingly, the driver may perform a reset process of the auxiliary battery according to the method for resetting the auxiliary battery120previously informed by the wireless communication module140(S112). For example, when the driver operates the auxiliary battery reset unit170provided in a button form around the driver seat, charging from the high voltage battery180to the auxiliary battery120is performed by the 12V battery charging power (S113). In one form, after the charging of the auxiliary battery is performed, when the auxiliary battery120is charged to exceed at least the first reference value (α), the battery saver100performs the control of turning on the second electric component160(S114), and then further performs the control of sequentially turning on the vehicle controller150, the wireless communication module140, and the first electric component130in order to eliminate the driver's discomfort due to the operation impossibility of the door lock module or the like (S115). Accordingly, even if the second electric component160, which is the always-on power component, is in the lastly turned-off state, the auxiliary battery may be charged through the reset process of the auxiliary battery by the driver as described above, thereby improving convenience for the driver. | 17,105 |
11858379 | DETAILED DESCRIPTION Referring toFIG.1, there is shown a perspective view of one embodiment of the present invention100. The invention is comprised of compressible elastomer101embedded in roadway105atop live electrical conductor104and housed in permeable material106for drainage and conveyance of water. Elastomer101is fitted with sequentially arranged breakers103with conductor strips102on surface of road105disposed above and normally separated from live electrical conductor104. Elastomer101is compressed by EV tire110fitted with conductor segments111, closing contact between breaker103and live conductor104below making corresponding conductor strips102electrically live. Conductor segments111are internally connected to conductor outcrops112configured around wheel rim113. Electrical wire122is connected to stator121, which is in continuous contact with conductor outcrops112and completes the transmission line between live conductor104embedded in roadway105and the EV (not shown) in motion to which tire110belongs. FIG.2is a closeup perspective view of the present invention100showing compressible elastomer101embedded in roadway105and housed in permeable material106for drainage. Elastomer101is fitted with sequentially arranged breakers103with conductor strips102on surface of road105disposed above and normally separated from live electrical conductor104. Elastomer101is compressed by EV tire110fitted with conductor segments111, closing contact between breaker103and live conductor104below making corresponding conductor strips102electrically live. Conductor segments111are internally connected to conductor outcrops112configured around wheel rim113. Electrical wire122is connected to stator121, which is in continuous contact with conductor outcrops112and completes the transmission line between live conductor104embedded in roadway105and the EV (not shown) in motion to which tire110belongs, via closed breaker103and corresponding conductor strip102. FIG.3is the perspective view ofFIG.2with elastomer101hidden to show the breaker mechanism. Conductor strip102has a male stem102athat inserts inside a female stem103aconnected to breaker103. The arrangement permits conductor strip102to be pressed further down unhindered even after breaker103is fully closed. This maintains the compressive property of elastomer101, fitted with breaker103and conductor strip102, the same. FIG.4is a closeup perspective view of contact mechanism between conductive segments111on EV tire110and live conductor104. At least one breaker103directly under tire110is pressed down by the force of tire110, shown as vertical arrows pointing down, resulting in the closure of air gap between breaker103and live conductor104. Weight of tire110is resisted by compressive strength of elastomer101(not shown) that houses breakers103. Strain resulting from pressure of tire101over contact area between tire110and elastomer101(not shown) is in excess of air gap between breaker103and live conductor104resulting in compete closure of air gap and firm contact between breaker103and live conductor104. Any additional strain in excess of air gap between breaker103and live conductor104inserts male stem102ainto female stem103a. FIG.5shows both exterior and interior of EV tire110revealing how exterior conductor segments111may be connected together by internal conductor bands112for power transmission to the rim of tire110for pick up. Each internal conductor band112connects to a plurality of conductor segments111arranged in slanted rows, and terminates as an outcrop on rim113of tire110. Any conductor segment111in contact with a live conductor strip102will result in the conductor band112to which it is connected to become live. All other conductor bands112will remain without electrical power. FIG.6shows terminal points (outcrops) of internal conductor bands112exposed along rim113of tire110. Conductor segments111on the low point of tire110are in contact live conductor strip102resulting in the corresponding conductor band outcrops112, which is located on the low point of rim113of tire110, to become live. Therefore, at least one conductor band outcrop112on the low point of rim113of tire110is always live and this location is the point where electrical power from live conductor104is continuously available to the EV (not shown) in motion to which tire110belongs. FIG.7shows mechanism for transmitting power from live conductor band outcrops112, located at lowest point of rim113. Stator121mounted on fixed bracket123is in direct physical contact with live conductor strip outcrops112at low point of rim113, and is connected to electrical wire122that conducts electrical current from live conductor strip outcrops112. FIG.8is a perspective view of the inside faces of the opposing EV tires110of present invention100, disposed inside lane defined by road markings108. Neutral conductor107is embedded in surface of road105to complete the electrical circuit with live conductor104. Neutral conductor107serves as the low potential for electrical power picked up by breaker103embedded in elastomer101, and transmitted via conductor strip102to conductor segments111and conductor bands112(not shown) inside each tire110outcropping around tire rim113to stators121connected to electrical wire122held in place by brackets123. The width of neural conductor107may be substantially wider that the width of any given EV tire and cover a substantial width of the roadway to accommodate the range of prevailing EV track widths. The present invention is susceptible to modifications and variations which may be introduced thereto without departing from the inventive concepts and the object of the invention. These may include other means and mechanisms of establishing electrical conduction between an EV and live and neutral conductors embedded in the road. For example, various types of switches triggered by signals and mechanisms other than weight of the EV or pressure of the EV tires may be used to make live either the main conductors, breakers, or both. These may include but are not limited to remote communication via electromagnetic wave transmission, use of light and laser rays, and electromagnetic induction. Additionally, transmission between the live and neutral conductors in the road may be by means and mechanisms other that via the vehicle tires. These may include but are not limited to at least one additional wheel on the vehicle positioned at any suitable location between the road surface and the vehicle for power pick up and return, and non-rotating, sliding electrical contact extending down from the vehicle to road surface to establish contact and thus enable electrical conduction. These variations remain within the main object of the present invention, which is to power electrical vehicles while in motion by electrical conduction from a stationary source. While the present invention has been described in connection with what is considered the most practical and preferred embodiment, it is to be understood that the present invention is not to be limited to the disclosed arrangements, but is intended to cover various arrangements which are included within the spirit and scope of the broadest possible interpretation of the appended claims so as to encompass all modifications and equivalent arrangements which are possible. | 7,341 |
11858380 | It should be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various preferred features illustrative of the basic principles of the invention. The specific design features of the present invention as disclosed herein, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present invention throughout the several figures of the drawing. DETAILED DESCRIPTION Reference will now be made in detail to various embodiments of the present invention, examples of which are illustrated in the accompanying drawings and described below. However, the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present invention will be thorough and complete, and will fully convey the scope of the present invention to those skilled in the art. The embodiments are merely given to make the disclosure of the present invention perfect to those skilled in the art. The term “unit” or “module” used in this specification signifies one unit that processes at least one function or operation, and may be realized by hardware, software, or a combination thereof. In addition, the terms “first” and “second” are used in this specification only to distinguish between the same elements, and the elements are not limited as to the sequence therebetween in the following description. Hereinafter, conventional folding control for vehicle seats will be described with reference toFIG.1. In conventional folding control for vehicle seats, as shown inFIG.1, seat A and seat B located at the same position are folded when a folding request is input to seat A and seat B by switching manipulation at the same time. However, folding speeds of both seats are different from each other due to a voltage drop due to the seats or a chassis and tolerance of motors and gears, whereby folding completion times of both seats are different from each other even in the case in which the folding switch is operated with respect to both seats at the same time. In order to solve the above problems, the present invention is configured to control the folding speeds of seat A and seat B so at to be equal to each other such that folding completion times of both seats are equal to each other when a folding request is input to both seats by switching manipulation at the same time. Hereinafter, a folding control apparatus for vehicle seats according to an embodiment of the present invention will be described with reference toFIGS.2to4. The folding control apparatus for vehicle seats according to the embodiment of the present invention, which is a folding control apparatus for vehicle seats configured to control folding or unfolding of a first vehicle seat100and a second vehicle seat200, includes a first motor110, a second motor210, a first sensor, a second sensor, and a control module300. The first motor110performs a function of generating driving force necessary to fold the first vehicle seat100, and the second motor210performs a function of generating driving force necessary to fold the second vehicle seat200. The first sensor performs a function of detecting the rotational speed and rotation amount of the first motor110, and the second sensor performs a function of detecting the rotational speed and rotation amount of the second motor210. Each of the first sensor and the second sensor is preferably a Hall sensor. The control module300controls at least one of the first motor110and the second motor210based on the detection results of the first sensor and the second sensor. The control module300controls the driving speed of each of the first motor110and the second motor210through control of the duty ratio of a driving signal applied to at least one of the first motor110and the second motor210. Meanwhile, as shown inFIG.2, the control module300may include only a single controller. The single controller may individually control the first motor110and the second motor210. That is, the single controller may calculate the number of pulses received from each of the first sensor and the second sensor to determine the position of each of the first motor110and the second motor210, and may apply a driving signal to each of the first motor110and the second motor210based thereon. Alternatively, as shown inFIG.3, the control module300may include a first controller310and a second controller320configured to control the first motor110and the second motor210, respectively. In this case, it is necessary for each of the first controller310and the second controller320to know a detection value of the sensor disposed at the other seat, and therefore the first controller310and the second controller320must communicate with each other. Meanwhile, when the control module300receives a folding or unfolding command for each of the first vehicle seat100and the second vehicle seat200based on user manipulation, the control module300applies driving signals having the same duty ratio to the first motor110and the second motor210. Subsequently, the first sensor and the second sensor continuously monitor position information of the first motor110and the second motor210, respectively, and the control module300compares the number of first pulses output from the first sensor for a predetermined time and the number of second pulses output from the second sensor for the predetermined time with each other. Upon determining that the difference between the number of first pulses and the number of second pulses is equal to or greater than a predetermined value a, the control module300reduces the duty ratio of a driving signal applied to a motor having a larger number of pulses. For example, when, in the state in which the control module300initially applies a driving signal having a duty ratio of 100% to each of the first motor110and the second motor210, the driving speed of the first motor110becomes higher than the driving speed of the second motor210and thus the first vehicle seat100is folded earlier than the second vehicle seat200, the control module300applies a driving signal having a duty ratio less than 100% (e.g. 90%, 80%, or 70%) to the first motor110. In this case, the rotational speed of the first motor11is reduced, whereby the folding position of the second vehicle seat200may approximate to the folding position of the first vehicle seat100. Meanwhile, the first sensor and the second sensor continuously monitor the rotational states of the first motor110and the second motor120, respectively, even after the control module300reduces the duty ratio of the driving signal applied to the first motor110. When the folding angles of the first vehicle seat100and the second vehicle seat200approximate to each other in the state in which the rotational speed of the first motor110is reduced, the control module300restores the duty ratio of the driving signal applied to the first motor, which has been reduced, to 100%. As an example, in the case in which the control module300stops application of a driving signal to a motor having a larger number of pulses, whereby the difference between the number of first pulses and the number of second pulses is reduced to a predetermined value c, the control module300may apply driving signals having the same duty ratio to the first motor110and the second motor120. c may be less than a. For example, c may be three pulses. Meanwhile, in the case in which a is too large, a gap between the first vehicle seat100and the second vehicle seat200is great, and in the case in which a is too small, the duty ratio of a driving signal applied to each motor is too frequently changed, whereby the operation of the vehicle seats is unnatural. Consequently, it is preferable to appropriately set a. Although the folding control of the vehicle seats was described above, unfolding control may be performed in the same manner. Furthermore, in the case in which the duty ratio applied to each motor is reduced, the motor may stop or EMC noise may be generated. Consequently, it is preferable that the duty ratio be controlled only in a specific zone at the time of folding of each vehicle seat. For example, in order to solve the above problem, the duty ratio is controlled only in a zone between PC and PD ofFIG.4at the time of folding of each vehicle seat, and the duty ratio is controlled only in a zone between PA and PB ofFIG.4at the time of unfolding of each vehicle seat. Meanwhile, in the case in which the distance between the two vehicle seats is great, it may be difficult to reduce the distance between the two vehicle seats by simply controlling the speed of each motor through duty ratio change. That is, in the case in which the difference between the number of first pulses and the number of second pulses is equal to or greater than b, which is a great difference difficult to overcome only through duty ratio control, as the result of comparison between the number of first pulses output from the first sensor for a predetermined time and the number of second pulses output from the second sensor for the predetermined time, the control module300stops application of a driving signal to a motor having a larger number of pulses. Here, c may be greater than a. That is, in the case in which the difference between the number of first pulses and the number of second pulses is less than b after folding of a vehicle seat that is folded first is stopped, it is preferable to reduce the distance between both vehicle seats through duty ratio control, As an example, in the case in which the difference between the number of first pulses and the number of second pulses is reduced to less than the predetermined value a as the result of stopping application of a driving signal to a motor having a larger number of pulses, the control module300may reduce the duty ratio of the driving signal applied to the motor having the larger number of pulses. Also, in the case in which the difference between the number of first pulses and the number of second pulses is reduced to less than the predetermined value c as the result of reduction of the duty ratio, the control module300may apply driving signals having the same duty ratio to the first motor110and the second motor120. Hereinafter, a folding control method for vehicle seats according to an embodiment of the present invention will be described with reference toFIG.5. A duplicate description of parts corresponding to the folding control apparatus for vehicle seats according to the embodiment of the present invention described above will be omitted. In the folding control method for vehicle seats according to the embodiment of the present invention, which is a folding control method for vehicle seats using a folding control apparatus configured to control folding or unfolding of a first vehicle seat100and a second vehicle seat200, a step (S100) of receiving a folding or unfolding command for each of the first vehicle seat100and the second vehicle seat200from a user is performed, as shown inFIG.5. Subsequently, a step (S200) of a control module300applying driving signals having the same duty ratio to a first motor110and a second motor210and a step (s300) of a first Hall sensor and a second Hall sensor acquiring position information of the first motor110and the second motor210to acquire a first pulse and a second pulse, respectively, are sequentially performed. Subsequently, a step of the control module300comparing the number of first pulses and the number of second pulses for a predetermined time with each other is performed. The step of comparison between the number of first pulses and the number of second pulses may be divided into a primary comparison step (S400) of determining whether the difference between the number of first pulses and the number of second pulses is equal to or greater than a predetermined value a and a secondary comparison step (S500) of determining whether the difference between the number of first pulses and the number of second pulses is equal to or greater than a predetermined value b. Here, b may be greater than a. A step of the control module300controlling at least one of a first motor110and a second motor210based on the comparison results of the primary comparison step (S400) and the secondary comparison step (S500), which are sequentially performed, is performed. That is, in the case in which the difference between the number of first pulses and the number of second pulses is equal to or greater than a in the primary comparison step (S400) and the difference between the number of first pulses and the number of second pulses is less than b in the secondary comparison step (S500), it is possible to reduce the distance between both vehicle seats only by changing the duty ratio of a driving signal applied to each motor. In this case, therefore, a step (S640) of the control module300reducing the duty ratio of a driving signal applied to a motor having a larger number of pulses, which is one of the first pulses and the second pulses, is performed. Subsequently, the first Hall sensor and the second Hall sensor continuously detect position information of the first motor110and the second motor210, respectively, and the control module300continuously compares the number of first pulses and the number of second pulses with each other. That is, a tertiary comparison step (S650) of the control module300determining whether the difference between the number of first pulses and the number of second pulses for a predetermined time is equal to or greater than a predetermined value c is performed. Here, it is preferable that c be set to be equal to or less than b. Subsequently, in the case in which the difference between the number of first pulses and the number of second pulses for a predetermined time is less than c, a step (S660) of the control module restoring the reduced duty ratio of the driving signal to the original value is performed. Meanwhile, in the case in which the difference between the number of first pulses and the number of second pulses is equal to or greater than a in the primary comparison step (S400) and the difference between the number of first pulses and the number of second pulses is equal to or greater than b in the secondary comparison step (S500), it is not possible to reduce the distance between both vehicle seats only by changing the duty ratio of the driving signal applied to each motor. In this case, therefore, a step (S610) of the control module300stopping application of a driving signal to a motor having a larger number of pulses, which is one of the first pulses and the second pulses, is performed. Subsequently, the first Hall sensor and the second Hall sensor continuously detect position information of the first motor110and the second motor210, respectively, and the control module300continuously compares the number of first pulses and the number of second pulses with each other That is, a step (S620) of the control module300determining again whether the difference between the number of first pulses and the number of second pulses for a predetermined time is equal to or greater than b is performed. At this time, when the difference between the number of first pulses and the number of second pulses is less than b, a step (S630) of the control module300applying a driving signal to the motor, to which application of the driving signal was stopped, again is performed, and then the step (S640) of the control module300reducing the duty ratio of a driving signal applied to a motor having a larger number of pulses, which is one of the first pulses and the second pulses, is performed. As is apparent from the foregoing, the present invention may have the following effect from the construction, combination, and use of the embodiments described above. In a folding control apparatus and method for vehicle seats according to embodiments of the present invention, the rotational states of two motors disposed at two vehicle seats are detected in real time, and driving signals applied to the motors are adjusted in real time such that the folding completion times of the two vehicle seats are the same when there is a difference in the rotational states between the two motors, whereby it is possible to improve emotional quality and thus to increase customer satisfaction. The above detailed description illustrates the present invention. In addition, the foregoing describes exemplary embodiments of the present invention. The present invention may be used in various different combinations, changes, and environments. That is, variations or modifications can be made within the conceptual scope of the present invention, equivalents to the disclosure of the present invention, and/or the scope of technology and knowledge in the art to which the present invention pertains. The embodiments describe the best mode for realizing the technical concept of the present invention, and variations required for the concrete application and use of the present invention are possible. Therefore, the above detailed description does not limit the present invention disclosed above. In addition, the appended claims should be interpreted to include other embodiments. | 17,531 |
11858381 | It may be understood that the appended drawings are not necessarily to scale, presenting a somewhat simplified representation of various features illustrative of the basic principles of the present disclosure. The specific design features of the present disclosure as included herein, including, for example, specific dimensions, orientations, locations, and shapes will be determined in part by the particularly intended application and use environment. In the figures, reference numbers refer to the same or equivalent parts of the present disclosure throughout the several figures of the drawing. DETAILED DESCRIPTION Reference will now be made in detail to various embodiments of the present disclosure(s), examples of which are illustrated in the accompanying drawings and described below. While the present disclosure(s) will be described in conjunction with exemplary embodiments of the present disclosure, it will be understood that the present description is not intended to limit the present disclosure(s) to those exemplary embodiments of the present disclosure. On the other hand, the present disclosure(s) is/are intended to cover not only the exemplary embodiments of the present disclosure, but also various alternatives, modifications, equivalents and other embodiments, which may be included within the spirit and scope of the present disclosure as defined by the appended claims. Specific structural or functional descriptions of embodiments of the present disclosure disclosed in the exemplary embodiment or application are exemplified only for the purpose of explaining the embodiments according to an exemplary embodiment of the present disclosure, the exemplary embodiments of the present disclosure may be carried out in various forms, and it should not be interpreted that the present disclosure is limited to the embodiments described in the exemplary embodiment or application. Because the exemplary embodiments of the present disclosure may be variously changed and may have various forms, specific embodiments will be illustrated in the drawings and described in detail in the exemplary embodiment or application. However, the descriptions of the specific embodiments are not intended to limit embodiments according to the concept of the present disclosure to the specific embodiments, but it should be understood that the present disclosure covers all modifications, equivalents and alternatives falling within the spirit and technical scope of the present disclosure. The terms such as “first,” “second,” and other numerical terms may be used herein only to describe various elements, but these elements should not be limited by these terms. These terms are used only for the purpose of distinguishing one constituent element from other constituent elements. For example, without departing from the scope according to the concept of the present disclosure, the first constituent element may be referred to as the second constituent element, and similarly, the second constituent element may also be referred to as the first constituent element. When one constituent element is described as being “coupled” or “connected” to another constituent element, it should be understood that one constituent element can be coupled or directly connected to another constituent element, and an intervening constituent element can also be present between the constituent elements. When one constituent element is described as being “directly coupled to” or “directly connected to” another constituent element, it should be understood that no intervening constituent element is present between the constituent elements. Other expressions, that is, “between” and “just between” or “adjacent to” and “directly adjacent to”, for explaining a relationship between constituent elements, should be interpreted in a similar manner. The terms used in the present specification are used to just describe a specific embodiment and do not intend to limit the present disclosure. Singular expressions include plural expressions unless clearly described as different meanings in the context In the present specification, it should be understood the terms “comprises,” “comprising,” “includes,” “including,” “containing,” “has,” “having” or other variations thereof are inclusive and therefore specify the presence of stated features, numbers, steps, operations, elements, components, or combinations thereof, but do not preclude the presence or addition of one or more other features, numbers, steps, operations, elements, components, or combinations thereof. Unless otherwise defined, all terms used herein, including technical or scientific terms, have the same meaning as commonly understood by those skilled in the art to which an exemplary embodiment of the present disclosure pertains. The terms such as those defined in a commonly used dictionary should be interpreted as having meanings consistent with meanings in the context of related technologies and should not be interpreted as ideal or excessively formal meanings unless explicitly defined in the present specification. Hereinafter, the present disclosure will be described in detail through DETAILED DESCRIPTION of the present disclosure with reference to the accompanying drawings. Like reference numerals indicated in the respective drawings refer to like members. FIG.1is a perspective view of a sliding device configured for a vehicle according to various exemplary embodiments of the present disclosure,FIG.2is a perspective view exemplarily illustrating a state in which a rail cover400is mounted on a rail200of the sliding device configured for a vehicle according to the exemplary embodiment of the present disclosure,FIG.3is a view exemplarily illustrating various embodiments of the rail200of the sliding device configured for a vehicle according to the exemplary embodiment of the present disclosure, andFIG.4andFIG.5are cross-sectional views taken along line A-A inFIG.1and illustrating an operation of a magnetic module300. FIG.6andFIG.7are views exemplarily illustrating various embodiments of fastening portions340according to the exemplary embodiment of the present disclosure. An exemplary embodiment of the sliding device configured for a vehicle according to an exemplary embodiment of the present disclosure will be described with reference toFIGS.1to7. The sliding device may be provided below a seat or a table to move the seat or the table mounted on a floor of the vehicle. The sliding device may be operated manually or by electric power. The sliding device may be fixed after moving. There is a problem in that the sliding device is unfixed by the inertia of the seat or the table in the event of an external collision of the vehicle, which causes a secondary injury to a passenger. The present disclosure is devised to solve the present problem. The sliding device configured for a vehicle according to various exemplary embodiments of the present disclosure may include a magnetic module300configured to slide on the floor of the vehicle and be fixed to the floor by a magnetic force or unfixed from the floor depending on a change in a magnetic circuit due to a rotation of a first magnetic body320provided in the magnetic module300; a plurality of catching portions220formed on the floor, spaced from one another, and provided along a movement route of the magnetic module300; and fastening portions340provided on the magnetic module300and configured to be pressed downward by first elastic bodies350, the fastening portions340being configured to mechanically fasten the magnetic module300to the floor by being lowered and caught by the catching portions220when the fastening portions340are matched with the catching portions220while the magnetic module300moves. Referring toFIGS.1,4and5, the magnetic module300is slidably provided on the floor. The first magnetic body320is rotatably provided in the magnetic module300. The magnetic circuit is changed as the first magnetic body320rotates after the seat is moved so that the magnetic module300is coupled to the floor by the magnetic force. The magnetic circuit is changed as the first magnetic body320rotates while the seat or the table is moved by the passenger so that the magnetic module300may be uncoupled from the floor. The first elastic body350is positioned above the fastening portion340and presses the fastening portion340downward by applying an elastic force. The first elastic body350may move the fastening portion340downward when the first magnetic body320of the magnetic module300rotates and the magnetic circuit changes so that the magnetic module300is moved downwards and fixed to the floor by the magnetic force. The catching portion220may be formed on the floor and correspond to the fastening portion340so that the fastening portion340is caught by the catching portion220when the fastening portion340is moved downward. However, the magnetic module300may not be fixed when the fastening portion340is pressed downward by the first elastic body350in a state in which the fastening portion340is not matched with the catching portion220in the state in which the magnetic module300is fixed to the floor. In the instant state, when the inertia, which is equal to or greater than a frictional force, occurs to a degree to which the magnetic module300fixed by the magnetic force is moved, the fastening portion340, which is pressed downward by the first elastic body350, is moved to be matched with the catching portion220so that the magnetic module300may be fixed. Therefore, in a case in which the fastening portion340and the catching portion220are not matched with each other in the state in which the magnetic module300is fixed to the floor, the fastening portion340is moved when the inertia occurs on the magnetic module300because of external impact applied to the vehicle so that the fastening portion340is matched with the catching portion220, the catching portion220and the fastening portion340are fastened, and the magnetic module300may be fixed. Therefore, the seat or the table connected to the magnetic module300may be fixed without moving even though the external impact is applied suddenly. As a result, it is possible to prevent a secondary injury caused by a movement of the seat or the table in the vehicle. Furthermore, in the exemplary embodiment of the present disclosure, the catching portion220formed on the floor is provided in a form of a through-hole formed in an upward/downward direction. The plurality of catching portions220is provided and spaced from one another at predetermined intervals in a direction in which the magnetic module300slides. A protruding portion may be shaped to extend downwardly from the magnetic module300. To fix the magnetic module300to the floor, the fastening portion340in a form of a protrusion is inserted into the catching portion220when the fastening portion340is matched with the catching portion220so that the magnetic module300is fixed. In a case in which the fastening portion340is not matched with the catching portion220, the fastening portion340is pressed downward by the first elastic body350and kept in contact with the floor. When the magnetic module300is moved by an external force, the fastening portion340may be inserted into the catching portion220to prevent the magnetic module300from sliding. In the following embodiment of the magnetic module300, the magnetic module300includes: a second magnetic body310provided in a direction parallel to the floor, spaced apart upwards from the floor, and positioned adjacent to the first magnetic body320; and a base plate330connected to the fastening portions340by the first elastic bodies350, provided above the second magnetic body310, provided in parallel with the second magnetic body310, configured as a conductor, and coupled to the first magnetic body320by the magnetic force. As the magnetic circuit of the first and second magnetic bodies320and310is changed by the rotation of the first magnetic body320, the second magnetic body310may be selectively fixed to the floor by the magnetic force or unfixed from the floor. Referring toFIG.4andFIG.5, the first magnetic body320is provided so that an N-pole and an S-pole thereof are rotatable. The second magnetic body310is mounted adjacent to the first magnetic body320and including an N-pole and an S-pole provided in the direction parallel to the floor. The base plate330is provided above the second magnetic body310and connected to the first magnetic body320and the second magnetic body310, and a magnetic field may flow through the base plate330. When the magnetic poles of the first and second magnetic bodies320and310, which face each other, are changed by the rotation of the first magnetic body320, the magnetic circuit is changed so that the second magnetic body310may be fixed to or unfixed from the floor. Therefore, the magnetic module300may be selectively fixed to or unfixed from the floor. Therefore, the magnetic module300is unfixed to move the seat or the table. The first magnetic body may be rotated to fix the magnetic module300, fixing the seat or the table. When the first magnetic body320is rotated and the magnetic pole of the first magnetic body320and the magnetic pole of the second magnetic body310, which have opposite polarities, are provided to face each other, the magnetic circuit is formed by the first magnetic body320, the second magnetic body310, and the base plate330, the second magnetic body310may be unfixed from the floor (the rail200). As illustrated inFIG.4, when the magnetic poles of the first and second magnetic bodies320and310, which face each other, have opposite polarities, the magnetic circuit is formed in a direction from the N-pole of the first magnetic body320to the S-pole of the second magnetic body310, and the magnetic circuit is formed to pass through the base plate330and lead to the S-pole of the first magnetic body320. The magnetic circuit is indicated by the arrows illustrated inFIG.4. Therefore, the second magnetic body310may be unfixed from the floor (the rail200). The sliding device may further include second elastic bodies360configured to press the fastening portions340and the magnetic module300upward to move the fastening portions340and the magnetic module300upward in the state in which the second magnetic body310is unfixed from the floor. As illustrated inFIG.4, the second elastic body360is provided to press the base plate and the fastening portion340so that the second magnetic body310, together with the fastening portion340, is moved upward by a spacing distance L in the state in which the second magnetic body310is unfixed from the floor (the rail200). The second elastic body360may prevent the second magnetic body310from being brought into contact with the floor by its own weight and sliding on the floor in the state in which the magnetic module300is not fixed to the floor, preventing damage to the second magnetic body310. The second elastic body360may separate the fastening portion340from the catching portion220. When the first magnetic body320is rotated and the magnetic pole of the first magnetic body320and the magnetic pole of the second magnetic body310, which have the same polarity, are provided to face each other, the magnetic circuits are formed by the first magnetic body320, the second magnetic body310, the base plate330, and the rail200so that the second magnetic body310may be fixed to the floor by the magnetic force. As illustrated inFIG.5, when the magnetic poles of the first and second magnetic bodies320and310, which face each other, have the same polarities, the magnetic field enters the S-pole of the first magnetic body320from the N-pole of the first magnetic body320through the base plate330and the floor so that the second magnetic body310is fixed to the floor by the magnetic force. Therefore, the magnetic module300may be doubly fixed to the floor by the magnetic force. The magnetic circuits are indicated by the arrows illustrated inFIG.5. Therefore, the second magnetic body310may be fixed to the floor (the rail200). The elastic force of the second elastic body360may be higher than the elastic force of the first elastic body350. The fastening portions340and the base plate may be moved upward as the first elastic body350is compressed by elasticity of the second elastic body360in the state in which the second magnetic body310is unfixed from the floor (the rail200). To fix the second magnetic body310to the floor (the rail200), the second elastic body360may be compressed by the magnetic force, and the first elastic body350may press the fastening portion340downward. The fastening portion340and the catching portion220may have various shapes corresponding to one another. In an exemplary embodiment of the present invention, the first and second magnetic bodies320and310are permanent magnets. As illustrated inFIG.5andFIG.6, the fastening portion340may have various shapes. Therefore, the catching portion220may also have a shape corresponding to the shape of the fastening portion340so that the fastening portion340is coupled to and caught by the catching portion220. The shape of the fastening portion340and the shape of the catching portion220may be designed by a designer so that the fastening portion340is coupled to and caught by the catching portion220to increase a fastening force. The sliding device may further include the rail200provided on the floor of the vehicle to extend in a longitudinal direction and including a guide unit210formed in a direction in which the rail200extends, the rail200including the plurality of catching portions220spaced from one another in the longitudinal direction; and a movable member100coupled to an upper portion of the rail200and configured to be slid by actuators110in a direction in which the guide unit210extends. The magnetic module300is coupled to a lower side of the movable member100and fixed to the rail200by the magnetic force or unfixed from the rail200. The first elastic body350may be positioned between the movable member100and the fastening portion340and press the fastening portion340downward. As illustrated inFIG.1,FIG.2,FIG.3,FIG.4, andFIG.5, the actuator110may be provided to slide the movable member100coupled to an upper side of the magnetic module300and configured to cover the magnetic module300. The rail200may be provided on the floor, and the plurality of catching portions220may be provided in the direction in which the rail200extends. Furthermore, the rail200may have the guide unit210provided in the direction in which the rail200extends. The movable member100and the magnetic module300coupled to the movable member100may be moved by the operation of the actuator110in the direction in which the guide unit210extends. Therefore, the movable member100may protect the magnetic module300while surrounding the magnetic module300and slide the magnetic module300. The actuator110may include a motor112including a rotation shaft, and a roller111connected to the rotation shaft of the motor112to be in contact with the rail200and configured to rotate in the direction in which the guide unit210extends to move the movable member100. The actuator110operates to move the movable member100on the rail200. The actuator110may include the motor112that operates by receiving electric power. The actuator110may include the roller111connected to the rotation shaft of the motor112, and the roller111is in contact with the guide unit210and rotates in the direction in which the guide unit210extends. Therefore, the movable member may move in the direction in which the rail200extends. The sliding device may further include: a coupling portion120protruding upwards from the movable member100and configured to be coupled; and a rail cover400configured to surround the rail200and the movable member100and including a slit410along which the coupling portion120may be moved in the longitudinal direction of the rail200. The movable member100may have the coupling portion120protruding upwards from the movable member100so that the seat or the table, which is an internal component of the vehicle required to slide, may be connected to the coupling portion120. The rail cover400may be formed to surround an external side of the rail200to prevent foreign substances from entering the rail200and the catching portion220. The rail cover400has the slit410formed at an upper side thereof to allow only the coupling portion120to move. The coupling portion120is moved by the movement of the movable member100so that the seat or the table connected to the coupling portion120may move. The seat or the table may be coupled to an upper side of the coupling portion120. As illustrated inFIG.1andFIG.2, the coupling portion120may be provided to protrude upwards from the movable member100. A coupling plate500is coupled to the upper side of the coupling portion120, and the internal component such as the seat or the table of the vehicle may be mounted on the coupling plate500and moved in the internal space of the vehicle in the direction in which the rail200extends. Therefore, the internal space in the vehicle may be more efficiently used. The rail200may be bent at an end portion thereof in a direction that intersects the longitudinal direction, and the movable member100may move along the bent rail200. As illustrated inFIG.3, the rail200may have various shapes. The shape of the rail200may allow the seat or the table, which is connected and coupled to the movable member100, to freely move along the rail200in the vehicle. When the movable member100is stopped, the movable member100may be fixed to the floor of the vehicle by the magnetic module300and the fastening portions340. For convenience in explanation and accurate definition in the appended claims, the terms “upper”, “lower”, “inner”, “outer”, “up”, “down”, “upwards”, “downwards”, “front”, “rear”, “back”, “inside”, “outside”, “inwardly”, “outwardly”, “interior”, “exterior”, “internal”, “external”, “forwards”, and “backwards” are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures. It will be further understood that the term “connect” or its derivatives refer both to direct and indirect connection. The foregoing descriptions of specific exemplary embodiments of the present disclosure have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present disclosure to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teachings. The exemplary embodiments were chosen and described to explain certain principles of the present disclosure and their practical application, to enable others skilled in the art to make and utilize various exemplary embodiments of the present disclosure, as well as various alternatives and modifications thereof. It is intended that the scope of the present disclosure be defined by the Claims appended hereto and their equivalents. | 23,102 |
11858382 | DETAILED DESCRIPTION The following describes the present invention in detail with reference to the accompanying drawings and specific implementations. Embodiment 1 Referring toFIG.1toFIG.9, a seat rotation locking mechanism is shown, including a locking mechanism200, where the locking mechanism200is mounted on a rotating disc110in a seat rotation mechanism100to rotate along with the rotating disc110. Two lockholes121aare uniformly disposed on an outer circumference121of a fixed disc120in the seat rotation mechanism100, and a central angle between the two lockholes121ais 180°. Each lockhole121ais a kidney-shaped lockhole, to accommodate two lock pins at the same time. The locking mechanism200includes a lock support210, two lock pins220and230, two lock pin return springs240and250, a release lever260, and a release lever return spring270. The lock support210includes a first end surface211close to the outer circumference121of the fixed disc120, a second end surface212disposed opposite to the first end surface211, and a top surface213connecting the first end surface211and the second end surface212. Two through holes213aare disposed at one end, close to the center of the seat rotation mechanism100, of the top surface213, two bolts111are fixed to the rotating disc110at the same time, and nuts112are tightened after the two bolts111passes through the two through holes213a, to fixedly mount the locking mechanism200to the rotating disc110. Two first lock pin protruding holes211aand211bare disposed on the first end surface211of the lock support210, and two second lock pin protruding holes212aand212bare disposed on the second end surface212of the lock support210. The first lock pin protruding hole211aon the first end surface211and the second lock pin protruding hole212aon the second end surface212are coaxial, and the first lock pin protruding hole211bon the first end surface211and the second lock pin protruding hole212bon the second end surface212are coaxial. A first end221and a second end222of one lock pin220respectively protrude from the corresponding first lock pin protruding hole211aand the corresponding second lock pin protruding hole212a, and a first end231and a second end232of the other lock pin230respectively protrude from the corresponding first lock pin protruding hole211band the corresponding second lock pin protruding hole212b. Each of the first ends221and231of the two lock pins220and230is of a truncated-cone-shaped structure. Releasing plates223and233are respectively fixed to the two lock pins220and230, and the two lock pin return springs240and250are respectively sleeved on the two lock pins220and230. If the two lock pin return springs240and250are tension springs (as shown inFIG.10andFIG.11), two ends of the two lock pin return springs240and250are respectively in contact with the releasing plates223and233, and the other two ends of the two lock pin return springs240and250are both in contact with the first end surface211of the lock support210. If the two lock pin return springs240and250are compression springs, two ends of the two lock pin return springs240and250are respectively in contact with the releasing plates223and233, and the other two ends of the two lock pin return springs240and250are both in contact with the second end surface212of the lock support210(as shown inFIG.13). In a locked state, the first ends of the two lock pins220and230are inserted, under the action of the two lock pin return springs240and250, into the lockhole121aon the outer circumference121of the fixed disc120to lock the rotating disc110. The release lever260includes an operation end261and a release end262, an operation lever sleeve263is mounted on the operation end261, and two releasing shifting forks262aand262bextending downward may be disposed at the release end262. A rectangular hole213bis disposed on the top surface213of the lock support210, and the two releasing shifting forks262aand262bextending downward of the release end262pass through the rectangular hole213band are respectively forked onto the two lock pins220and230. The release end262of the release lever260is hinged to the top surface213of the lock support210through a release lever rotating shaft264. The release lever return spring270may be a torsion spring or a tension spring. If the release lever return spring is a torsion spring, the torsion spring is wound around the release lever rotating shaft264, one end of the torsion spring acts on the release lever260, and the other end acts on the top surface213of the lock support210. In this embodiment, the release lever return spring270is a tension spring, one end of which is hooked to the release lever260, and the other end of which is hooked to the lock support210. In the locked state, the release lever return spring270may enable the release lever260to be at a locking position all the time. During releasing, the two releasing shifting forks262aand262bat the release end262of the release lever260drives, through the releasing plates223and233, the two lock pins220and230to move toward a release direction, so that the first ends221and231of the two lock pins220and230exit from the lockhole121aon the outer circumference121of the fixed disc120to release the rotating disc110; and the release lever return spring270accumulates energy. To well insert the first ends of the two lock pins220and230into the lockhole121aon the outer circumference121of the fixed disc120, in this embodiment, a plastic clip280is mounted, by using two screws281, to a position at which the lockhole121ais disposed on the fixed disc120, and a guiding notch282corresponding to the lockhole121ais disposed on the plastic clip280. The first ends221and231of the two lock pins220and230enter the lockhole121athrough bottom guidance of the guiding notch282in the plastic clip280. In this embodiment, a releasing process is that the operation end261of the release lever260is lifted up by using a hand, so that the release lever260rotates around the release lever rotating shaft264; and the two releasing shifting forks262aand262bof the release end262of the release lever260drives, through the releasing plates223and233, the two lock pins220and230to move toward the release direction, so that the first ends221and231of the two lock pins220and230exit from the lockhole121aon the outer circumference121of the fixed disc120to release the rotating disc110. In addition, to eliminate noise generated due to a jolt of the release lever260in a running process, a buffer component290is fixed to the release lever260. In the locked state, the release lever260is in contact with the lock support210through the buffer component290, and the noise generated due to the jolt of the release lever260in the running process may be eliminated by fitting in with the release lever return spring270. To alleviate noise generated due to scraping between tips of the first ends221and231of the two lock pins220and230and the outer circumference121of the fixed disc120in a rotation process, two methods may be used in this embodiment to solve the problem: One method is that a silencing cap (not shown) is sleeved on the tips of the first ends221and231of the two lock pins220and230, and the silencing cap is in contact with the outer circumference121of the fixed disc120. The other method is that two outward protruding portions121bdistributed at 180° are disposed on the outer circumference121of the fixed disc120, each lockhole121ais disposed on each outward protruding portion121b, and each outward protruding portion121bis transitionally connected to the remaining part of the outer circumference121of the fixed disc120through arc-shaped guiding planes121cand121d. Before entering the arc-shaped guiding planes121cand121d, the first ends221and231of the two lock pins220and230are not in contact with the remaining part of the outer circumference121of the fixed disc120, and the first ends221and231of the two lock pins220and230are in contact with the arc-shaped guiding planes121cand121donly after entering the arc-shaped guiding planes121cand121d. In this way, lengths of the tips of the first ends221and231of the two lock pins220and230that are in contact with the outer circumference121of the fixed disc120are reduced, thereby effectively reducing noise generated due to scraping. Referring toFIG.10, before the rotating disc110rotates to the locking position, the first ends221and231of the two lock pins220and230first enter the arc-shaped guiding plane121c. In this case, neither of the first ends221and231of the two lock pins220and230is aligned with the lockhole121a, and the first ends221and231of the two lock pins220and230butt against and slide on the arc-shaped guiding plane121cof the outer circumference121of the fixed disc120. Referring toFIG.11, with continuous rotation of the rotating disc110, when the first end221of the first lock pin220is aligned with the lockhole121a, under the action of restoring force of the lock pin return spring240, the first end221of the first lock pin220is ejected and inserted into the lockhole121a, and the first end231of the second lock pin230continues to butt against and slide on the arc-shaped guiding plane121cof the outer circumference121of the fixed disc120. Referring toFIG.12, with the continuous rotation of the rotating disc110, the first end231of the second lock pin230is also aligned with the lockhole121a. In this case, the first end221of the first lock pin220has come into contact with a hole wall121aaon one side of the lockhole121a, and deflects under the action of the hole wall121aaon this side to make room for insertion of the first end231of the second lock pin230into the lockhole121a, and under the action of restoring force of the lock pin return spring250, the first end231of the second lock pin230is ejected and inserted into the lockhole121a. Referring toFIG.13, with the continuous rotation of the rotating disc110, the first ends221and231of the two lock pins220and230are both inserted into the lockhole121aand tilt respectively as shown inFIG.13. The first end221of the lock pin220forms two contact points a and b with the hole wall121aaof the lockhole121aand a hole wall211aaof the first lock pin protruding hole211aon the first end surface211of the lock support210, and the second end222of the lock pin220forms a third contact point c with a hole wall212aaof the second lock pin protruding hole212aon the second end surface212of the lock support210. Besides, the first end231of the lock pin230forms two contact points d and e with a hole wall121abof the lockhole121aand a hole wall211baof the first lock pin protruding hole211bon the first end surface211of the lock support210, and the second end232of the lock pin230forms a third contact point f with a hole wall213baof the second lock pin protruding hole213bon the second end surface212of the lock support210. The two lock pins220and230wedge the fixed disc120and the rotating disc110together through the six contact points a, b, c, d, e, and f, thereby effectively eliminating a fit clearance existing after the rotation mechanism is locked, improving a grade of a product, and improving user experience. In addition, to prevent the rotating disc110from rotating by over 180° to twist off a wire bundle of a seat, in this embodiment, two blocking points122and123are disposed on the outer circumference121of the fixed disc120. The two blocking points122and123are arranged at 180° and fit in with the seat rotation locking mechanism, to limit a rotation angle of the rotating disc110to 0 to 180° through the seat rotation locking mechanism. In this way, when the seat rotation mechanism100performs rotating adjustment, the rear may only be rotated from the front according to one direction, and then the front is rotated from the rear, thereby avoiding unlimited rotation to twist off the wire bundle of the seat. Embodiment 2 To further solve the problem that the tips of the first ends221and231of the two lock pins220and230are in contact with the outer circumference121of the fixed disc120and scraped, in this embodiment, improvements are further performed to Embodiment 1, and the improvements are as follows: Referring toFIG.14, a silencing bushing124is disposed in the lockhole121a, and in the locked state, the first ends221and231of the two lock pins220and230are inserted, under the action of the lock pin return springs240and250, into the silencing bushing124to lock the rotating disc110. Referring toFIG.15andFIG.16, it is set that an insertion amount of the first ends221and231of the two lock pins220and230inserted into the silencing bushing124is A2, and a size of a surface difference between the outward protruding portion121bon the outer circumference121of the fixed disc120and the remaining part of the outer circumference121of the fixed disc120is A1, where A1 is greater than A2 by 2.5 mm to 3 mm. In this way, in a process of the rotating adjustment, even if the release lever260is released, there is always a clearance A3 between the tips of the first ends221and231of the two lock pins220and230and the remaining part of the outer circumference121of the fixed disc120, to avoid a case that the tips of the first ends221and231of the two lock pins220and230are in contact with the remaining part of the outer circumference121of the fixed disc120to generate scraping noise, and eliminate an embarrassment that it is inconvenient to lift up the release lever all the time during adjustment outside a car in the prior art. To implement the foregoing function, in the present invention, the following improvements are performed to the locking mechanism200: Referring toFIG.17andFIG.18, a kidney-shaped hole213eis disposed on the top surface213of the lock support210and a cam300rotating along with the release lever rotating shaft264is fixed to a shaft end of the release lever rotating shaft264on one side of the top surface213provided with the kidney-shaped hole213e, where a stop pin avoiding slot310and a stop pin limiting slot320that are in communication with each other are disposed on the cam300and a squeezing shifting plate400is disposed axially on the cam300. An axis disposition point410between the squeezing shifting plate400and the cam300is located on a first end420of the squeezing shifting plate400, the first end420of the squeezing shifting plate400is connected to the lock support210through a squeezing shifting plate return spring430, and a stop pin450is fixed between the first end420and a second end440of the squeezing shifting plate400. The squeezing shifting plate return spring430is a compression spring. In addition, a squeezing protrusion121fis disposed at a position, close to the lockhole121a, on the outer circumference121of the fixed disc120. Referring toFIG.19, in the locked state, the release lever260is in the locked state under the action of the release lever return spring270, and the two lock pins220and230are also in the locked state under the action of the two lock pin return springs240and250. In this case, the cam300rotates along with the release lever rotating shaft264to the locking position. In this case, under the action of the squeezing shifting plate return spring430, the stop pin450on the squeezing shifting plate400passes through the stop pin avoiding slot310and the kidney-shaped hole213cand the stop pin450is located in the stop pin avoiding slot310and at a position of a second end213bbof the kidney-shaped hole213c. Referring toFIG.20, after the release lever260is lifted up to the release position, the cam300rotates along with the release lever rotating shaft264to the release position. In this case, the stop pin450on the squeezing shifting plate400passes through the stop pin limiting slot320and the kidney-shaped hole213cand the stop pin450is limited in the stop pin limiting slot320and to a position of a first end213baof the kidney-shaped hole213c, the release lever260is enabled to be at the release position all the time and not return to the locking position even if a hand is released, and the release end of the release lever260drives the two lock pins220and230to be at the release position all the time, so that the tips of the first ends221and231of the two lock pins220and230are not in contact with the remaining part of the outer circumference121of the fixed disc120all the time and not scraped. Referring toFIG.21, when the rotating disc110rotates to the locking position, the second end440of the squeezing shifting plate400is in contact with the squeezing protrusion121con the outer circumference121of the fixed disc120, the squeezing shifting plate400turns over counterclockwise under the action of the squeezing protrusion121c, to enable the stop pin450to pass through the stop pin avoiding slot310and the kidney-shaped hole213cagain and enable the stop pin450to be located in the stop pin avoiding slot310and at the position of the second end213bbof the kidney-shaped hole213c. In this case, the stop pin limiting slot320in the cam300does not limit the stop pin450, the release lever260returns to the locking position again under the action of the release lever return spring270, and the two lock pins220and230are enabled to return to the locking position under the action of the lock pin return springs240and250. | 17,262 |
11858383 | DETAILED DESCRIPTION As required, detailed embodiments of the present invention are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary of the invention that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention. A known swivel fitting is described in, for example, DE 10 2010 038 795 A1. In vehicle construction in general and in vehicle seats in particular, it is always desirable to provide components that fulfill specified requirements for a function and loadability with the lowest possible weight in order to reduce a fuel or energy consumption of the vehicle and/or improve its driving characteristics. A vehicle seat1schematically shown inFIG.1includes a seat part10(with a seat frame) and a backrest11pivotally arranged relative to the seat part10via an arrangement of swivel fittings2,3. Via the arrangement of swivel fittings2,3, the backrest11can be pivoted relative to the seat part10in order to adapt the tilt position of the backrest11relative to the seat part10or to bring the backrest11into a position pivoted forwards, for example into a flat position, for example in order to increase a storage space in a vehicle. Such a vehicle seat1can be configured as a front seat in a vehicle. Such a vehicle seat1can, however, also be used as a rear seat in the second or third row of seats in a vehicle. Via an optional height adjustment device12, the vehicle seat1in the illustrated example is connected to a likewise optional longitudinal adjustment device13and is longitudinally adjustably connected to a vehicle floor FB via the longitudinal adjustment device13. For connecting the backrest11to the seat part10, two swivel fittings2,3are arranged on opposite sides of the backrest11. The swivel fittings2,3are coupled to each other for example via a synchronizing shaft so that the swivel fittings2,3can be jointly actuated via the synchronizing shaft. FIG.2shows the backrest11of the vehicle seat1, and an optional padding or trim is not shown. The backrest11provides a backrest surface for (exactly) one seat. The backrest11comprises a first, here left, and a second, here right, side part112,113, between which a rear wall115extends. The side parts112,113are connected to each other via an upper cross-beam116. Depending on the site of use, the design of the backrest11can of course be mirror-symmetrical and the reference to a left or right part in so far only serves for a simplified reference. Adjacent to an upper end edge of the backrest11a belt exit point110is arranged, here in the form of a frame through which a seat belt (portion) to be diagonally applied can be guided. Below the belt exit point110a belt reel holder111is arranged, on which a belt reel can be mounted. Furthermore, the backrest11comprises a reinforcing component114in the form of a J-shaped or L-shaped hollow section. The reinforcing component114serves to transversely stiffen the backrest11. The belt exit point110furthermore is arranged adjacent to a lateral edge of the backrest11, here to the lateral edge at which the left side part112also extends. The side with the belt exit point110can also be referred to as the retractor side, and the larger swivel fitting3is arranged on the retractor side. The two swivel fittings2,3are formed different in size. On the left side part112a larger one of the swivel fittings3is arranged (and mounted), on the right side part113a smaller one of the swivel fittings2is arranged (and mounted). The use of a larger swivel fitting3on the side loaded more strongly, as compared for example to the use of three swivel fittings of equal size, two of which are jointly arranged on the side loaded more strongly, has the advantages of a particularly simple manufacture, as less welding steps must be performed, and of a reduced friction, which in turn can increase adjustment speeds and reduce adjustment times. With respect to some or all of their components, the swivel fittings2,3constitute variants scaled differently from each other. FIGS.3A and3Bshow the swivel fittings2,3of the vehicle seat1ofFIG.1. The swivel fitting2shown at the top in each ofFIGS.3A and3Bis the smaller one of the swivel fittings2,3, and the swivel fitting3each shown at the bottom is the larger one. In the following, the mode of operation of the swivel fittings2,3will chiefly be explained with reference to the smaller swivel fitting2, and the following indications concerning the smaller swivel fitting2analogously apply for the larger swivel fitting3. The corresponding components of the larger swivel fitting3(with the exception of an actuating element37that has the same shape and the same size as a corresponding actuating element27of the smaller fitting2) have a larger size and, when scaled correspondingly, have the same or a similar shape as the components of the smaller swivel fitting2. The components of the larger swivel fitting3are provided with reference numerals beginning with 3 instead of 2. The swivel fitting2(and correspondingly the swivel fitting3) is configured as a wobbling swivel fitting. The swivel fitting2includes a first fitting part20, which for example is associated to the backrest11(alternatively to the seat part10) and here is firmly connected to the right side part113of the backrest11. A second fitting part21on the other hand is associated to the seat part10(alternatively to the backrest11) and for example firmly connected to a frame part of the seat part10. Correspondingly, the fitting parts30,31of the larger swivel fitting3are firmly connected to the left side part112of the backrest11and to a frame part of the seat part10. The first fitting part20comprises a toothing formed as an internal toothing200. The second fitting part21comprises a toothing formed as an external toothing210. Via the external toothing210, the second fitting part is in meshing engagement with the internal toothing200of the first fitting part20extending within a circumferential wall201and can be adjusted relative to the first fitting part20in a wobbling way. The internal toothing200is concentric with respect to an axis of rotation D of the swivel fitting2. The external toothing210of the second fitting part21is formed on a circumferential flange portion211of the second fitting part21. The flange portion211rests against a bottom portion202of the first fitting part20in such a way that the second fitting part21is adjustable relative to the first fitting part20by meshing engagement of the toothing200,210. The second fitting part21is fixed by a holding element205axially of the first fitting part20. The holding element205is firmly connected to the first fitting part20and encloses the flange portion211of the second fitting part21with respect to the bottom portion202of the first fitting part20in such a way that the second fitting part21is axially fixed, but adjustable relative to the first fitting part20in a plane perpendicular to the axis of rotation D. The holding element205serves as a lid. On the holding element205, a support ring206is mounted. The toothing200,210differ in their number of teeth. The external toothing210of the second fitting part21has a number of teeth smaller by at least one tooth as compared to the internal toothing200of the first fitting part20, which effects that when the second fitting part21rolls off within the first fitting part20, the rotary position of the second fitting part21is changed, and thus the adjustment assembly associated to the second fitting21is pivoted relative to the adjustment assembly associated to the first fitting part20. While the first fitting part20is concentric with the axis of rotation D, the second fitting part21rotates eccentrically to the axis of rotation D within the first fitting part20. The external toothing210of the second fitting part21is concentric with an eccentric receptacle213formed in the second fitting part21. Via a collar212surrounding the eccentric receptacle213, the second fitting part21is firmly connected or connectable to the associated adjustment assembly. In contrast to the collar212of the smaller swivel fitting2, the collar312of the larger swivel fitting3has a step. In the eccentric receptacle213of the second fitting part21a bearing bush22is inserted, which is e.g. firmly connected to the second fitting part21. An eccentric24formed by wedge elements240,241and a multi-part eccentric carrier25are also arranged in the eccentric receptacle213. The eccentric carrier25comprises a first carrier element in the form of an inner wedge carrier250, a second carrier element in the form of a driver251, and in the illustrated example also a third carrier element in the form of an outer wedge carrier252. The inner wedge carrier250is put onto a bearing pin204of the first fitting part and rotatably mounted thereon about the axis of rotation D. The inner wedge carrier250comprises an annular portion with a shell surface. The wedge elements240,241rest against the shell surface and are radially inwardly supported by the inner wedge carrier250(with respect to the axis of rotation D). The outer wedge carrier252is of ring-shaped design (here in the form of an open ring) and accommodates the wedge elements240,241and the inner wedge carrier250. The driver251is arranged beside the inner wedge carrier250and the wedge elements240,241along the axis of rotation D. The wedge elements240,241are supported by the driver251in an axial direction (with respect to the axis of rotation D). For this purpose, the driver251comprises a protrusion258which radially covers the wedge elements240,241or at least overlaps the same. The wedge elements240,241thereby are prevented from rising axially. The wedge elements240,241of the eccentric assembly24are pretensioned against each other via a spring element26. The spring element26with spring ends260therefor acts on head ends242of the wedge elements240,241facing each other and loads the same towards each other in the direction of an expansion. While the spring element26of the smaller swivel fitting2has two windings, the spring element36of the larger swivel fitting3has only one winding. The wedge elements240,241serve to bring the first fitting part20and the second fitting part21in meshing engagement with each other without any clearance. The wedge elements240,241therefor are away from each other by action of the spring element26and urge the second fitting part21with its external toothing210in engagement with the internal toothing200of the first fitting part20. The wedge elements240,241are away from each other and wedged by action of the spring element26. The fitting parts20,21thereby are kept in meshing engagement with each other without any clearance. Via the wedging, the position of the fitting parts20,21with respect to each other also is blocked in a self-locking way. The outer wedge carrier252is slidingly movable relative to the bearing bush22and in the case of a (sufficiently far) actuation of the actuating element27is adjusted together with the inner wedge carrier250and the driver251. The actuating element27is operatively connected to the eccentric carrier25. With a shank270, the actuating element27reaches through a bearing opening203of the first fitting part20concentric with the axis of rotation D and thereby is rotatably mounted on the first fitting part20about the axis of rotation D. The bearing opening203extends through the bearing pin204. Via a (star-shaped) form-fit contour272, the actuating element27is in positive engagement with an appropriately formed form-fit contour257of the driver251of the eccentric carrier25and thereby is non-rotatably connected to the driver251of the eccentric carrier25. Thus, a rotation of the actuating element27about the axis of rotation D relative to the first fitting part20leads to a rotation of the driver251about this axis of rotation D. The actuating element27is configured to introduce a torque into the driver251. The driver251comprises further form-fit elements, namely in the form of slots255, concretely two slots255extending along a common straight line. A pin254of the inner wedge carrier250is in engagement with each of the two slots255of the driver251. During a rotation of the driver251about the axis of rotation D (relative to the first fitting part20), the inner wedge carrier250thereby is entrained into the rotary movement. Via the slots255and pins254, the driver251can introduce a torque into the inner wedge carrier251. The driver251thus has a dual function and serves both for axially securing the wedge elements240,241and for coupling the inner wedge carrier250to the actuating element27. The inner wedge carrier250comprises a plurality of stops253A-253D, here in the form of one radially protruding block each. A stop253A,253B is associated to each of the wedge elements240,241and arranged adjacent thereto in the circumferential direction. When the actuating element27is rotatingly actuated, the inner wedge carrier250rotates relative to the first fitting part20. Depending on the direction of rotation, one of the stops253A,253B associated to the wedge elements240,241abuts against an end portion of the corresponding wedge element240,241. Two further stops253C,23D are associated to the outer wedge carrier252and are arranged adjacent to an entrainment contour256of the outer wedge carrier252in the circumferential direction. The entrainment contour256of the outer wedge carrier252is formed by two open ends of the outer wedge carrier252, which are bent over towards the inside (spaced apart from each other by a gap). When the inner wedge carrier250is rotated in a swivel direction by actuating the actuating element27, for example electromotively via a synchronizing shaft concentric with the axis of rotation D, the inner wedge carrier pivots in the swivel direction and is approached to the associated wedge element240,241with one of its stops253A,253B. By acting on the wedge element240,241, this wedge element240,241is approached to the other wedge element240,241, and the wedging effect of the wedge elements240,241in the eccentric receptacle213thus is eliminated. The swivel fitting2is released in this way. During a further rotation, the inner wedge carrier250with one of its further stops253C,253D also gets in abutment with one of the ends of the outer wedge carrier252and thereby entrains the outer wedge carrier252. By action on the wedge elements240,241, the eccentric24thus is pivoted in the eccentric receptacle213, and the second fitting part21thereby is adjusted relative to the first fitting part20. In the process, the outer wedge carrier252is entrained. After termination of the actuation, the wedge elements240,241in turn are spread open relative to each other due to the spring action of the spring26and are wedged. The actuating element27also includes a central form-fit opening271via which the actuating element27usually is connected to the synchronizing shaft extended along the axis of rotation D in such a way that the actuating element27can be adjusted manually and/or electromotively via the synchronizing shaft. Due to the wobbling rotational movement, the pivot axis S wobbles around the axis of rotation D (see alsoFIG.1). A sealing element28resting against the first fitting part20from outside and put onto the shank270of the actuating element27seals the interior space of the swivel fitting2against the environment. An axial securing ring29engages into a groove on the shank270of the actuating element27with a plurality of areas protruding to the inside and thereby secures the actuating element27to the first fitting part20. Almost all components (alternatively, all components) of the larger swivel fitting3are configured larger than the corresponding components of the smaller swivel fitting2, for example the two fitting parts30,31. As an example, the wedge elements240,241of the smaller swivel fitting2are each smaller than the wedge elements340,341of the larger swivel fitting3. The toothing200,210of the smaller swivel fitting2have both a smaller tooth width and a smaller outside diameter than the toothing300,3101of the larger swivel fitting3. The teeth Z1, Z2of the smaller swivel fitting2each are smaller than the teeth Z3, Z4of the larger swivel fitting3. The teeth Z3, Z4of the larger swivel fitting3thus are more loadable than the teeth Z1, Z2of the smaller swivel fitting2. The internal toothing200of the first fitting part20of the smaller swivel fitting2and the internal toothing300of the first fitting part30of the larger swivel fitting3have the same number of teeth Z1, Z3. The external toothing210of the second fitting part21of the smaller swivel fitting2and the external toothing310of the second fitting part31of the larger swivel fitting3likewise have the same number of teeth Z2, Z4. This results in the same gear ratio for both swivel fittings2,3. A synchronism of the swivel fittings2,3thereby is generated in a simple way. FIG.4shows the two swivel fittings2,3in a state coupled to the synchronizing shaft14. Furthermore, it is illustrated that the larger swivel fitting3has both a larger outside diameter A and a larger width B than the smaller swivel fitting2. The following is a list of reference numbers shown in the Figures. However, it should be understood that the use of these terms is for illustrative purposes only with respect to one embodiment. And, use of reference numbers correlating a certain term that is both illustrated in the Figures and present in the claims is not intended to limit the claims to only cover the illustrated embodiment. LIST OF REFERENCE NUMERALS 1vehicle seat10seat part100,101fitting adapter11backrest110belt exit point111belt reel holder112,113side part114reinforcing component115rear wall116cross-beam12height adjustment device3longitudinal adjustment device14synchronizing shaft2,3swivel fitting20,30first fitting part200,300internal toothing201,301circumferential wall202,302bottom portion203,303bearing opening204,304bearing pin205,305holding element206,306support ring21,31second fitting part210,310external toothing211,311flange portion212,312collar213,313eccentric receptacle22,32bearing bush24,34eccentric10098240,241,340,341wedge elements242,342, head ends25,35eccentric carriers250,350inner wedge carrier251,351driver252,352outer wedge carrier253A-253D,353A-353D stop254,354pin255,355slot256,356entrainment contour257,357form-fit contour258,358protrusion259A-259D stop26,36spring element260,360spring ends27,37actuating element270,370shank271,371form-fit opening272,372form-fit contour28,38sealing element29,39axial securing ringA outside diameterB widthD axis of rotationFB vehicle floorS swivel axisZ1-Z4tooth While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms of the invention. Rather, the words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the invention. Additionally, the features of various implementing embodiments may be combined to form further embodiments of the invention. | 19,510 |
11858384 | DETAILED DESCRIPTION At the outset, it should be appreciated that like drawing numbers on different drawing views identify identical, or functionally similar, structural elements. It is to be understood that the claims are not limited to the disclosed aspects. Furthermore, it is understood that this disclosure is not limited to the particular methodology, materials and modifications described and as such may, of course, vary. It is also understood that the terminology used herein is for the purpose of describing particular aspects only, and is not intended to limit the scope of the claims. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood to one of ordinary skill in the art to which this disclosure pertains. It should be understood that any methods, devices or materials similar or equivalent to those described herein can be used in the practice or testing of the example embodiments. The assembly of the present disclosure could be driven by hydraulics, electronics, pneumatics, and/or springs. It should be appreciated that the term “substantially” is synonymous with terms such as “nearly,” “very nearly,” “about,” “approximately,” “around,” “bordering on,” “close to,” “essentially,” “in the neighborhood of,” “in the vicinity of,” etc., and such terms may be used interchangeably as appearing in the specification and claims. It should be appreciated that the term “proximate” is synonymous with terms such as “nearby,” “close,” “adjacent,” “neighboring,” “immediate,” “adjoining,” etc., and such terms may be used interchangeably as appearing in the specification and claims. The term “approximately” is intended to mean values within ten percent of the specified value. It should be understood that use of “or” in the present application is with respect to a “non-exclusive” arrangement, unless stated otherwise. For example, when saying that “item x is A or B,” it is understood that this can mean one of the following: (1) item x is only one or the other of A and B; (2) item x is both A and B. Alternately stated, the word “or” is not used to define an “exclusive or” arrangement. For example, an “exclusive or” arrangement for the statement “item x is A or B” would require that x can be only one of A and B. Furthermore, as used herein, “and/or” is intended to mean a grammatical conjunction used to indicate that one or more of the elements or conditions recited may be included or occur. For example, a device comprising a first element, a second element and/or a third element, is intended to be construed as any one of the following structural arrangements: a device comprising a first element; a device comprising a second element; a device comprising a third element; a device comprising a first element and a second element; a device comprising a first element and a third element; a device comprising a first element, a second element and a third element; or, a device comprising a second element and a third element. Moreover, as used herein, the phrases “comprises at least one of” and “comprising at least one of” in combination with a system or element is intended to mean that the system or element includes one or more of the elements listed after the phrase. For example, a device comprising at least one of: a first element; a second element; and, a third element, is intended to be construed as any one of the following structural arrangements: a device comprising a first element; a device comprising a second element; a device comprising a third element; a device comprising a first element and a second element; a device comprising a first element and a third element; a device comprising a first element, a second element and a third element; or, a device comprising a second element and a third element. A similar interpretation is intended when the phrase “used in at least one of:” is used herein. By “non-rotatably connected” elements, we mean that: the elements are connected so that whenever one of the elements rotate, all the elements rotate; and, relative rotation between the elements is not possible. Radial and/or axial movement of non-rotatably connected elements with respect to each other is possible, but not required. By “rotatably connected” elements, we mean that: the elements are rotatable with respect to each other; and, whenever one element is displaced radially and/or axially, all the elements are displaced radially and/or axially. Adverting now to the figures,FIG.1is a front perspective view of vehicle10including double foldaway seat assembly or seat assembly20, in accordance with some embodiments of the present disclosure. Vehicle10comprises floor12and sidewall panel16. Seat assembly20is connected to vehicle10, specifically floor12, as described in greater detail below. Vehicle10may be any type of vehicle suitable for adaptability with seat assembly20, for example, a van, bus, shuttle, car, truck, etc. FIG.2is front perspective view of seat assembly20, in a deployed position.FIG.3is front perspective view of seat assembly20, in a stowed position.FIG.4is front elevational view of seat assembly20, in the deployed position.FIG.5is front elevational view of seat assembly20, in the stowed position.FIG.6is an exploded perspective view of seat assembly20.FIG.7is a cross-sectional view of seat assembly20taken generally alone line7-7inFIG.2. Seat assembly20generally comprises backrest30, seat32, column34, base38, and adapter plate60. The following description should be read in view ofFIGS.1-7. Seat32is operatively arranged to support a sitting passenger. Backrest30is rotatably or hingedly connected to seat32. To move backrest30from the deployed position shown inFIG.2to the stowed position shown inFIG.3, backrest30is displaced in circumferential direction CD1with respect to seat32. To move back to the deployed position from the stowed position, backrest30is displaced in circumferential direction CD2with respect to seat32. In the deployed position, backrest30is arranged generally perpendicular or at an angle greater than 90 degrees to seat32. In the stowed position, backrest30is arranged generally parallel to and/or abuts against seat32. Seat32is supported by, and connected to vehicle10through, column34. Column34connects seat32to base38. Seat32is rotatably connected to a first end of column34. The second end of column34is fixedly secured or non-rotatably connected to base38via any suitable means, for example, welding, soldering, bolts, rivets, screws, nails, adhesives, etc. In some embodiments, column34is further connected to base38via trusses42A-B. Truss42A extends from the top surface of base38to column34at a point between its first end and second end (i.e., an intermediate point). Truss42B is spaced apart from truss42A and extends from the top surface of base38to column34at a point between its first end and second end (i.e., an intermediate point). In some embodiments, truss42B further comprises a triangular wall enclosing the truss structure, thereby adding further support to truss42B. In some embodiments, base38is further connected to seat32by one or more arms36. Each arm36comprises a first end rotatably and translationally connected to seat32and a second end rotatably connected to column34. To move seat32from the deployed position shown inFIG.4to the stowed position shown inFIG.5, seat32is displaced in circumferential direction CD4with respect to column34. As seat32is displaced in circumferential direction CD4, the first end of arm36slides along the bottom of seat32in direction D1. To move seat32back to the deployed position from the stowed position, seat32is displaced in circumferential direction CD3with respect to column34. As seat32is displaced in circumferential direction CD3, the first end of arm36slides along the bottom of seat32in direction D2. In some embodiments, the second end of arm36is rotatably connected at an intermediate point on column34(i.e., a point between and spaced apart from the first and second ends of column34). Base38is generally a plate comprising a front edge directed toward the front of vehicle10, a rear edge directed toward the rear of vehicle10, and two side edges. In some embodiments, base38comprises lip40connected to a side edge. Lip40is arranged substantially perpendicular to the top surface of base38. Base38further comprises a plurality of through-holes. In some embodiments, base38comprises ten (10) total through-holes. For example, base38may comprise three (3) through-bores arranged along the front edge, three (3) through-bores arranged along the rear edge, two (2) slotted through-holes arranged along the first side edge, and two (2) slotted through-holes arranged along the second side edge. Base38is operatively arranged to be secured to adapter plate60, for example, via bolts46, lock washers48, and washers50. In some embodiments, bolts46extend through lock washers48, flat washers50, base38, and threadably engage adapter plate60, as will be described in greater detail below. In some embodiments, base38is substantially perpendicular to column34. In some embodiments, in the deployed position, base38is substantially parallel to seat32. FIG.8Ais a top perspective view of adapter plate60.FIG.8Bis a top elevational view of adapter plate60. The following description should be read in view ofFIGS.1-8B. Adapter plate60is generally rectangular and comprises top surface62, bottom surface64, front edge66, rear edge68, side edge70, and side edge80. It should be appreciated, however, that adapter plate60may comprise any geometry suitable for safely securing seat32to vehicle10, for example, square, triangular, trapezoidal, circular, ovular, ellipsoidal, etc. Bottom surface64is operatively arranged to engage and/or abut against floor12. Top surface62is operatively arranged to engage and/or abut against base38. Adapter plate60comprises a plurality of holes, for example, holes76(also holes76A-H) and holes78(also holes78A-J). Holes76/76A-H are through-bores operatively arranged to secure adapter plate60to floor12. Specifically, bolts80extend through adapter plate60via holes76A-H, through floor12, and are secured via washers82and nuts84. In some embodiments, and as shown, each of holes76A-H comprises a countersink such that the heads of bolts80are flush with top surface62. This is an important aspect of the present disclosure since it allows adapter plate60to be installed in vehicle10(even without the seat assembly attached thereto) and have little to no interference therein, for example, there is a minimal tripping hazard and materials such as boxes may still be slid along floor12without catching on the heads of bolts80. Holes78/78A-J are threaded through-bores operatively arranged to secure base38to adapter plate60. Specifically, and as previously described, bolts46extend through one or more washers, for example first through lock washer48and then through flat washer50, through base38, and threadably engage threaded holes78A-J. Threaded holes78A-J allow base38and thus seat32to be quickly and easily secured to and removed from floor12, while still maintaining and adhering to the required safety regulations (e.g., FMVSS). Specifically, since holes78A-J are threaded there is no need to assemble nuts beneath floor12on bolts46, which might require removal of a fuel tank and/or other vehicle components, for example. This allows the end user to install and uninstall the double foldaway seat assembly at will, without significant work. Adapter plate60further comprises aperture74arranged between and spaced apart from front edge66, rear edge68, side edge70, and side edge72. Aperture74comprises front edge86, rear edge88, side edge90, and side edge92. In some embodiments, front edge86is arranged parallel to front edge66, rear edge88is arranged parallel to rear edge68, side edge90is arranged parallel to side edge70, and side edge92is arranged parallel to side edge72. In some embodiments, through-bores76B-F and7611are arranged between and spaced apart from rear edge68and rear edge88. In some embodiments, through-bores76A-C are arranged between and spaced apart from side edge72and side edge92. In some embodiments, through-bores76E-G are arranged between and spaced apart from side edge70and side edge90. In some embodiments, through-bores76A and76G are arranged between and spaced apart from front edge66and side edge86. In some embodiments, threaded through-holes78A-D are arranged between and spaced apart from side edge72and side edge92. In some embodiments, threaded through-holes78F-I are arranged between and spaced apart from side edge70and side edge90. In some embodiments, threaded through-holes78D-F are arranged between and spaced apart from rear edge68and rear edge88. In some embodiments, threaded through-holes78A and78I-J are arranged between and spaced apart from front edge66and front edge68. It should be appreciated that the arrangement of the holes in adapter plate60is such that all force testing standards for seating system are complied with, a result that is not seen with current removable double foldaway seat assemblies. When installed to floor12, side edge70is separated from side wall panel16by space S. In some embodiments, space S is greater than or equal to 6.5 inches. In the deployed position, as best shown inFIG.4, seat32overlaps vertical line L extending from side edge72. In the stored position, as best shown inFIG.5, seat32does not overlap vertical line L. It will be appreciated that various aspects of the disclosure above and other features and functions, or alternatives thereof, may be desirably combined into many other different systems or applications. Various presently unforeseen or unanticipated alternatives, modifications, variations, or improvements therein may be subsequently made by those skilled in the art which are also intended to be encompassed by the following claims. REFERENCE NUMERALS Vehicle12Floor16Side wall panel20Double foldaway seat assembly30Backrest32Seat or bench34Column36Arm or arms38Base40Lip42A Truss42B Truss44Holes46Bolt48Washer50Washer60Adapter plate62Top surface64Bottom surface66Front edge68Rear edge70Side edge72Side edge74Aperture76Hole76A Hole76B Hole76C Hole76D Hole76E Hole76F Hole76G Hole7611Hole78Hole78A Hole78B Hole78C Hole78D Hole78E Hole78F Hole78G Hole7811Hole781Hole78J Hole80Bolts82Washers84Nuts86Front edge88Rear edge90Side edge92Side edgeCD1Circumferential directionCD2Circumferential directionCD3Circumferential directionCD4Circumferential directionD1DirectionD2DirectionL LineS Space | 14,597 |
11858385 | The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted. DESCRIPTION OF EMBODIMENTS The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention is to be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure. As a very brief overview, the following discussion will begin with a description which focuses primarily on the structure and the various components comprising the present sealed boat seat suspension100. The following discussion will then include a description which includes aspects of the operation of the present sealed boat seat suspension100. Referring now toFIGS.1A-1E, a series of views of a sealed boat seat suspension100is provided in accordance with one embodiment of the present invention. In the present embodiment, sealed boat seat suspension includes a first rail110and a second rail130. In the present embodiment, first rail110has a first end112and a second end114. First rail110further includes an inner tube116and outer tube118. In an embodiment of the present invention, outer tube118is slidable along at least a portion of inner tube116such that outer tube118slides axially about an inner tube116. Additionally, in one embodiment of the present invention, first rail110includes bushings124and126(hidden) which create a sealed relationship between an interior surface of outer tube118with respect to the outer surface as inner tube116. As a result, as outer tube118slides axially with respect to inner tube116, bushings124and126ensure that the aforementioned sealed relationship is maintained between the interior surface of outer tube118and the outer surface as inner tube116. In an embodiment of the present invention an oil bath (hidden) is present between the interior surface of outer tube118and the outer surface as inner tube116. In one such embodiment, bushings124and126also confine the oil bath between the interior surface of outer tube118and the outer surface of inner tube116. The sealed relationship between the interior surface of outer tube118and the outer surface of inner tube116is discussed further below. In various embodiments of the present invention, first rail110contains no spring and/or damping components. In some such embodiments, first rail110contains only seals (hidden) and bushings124and126(hidden) and the oil bath (hidden) to provide for lubrication between the interior surface of outer tube118and the outer surface of inner tube116. In one embodiment, bushings124and126are located near wipers. Such lubrication is beneficial to the axial movement of outer tube118with respect to inner tube116. It should be noted, however, that various other embodiments of the present sealed boat seat suspension100will include spring and/or damping components within first rail110. Referring still to first rail110, in various embodiments of the present invention, the upper seal is comprised of a seal which is different from the seal used as the lower seal. In some embodiments, the choice of seal for the upper seal and the lower seal is based upon parameters including, but not limited to, the pumping ratio corresponding to the seal. Furthermore, in some embodiments of the present invention, first rail110does not include a seal between outer tube118and inner tube116. Referring still toFIGS.1A-1E, second rail130has a first end132and a second end134. Second rail130further includes an inner tube136and outer tube138. In an embodiment of the present invention, outer tube138is slidable along at least a portion of inner tube136such that outer tube138slides axially about an inner tube136. Additionally, in one embodiment of the present invention, second rail130includes bushings144and146(hidden) which create a sealed relationship between an interior surface of outer tube138with respect to the outer surface as inner tube136. In one embodiment, bushings144and146are located near wipers. As a result, as outer tube138slides axially with respect to inner tube136, bushings144and146ensure that the aforementioned sealed relationship is maintained between the interior surface of outer tube138and the outer surface as inner tube136. In an embodiment of the present invention, an oil bath (hidden) is present between the interior surface of outer tube138and the outer surface of inner tube136. In one such embodiment, bushings144and146also confine the oil bath between the interior surface of outer tube138and the outer surface of inner tube136. The sealed relationship between the interior surface of outer tube138and the outer surface of inner tube136is discussed further below. In various embodiments of the present invention, second rail130contains no spring and/or damping components. In some such embodiments, second rail130contains only seals (hidden) and bushings144and146and the oil bath (hidden) to provide lubrication between the interior surface of outer tube138and the outer surface of inner tube116. Such lubrication is beneficial to the axial movement of outer tube118with respect to inner tube136. It should be noted, however, that various other embodiments of the present sealed boat seat suspension100will include spring and/or damping components within second rail130. Referring still to second rail130, in various embodiments of the present invention, the upper seal is comprised of a seal which is different from the seal used as the lower seal. In some embodiments, the choice of seal for the upper seal and the lower seal is based upon parameters including, but not limited to, the pumping ratio corresponding to the seal. Furthermore, in some embodiments of the present invention, second rail130does not include a seal between outer tube138and inner tube136. As shown inFIGS.1A-1E, in one embodiment of the present invention, first end112of first rail110is coupled to bottom bracket150, and second end114of first rail110is coupled to top bracket152. In a similar manner, in one embodiment of the present invention, first end132of second rail130is coupled to bottom bracket150, and second end134of second rail130is coupled to top bracket152. With reference still toFIGS.1A-1E, in one embodiment of the present invention, a bottom double clamp feature is used to couple first end112of first rail110to bottom bracket150. Similarly, in one embodiment of the present invention, a top double clamp feature is used to couple second end114of first rail110to top bracket152. Similarly, in one embodiment of the present invention, the bottom double clamp feature is also used to couple first end132of second rail130to bottom bracket150. Similarly, in one embodiment of the present invention, the top double clamp feature is used to couple second end134of second rail130to top bracket152. As a result, in embodiments of the present invention first rail110and second rail130are rigidly maintained in a fixed relationship with respect to each other at least partially due to being retained by and between top bracket152and bottom bracket150. As a result, the positional relationship between first rail110and second rail130remains substantially constant during operation of the present sealed boat seat suspension100. It should be noted that embodiments of the present invention are also well suited to using various features and structures other than, or in addition to, top bracket152and bottom bracket150to retain the positional relationship between first rail110and second rail130, and to ensure that the positional relationship between first rail110and second rail130remains substantially constant during operation of the present sealed boat seat suspension100. Embodiments of the present sealed boat seat suspension100further include a back plate180. As shown inFIGS.1A-1E, back plate180is coupled to first rail110at locations182aand184a. More specifically, back plate180is coupled to outer tube118of first rail110at locations182aand184a. Also, in embodiments of the present sealed boat seat suspension100, back plate180is coupled to second rail130at locations182band184b. More specifically, back plate180is coupled to outer tube138of second rail130at locations182band184b. In so doing, in embodiments of the present sealed boat seat suspension100, back plate180, outer tube118and outer tube138are maintained in a static or fixed relationship with respect to each other. That is, in embodiments of the present sealed boat seat suspension100, back plate180, outer tube118and outer tube138will move in unison with each other and maintain the same positional relationship with respect to each other. As one example, any upward axial movement of outer tube118with respect to inner tube116, results in an equal upward movement of outer tube138with respect to inner tube136due to their intercoupled relationship via back plate180. Correspondingly, in embodiments of the present sealed boat seat suspension100, any upward axial movement of outer tube118with respect to inner tube116, results in an equi-distant upward movement of back plate180. Stated differently, in embodiments of the present sealed boat seat suspension100, outer tube118and outer tube138will always move in unison, will always move the same axial distance, and will always move in the same axial direction. Also, in embodiments of the present sealed boat seat suspension100, back plate180will move in unison with (i.e., move the same distance as, and move in the same direction as) any movement of outer tube118and outer tube138. In embodiments of the present sealed boat seat suspension100, back plate180also includes a plurality of openings (typically shown as186) to accommodate the coupling of back plate180with various boat seat attachment features. By providing the plurality of openings186in back plate180, embodiments of the present sealed boat seat suspension100are well suited to use with the varied types of boat seat attachments features (and configuration preferences) corresponding to the numerous boat seat manufacturers. It should be noted, that in various embodiments of the present invention, a boat seat or boat seat attachment is coupled to first rail110and second rail130without the use of a back plate. That is, in some embodiments of the present invention, a beat seat or boat seat attachment is directly mounted to first rail110and second rail130. Referring still toFIGS.1A-1E, sealed boat seat suspension100further includes a suspension component160disposed between first rail110and second rail130. In various embodiments of the present sealed boat seat suspension100, suspension component160has a first end162and a second end164. In one embodiment of the present sealed boat seat suspension100, first end162of suspension component160is coupled to bottom bracket150. Furthermore, in one embodiment of the present sealed boat seat suspension100, suspension component160is coupled to bottom bracket150using a polyurethane bushing. It should be noted that various other embodiments of the present sealed boat seat suspension100utilize various other structures and components to couple suspension component160to bottom bracket150. Similarly, as shown in the various views ofFIGS.1A-1E, in one embodiment of the present sealed boat seat suspension100, second end164of suspension component160is coupled to back plate180at location188. Furthermore, in one embodiment of the present sealed boat seat suspension100, suspension component160is coupled to back plate180using a polyurethane bushing. It should be noted that various other embodiments of the present sealed boat seat suspension100utilize various other structures and components to couple suspension component160to back plate180. In so doing, in embodiments of the present sealed boat seat suspension100, back plate180and second end164of suspension component160will move in unison with each other. As one example, any upward movement of back plate180will result in upward movement of second end164of suspension component160. Correspondingly, in embodiments of the present sealed boat seat suspension100, any upward axial movement of outer tube118with respect to inner tube116, results in an equidistant upward movement of back plate180and an upward (expansion/rebound movement) of second end164of suspension component160away from first end162of suspension component160. Conversely, in embodiments of the present sealed boat seat suspension100, any downward axial movement of outer tube118with respect to inner tube116, results in an equidistant downward movement of back plate180and a downward (compressive movement) of second end164of suspension component160toward first end162of suspension component160. In various other embodiments of the present sealed boat seat suspension100, suspension component160will have, for example, end162coupled to top bracket152and end164coupled to back plate180. Similarly, in various other embodiments of the present sealed boat seat suspension100, suspension component160will have, for example, end164coupled to bottom bracket150and end162coupled to back plate180. In still another embodiment of the present sealed boat seat suspension100, suspension component160will have, for example, end164coupled to top bracket152and end162coupled to back plate180. More generally stated, embodiments of the present sealed boat seat suspension100are well suited to numerous configurations in which a suspension component is coupled between a static portion of sealed boat seat suspension100and a movable portion of sealed boat seat suspension100to provide at least some control of the movement between a static portion and a movable portion of sealed boat seat suspension100. As a result, in embodiments of the present sealed boat seat suspension100, damping and/or spring characteristics of suspension component160(as are described further below) will control the amount of force required to move back plate180as it travels between bottom bracket150and top bracket152. Thus, in various embodiments of the present sealed boat seat suspension100, a boat seat feature such as, for example a boat seat support member (as is depicted inFIG.2and as described below in the description corresponding toFIG.2) is coupled to back plate180. In various embodiments of the present sealed boat seat suspension100, when assembly is completed sealed boat seat suspension100will ultimately provide damping for the boat seat coupled thereto and a passenger utilizing the boat seat. Details pertaining to such operation of the present sealed boat seat suspension100, is provided in the description corresponding toFIG.6, and also in the description corresponding toFIG.7, provided below. Referring still toFIGS.1A-1E, in various embodiments of the present invention, suspension component160is disposed between first rail110and second rail130such that the main axis of suspension component160is positioned co-planar with respect to the main axis of first rail110and second rail130. It will be understood, however, that embodiments of the present sealed boat seat suspension100are well suited to configurations in which the main axis of suspension component160is not positioned co-planar with respect to the main axis of first rail110and second rail130. In various embodiments of the present sealed boat seat suspension100, suspension component160includes a spring feature (hidden) such as, for example, an air spring. In one embodiment of the present sealed boat seat suspension100, the spring feature includes a linear air spring including a bumper for preventing bottom-out of suspension component160. In one embodiment of the present sealed boat seat suspension100, suspension component160includes a reservoir component170. In some embodiments of the present sealed boat seat suspension100, reservoir component170is utilized to obtain a linear air spring curve for suspension component160. Further, in various embodiments of the present sealed boat seat suspension100, the air spring of suspension component160is user-adjustable. Such adjustability of the air spring is described in further detail below. It should be noted, that embodiments of the present sealed boat seat suspension100are also well suited to having suspension component160include various other spring features and spring structures including, but not limited to, various other types of air (or other compressible gas) spring structures and/or a non-air spring structure such as, for example, a coiled spring structure. Referring again toFIGS.1A-1E, in various embodiments of the present sealed boat seat suspension100, suspension component160includes a damping feature (hidden) such as, for example, a damping piston and valve assembly for controlling the flow of damping fluid from one side of the damping piston to the other side of the damping piston. Further, in various embodiments of the present sealed boat seat suspension100, the damping feature of suspension component160is user-adjustable. Such adjustability or tunability of the damping feature is described in further detail below. It should be noted, that embodiments of the present sealed boat seat suspension100are also well suited to having suspension component160include various other damping features and damping structures in addition to, or in lieu of, the damping features described above. In embodiments of the present sealed boat seat suspension100, various other damping features and damping structures include, but are not limited to, internal bypass assemblies, position-sensitive damping features, compression-only damping features, jointly-controlled compression and rebound damping features, independently-controlled compression and rebound damping features, and numerous other damping features and structures. Additionally, in one embodiment of the present sealed boat seat suspension100, suspension component160is predesigned/preconfigured to readily enable changes to the damping features. In one such embodiment, suspension component160is predesigned/preconfigured to enable electronic valving to be utilized within suspension component160. In one such embodiment, the use of such electronic valving is accomplished without having to completely replace suspension component160with an entirely new suspension component. In one embodiment, an electronic or “active” valve will vary a flow rate through an inlet or outlet passage within the valve itself. See, as an example, the electronic valve of FIGS. 2-4 of U.S. Pat. No. 9,353,818 which is incorporated by reference herein, in its entirety, as an example of a type of “electronic” or “active” valve. Embodiments of the present sealed boat seat suspension100, are structured and manufactured to mitigate deleterious effects of corrosion associated with water, and, particularly, saltwater environments. For example, embodiments of the present sealed boat seat suspension100utilize similar metals for mating or proximately located components. As a result, galvanic-based degradation common to conventional boating products is reduced or eliminated in embodiments of the present sealed boat seat suspension100. Similarly, embodiments of the present sealed boat seat suspension100use barriers between dissimilar metals (and/or, will choose the dissimilar materials to be as close as possible on the galvanic scale) to reduce deleterious galvanic-based degradation and corrosion. In various embodiments of the present sealed boat seat suspension100, many, if not all, fasteners used in embodiments of the present sealed boat seat suspension100(for example, fasteners used to couple first rail110and second rail130to bottom bracket150and to top bracket152, fasteners used to couple back plate180to outer tube118and outer tube138, etc.) are formed of a high strength stainless steel coated with a dielectric material to create fasteners which are resistant to corrosion and galvanic-induced degradation. Such a process is particularly beneficial during assembly of the various embodiments of the present sealed boat seat suspension100. Additionally, various embodiments of the present sealed boat seat suspension100, utilize aluminum as the material to form inner tubes116and136, outer tubes118and138, various tube caps, and bushings etc. Although such materials are recited for various components, embodiments of the present sealed boat seat suspension100are also well suited to the use of other materials. With reference again toFIGS.1A-1E, embodiments of the present sealed boat seat suspension100provide additional benefits and advantages conventional boat seats. As another example, in the various embodiments of the present sealed boat seat suspension100, the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides improved stability to present sealed boat seat suspension100. Specifically, the “oil bath containing” and “sealed relationship” between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides an omni-directional load bearing strut for sealed boat seat suspension100. As a result, when non-axial high loads are imposed upon sealed boat seat suspension100(e.g., due to the cantilevered extension of a boat seat support extending from back plate180(as is described and shown in detail below inFIGS.2and3)), sealed boat seat suspension100is able to distribute the imposed force in an axis-symmetric manner. As a further advantage of such axis-symmetric force distribution, and also partially due to the configuration of suspension component160(i.e., between first rail110and second rail130), suspension component160of present sealed boat seat suspension100does not experience any side load forces. Instead, as a distinct advantage of present sealed boat seat suspension100, suspension component160only experiences axial forces. Referring briefly toFIG.4, a backside perspective view of a conventional floor mounted boat seat400is provided. As shown inFIG.4, a single attachment location401(the floor of the boat) ultimately results in an inherently less stable boat seat. That is, in the present sealed boat seat suspension100, top and bottom mounting (via, for example, top bracket152and bottom bracket150) of sealed boat seat suspension100improves the stability of sealed boat seat suspension100over conventional floor mount-only seats. Additionally, as shown inFIG.4, conventional boat seats are not sealed. Referring briefly toFIG.5, a close up view of the conventional, non-sealed, wheel-in-track system ofFIG.4is provided. It can be seen that in such a conventional non-sealed approach, it is possible, and potentially probable, that particulates (e.g., metal shavings, chips/pieces off of wheel402, dirt, debris, etc.) will enter track404and restrict, or entirely prevent, wheel402from rolling along track404. Such contamination and resulting impedance to the movement of wheel402is further exacerbated in the environments and under the conditions in which boats are typically used (sand-containing beach areas, salt spray, heavy user traffic, food particles, fishing-related debris, etc.). It should be noted here, that the various embodiments of the present sealed boat seat suspension100(in which a sealed relationship exists between outer tube118and inner tube116, and, similarly, between outer tube138and inner tube136) do not suffer from contamination-based drawbacks of conventional boat seats. Referring again toFIG.4, in such a conventional system400, in order for wheel402to roll along track404(and not become bound and unable to move), a gap must be provided between wheel402and track404. Such a required gap inherently introduces instability in conventional boat seats. Additionally, the required gap introduces “slop” into conventional boat seats. Further, the gap and unsealed structure of conventional boat seats allows non-axial loads to be imparted to wheel402, track404and any suspension that may be coupled thereto. Hence, such conventional boat seats are clearly unable to achieve the axis-symmetric force distribution realized in present sealed boat seat suspension100. As a further drawback, conventional boat seats (unlike present sealed boat seat suspension100) are subject to damage and degradation due to subjecting an attached suspension to a non-axial load. With reference still toFIGS.1A-1E, embodiments of the present sealed boat seat suspension100provide still more benefits and advantages as compared to conventional boat seats. As still another example, in the various embodiments of the present sealed boat seat suspension100, outer tube118and outer tube138have a relatively large span with respect to inner tube116and inner tube136, respectively. This length of the span of the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides improved stability to present sealed boat seat suspension100. More specifically, when non-axial high loads are imposed upon sealed boat seat suspension100(e.g., due to the cantilevered extension of a boat seat support extending from back plate180(as is described and shown in detail below inFIGS.2and3)), the aforementioned large length of the span of the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136, distributes the non-axial high loads along the length of the span. As a result, the large span length of the present sealed boat seat suspension100enables distribution of the non-axial high loads and allows sealed boat seat suspension100to operate effectively even when subjected to high non-axial loads and forces. With reference now toFIG.2, a perspective view of a console200including several instances (100a,100band100c) of the present sealed boat seat suspension100is shown. In such an embodiment, a console structure200will be present on a boat and may constitute an important part of the aesthetic of that boat. In the embodiment ofFIG.2, three instances100a,100band100cof the present sealed boat seat suspension100are disposed within console200. As shown inFIG.2, a boat seat support portion202is coupled to back plate180of sealed boat seat suspension100a. Also, a boat seat support portion204is coupled to back plate180of sealed boat seat suspension100b. Finally, in console200ofFIG.2, a boat seat support portion206is coupled to back plate180of sealed boat seat suspension100c. As stated above, in various embodiments of the present sealed boat seat suspension100, back plate180includes a plurality of openings186to accommodate the coupling of back plate180with various boat seat attachment features (e.g., boat seat support portions202,204and206). By providing the plurality of openings186in back plate180, embodiments of the present sealed boat seat suspension100are well suited to use with the varied types of boat seat attachment features (and configuration preferences) corresponding to the numerous boat seat manufacturers. Referring toFIG.2(and also toFIGS.1A-1E), embodiments of the present sealed boat seat suspension100provide significant advantages over conventional boat seats. As one example, embodiments of the present sealed boat seat suspension100are well suited to being integrated into a boat console without disturbing the “aesthetic” or “look and feel” of the boat. Such an accomplishment is particularly important in “high-end” boats where consumers demand a pleasing “aesthetic” or “look and feel” partially due to the high price point of such marine vessels. As just one specific example, embodiments of the present sealed boat seat suspension100are able to be mounted flush against the vertical walls or within the opening formed in console200. As a result, and as clearly shown inFIG.2, embodiments of the present sealed boat seat suspension100are seamlessly integrated in a visually pleasing manner to existing boat console form factors. Moreover, as shown in the embodiment ofFIG.2, embodiments of the present sealed boat seat suspensions100a,100band100care not even visible, thereby maintaining the desired boat aesthetic, once present sealed boat seat suspensions100a,100band100care integrated into console200and once the various boat seats are installed. Referring again toFIG.2(and also toFIGS.1A-1E), embodiments of the present sealed boat seat suspension100provide even further significant advantages over conventional boat seats. As another such example, embodiments of the present sealed boat seat suspension100increase rigidity over conventional floor mounted boats seats, particularly when the present sealed boat seat suspension100is mounted in a console200. As stated above, embodiments of the present sealed boat seat suspension100are able to be mounted flush against the vertical walls or within the opening formed in console200. More specifically, bottom bracket150is mounted to the lower location on a vertical surface of console200, and top bracket152is mounted to a higher location on the vertical surface of console200. This dual mounting approach (as compared to a single floor mounted conventional boat seat) provides increased stability over conventional boat seats. Also, the significant span length (e.g., the distance between bottom bracket150and top bracket152) found in present sealed boat seat suspension100adds even more stability to the present sealed boat seat suspension100. With reference briefly toFIG.3, a perspective view of a completed (fully assembled) console-based boat seat300(having embodiments of the present sealed boat seat suspension100integrated therein) is provided. As is clearly depicted inFIG.3, the present sealed boat seat suspension100is not visible once console-based boat seat300is fully assembled. Additionally,FIG.3readily depicts that the “aesthetic” and/or “look and feel” intended by the boat builder, and desired by the consumer, is maintained. Referring now toFIG.6, a schematic diagram of a system600including a sealed boat seat suspension100is provided. It should also be noted that system600further schematically depicts sealed boat seat suspension100disposed within optional console200. Hence, in some embodiments of system600, sealed boat seat suspension100is disposed within console200, but in other embodiments of system600, sealed boat seat suspension is not disposed within a console. System600ofFIG.6further schematically depicts a boat seat616coupled to sealed boat seat suspension100. In one embodiment, system600schematically depicts a pump602which is coupled to sealed boat seat suspension100via hose604. In various embodiments of system600, pump602is a manual pump which a user manually utilizes to establish a desired air spring pressure (which will also correspond, in some embodiments, to a boat seat height or position of boat seat616(e.g., the position of backplate180between top bracket150and bottom bracket152)) with respect to sealed boat seat suspension100. Additionally, in some embodiments of system600, pump602is attached to, or integrated within, sealed boat seat suspension100. Referring again toFIG.6, in various other embodiments of system600, pump602is electronically controlled by, for example, processor606via connector603. In some embodiments of system600, processor606also includes an Inertial Measurement Unit (IMU). Although a physical connector603is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between processor606and pump602. In one such embodiment, processor606receives information via, for example, connector608regarding the air pressure within suspension component160, and/or reservoir component170. Although a physical connector608is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between sealed boat seat suspension100and processor606. Based upon such information, processor606autonomously adjusts the pressure within suspension component160, and/or reservoir component170, to a preselected or proper air pressure level for the present conditions. Such conditions will include, but are not limited to, passenger weight applied to seat616, desired initial height of seat616, desired stiffness of the air spring for suspension component160, desired travel distance for seat616along sealed boat seat suspension100, current conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) at the body of water in which the boat utilizing system600is being used, and various other conditions of interest. In one such embodiment, processor606of system600will calculate the air pressure for suspension component160based on a known value pertaining to the square inches of piston area (for a piston of the air spring) and the detected air pressure within suspension component160. With reference still toFIG.6, in some embodiments of system600, processor606receives remotely derived input614via a communication link618. In one such embodiment, such remotely derived input614includes, but is not limited to, weather and marine conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) for the body of water in which the boat utilizing system600is being used. Based upon such remotely derived input614, processor606autonomously adjusts the pressure within suspension component160, and/or reservoir component170, to a preselected or proper air pressure level for the present weather and marine conditions. In various embodiments of system600, other suitable variables are used by processor606in addition to, or in lieu of, the variables described above, in order to determine a proper air pressure for suspension component160and/or reservoir component170. Such other suitable variables include, but are not limited to, for example, piston rod compression strain, eyelet strain, boat mounted accelerometer (or tilt/inclinometer) data or any other suitable boat performance data and/or data corresponding to the performance, or state, of any component within present sealed boat seat suspension100. Referring still toFIG.6, in another embodiment of system600, a graphic user interface610is utilized to, for example, adjust the air pressure within suspension component160of sealed boat seat suspension100. In one such embodiment, a user utilizes graphic user interface610to adjust the air pressure of suspension component160electronically and remotely from sealed boat seat suspension100. In one such embodiment, graphic user interface610provides input to processor606to adjust the air pressure of suspension component160(according to user input received at graphic user interface610) via for example connector612. Once again, although a physical connector612is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between graphic user interface610and processor606. In various embodiments, graphic user interface610includes graphic icons (or physical switches) to enable a user to adjust the air pressure within suspension component160to a desired level. Referring again toFIG.6, and as stated above, in various embodiments of sealed boat seat suspension100, suspension component160is predesigned/preconfigured to readily enable changes to the damping features. In one such embodiment, suspension component160is predesigned/preconfigured to enable electronic valving to be utilized within suspension component160. In one such embodiment, an electronic or “active” valve will vary a flow rate through an inlet or outlet passage within the valve itself. In various embodiments of present sealed boat seat suspension100, the use of an active/e-valve enables independent control of both compression and rebound damping characteristics for suspension component160. In one such embodiment, the active valve is electronically controlled by, for example, processor606via connector608. Similarly, in one embodiment, processor606receives information regarding suspension component160via connector608. Such information will include, but is not limited to, the position of a damping piston within suspension component160, the velocity of a damping piston within suspension component160, pressures within suspension component160, and the like. In various embodiments, the piston rod position is measured using a damping piston position transducer, and the piston rod/damping piston velocity is measured using a piston rod velocity transducer. In various embodiments of system600, other suitable variables are used in addition to, or in lieu of, the variables described above. Such other suitable variables include, but are not limited to, for example, piston rod compression strain, eyelet strain, boat mounted accelerometer (or tilt/inclinometer) data or any other suitable boat performance data and/or data corresponding to the performance, or state, of any component within present sealed boat seat suspension100. In one embodiment, the damping piston's position within a damping chamber of suspension component160is determined using an accelerometer to sense modal resonance of the suspension component160. Such resonance will change depending on the position of the damping piston and processor606of system600is calibrated to correlate resonance with axial position of the damping piston. In one such embodiment, system600also includes a suitable proximity sensor or linear coil transducer or other electro-magnetic transducer which is incorporated in the damping chamber of suspension component160to provide a sensor to monitor the position and/or speed of the damping piston (and suitable magnetic tag) with respect to a housing of the suspension component160. In one embodiment, the magnetic transducer includes a waveguide and a magnet, such as a doughnut (toroidal) magnet that is joined to the housing of suspension component160and oriented such that the magnetic field generated by the magnet passes through the rod and the waveguide. Electric pulses are applied to the waveguide from a pulse generator that provides a stream of electric pulses, each of which is also provided to processor606for timing purposes. When the electric pulse is applied to the waveguide, a magnetic field is formed surrounding the waveguide. Interaction of this field with the magnetic field from the magnet causes a torsional strain wave pulse to be launched in the waveguide in both directions away from the magnet. A coil assembly and sensing tape is joined to the waveguide. The strain wave causes a dynamic effect in the permeability of the sensing tape which is biased with a permanent magnetic field by the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulse, results in an output signal from the coil assembly that is provided to processor606via, for example, connector608. By comparing the time of application of a particular electric pulse and a time of return of a sonic torsional strain wave pulse back along the waveguide, processor606can calculate a distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. Processor606provides an output signal, which is digital or analog, proportional to the calculated distance and/or velocity. A transducer-operated arrangement for measuring damping piston rod speed and velocity is described in U.S. Pat. No. 5,952,823 which is incorporated by reference herein in its entirety. Further, in various embodiments of system600, processor606accesses position sensor data for boat seat161(or other corresponding components of sealed boat seat suspension100) to obtain desired travel lengths for boat seat616with respect to sealed boat seat suspension100. In yet another embodiment, processor606utilizes received information regarding suspension component160to minimize G-loads on boat seat616and a passenger seated therein. Although a physical connector608is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between processor606and the active valve of suspension component160. Based upon received information, processor606autonomously adjusts the damping characteristics of suspension component160to a preselected or proper level of damping (or firmness) appropriate for the present conditions. Such conditions will include, but are not limited to, passenger weight applied to seat616, desired initial height of seat616, desired stiffness of suspension component160, desired travel distance for seat616along sealed boat seat suspension100, current conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) at the body of water in which the boat utilizing system600is being used, and various other conditions of interest. With reference still toFIG.6, in some embodiments of system600, processor606receives remotely derived input614via a communication link618. In one such embodiment, such remotely derived input614includes, but is not limited to, weather and marine conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) for the body of water in which the boat utilizing system600is being used. Based upon such remotely derived input614, processor606autonomously adjusts the active valve of suspension component160to obtain a preselected or proper damping characteristic for the present weather and marine conditions. Additionally, it should be noted that due to typical boat speeds and water conditions, sealed boat seat suspension100is particularly well-suited to real-time adjustment of the damping characteristics of suspension component160. Similarly, due to typical boat speeds and water conditions, sealed boat seat suspension100is particularly well-suited to the use of electronically-adjusted and position-dependent damping characteristics for suspension component160. Referring still toFIG.6, in another embodiment of system600, a graphic user interface610is utilized to, for example, adjust the damping characteristics of suspension component160of sealed boat seat suspension100. In one such embodiment, a user utilizes graphic user interface610to adjust the damping characteristics of suspension component160electronically and remotely from sealed boat seat suspension100. In one such embodiment, graphic user interface610provides input to processor606to adjust the damping characteristics of suspension component160(according to user input received at graphic user interface610) via for example connector612. Once again, although a physical connector612is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between graphic user interface610and processor606. In various embodiments, graphic user interface610includes graphic icons (or physical switches) to enable a user to adjust the damping characteristics of suspension component160to a desired level. It should further be understood that in various embodiments of the present sealed boat seat suspension100, both the air spring characteristics and the damping characteristics of suspension component160are adjustable as described above. Additionally, in some embodiments of present sealed boat seat suspension100, when an adjustment is made to air spring characteristics, processor606automatically adjusts the damping characteristics of suspension component160to maintain the desired or appropriate damping characteristics of suspension component160. Similarly, in some embodiments of present sealed boat seat suspension100, when an adjustment is made to the damping characteristics of suspension component160, processor606automatically adjusts air spring characteristics to maintain the desired or appropriate air spring characteristics of suspension component160. Hence, embodiments of the present boat seat suspension100are well suited to use within a larger system such as, for example, system600ofFIG.6. Moreover, embodiments of the present boat seat suspension100can be described as being utilized in a “passive system” wherein changes are only made to, for example, an air pressure of suspension component160when a user manually alters the air pressure of suspension component160by, for example, manually pumping air into or manually removing air from suspension component160. Additionally, embodiments of the present boat seat suspension100can be described as being utilized in a “electronic system” wherein changes are made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when a user interacts with graphic user interface and thereby directs system600to alter an air pressure of suspension component160(or an active valve within suspension component160). Furthermore, embodiments of the present boat seat suspension100can be described as being utilized in a “input-based system” wherein processor606autonomously makes changes to, for example, an air pressure of suspension component160(or an active valve within suspension component160) based upon some input received by processor606. Referring now toFIG.7, a flow chart700of operations performed using the system ofFIG.6is provided. At702, a determination is made that a feature of present sealed boat seat suspension needs to be adjusted. Such a determination can be made, for example, by a user visually detecting that boat seat616is not at a desired initial seat height, by the user determining that boat seat616is not being sufficiently dampened during use of the boat (e.g., the damping is too stiff), or any of numerous other observations. In an electronic system or an input-based system, such a determination may be based upon information provided to or received from processor606. At704, at least one feature (e.g., air pressure within suspension component160or operation of an active valve within suspension component160) of sealed boat seat suspension is adjusted. As indicated at704, such an adjustment can be made in a passive system, as depicted by706. In such a passive system, an adjustment is made to, for example, an air pressure of suspension component160by a user manually altering the air pressure of suspension component160by, for example, manually pumping air into or manually removing air from suspension component160. Referring still to704ofFIG.7, such an adjustment can be made in an electronic system, as depicted by708. In such an electronic system, an adjustment is made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when a user interacts with graphic user interface and thereby directs system600to alter an air pressure of suspension component160(or an active valve within suspension component160). Referring yet again to704ofFIG.7, such an adjustment can also be made in an input-based system, as depicted by710. In such an input-based system, an adjustment is made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when processor606autonomously makes changes to, for example, an air pressure of suspension component160(or an active valve within suspension component160) based upon some input received by processor606. The examples set forth herein were presented in order to best explain, to describe particular applications, and to thereby enable those skilled in the art to make and use embodiments of the described examples. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purposes of illustration and example only. The description as set forth is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Rather, the specific features and acts described above are disclosed as example forms of implementing the Claims. Reference throughout this document to “one embodiment,” “certain embodiments,” “an embodiment,” “various embodiments,” “some embodiments,” “various embodiments”, or similar term, means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the appearances of such phrases in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any embodiment may be combined in any suitable manner with one or more other features, structures, or characteristics of one or more other embodiments without limitation. | 49,165 |
11858386 | The drawings referred to in this description should be understood as not being drawn to scale except if specifically noted. DESCRIPTION OF EMBODIMENTS The detailed description set forth below in connection with the appended drawings is intended as a description of various embodiments of the present invention and is not intended to represent the only embodiments in which the present invention is to be practiced. Each embodiment described in this disclosure is provided merely as an example or illustration of the present invention, and should not necessarily be construed as preferred or advantageous over other embodiments. In some instances, well known methods, procedures, objects, and circuits have not been described in detail as not to unnecessarily obscure aspects of the present disclosure. As a very brief overview, the following discussion will begin with a description which focuses primarily on the structure and the various components comprising the present sealed boat seat suspension100. The following discussion will then include a description which includes aspects of the operation of the present sealed boat seat suspension100. Referring now toFIGS.1A-1E, a series of views of a sealed boat seat suspension100is provided in accordance with one embodiment of the present invention. In the present embodiment, sealed boat seat suspension includes a first rail110and a second rail130. In the present embodiment, first rail110has a first end112and a second end114. First rail110further includes an inner tube116and outer tube118. In an embodiment of the present invention, outer tube118is slidable along at least a portion of inner tube116such that outer tube118slides axially about an inner tube116. Additionally, in one embodiment of the present invention, first rail110includes bushings124and126(hidden) which create a sealed relationship between an interior surface of outer tube118with respect to the outer surface as inner tube116. As a result, as outer tube118slides axially with respect to inner tube116, bushings124and126ensure that the aforementioned sealed relationship is maintained between the interior surface of outer tube118and the outer surface as inner tube116. In an embodiment of the present invention an oil bath (hidden) is present between the interior surface of outer tube118and the outer surface as inner tube116. In one such embodiment, bushings124and126also confine the oil bath between the interior surface of outer tube118and the outer surface of inner tube116. The sealed relationship between the interior surface of outer tube118and the outer surface of inner tube116is discussed further below. In various embodiments of the present invention, first rail110contains no spring and/or damping components. In some such embodiments, first rail110contains only seals (hidden) and bushings124and126(hidden) and the oil bath (hidden) to provide for lubrication between the interior surface of outer tube118and the outer surface of inner tube116. In one embodiment, bushings124and126are located near wipers. Such lubrication is beneficial to the axial movement of outer tube118with respect to inner tube116. It should be noted, however, that various other embodiments of the present sealed boat seat suspension100will include spring and/or damping components within first rail110. Referring still to first rail110, in various embodiments of the present invention, the upper seal is comprised of a seal which is different from the seal used as the lower seal. In some embodiments, the choice of seal for the upper seal and the lower seal is based upon parameters including, but not limited to, the pumping ratio corresponding to the seal. Furthermore, in some embodiments of the present invention, first rail110does not include a seal between outer tube118and inner tube116. Referring still toFIGS.1A-1E, second rail130has a first end132and a second end134. Second rail130further includes an inner tube136and outer tube138. In an embodiment of the present invention, outer tube138is slidable along at least a portion of inner tube136such that outer tube138slides axially about an inner tube136. Additionally, in one embodiment of the present invention, second rail130includes bushings144and146(hidden) which create a sealed relationship between an interior surface of outer tube138with respect to the outer surface as inner tube136. In one embodiment, bushings144and146are located near wipers. As a result, as outer tube138slides axially with respect to inner tube136, bushings144and146ensure that the aforementioned sealed relationship is maintained between the interior surface of outer tube138and the outer surface as inner tube136. In an embodiment of the present invention, an oil bath (hidden) is present between the interior surface of outer tube138and the outer surface of inner tube136. In one such embodiment, bushings144and146also confine the oil bath between the interior surface of outer tube138and the outer surface of inner tube136. The sealed relationship between the interior surface of outer tube138and the outer surface of inner tube136is discussed further below. In various embodiments of the present invention, second rail130contains no spring and/or damping components. In some such embodiments, second rail130contains only seals (hidden) and bushings144and146and the oil bath (hidden) to provide lubrication between the interior surface of outer tube138and the outer surface of inner tube116. Such lubrication is beneficial to the axial movement of outer tube118with respect to inner tube136. It should be noted, however, that various other embodiments of the present sealed boat seat suspension100will include spring and/or damping components within second rail130. Referring still to second rail130, in various embodiments of the present invention, the upper seal is comprised of a seal which is different from the seal used as the lower seal. In some embodiments, the choice of seal for the upper seal and the lower seal is based upon parameters including, but not limited to, the pumping ratio corresponding to the seal. Furthermore, in some embodiments of the present invention, second rail130does not include a seal between outer tube138and inner tube136. As shown inFIGS.1A-1E, in one embodiment of the present invention, first end112of first rail110is coupled to bottom bracket150, and second end114of first rail110is coupled to top bracket152. In a similar manner, in one embodiment of the present invention, first end132of second rail130is coupled to bottom bracket150, and second end134of second rail130is coupled to top bracket152. With reference still toFIGS.1A-1E, in one embodiment of the present invention, a bottom double clamp feature is used to couple first end112of first rail110to bottom bracket150. Similarly, in one embodiment of the present invention, a top double clamp feature is used to couple second end114of first rail110to top bracket152. Similarly, in one embodiment of the present invention, the bottom double clamp feature is also used to couple first end132of second rail130to bottom bracket150. Similarly, in one embodiment of the present invention, the top double clamp feature is used to couple second end134of second rail130to top bracket152. As a result, in embodiments of the present invention first rail110and second rail130are rigidly maintained in a fixed relationship with respect to each other at least partially due to being retained by and between top bracket152and bottom bracket150. As a result, the positional relationship between first rail110and second rail130remains substantially constant during operation of the present sealed boat seat suspension100. It should be noted that embodiments of the present invention are also well suited to using various features and structures other than, or in addition to, top bracket152and bottom bracket150to retain the positional relationship between first rail110and second rail130, and to ensure that the positional relationship between first rail110and second rail130remains substantially constant during operation of the present sealed boat seat suspension100. Embodiments of the present sealed boat seat suspension100further include a back plate180. As shown inFIGS.1A-1E, back plate180is coupled to first rail110at locations182aand184a. More specifically, back plate180is coupled to outer tube118of first rail110at locations182aand184a. Also, in embodiments of the present sealed boat seat suspension100, back plate180is coupled to second rail130at locations182band184b. More specifically, back plate180is coupled to outer tube138of second rail130at locations182band184b. In so doing, in embodiments of the present sealed boat seat suspension100, back plate180, outer tube118and outer tube138are maintained in a static or fixed relationship with respect to each other. That is, in embodiments of the present sealed boat seat suspension100, back plate180, outer tube118and outer tube138will move in unison with each other and maintain the same positional relationship with respect to each other. As one example, any upward axial movement of outer tube118with respect to inner tube116, results in an equal upward movement of outer tube138with respect to inner tube136due to their intercoupled relationship via back plate180. Correspondingly, in embodiments of the present sealed boat seat suspension100, any upward axial movement of outer tube118with respect to inner tube116, results in an equi-distant upward movement of back plate180. Stated differently, in embodiments of the present sealed boat seat suspension100, outer tube118and outer tube138will always move in unison, will always move the same axial distance, and will always move in the same axial direction. Also, in embodiments of the present sealed boat seat suspension100, back plate180will move in unison with (i.e., move the same distance as, and move in the same direction as) any movement of outer tube118and outer tube138. In embodiments of the present sealed boat seat suspension100, back plate180also includes a plurality of openings (typically shown as186) to accommodate the coupling of back plate180with various boat seat attachment features. By providing the plurality of openings186in back plate180, embodiments of the present sealed boat seat suspension100are well suited to use with the varied types of boat seat attachments features (and configuration preferences) corresponding to the numerous boat seat manufacturers. It should be noted, that in various embodiments of the present invention, a boat seat or boat seat attachment is coupled to first rail110and second rail130without the use of a back plate. That is, in some embodiments of the present invention, a beat seat or boat seat attachment is directly mounted to first rail110and second rail130. Referring still toFIGS.1A-1E, sealed boat seat suspension100further includes a suspension component160disposed between first rail110and second rail130. In various embodiments of the present sealed boat seat suspension100, suspension component160has a first end162and a second end164. In one embodiment of the present sealed boat seat suspension100, first end162of suspension component160is coupled to bottom bracket150. Furthermore, in one embodiment of the present sealed boat seat suspension100, suspension component160is coupled to bottom bracket150using a polyurethane bushing. It should be noted that various other embodiments of the present sealed boat seat suspension100utilize various other structures and components to couple suspension component160to bottom bracket150. Similarly, as shown in the various views ofFIGS.1A-1E, in one embodiment of the present sealed boat seat suspension100, second end164of suspension component160is coupled to back plate180at location188. Furthermore, in one embodiment of the present sealed boat seat suspension100, suspension component160is coupled to back plate180using a polyurethane bushing. It should be noted that various other embodiments of the present sealed boat seat suspension100utilize various other structures and components to couple suspension component160to back plate180. In so doing, in embodiments of the present sealed boat seat suspension100, back plate180and second end164of suspension component160will move in unison with each other. As one example, any upward movement of back plate180will result in upward movement of second end164of suspension component160. Correspondingly, in embodiments of the present sealed boat seat suspension100, any upward axial movement of outer tube118with respect to inner tube116, results in an equidistant upward movement of back plate180and an upward (expansion/rebound movement) of second end164of suspension component160away from first end162of suspension component160. Conversely, in embodiments of the present sealed boat seat suspension100, any downward axial movement of outer tube118with respect to inner tube116, results in an equidistant downward movement of back plate180and a downward (compressive movement) of second end164of suspension component160toward first end162of suspension component160. In various other embodiments of the present sealed boat seat suspension100, suspension component160will have, for example, end162coupled to top bracket152and end164coupled to back plate180. Similarly, in various other embodiments of the present sealed boat seat suspension100, suspension component160will have, for example, end164coupled to bottom bracket150and end162coupled to back plate180. In still another embodiment of the present sealed boat seat suspension100, suspension component160will have, for example, end164coupled to top bracket152and end162coupled to back plate180. More generally stated, embodiments of the present sealed boat seat suspension100are well suited to numerous configurations in which a suspension component is coupled between a static portion of sealed boat seat suspension100and a movable portion of sealed boat seat suspension100to provide at least some control of the movement between a static portion and a movable portion of sealed boat seat suspension100. As a result, in embodiments of the present sealed boat seat suspension100, damping and/or spring characteristics of suspension component160(as are described further below) will control the amount of force required to move back plate180as it travels between bottom bracket150and top bracket152. Thus, in various embodiments of the present sealed boat seat suspension100, a boat seat feature such as, for example a boat seat support member (as is depicted inFIG.2and as described below in the description corresponding toFIG.2) is coupled to back plate180. In various embodiments of the present sealed boat seat suspension100, when assembly is completed sealed boat seat suspension100will ultimately provide damping for the boat seat coupled thereto and a passenger utilizing the boat seat. Details pertaining to such operation of the present sealed boat seat suspension100, is provided in the description corresponding toFIG.6, and also in the description corresponding toFIG.7, provided below. Referring still toFIGS.1A-1E, in various embodiments of the present invention, suspension component160is disposed between first rail110and second rail130such that the main axis of suspension component160is positioned co-planar with respect to the main axis of first rail110and second rail130. It will be understood, however, that embodiments of the present sealed boat seat suspension100are well suited to configurations in which the main axis of suspension component160is not positioned co-planar with respect to the main axis of first rail110and second rail130. In various embodiments of the present sealed boat seat suspension100, suspension component160includes a spring feature (hidden) such as, for example, an air spring. In one embodiment of the present sealed boat seat suspension100, the spring feature includes a linear air spring including a bumper for preventing bottom-out of suspension component160. In one embodiment of the present sealed boat seat suspension100, suspension component160includes a reservoir component170. In some embodiments of the present sealed boat seat suspension100, reservoir component170is utilized to obtain a linear air spring curve for suspension component160. Further, in various embodiments of the present sealed boat seat suspension100, the air spring of suspension component160is user-adjustable. Such adjustability of the air spring is described in further detail below. It should be noted, that embodiments of the present sealed boat seat suspension100are also well suited to having suspension component160include various other spring features and spring structures including, but not limited to, various other types of air (or other compressible gas) spring structures and/or a non-air spring structure such as, for example, a coiled spring structure. Referring again toFIGS.1A-1E, in various embodiments of the present sealed boat seat suspension100, suspension component160includes a damping feature (hidden) such as, for example, a damping piston and valve assembly for controlling the flow of damping fluid from one side of the damping piston to the other side of the damping piston. Further, in various embodiments of the present sealed boat seat suspension100, the damping feature of suspension component160is user-adjustable. Such adjustability or tunability of the damping feature is described in further detail below. It should be noted, that embodiments of the present sealed boat seat suspension100are also well suited to having suspension component160include various other damping features and damping structures in addition to, or in lieu of, the damping features described above. In embodiments of the present sealed boat seat suspension100, various other damping features and damping structures include, but are not limited to, internal bypass assemblies, position-sensitive damping features, compression-only damping features, jointly-controlled compression and rebound damping features, independently-controlled compression and rebound damping features, and numerous other damping features and structures. Additionally, in one embodiment of the present sealed boat seat suspension100, suspension component160is predesigned/preconfigured to readily enable changes to the damping features. In one such embodiment, suspension component160is predesigned/preconfigured to enable electronic valving to be utilized within suspension component160. In one such embodiment, the use of such electronic valving is accomplished without having to completely replace suspension component160with an entirely new suspension component. In one embodiment, an electronic or “active” valve will vary a flow rate through an inlet or outlet passage within the valve itself. See, as an example, the electronic valve of FIGS. 2-4 of U.S. Pat. No. 9,353,818 which is incorporated by reference herein, in its entirety, as an example of a type of “electronic” or “active” valve. Embodiments of the present sealed boat seat suspension100, are structured and manufactured to mitigate deleterious effects of corrosion associated with water, and, particularly, saltwater environments. For example, embodiments of the present sealed boat seat suspension100utilize similar metals for mating or proximately located components. As a result, galvanic-based degradation common to conventional boating products is reduced or eliminated in embodiments of the present sealed boat seat suspension100. Similarly, embodiments of the present sealed boat seat suspension100use barriers between dissimilar metals (and/or, will choose the dissimilar materials to be as close as possible on the galvanic scale) to reduce deleterious galvanic-based degradation and corrosion. In various embodiments of the present sealed boat seat suspension100, many, if not all, fasteners used in embodiments of the present sealed boat seat suspension100(for example, fasteners used to couple first rail110and second rail130to bottom bracket150and to top bracket152, fasteners used to couple back plate180to outer tube118and outer tube138, etc.) are formed of a high strength stainless steel coated with a dielectric material to create fasteners which are resistant to corrosion and galvanic-induced degradation. Such a process is particularly beneficial during assembly of the various embodiments of the present sealed boat seat suspension100. Additionally, various embodiments of the present sealed boat seat suspension100, utilize aluminum as the material to form inner tubes116and136, outer tubes118and138, various tube caps, and bushings etc. Although such materials are recited for various components, embodiments of the present sealed boat seat suspension100are also well suited to the use of other materials. With reference again toFIGS.1A-1E, embodiments of the present sealed boat seat suspension100provide additional benefits and advantages conventional boat seats. As another example, in the various embodiments of the present sealed boat seat suspension100, the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides improved stability to present sealed boat seat suspension100. Specifically, the “oil bath containing” and “sealed relationship” between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides an omni-directional load bearing strut for sealed boat seat suspension100. As a result, when non-axial high loads are imposed upon sealed boat seat suspension100(e.g., due to the cantilevered extension of a boat seat support extending from back plate180(as is described and shown in detail below inFIGS.2and3)), sealed boat seat suspension100is able to distribute the imposed force in an axis-symmetric manner. As a further advantage of such axis-symmetric force distribution, and also partially due to the configuration of suspension component160(i.e., between first rail110and second rail130), suspension component160of present sealed boat seat suspension100does not experience any side load forces. Instead, as a distinct advantage of present sealed boat seat suspension100, suspension component160only experiences axial forces. Referring briefly toFIG.4, a backside perspective view of a conventional floor mounted boat seat400is provided. As shown inFIG.4, a single attachment location401(the floor of the boat) ultimately results in an inherently less stable boat seat. That is, in the present sealed boat seat suspension100, top and bottom mounting (via, for example, top bracket152and bottom bracket150) of sealed boat seat suspension100improves the stability of sealed boat seat suspension100over conventional floor mount-only seats. Additionally, as shown inFIG.4, conventional boat seats are not sealed. Referring briefly toFIG.5, a close up view of the conventional, non-sealed, wheel-in-track system ofFIG.4is provided. It can be seen that in such a conventional non-sealed approach, it is possible, and potentially probable, that particulates (e.g., metal shavings, chips/pieces off of wheel402, dirt, debris, etc.) will enter track404and restrict, or entirely prevent, wheel402from rolling along track404. Such contamination and resulting impedance to the movement of wheel402is further exacerbated in the environments and under the conditions in which boats are typically used (sand-containing beach areas, salt spray, heavy user traffic, food particles, fishing-related debris, etc.). It should be noted here, that the various embodiments of the present sealed boat seat suspension100(in which a sealed relationship exists between outer tube118and inner tube116, and, similarly, between outer tube138and inner tube136) do not suffer from contamination-based drawbacks of conventional boat seats. Referring again toFIG.4, in such a conventional system400, in order for wheel402to roll along track404(and not become bound and unable to move), a gap must be provided between wheel402and track404. Such a required gap inherently introduces instability in conventional boat seats. Additionally, the required gap introduces “slop” into conventional boat seats. Further, the gap and unsealed structure of conventional boat seats allows non-axial loads to be imparted to wheel402, track404and any suspension that may be coupled thereto. Hence, such conventional boat seats are clearly unable to achieve the axis-symmetric force distribution realized in present sealed boat seat suspension100. As a further drawback, conventional boat seats (unlike present sealed boat seat suspension100) are subject to damage and degradation due to subjecting an attached suspension to a non-axial load. With reference still toFIGS.1A-1E, embodiments of the present sealed boat seat suspension100provide still more benefits and advantages as compared to conventional boat seats. As still another example, in the various embodiments of the present sealed boat seat suspension100, outer tube118and outer tube138have a relatively large span with respect to inner tube116and inner tube136, respectively. This length of the span of the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136provides improved stability to present sealed boat seat suspension100. More specifically, when non-axial high loads are imposed upon sealed boat seat suspension100(e.g., due to the cantilevered extension of a boat seat support extending from back plate180(as is described and shown in detail below inFIGS.2and3)), the aforementioned large length of the span of the sealed relationship between outer tube118and inner tube116, and, similarly, outer tube138and inner tube136, distributes the non-axial high loads along the length of the span. As a result, the large span length of the present sealed boat seat suspension100enables distribution of the non-axial high loads and allows sealed boat seat suspension100to operate effectively even when subjected to high non-axial loads and forces. With reference now toFIG.2, a perspective view of a console200including several instances (100a,100band100c) of the present sealed boat seat suspension100is shown. In such an embodiment, a console structure200will be present on a boat and may constitute an important part of the aesthetic of that boat. In the embodiment ofFIG.2, three instances100a,100band100cof the present sealed boat seat suspension100are disposed within console200. As shown inFIG.2, a boat seat support portion202is coupled to back plate180of sealed boat seat suspension100a. Also, a boat seat support portion204is coupled to back plate180of sealed boat seat suspension100b. Finally, in console200ofFIG.2, a boat seat support portion206is coupled to back plate180of sealed boat seat suspension100c. As stated above, in various embodiments of the present sealed boat seat suspension100, back plate180includes a plurality of openings186to accommodate the coupling of back plate180with various boat seat attachment features (e.g., boat seat support portions202,204and206). By providing the plurality of openings186in back plate180, embodiments of the present sealed boat seat suspension100are well suited to use with the varied types of boat seat attachment features (and configuration preferences) corresponding to the numerous boat seat manufacturers. Referring toFIG.2(and also toFIGS.1A-1E), embodiments of the present sealed boat seat suspension100provide significant advantages over conventional boat seats. As one example, embodiments of the present sealed boat seat suspension100are well suited to being integrated into a boat console without disturbing the “aesthetic” or “look and feel” of the boat. Such an accomplishment is particularly important in “high-end” boats where consumers demand a pleasing “aesthetic” or “look and feel” partially due to the high price point of such marine vessels. As just one specific example, embodiments of the present sealed boat seat suspension100are able to be mounted flush against the vertical walls or within the opening formed in console200. As a result, and as clearly shown inFIG.2, embodiments of the present sealed boat seat suspension100are seamlessly integrated in a visually pleasing manner to existing boat console form factors. Moreover, as shown in the embodiment ofFIG.2, embodiments of the present sealed boat seat suspensions100a,100band100care not even visible, thereby maintaining the desired boat aesthetic, once present sealed boat seat suspensions100a,100band100care integrated into console200and once the various boat seats are installed. Referring again toFIG.2(and also toFIGS.1A-1E), embodiments of the present sealed boat seat suspension100provide even further significant advantages over conventional boat seats. As another such example, embodiments of the present sealed boat seat suspension100increase rigidity over conventional floor mounted boats seats, particularly when the present sealed boat seat suspension100is mounted in a console200. As stated above, embodiments of the present sealed boat seat suspension100are able to be mounted flush against the vertical walls or within the opening formed in console200. More specifically, bottom bracket150is mounted to the lower location on a vertical surface of console200, and top bracket152is mounted to a higher location on the vertical surface of console200. This dual mounting approach (as compared to a single floor mounted conventional boat seat) provides increased stability over conventional boat seats. Also, the significant span length (e.g., the distance between bottom bracket150and top bracket152) found in present sealed boat seat suspension100adds even more stability to the present sealed boat seat suspension100. With reference briefly toFIG.3, a perspective view of a completed (fully assembled) console-based boat seat300(having embodiments of the present sealed boat seat suspension100integrated therein) is provided. As is clearly depicted inFIG.3, the present sealed boat seat suspension100is not visible once console-based boat seat300is fully assembled. Additionally,FIG.3readily depicts that the “aesthetic” and/or “look and feel” intended by the boat builder, and desired by the consumer, is maintained. Referring now toFIG.6, a schematic diagram of a system600including a sealed boat seat suspension100is provided. It should also be noted that system600further schematically depicts sealed boat seat suspension100disposed within optional console200. Hence, in some embodiments of system600, sealed boat seat suspension100is disposed within console200, but in other embodiments of system600, sealed boat seat suspension is not disposed within a console. System600ofFIG.6further schematically depicts a boat seat616coupled to sealed boat seat suspension100. In one embodiment, system600schematically depicts a pump602which is coupled to sealed boat seat suspension100via hose604. In various embodiments of system600, pump602is a manual pump which a user manually utilizes to establish a desired air spring pressure (which will also correspond, in some embodiments, to a boat seat height or position of boat seat616(e.g., the position of backplate180between top bracket150and bottom bracket152)) with respect to sealed boat seat suspension100. Additionally, in some embodiments of system600, pump602is attached to, or integrated within, sealed boat seat suspension100. Referring again toFIG.6, in various other embodiments of system600, pump602is electronically controlled by, for example, processor606via connector603. In some embodiments of system600, processor606also includes an Inertial Measurement Unit (IMU). Although a physical connector603is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between processor606and pump602. In one such embodiment, processor606receives information via, for example, connector608regarding the air pressure within suspension component160, and/or reservoir component170. Although a physical connector608is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between sealed boat seat suspension100and processor606. Based upon such information, processor606autonomously adjusts the pressure within suspension component160, and/or reservoir component170, to a preselected or proper air pressure level for the present conditions. Such conditions will include, but are not limited to, passenger weight applied to seat616, desired initial height of seat616, desired stiffness of the air spring for suspension component160, desired travel distance for seat616along sealed boat seat suspension100, current conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) at the body of water in which the boat utilizing system600is being used, and various other conditions of interest. In one such embodiment, processor606of system600will calculate the air pressure for suspension component160based on a known value pertaining to the square inches of piston area (for a piston of the air spring) and the detected air pressure within suspension component160. With reference still toFIG.6, in some embodiments of system600, processor606receives remotely derived input614via a communication link618. In one such embodiment, such remotely derived input614includes, but is not limited to, weather and marine conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) for the body of water in which the boat utilizing system600is being used. Based upon such remotely derived input614, processor606autonomously adjusts the pressure within suspension component160, and/or reservoir component170, to a preselected or proper air pressure level for the present weather and marine conditions. In various embodiments of system600, other suitable variables are used by processor606in addition to, or in lieu of, the variables described above, in order to determine a proper air pressure for suspension component160and/or reservoir component170. Such other suitable variables include, but are not limited to, for example, piston rod compression strain, eyelet strain, boat mounted accelerometer (or tilt/inclinometer) data or any other suitable boat performance data and/or data corresponding to the performance, or state, of any component within present sealed boat seat suspension100. Referring still toFIG.6, in another embodiment of system600, a graphic user interface610is utilized to, for example, adjust the air pressure within suspension component160of sealed boat seat suspension100. In one such embodiment, a user utilizes graphic user interface610to adjust the air pressure of suspension component160electronically and remotely from sealed boat seat suspension100. In one such embodiment, graphic user interface610provides input to processor606to adjust the air pressure of suspension component160(according to user input received at graphic user interface610) via for example connector612. Once again, although a physical connector612is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between graphic user interface610and processor606. In various embodiments, graphic user interface610includes graphic icons (or physical switches) to enable a user to adjust the air pressure within suspension component160to a desired level. Referring again toFIG.6, and as stated above, in various embodiments of sealed boat seat suspension100, suspension component160is predesigned/preconfigured to readily enable changes to the damping features. In one such embodiment, suspension component160is predesigned/preconfigured to enable electronic valving to be utilized within suspension component160. In one such embodiment, an electronic or “active” valve will vary a flow rate through an inlet or outlet passage within the valve itself. In various embodiments of present sealed boat seat suspension100, the use of an active/e-valve enables independent control of both compression and rebound damping characteristics for suspension component160. In one such embodiment, the active valve is electronically controlled by, for example, processor606via connector608. Similarly, in one embodiment, processor606receives information regarding suspension component160via connector608. Such information will include, but is not limited to, the position of a damping piston within suspension component160, the velocity of a damping piston within suspension component160, pressures within suspension component160, and the like. In various embodiments, the piston rod position is measured using a damping piston position transducer, and the piston rod/damping piston velocity is measured using a piston rod velocity transducer. In various embodiments of system600, other suitable variables are used in addition to, or in lieu of, the variables described above. Such other suitable variables include, but are not limited to, for example, piston rod compression strain, eyelet strain, boat mounted accelerometer (or tilt/inclinometer) data or any other suitable boat performance data and/or data corresponding to the performance, or state, of any component within present sealed boat seat suspension100. In one embodiment, the damping piston's position within a damping chamber of suspension component160is determined using an accelerometer to sense modal resonance of the suspension component160. Such resonance will change depending on the position of the damping piston and processor606of system600is calibrated to correlate resonance with axial position of the damping piston. In one such embodiment, system600also includes a suitable proximity sensor or linear coil transducer or other electro-magnetic transducer which is incorporated in the damping chamber of suspension component160to provide a sensor to monitor the position and/or speed of the damping piston (and suitable magnetic tag) with respect to a housing of the suspension component160. In one embodiment, the magnetic transducer includes a waveguide and a magnet, such as a doughnut (toroidal) magnet that is joined to the housing of suspension component160and oriented such that the magnetic field generated by the magnet passes through the rod and the waveguide. Electric pulses are applied to the waveguide from a pulse generator that provides a stream of electric pulses, each of which is also provided to processor606for timing purposes. When the electric pulse is applied to the waveguide, a magnetic field is formed surrounding the waveguide. Interaction of this field with the magnetic field from the magnet causes a torsional strain wave pulse to be launched in the waveguide in both directions away from the magnet. A coil assembly and sensing tape is joined to the waveguide. The strain wave causes a dynamic effect in the permeability of the sensing tape which is biased with a permanent magnetic field by the magnet. The dynamic effect in the magnetic field of the coil assembly due to the strain wave pulse, results in an output signal from the coil assembly that is provided to processor606via, for example, connector608. By comparing the time of application of a particular electric pulse and a time of return of a sonic torsional strain wave pulse back along the waveguide, processor606can calculate a distance of the magnet from the coil assembly or the relative velocity between the waveguide and the magnet. Processor606provides an output signal, which is digital or analog, proportional to the calculated distance and/or velocity. A transducer-operated arrangement for measuring damping piston rod speed and velocity is described in U.S. Pat. No. 5,952,823 which is incorporated by reference herein in its entirety. Further, in various embodiments of system600, processor606accesses position sensor data for boat seat161(or other corresponding components of sealed boat seat suspension100) to obtain desired travel lengths for boat seat616with respect to sealed boat seat suspension100. In yet another embodiment, processor606utilizes received information regarding suspension component160to minimize G-loads on boat seat616and a passenger seated therein. Although a physical connector608is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between processor606and the active valve of suspension component160. Based upon received information, processor606autonomously adjusts the damping characteristics of suspension component160to a preselected or proper level of damping (or firmness) appropriate for the present conditions. Such conditions will include, but are not limited to, passenger weight applied to seat616, desired initial height of seat616, desired stiffness of suspension component160, desired travel distance for seat616along sealed boat seat suspension100, current conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) at the body of water in which the boat utilizing system600is being used, and various other conditions of interest. With reference still toFIG.6, in some embodiments of system600, processor606receives remotely derived input614via a communication link618. In one such embodiment, such remotely derived input614includes, but is not limited to, weather and marine conditions (e.g., wave heights, wave frequencies, wind speeds, wind directions, etc.) for the body of water in which the boat utilizing system600is being used. Based upon such remotely derived input614, processor606autonomously adjusts the active valve of suspension component160to obtain a preselected or proper damping characteristic for the present weather and marine conditions. Additionally, it should be noted that due to typical boat speeds and water conditions, sealed boat seat suspension100is particularly well-suited to real-time adjustment of the damping characteristics of suspension component160. Similarly, due to typical boat speeds and water conditions, sealed boat seat suspension100is particularly well-suited to the use of electronically-adjusted and position-dependent damping characteristics for suspension component160. Referring still toFIG.6, in another embodiment of system600, a graphic user interface610is utilized to, for example, adjust the damping characteristics of suspension component160of sealed boat seat suspension100. In one such embodiment, a user utilizes graphic user interface610to adjust the damping characteristics of suspension component160electronically and remotely from sealed boat seat suspension100. In one such embodiment, graphic user interface610provides input to processor606to adjust the damping characteristics of suspension component160(according to user input received at graphic user interface610) via for example connector612. Once again, although a physical connector612is depicted in the embodiment ofFIG.6, it should be noted that various embodiments of system600include a wireless link (e.g., but not limited to, a Bluetooth link) between graphic user interface610and processor606. In various embodiments, graphic user interface610includes graphic icons (or physical switches) to enable a user to adjust the damping characteristics of suspension component160to a desired level. It should further be understood that in various embodiments of the present sealed boat seat suspension100, both the air spring characteristics and the damping characteristics of suspension component160are adjustable as described above. Additionally, in some embodiments of present sealed boat seat suspension100, when an adjustment is made to air spring characteristics, processor606automatically adjusts the damping characteristics of suspension component160to maintain the desired or appropriate damping characteristics of suspension component160. Similarly, in some embodiments of present sealed boat seat suspension100, when an adjustment is made to the damping characteristics of suspension component160, processor606automatically adjusts air spring characteristics to maintain the desired or appropriate air spring characteristics of suspension component160. Hence, embodiments of the present boat seat suspension100are well suited to use within a larger system such as, for example, system600ofFIG.6. Moreover, embodiments of the present boat seat suspension100can be described as being utilized in a “passive system” wherein changes are only made to, for example, an air pressure of suspension component160when a user manually alters the air pressure of suspension component160by, for example, manually pumping air into or manually removing air from suspension component160. Additionally, embodiments of the present boat seat suspension100can be described as being utilized in a “electronic system” wherein changes are made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when a user interacts with graphic user interface and thereby directs system600to alter an air pressure of suspension component160(or an active valve within suspension component160). Furthermore, embodiments of the present boat seat suspension100can be described as being utilized in a “input-based system” wherein processor606autonomously makes changes to, for example, an air pressure of suspension component160(or an active valve within suspension component160) based upon some input received by processor606. Referring now toFIG.7, a flow chart700of operations performed using the system ofFIG.6is provided. At702, a determination is made that a feature of present sealed boat seat suspension needs to be adjusted. Such a determination can be made, for example, by a user visually detecting that boat seat616is not at a desired initial seat height, by the user determining that boat seat616is not being sufficiently dampened during use of the boat (e.g., the damping is too stiff), or any of numerous other observations. In an electronic system or an input-based system, such a determination may be based upon information provided to or received from processor606. At704, at least one feature (e.g., air pressure within suspension component160or operation of an active valve within suspension component160) of sealed boat seat suspension is adjusted. As indicated at704, such an adjustment can be made in a passive system, as depicted by706. In such a passive system, an adjustment is made to, for example, an air pressure of suspension component160by a user manually altering the air pressure of suspension component160by, for example, manually pumping air into or manually removing air from suspension component160. Referring still to704ofFIG.7, such an adjustment can be made in an electronic system, as depicted by708. In such an electronic system, an adjustment is made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when a user interacts with graphic user interface and thereby directs system600to alter an air pressure of suspension component160(or an active valve within suspension component160). Referring yet again to704ofFIG.7, such an adjustment can also be made in an input-based system, as depicted by710. In such an input-based system, an adjustment is made to, for example, an air pressure of suspension component160(or an active valve within suspension component160) when processor606autonomously makes changes to, for example, an air pressure of suspension component160(or an active valve within suspension component160) based upon some input received by processor606. The examples set forth herein were presented in order to best explain, to describe particular applications, and to thereby enable those skilled in the art to make and use embodiments of the described examples. However, those skilled in the art will recognize that the foregoing description and examples have been presented for the purposes of illustration and example only. The description as set forth is not intended to be exhaustive or to limit the embodiments to the precise form disclosed. Rather, the specific features and acts described above are disclosed as example forms of implementing the Claims. Reference throughout this document to “one embodiment,” “certain embodiments,” “an embodiment,” “various embodiments,” “some embodiments,” “various embodiments”, or similar term, means that a particular feature, structure, or characteristic described in connection with that embodiment is included in at least one embodiment. Thus, the appearances of such phrases in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics of any embodiment may be combined in any suitable manner with one or more other features, structures, or characteristics of one or more other embodiments without limitation. | 49,164 |
11858387 | DETAILED DESCRIPTION The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. It should be understood that throughout the drawings, corresponding reference numerals indicate like or corresponding parts and features. A vehicle, in accordance with a non-limiting example, is indicated generally at10inFIG.1. Vehicle10includes a body12supported on a frame (not shown) and a plurality of wheels, one of which is indicated at16. Body12includes a passenger compartment20that includes at least one seating assembly22. Referring toFIG.2, a seating assembly22is disclosed. The seating assembly22may be used in any vehicle10including, but not limited to, automobiles, trucks, busses, trains, and aircraft, for example. The seating assembly22includes a backrest subassembly (backrest)24that is pivotably connected to a seat bottom subassembly (seat bottom)26. As indicated, the backrest24may be configured to pivot with respect to seat bottom26to provide an adjustable back support for an occupant of the seating assembly22. The backrest24may include an inner frame member (not shown) that supports one or more foam cushion portions28and an upholstery trim covering30disposed over the cushion portion(s). In an embodiment, the seat bottom26may include a rail assembly31which is configured to secure the seating assembly22to a floor surface23of vehicle10. A seat bottom frame28supports the seating assembly22and slidably engages the rail assembly31to permit the seating assembly22to move longitudinally fore and aft within the passenger compartment20, in an embodiment. The seat bottom frame28attaches to the rail assembly31and provides a generally horizontal surface to support the seat bottom26thereon. A seat bottom cushion34is supported on the seat bottom frame28and is configured to support a significant portion of a seated occupant. The seat bottom cushion34flexes to accommodate both the weight of the occupant and any impact forces acting in a generally downward direction as the vehicle10encounters bumps or otherwise jostles the occupant. As such, ensuring the comfort of the seat bottom cushion34can be an important focus. Referring toFIG.3, with continuing reference toFIG.2, the seat bottom cushions28and34may be constructed of any suitable material including polyurethane, TDI and MDI foams and in some cases, combinations thereof. Varying materials may allow for the manufacture of cushions with more supportive or firmer bolsters36and softer inserts or center portions38. A ventilation system40may, in an embodiment, be integrated with the seat bottom26. A similar ventilation system is envisioned for the backrest24and the description provided herein applies equally thereto. The ventilation system40is configured to create an airflow through the seat bottom cushion34to enhance the comfort of an occupant seated thereon. The ventilation system40may draw air through the seat bottom cushion34, from a second side (i.e. a cushion top)42to a first side (i.e. a cushion bottom)44, or may force air through the seat bottom cushion, from cushion bottom44to cushion top42. In an embodiment, the ventilation system40includes a ventilation manifold48that is disposed integrally within the seat bottom cushion34. In the embodiment illustrated inFIG.3, the ventilation manifold48comprises an octopus configuration having an inlet50, disposed at or near the cushion bottom44, and a plurality of manifold branches or ducts54, extending from the inlet50to terminate in a series of outlets56disposed at or near openings58in the cushion top42. A fan motor60,FIGS.3and4, having an inlet62and an outlet64is attached adjacent to, or positioned near, the cushion bottom44with the fan outlet64fluidly connected to the inlet50of the ventilation manifold48. The fan motor60may operate to apply a positive or a negative pressure, via outlet64to the ventilation manifold48. As a result, the terminology fan outlet and fan inlet are only for descriptive purposes as their functions may be reversed depending upon the application of a positive or negative pressure and the resultant direction of air movement through the manifold, as described. In an embodiment, the ventilation manifold48is constructed of a reticulated material (i.e. reticulated ventilation manifold) such as foam, polymeric material, metal, or other elastomeric material arranged in a reticulated manner offering free air movement through its volume while providing resiliency to support the cushion. The reticulated material can be molded, printed, spun, formed through reaction, or other manufacturing means. The reticulated material, being very porous, allows air to flow through the ventilation manifold48when a positive or negative pressure is applied thereto, via the fan motor60. The reticulated material may be an organic polymer such as polyurethane, a ceramic, or a metal and the ventilation manifold48may be molded or 3-D printed prior to the molding of the seat bottom cushion34. Subsequently, the ventilation manifold48may be molded in place during construction of the seat bottom cushion43. In an embodiment, the seat bottom cushion34is molded of a polyurethane foam. Alternately, the ventilation manifold48may be mechanically inserted into an already molded seat bottom cushion34. The seating assembly22having a seat bottom cushion34with the ventilation manifold48constructed of the reticulated material, provides consistent occupant support across the seat bottom cushion34; avoiding discontinuities in occupant support that may be caused by plastic molded ventilations ducts, for instance. In an embodiment, the reticulated foam or appropriate resilient open-cell material matrix may vary in firmness (i.e. firmer or less firm) relative to the adjacent seat padding material to provide a desired occupant support. In another embodiment illustrated inFIGS.5and6, the ventilation system40includes the ventilation manifold48that extends below and through the seat bottom cushion34. The ventilation manifold48comprises a plenum70disposed at or near the cushion bottom44. A plenum upper surface73is located adjacent the cushion bottom44and includes a plurality of ducts54, extending from the plenum upper surface73, through seat bottom cushion34, to terminate in a series of outlets56disposed at or near openings58in the cushion top42. In an embodiment, the ventilation manifold48is constructed of a reticulated material (i.e. reticulated ventilation manifold). The reticulated material allows air to flow through the plenum material from, for example, the cushion bottom44to, and through, the plurality of ducts54, or vice-versa. The ventilation manifold48may be molded, or 3-D printed prior to the molding of the seat bottom cushion34. Subsequently, the ventilation manifold48is molded in place during construction of the seat bottom cushion34. Alternately, the ventilation manifold48may be mechanically inserted into an already molded seat bottom cushion34. The seating assembly22having a seat bottom cushion34with a reticulated ventilation manifold48provides consistent occupant support across the seat bottom cushion34and avoids discontinuities in occupant support that may be caused by plastic molded ventilations ducts, for instance. In an embodiment, the reticulated foam, or appropriate resilient open-cell material matrix may vary in firmness (i.e. firmer or less firm) relative to the adjacent seat padding material to provide the desired occupant support. In an embodiment, the plenum70, of the ventilation manifold48, may have a Compression Force Deflection (CFD) that is 0-2 times that of the seat bottom cushion34. A plenum lower surface74receives an air impermeable seal such as a membrane72that operates to close the plenum lower surface74to prevent air flow therethrough. The seal membrane72may be constructed of plastic sheeting such as polyethylene, polypropylene, or other suitable polymer membrane or a resin impregnated material such as resin impregnated felt or other woven or non-woven material, which provides the desired impermeability and durability. In an embodiment, the seal membrane72is attached to the plenum lower surface74using an adhesive sealant or other suitable fastening means. An opening76is provided in the seal membrane72and receives the outlet64of the fan motor60therein for fluid connection with the plenum70of the ventilation manifold48. The fan motor60may operate to apply a positive or a negative pressure, via outlet64to the ventilation manifold48. While the above disclosure has been described with reference to exemplary embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted for elements thereof without departing from its scope. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular embodiments disclosed but will include all embodiments falling within the scope thereof. | 9,162 |
11858388 | DETAILED DESCRIPTION Reference will now be made in detail to embodiments of the present disclosure, examples of which are described herein and illustrated in the accompanying drawings. While the present disclosure will be described in conjunction with embodiments and/or examples, they do not limit the present disclosure to these embodiments and/or examples. On the contrary, the present disclosure covers alternatives, modifications, and equivalents. In embodiments, such as generally illustrated inFIG.1, a seat assembly104may be configured as a modular seat assembly104that may include a plurality of components, elements, parts, etc. which, when assembled, may form a seat assembly104, such as for a passenger vehicle100. In some examples, the seat assembly104may form some a seating system, mechanism, device, or assembly such as a front seat assembly, a rear seat assembly, an intermediate row seat assembly, and/or other seat apparatus. A seat assembly104may, for example and without limitation, be used in conjunction with a passenger vehicle100(e.g., cars, vans, SUVs, trucks, buses, trains, boats, ships, planes, etc.), and may be utilized in any other situation or apparatus where seating is desired, such as homes, office buildings, warehouse facilities, theaters, stadiums, recreational vehicles, commercial vehicles/equipment, agricultural vehicles/equipment, and/or roller coasters, among others. In embodiments, such as generally illustrated inFIG.1, a seat assembly104may include a plurality of seat portions and/or a plurality of seat components. For example, a seat assembly104may include a seat bottom106on which a user may sit, a seatback110against which a user may lean, such as when sitting on the seat bottom106, and/or a seat assembly carrier108, which may connect the seat assembly104to a vehicle floor102and/or a vehicle100. In embodiments, a seat bottom106may be disposed adjacent to and/or may be connected to a lower region of the seatback110. A seat bottom106may be configured as a modular seat bottom that may include a plurality of components, elements, parts, etc. which, when assembled, may form the seat bottom106. A seat bottom106may extend in a similar direction to a floor102of a vehicle100(e.g., obliquely or perpendicularly to a Z-direction; in a direction substantially transverse to gravitational force). The firmness, position, and/or orientation of a seat bottom106relative to a seatback110or a vehicle floor102may be adjustable via an adjustment mechanism (e.g., a tilt lever, a height lever, a motor, etc.), which may allow a user to customize the configuration of the seat bottom106. A seat bottom106may be constructed or composed of one or more of a variety of materials, such as fabric, foam, metal, plastic, injection foam-in-place materials, and/or others. A seat bottom106may be a wide variety of sizes and shapes, and may be constructed from or composed of a wide variety of materials. In embodiments, a seatback110may be configured as a modular seatback that may include a plurality of components, elements, parts, etc. which, when assembled, may form the seatback110. A seatback110and/or components thereof may be constructed or composed of a variety of materials, such as fabric, foam, metal, plastic, injection foam-in-place materials, and/or other materials. With reference toFIG.2, a seatback110that may include one or more seatback110components such as a seatback frame112, a headrest120,120′, a cushion130, a trim cover132, a back panel140, and/or a trim member150. The firmness, position, and/or orientation of a seatback110relative to a seat bottom106or a vehicle floor102may be adjustable via an adjustment mechanism (e.g., a recliner, a lumbar adjuster, a motor, etc.), which may allow a user to customize the configuration of the seatback110. A seatback110may be a wide variety of sizes and shapes, and may be constructed from or composed of a wide variety of materials. In embodiments, such as generally illustrated inFIG.2, a seatback frame112may provide a support structure upon and/or around which other components or portions of a seat assembly104may be assembled. A seatback frame112may be composed of one or more of a variety of materials or combinations of materials (e.g., metal and/or plastic). An upper end112aof a seatback frame112may be disposed above a lower end112bof the seatback frame112relative to a Z-direction (e.g., in generally upright positions of the seatback frame112). An upper end112aof a seatback frame112(e.g., upper portions of a longitudinal member114,114′,114″, and/or a cross-member116that may be disposed at the upper end112a) may be configured to engage, connect to, and/or support various components of a seat assembly104, such as one or more headrests120,120′, safety mechanisms, etc. A lower end112bof a seatback frame112may be connected to, for example, a seat bottom106, a seat assembly carrier108, a seat assembly adjustment track that may connect a seat assembly carrier108to a vehicle floor102, and/or a vehicle100. A seatback frame112may include one or more first members114,114′,114″ (e.g., a longitudinal member) and/or one or more second members116,116′ (e.g., a cross-member). A longitudinal member114,114′,114″ may generally extend obliquely or perpendicularly to a Y-direction. A cross-member116,116′ may extend generally in a Y-direction. A cross-member116,116′ may extend between and connect two or more longitudinal members114,114′,114″ to one another. For example, a first cross-member116may extend between and connect a first longitudinal member114, a second longitudinal114′, and/or a third longitudinal member114″ at an upper end112aof a seatback frame112. A second cross-member116′ may extend between and connect a first longitudinal member114, a second longitudinal114′, and/or a third longitudinal member114″ at a lower end112bof a seatback frame112. A seatback frame112, a longitudinal member114,114′,114″, and/or a cross-member116,116′ may include a plurality of connectors (e.g., wires118a, recesses118b, flanges, bosses, etc.) to facilitate connection of other components or portions of a seat assembly104(e.g., one or more headrests120,120′, a cushion130, a trim cover132, a back panel140, a trim member150, etc.) to a seatback frame112. For example and without limitation, a connector may include one or more rigid wires118a, which may be configured to engage with and/or connect to one or more trim connectors138a-138eof a trim cover132. In embodiments, such as generally illustrated inFIG.2, a seatback110may include one or more headrests120,120′ (e.g., a first headrest120and a second headrest120′), which may be referred to as and/or include a head restraint. A headrest120,120′ may be disposed at and/or connected to an upper end112aof a seatback frame112and/or a seatback110. In some examples, a headrest120,120′ may be connected to a seatback110and/or seatback frame112such that the position of the headrest120,120′ relative to the seatback110and/or seatback frame112is not adjustable (e.g., a headrest120,120′ may have a fixed position). A headrest120,120′ may be configured as a headrest assembly and/or may include one or more portions. For example and without limitation, a headrest120,120′ may include a first headrest portion122,122′ and/or a second headrest portion124,124′ (e.g., a mounting portion). InFIG.2, a first headrest120is shown with the first and second headrest portions122,124connected to one another, and a second headrest120′ is shown in a partially exploded view with the first and second headrest portions122′,124′ separated from one another. In embodiments, such as generally illustrated inFIG.2, a first headrest portion122,122′ may be configured to interact with and/or support a user's head (e.g., a user may lean their head on the first headrest portion122,122′ while using/sitting in the seat assembly104). A first headrest portion122,122′ may include padding and/or cushioning to provide a comfortable surface for the head of a user. A first headrest portion122,122′ may be constructed or composed of materials such as fabric, foam, plastic, injection foam-in-place materials, and/or other materials. A first headrest portion122,122′ may be sized to be at least slightly larger in one or more dimensions than the head of an average person. A first headrest portion122,122′ be a variety of sizes and shapes, and may be constructed from or composed of one or more of a variety of materials. The size, shape, firmness, material, and/or other feature of the first headrest portion122,122′ may be configured to reduce the impact/force exerted upon the head of a user in the event of rapid acceleration and/or deceleration, such as during an abrupt stop and/or collision. The first headrest portion122,122′ of the first and second headrests120,120′ are omitted inFIGS.5A-5Fto provide an unobstructed view of other portions of a seat assembly104. In embodiments, such as generally illustrated inFIGS.2,4A, and4B, a second headrest portion124,124′ may be configured to connect to a portion of a seat assembly104(e.g., a seatback frame112). A second headrest portion124,124′ may be configured to connect and/or mount a headrest120,120′ to a seatback frame112and/or a seat assembly104. A second headrest portion124,124′ may, for example, include one or more headrest posts126a,126b,126a′,126b′, which may be connectable and/or connected to a first headrest portion122,122′. A second headrest portion124,124′ may include a bracket128,128′, which may be configured to connect, mount, fix, etc. one or more headrest posts126a,126b,126a′,126b′ to a seatback frame112, a seatback110, and/or a seat assembly104. For example and without limitation, one or more headrest posts126a,126b,126a′,126b′ may be connected to a bracket128,128′ (e.g., via welding) and the bracket128,128′ may then be connected to an upper end112aof a seatback frame112(e.g., a cross-member116), such as via one or more fasteners128a,128b,128a′,128b′ (e.g., screws, bolts, etc.). This in turn may connect and/or fix the second headrest portion124,124′ and/or a first headrest portion122,122′ connected thereto to the seatback frame112, the seatback110, and/or the seat assembly104. In embodiments, such as generally illustrated inFIGS.2,4A,4B,5D, and5E, a seatback110may include one or more cushions130. A cushion130may be configured to provide at least a portion of an outer, padded portion of the seatback110against which a user may sit. A cushion130may be disposed on and/or connected to a seatback frame112(e.g., a longitudinal member114,114′,114″, a cross-member116,116′, etc.). A first/upper end130aof a cushion130may be disposed at and/or on an upper end112aof a seatback frame112(e.g., a cross-member116,116′), such as proximate and/or at least partially on top of a trim member150(e.g., a first end152aof a base portion152). A cushion130may be configured to provide a comfortable and supportive surface for the upper body and/or back of a user. A cushion130may be constructed or composed of materials such as fabric, foam, plastic, injection foam-in-place materials, and/or other materials. In embodiments, such as generally illustrated inFIGS.2,4A,4B,5E, and5F, a seatback110may include a trim cover132. A trim cover132may be configured to provide at least a portion of an outer surface of the seatback110on/against which a user may sit. A trim cover132may include fabric and may or may not include padding or cushions. A trim cover132may be configured to at least partially cover a seatback110, a seatback frame112, a cushion130, and/or a trim member150. A trim cover132may include a main trim portion134, one or more trim flanges136a-136e, and/or one or more trim connectors138a-138e. A trim cover132and/or a main trim portion134may be connectable to a seatback frame112via one or more trim flanges136a-136eand/or trim connectors138a-138e. A trim flange136a-136emay project from a main trim portion134, such as from an upper end134aof the main trim portion134. A trim flange136a-136emay include one or more through-holes that may allow at least a portion of an associated fastener146a-146d(e.g., a bolt, screw, clip, etc.) to extend through the trim flange136a-136e, such as to engage a seatback frame112. One or more trim connectors138a-138emay be connected to an end of a trim flange136a-136eopposite a main trim portion134. A trim connector138a-138emay be configured to engage a portion of a seatback frame112(e.g., a wire118a). For example and without limitation, a trim connector138a-138emay be configured as a hook that may engage and/or snap on to a wire118aof a seatback frame112. In embodiments, such as generally illustrated inFIG.5E, a trim cover132may include one or more trim flanges136a-136e(e.g., five), some or all of which may have one or more trim connectors138a-138e. A first trim flange136aand a second trim flange136bmay be disposed on opposite sides of a first headrest post126aof a first headrest120. A second trim flange136bmay be disposed between first and second headrest posts126a,126bof a first headrest120. A third trim flange136cmay be disposed between a second headrest post126bof a first headrest120and a first headrest post126a′ of a second headrest120′. A fourth trim flange136dmay be disposed between a first and second headrest post126a′,126b′ of a second headrest120′. A fifth trim flange136eand a fourth trim flange136dmay be disposed on opposite sides of a second headrest post126b′ of a second headrest120′. In embodiments, such as generally illustrated inFIGS.2and5F, a seatback110may include a back panel140. A back panel140may be configured as a portion of a cover, housing, or structure that may at least partially form a rear side/surface of a seatback110. A back panel140may be a variety of sizes and shapes, and may be constructed from or composed of a variety of materials (e.g., a plastic, a plastic composition, others). A back panel140may be connectable to a variety of other components or parts of a seat assembly104such as a seatback frame112, a cushion130, a trim cover132, and/or a trim member150. To facilitate such connections, a back panel140may include a one or more connectors142a-142d(e.g., flanges, recesses, bosses, and/or other connecting structures). In at least some examples, a connector142a-142dmay be configured to engage and/or receive one or more fasteners146a-146d, which may engage a seatback frame112to connect the back panel140thereto. A back panel140may include a lip144, which may be configured to engage a groove154of a trim member150and/or to press/sandwich a portion of a trim cover132(e.g., one or more trim flanges136a-136e) toward and/or against a trim member150. A lip144may be disposed at and/or extend (e.g., generally in a Y-direction) along an upper end140aof a back panel140and/or may protrude from a back panel140(e.g., generally in an X-direction). In embodiments, such as generally illustrated inFIGS.2-5E, a seatback110may include one or more trim members150. A trim member150may be configured to engage and/or connect to a seatback frame112, one or more headrests120,120′, a cushion130, a trim cover132, and/or a back panel140. A trim member150may be configured to prevent formation of and/or reduce the size of a gap disposed along an interface between a trim cover132and a back panel140. A trim member150may, additionally and/or alternatively, be configured to reduce the size of and/or cover a gap surrounding a second headrest portion124,124′ (e.g., an annular gap around a headrest post126a,126b,126a′,126b′). A trim member150may include one or more portions, such as a first portion152(e.g., a base portion) and/or one or more second portions170a-170d(e.g., receiver portions). At least a portion of a trim member150may be constructed or composed of a flexible material, such as plastic and/rubber. For example, the trim member150may be more flexible than the seatback frame112and/or the back panel140. In some example configurations, a trim member150may be formed a single monolithic, unitary component. In embodiments, such as generally illustrated inFIGS.3A-5E, a trim member150may include a first portion152(e.g., a base portion). A base portion152may be configured as an elongated body (e.g., a generally planar body) extending generally in a Y-direction. A base portion152may have a first end152aand/or a second end152b, which may be disposed opposite one another relative to an X-direction. A base portion152may be disposed on and/or connected to a cross-member116of a seatback frame112(e.g., a first surface116aof a cross-member116that faces generally toward a headrest120,120′). In some configurations, the base portion152may not be directly positively connected to the seatback frame112. A second end152bof a base portion152may not be disposed on a cross-member116and/or may protrude from the cross-member116generally in an X-direction. A second end152bof a base portion152may include one or more grooves154, which may extend generally in a Y-direction. A groove154may be configured to engage and/or receive a portion of a trim cover132(e.g., a portion of one or more trim flanges136a-136e) and/or a back panel140(e.g., a lip144). A base portion152may include one or more flanges156a-156d. A flange156a-156dmay project from a base portion152, such as generally in a Z-direction (e.g., downward), and may be configured to engage, contact, and/or abut a seatback frame112. For example and without limitation, a flange156a-156dmay contact a different surface of a cross-member116,116′ than a base portion152(e.g., a second surface116bof the cross-member116,116′ that faces generally toward a back panel140). A flange156a-156dmay include one or more through-holes158a-158dvia which a fastener146a-146dmay engage a seatback frame112, such as to connect and/or secure the trim member150and/or a back panel140to the seatback frame112. In some configurations, a trim member150may not include a flange156a-156d, and/or a flange156a-156dmay not need to be connected to a cross-member116(e.g., via one or more fasteners146a-146d), however, the trim member150may be connected to the seatback110and/or sufficiently held in place as a result of engaging a seatback frame112, one or more headrests120,120′, a cushion130, a trim cover132, and/or a back panel140. A base portion152may include one or more formations160(e.g., a recess), which may be configured to engage one or more seat components (e.g., a portion of a safety mechanism and/or seatbelt assembly). In embodiments, such as generally illustrated inFIGS.2-5E, a trim member150may include one or more second portions170a-170d(e.g., receiver portions), which may be configured to engage at least a portion of a headrest120,120′ (e.g., a second headrest portion124,124′ and/or a headrest post126a,126b,126a′,126b′). A receiver portion170a-170dmay be connected to and/or integrally formed with a base portion152. One or more receiver portions170a-170dmay be disposed proximate a second end152bof a base portion152and/or may be disposed spaced apart from one another generally in a Y-direction. A receiver portion170a-170dmay include an aperture172a-172d, an opening174a-174d, a body portion180a-180d, and/or a cover portion190a-190d. A receiver portion170a-170d, a body portion180a-180d, and/or a cover portion190a-190dmay be configured to deform (e.g., elastically) and/or flex to expand an opening174a-174d(e.g., increase a dimension of the opening174a-174din at least one direction) to allow a portion of a headrest120,120′ (e.g., a headrest post126a,126b,126a′,126b′) to pass through the opening174a-174dand into an aperture172a-172d. In embodiments, such as generally illustrated inFIGS.3A-3C and3E, a receiver portion170a-170dmay include an aperture172a-172d. An aperture172a-172dmay be configured to receive at least a portion of a headrest120,120′ (e.g., a second headrest portion124,124′ and/or a headrest post126a,126b,126a′,126b′). An aperture172a-172dmay extend through (e.g., generally in a Z-direction) and/or be defined at least partially by a body portion180a-180dand/or a cover portion190a-190d. A receiver portion170a-170dmay include an opening174a-174dvia which at least a portion of a headrest120,120′ may be inserted into an aperture172a-172dgenerally in a direction transverse to a Z-direction (e.g., generally in an X-direction, a radial direction relative to a body portion180a-180d, and/or a direction oblique or perpendicular to a central longitudinal axis182a-182dof a body portion180a-180d; seeFIGS.3B-3E). An opening174a-174dmay extend along an entire longitudinal (e.g., axial) extent of a body portion180a-180dand/or a cover portion190a-190d, which may provide the body portion180a-180dand/or the cover portion190a-190dwith a generally C-shaped configuration when viewed from a Z-direction. An opening174a-174dmay extend through a body portion180a-180dand/or a cover portion190a-190dgenerally in a direction transverse to a Z-direction (e.g., a radial direction relative to a central longitudinal axis182a-182dof a body portion170a-170d) to connect the aperture172a-172dto an exterior space around the receiver portion170a-170d. An opening174a-174dmay be defined between one or more ends184a-184d,184a′-184d′ of a body portion180a-180dand/or one or more ends192a-192d,192a′-192d′ of a cover portion190a-190d(see, e.g.,FIG.3E). An opening174a-174dmay be expandable in at least one direction (e.g., generally in a Y-direction) to allow a headrest post126a,126b,126a′,126b′ to pass through the opening174a-174dand into an aperture172a-172d. An opening174a-174dmay be expanded via temporarily deforming at least a portion of a body portion180a-180d(e.g., body portion ends184a-184d,184a′-184d′) and/or at least a portion of a cover portion190a-190d(e.g., cover portion ends192a-192d,192a′-192d′). In embodiments, such as generally illustrated inFIGS.2-5E, a receiver portion170a-170dmay include a body portion180a-180d. A body portion180a-180dmay be an elongated body extending generally obliquely or perpendicularly to a Y-direction. For example and without limitation, a body portion180a-180dmay be configured as a tube portion with a circular outer profile. A body portion180a-180dmay have a central longitudinal axis182a-182dthat extends generally obliquely or perpendicularly to a base portion152and/or a groove154(e.g., generally obliquely or perpendicularly to a Y-direction). A body portion180a-180dmay include one or more ends184a-184d,184a′-184d′, which may define a section of an opening174a-174d. A body portion180a-180dmay be connected to and/or integrally formed with a second end152bof a base portion152. In some examples, a body portion180a-180dmay protrude from a second end152bof a base portion152generally in an X-direction (e.g., generally in a radial direction relative to a longitudinal axis182a-182d) such that the base portion152extends only partially around an outer surface186a-186dof the body portion180a-180d(see, e.g.,FIG.3B). When a trim member150is connected to a seatback frame112as generally illustrated inFIG.4B, an outer surface186a-186dand/or an inner surface188a-188dof a body portion180a-180dmay be disposed in alignment with and/or offset from a second surface116bof a cross-member116(e.g., generally in an X-direction), which may allow a second headrest portion124,124′ (e.g., a headrest post126a,126b,126a′,126b′) to be simultaneously connected to the second surface116band disposed in the aperture172a-172d. In embodiments, such as generally illustrated inFIGS.3A-3E, a receiver portion170a-170dmay include a cover portion190a-190d. A cover portion190a-190dmay be disposed on, rest on, and/or contact a trim cover132, one or more trim flanges136a-136d, and/or a back panel140(e.g., generally in a Z-direction), for example, to cover a gap surrounding a second headrest portion124,124′ (e.g., an annular gap around a headrest post126a,126b,126a′,126b′). A cover portion190a-190dmay be connected to and/or integrally formed with a body portion180a-180d. A cover portion190a-190dmay protrude outward from a body portion180a-180d(e.g., generally obliquely or perpendicularly to a Z-direction; generally radially relative to a longitudinal axis182a-182d) and/or may extend (e.g., partially or completely) around the body portion180a-180d. A cover portion190a-190dmay include one or more ends192a-192d,192a′-192d′, which may define a section of an opening174a-174d(see, e.g.,FIG.3E). A cover portion190a-190dmay be disposed at or about an end of a body portion180a-180dand/or may be disposed spaced apart from a base portion152(e.g., may overhang a base portion152) such that a space194a-194dis defined at least partially by the base portion152, the body portion180a-180d, and the cover portion190a-190d. The space194a-194dmay be configured to receive at least a portion of a trim cover132(e.g., at least a portion of a trim flange136a-136e) such that the base portion152, a portion of the trim cover132, and a cover portion190a-190doverlap in a Z-direction and/or in a direction parallel to axes182a-182d. In some configurations, a cover portion190a-190dmay extend toward a first end152of the base portion152(e.g., generally in an X-direction) and a flange156a-156dmay be extend away from the base portion152(e.g., generally downward and/or parallel to the back panel140). A thickness of a cover portion190a-190d(e.g., generally in a Z-direction) and/or a surface of a cover portion190a-190dfacing toward a base portion152(e.g., generally downward in a Z-direction) may be configured in a complimentary manner to at least a portion of a base portion152. For example, a thickness of the cover portion190a-190dmay vary (e.g., increase and/or decrease) and/or a surface of the cover portion190a-190dmay slope in a complimentary manner to a groove154of a base portion152such that a dimension196a-196dof the space194a-194d(e.g., generally in a Z-direction) is substantially constant or varies a relatively small amount, which may facilitate maintaining a position of the trim cover132. In embodiments, such as generally illustrated inFIGS.3A-3E, a trim member150may include a first receiver portion170a, a second receiver portion170b, a third receiver portion170c, and/or a fourth receiver portion170d. A first receiver portion170amay include a first aperture172a, a first opening174a, a first body portion180a, a first cover portion190a, and/or a first space194a. A second receiver portion170bmay include a second aperture172b, a second opening174b, a second body portion180b, a second cover portion190b, and/or a second space194b. A third receiver portion170cmay include a third aperture172c, a third opening174c, a third body portion180c, a third cover portion190c, and/or a third space194c. A fourth receiver portion170dmay include a fourth aperture172d, a fourth opening174d, a fourth body portion180d, a fourth cover portion190d, and/or a fourth space194d. While a trim member150is generally illustrated in the drawings as being configured to engage multiple headrests120,120′ (e.g., for the 60 portion of a seat assembly104configured as a 60/40 bench), a trim member150may alternatively be configured to engage at least a portion of a single headrest120,120′, such as for a single seat portion of a seat assembly104configured as a split bench (e.g., the 40% portion of a 60/40 split bench) and/or a seat assembly104configured as a standalone seat. Moreover, a trim member150may also be configured to engage a single portion of a headrest120,120′ (e.g., a single headrest post126a,126b,126a′,126b′) and/or portions of a headrest120,120′ that are non-circular (e.g., a headrest post126a,126b,126a′,126b′ having a cross-section that is oval, triangular, square, rectangular, hexagonal, etc.). An embodiment of a method of assembling a seat assembly104and/or a seatback110of a seat assembly104is generally illustrated inFIGS.5A-5F. The first headrest portion122,122′ of the first and second headrests120,120′ are not shown inFIGS.5A-5Fto facilitate viewing of other components/elements of an embodiment of a seat assembly104. Referring now toFIG.5A, one or more headrests120,120′ may be connected to an upper end112aof a seatback frame112. Connecting a headrest120,120′ to a seatback frame112may include, for example, connecting a first headrest portion122,122′ to a second headrest portion124,124′, connecting one or more headrest posts126a,126b,126a′,126b′ and a bracket128,128′ to one another (e.g., via welding), and/or connecting a bracket128,128′ to a cross-member116of a seatback frame112(e.g., via one or more fasteners128a,128b,128a′,128b′), such as after connecting the one or more headrest posts126a,126b,126a′,126b′ and a bracket128,128′. With embodiments, as generally depicted inFIG.5B, a trim member150may be engaged with and/or releasably connected to one or more headrests120,120′, which may connect and/or secure the trim member150to a seatback frame112. Engaging and/or connecting a trim member150to one or more headrests120,120′ may include aligning one or more receiver portions170a-170dof the trim member150with a corresponding second headrest portion124,124′ (e.g., a corresponding headrest post126a,126b,126a′,126b′) generally in an X-direction (e.g., rearward), as shown inFIG.5A, and moving the trim member150generally in an X-direction (e.g., a direction oblique or perpendicular to a central longitudinal axis182a-182dof a body portion180a-180d) to engage the one or more headrests120,120′ as shown inFIG.5B. Moving a trim member150may include pressing one or more receiver portions170a-170dagainst the corresponding headrest post126a,126b,126a′,126b′, which may cause one or more receiver portions170a-170dto flex and/or elastically deform (e.g., the body portion ends184a-184d,184a′-184d′ and/or the cover portion ends192a-192d,192a′-192d′ may flex away from one another, such as generally in a Y-direction) to expand the opening174a-174d(e.g., increase a size and/or dimension of the opening174a-174d) to allow the corresponding headrest post126a,126b,126a′,126b′ to pass through the opening174a-174d(e.g., generally in an X-direction and/or a direction oblique or perpendicular to a central longitudinal axis182a-182dof a body portion180a-180d) and into the aperture172a-172d. For example, the headrest posts126a,126b,126a′,126b′ may not be inserted along axes182a-182d. Additionally and/or alternatively, a trim member150may be engaged with and/or connected to one or more headrests120,120′ prior to connecting one or more of the headrests120,120′ to a seatback frame112. In embodiments, such as generally depicted inFIG.5C, a trim member150may be adjusted and/or moved toward the seatback frame112(e.g., generally downward in a Z-direction), such as from the position shown inFIG.5Bto the position shown inFIG.5C. Adjusting a trim member150toward a seatback frame112may include sliding the trim member150along one or more headrest posts126a,126b,126a′,126b′, disposing a base portion152of the trim member150on a first surface116aof a cross-member116, and/or disposing a flange156a-156dof the trim member150on a second surface116bof the cross-member116. With embodiments, such as generally depicted inFIG.5D, a cushion130may be adjusted/disposed on and/or connected to a seatback frame112. Adjusting a cushion130onto a seatback frame112may include disposing an upper end130aof the cushion130on a cross-member116, such as proximate and/or at least partially on top of a first surface116aof the cross-member116and/or a first end152aof a base portion152of a trim member150. In embodiments, such as generally depicted inFIG.5E, a trim cover132may be connected to a seatback frame112. Connecting a trim cover132to a seatback frame112may include disposing a main trim portion134on a cushion130and/or a seatback frame112such that, for example, an upper end134aof the main trim portion134is disposed proximate a groove154of a trim member150. One or more trim flanges136a-136emay then be adjusted, stretched, and/or wrapped at least partially around a cross-member116, a trim member150, and/or a second headrest portion124,124′. Adjusting a trim flange136a-136emay include disposing at least a section of the trim flange136a-136ein a space194a-194dof one or more receiver portions170a-170dof the trim member150. For example and without limitation, a section of a first trim flange136amay be adjusted to be disposed within a first space194aof a first receiver portion170a, a section of a second trim flange136bmay be adjusted to be disposed within the first space194aof the first receiver portion170aand a second space194bof a second receiver portion170b, a section of a third trim flange136cmay be adjusted to be disposed within the second space194bof the second receiver portion170band a third space194cof a third receiver portion170c, a section of a fourth trim flange136dmay be adjusted to be disposed within the third space194cof the third receiver portion170cand a fourth space194dof a fourth receiver portion170d, and/or a section of a fifth trim flange136emay be adjusted to be disposed within the fourth space194dof the fourth receiver portion170d. One or more trim connectors138a-138eof the trim cover132may be connected to a portion of a seatback frame112, which may further connect and/or secure (e.g., indirectly) a trim member150to a seatback frame112. Connecting a trim connector138a-138eto a seatback frame112may include, for example, engaging a hook138a-138eand a wire118aof the seatback frame112. With embodiments, such as generally depicted inFIG.5F, a back panel140may be disposed on and/or connected to a seatback frame112. Disposing a back panel140on a seatback frame112may include engaging a lip144of a back panel140with a groove154of the trim member150, which may press one or more trim flanges136a-136einto the groove154and/or against a second end152bof the base portion152of the trim member150. This in turn, may substantially prevent formation of and/or reduce the size of a gap disposed along an interface between a trim cover132and a back panel140. Additionally and/or alternatively, it may reduce the size of and/or cover a gap surrounding a second headrest portion124,124′ (e.g., an annular gap around a headrest post126a,126b,126a′,126b′). The back panel140may then be connected to the seatback frame112, such as via engaging connectors142a-142dwith one or more fasteners146a-146dand securing one or more fasteners146a-146dto the seatback frame112. One or more of the fasteners146-146dmay extend through a corresponding opening of a trim flange136a-136eand/or a through-hole158a-158dof a flange156a-156dto engage the seatback frame112. In some configurations, one or more fasteners146a-146dmay connect one or more flanges156a-156dto a seatback frame112, which may connect and/or secure the trim member150to the seat assembly104. However, the trim member150may be connected to the seatback110and/or sufficiently held in place via the seatback frame112, one or more headrests120,120′, a cushion130, a trim cover132, and/or a back panel140. Various examples/embodiments are described herein for various apparatuses, systems, and/or methods. Numerous specific details are set forth to provide a thorough understanding of the overall structure, function, manufacture, and use of the examples/embodiments as described in the specification and illustrated in the accompanying drawings. It will be understood by those skilled in the art, however, that the examples/embodiments may be practiced without such specific details. In other instances, well-known operations, components, and elements have not been described in detail so as not to obscure the examples/embodiments described in the specification. Those of ordinary skill in the art will understand that the examples/embodiments described and illustrated herein are non-limiting examples, and thus it can be appreciated that the specific structural and functional details disclosed herein may be representative and do not necessarily limit the scope of the embodiments. Reference throughout the specification to “examples, “in examples,” “with examples,” “various embodiments,” “with embodiments,” “in embodiments,” or “an embodiment,” or the like, means that a particular feature, structure, or characteristic described in connection with the example/embodiment is included in at least one embodiment. Thus, appearances of the phrases “examples, “in examples,” “with examples,” “in various embodiments,” “with embodiments,” “in embodiments,” or “an embodiment,” or the like, in places throughout the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more examples/embodiments. Thus, the particular features, structures, or characteristics illustrated or described in connection with one embodiment/example may be combined, in whole or in part, with the features, structures, functions, and/or characteristics of one or more other embodiments/examples without limitation given that such combination is not illogical or non-functional. Moreover, many modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the scope thereof. It should be understood that references to a single element are not necessarily so limited and may include one or more of such element. Any directional references (e.g., plus, minus, upper, lower, upward, downward, left, right, leftward, rightward, top, bottom, above, below, vertical, horizontal, clockwise, and counterclockwise) are only used for identification purposes to aid the reader's understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of examples/embodiments. Joinder references (e.g., attached, coupled, connected, and the like) are to be construed broadly and may include intermediate members between a connection of elements, relative movement between elements, direct connections, indirect connections, fixed connections, movable connections, operative connections, indirect contact, and/or direct contact. As such, joinder references do not necessarily imply that two elements are directly connected/coupled and in fixed relation to each other. Connections of electrical components, if any, may include mechanical connections, electrical connections, wired connections, and/or wireless connections, among others. Uses of “e.g.” and “such as” in the specification are to be construed broadly and are used to provide non-limiting examples of embodiments of the disclosure, and the disclosure is not limited to such examples. Uses of “and” and “or” are to be construed broadly (e.g., to be treated as “and/or”). For example and without limitation, uses of “and” do not necessarily require all elements or features listed, and uses of “or” are inclusive unless such a construction would be illogical. While processes, systems, and methods may be described herein in connection with one or more steps in a particular sequence, it should be understood that such methods may be practiced with the steps in a different order, with certain steps performed simultaneously, with additional steps, and/or with certain described steps omitted. All matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative only and not limiting. Changes in detail or structure may be made without departing from the present disclosure. | 39,588 |
11858389 | DETAILED DESCRIPTION The present invention now will be described more fully hereinafter with reference to the accompanying drawings, in which some, but not all embodiments of the invention are shown. Indeed, this invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements. Like numbers refer to like elements throughout. It is to be understood that this invention is not limited to the particular methodology and protocols described, as such may vary. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. Many modifications and other embodiments of the invention set forth herein will come to mind to one skilled in the art to which the invention pertains having the benefit of the teachings presented in the foregoing description and the associated drawings. Therefore, it is to be understood that the invention is not to be limited to the specific embodiments disclosed and that modifications and other embodiments are intended to be included within the scope of the appended claims. Although specific terms are employed herein, they are used in a generic and descriptive sense only and not for purposes of limitation. As used throughout, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to “a coupling element” can include two or more such coupling elements unless the context indicates otherwise. Ranges can be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent “about,” it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint. Finally, it should be understood that all of the individual values and sub-ranges of values contained within an explicitly disclosed range are also specifically contemplated and should be considered disclosed unless the context specifically indicates otherwise. The foregoing applies regardless of whether in particular cases some or all of these embodiments are explicitly disclosed. Optionally, in some aspects, when values are approximated by use of the antecedents “about,” “substantially,” or “generally,” it is contemplated that values within up to 15%, up to 10%, up to 5%, or up to 1% (above or below) of the particularly stated value or characteristic can be included within the scope of those aspects. Unless defined otherwise, all technical and scientific terms used herein have the same meanings as commonly understood by one of skill in the art to which the disclosed apparatus, system, and method belong. Although any apparatus, systems, and methods and materials similar or equivalent to those described herein can be used in the practice or testing of the present apparatus, system, and method, the particularly useful methods, devices, systems, and materials are as described. Throughout the description and claims of this specification, the word “comprise” and variations of the word, such as “comprising” and “comprises,” means “including but not limited to,” and is not intended to exclude, for example, other additives, components, integers or steps. In particular, in methods stated as comprising one or more steps or operations it is specifically contemplated that each step comprises what is listed (unless that step includes a limiting term such as “consisting of”), meaning that each step is not intended to exclude, for example, other additives, components, integers or steps that are not listed in the step. As used herein, the terms “optional” or “optionally” mean that the subsequently described event or circumstance may or may not occur, and that the description includes instances where said event or circumstance occurs and instances where it does not. It is to be understood that unless otherwise expressly stated, it is in no way intended that any method set forth herein be construed as requiring that its steps be performed in a specific order. Accordingly, where a method claim does not actually recite an order to be followed by its steps or it is not otherwise specifically stated in the claims or descriptions that the steps are to be limited to a specific order, it is in no way intended that an order be inferred, in any respect. This holds for any possible non-express basis for interpretation, including: matters of logic with respect to arrangement of steps or operational flow; plain meaning derived from grammatical organization or punctuation; and the number or type of aspects described in the specification. The following description supplies specific details in order to provide a thorough understanding. Nevertheless, the skilled artisan would understand that the apparatus, system, and associated methods of using the apparatus can be implemented and used without employing these specific details. Indeed, the apparatus, system, and associated methods can be placed into practice by modifying the illustrated apparatus, system, and associated methods and can be used in conjunction with any other apparatus and techniques conventionally used in the industry. FIG.1Ashows an exemplary car seat100to which a blanket (e.g., an apparatus) may be attached. The car seat may comprise one or more straps. For example, the car seat may comprise a first strap102, a second strap104, and a third strap105. The car seat may comprise a belt immobilization element106configured to reduce the movement, while in use, of the straps with respect to each other or a seated child. The car seat may comprise a buckle108configured to receive one or more ends of the one or more straps. For example, the buckle108may be configured to receive an end of the first strap102, an end of the second strap104, and an end of the third strap105and secure the respective ends in place (e.g., “buckle” the ends) so as to secure a seated child. The car seat may comprise an upper portion and a lower portion. Each of the upper portion and the lower portion may be configured to have a height, width, and thickness such that the respective portion may accommodate a sitting person (e.g., a seated child). For example, the lower portion may be made of a material capable of supporting the weight of a person, for example a seated child. For example the lower portion may be made of a sturdy plastic or rubber. One skilled in the art will appreciate that any suitable material may be used. The lower portion may be configured to be releasably coupled to a vehicle as is known in the art. The upper portion may be disposed in proximity to the lower portion. The upper portion may be joined to the lower portion. The upper portion and lower portion may be configured to move in relation to each other to provide for adjustments in a sitting angle of the seated child. For example, the upper portion may be disposed at an angle to the lower portion such that a person (e.g., a child) may be seated in the seat (as is shown inFIG.1B). For example, the upper portion may, in use, be disposed approximately parallel to a seatback of a vehicle seat. For example the upper portion may have a height, width, and thickness such that the upper portion may accommodate a sitting person (e.g., a seated child). For example, the upper portion may be made of a material capable of supporting the weight of a person, for example a seated child. For example the upper portion may be made of a sturdy plastic or rubber. One skilled in the art will appreciate that any suitable material may be used. The upper portion may be configured to be releasably coupled to a vehicle as is known in the art. In an embodiment, the car seat is comprised of a single piece comprising the upper portion and lower portion. In an embodiment, the car seat is comprised of one or more pieces comprising the upper portion and the lower portion. The first strap102and the second strap104may each comprise, for example, a polyester strap, a canvas strap, combinations thereof, and similar restraining straps as are known in the art. The aforementioned example is merely exemplary and explanatory and is not limiting. A person skilled in the art will appreciate that each of the first strap102and the second strap104may each comprise any suitable material, for example plastic, metal, canvas, or any other suitable material. Each of the first strap102and the second strap104may comprise a proximal end and a distal end. The first strap102may, at the proximal end, be attached to an upper portion of the seat element101. Likewise, the second strap104may be attached at the proximal end to the upper portion of the seat element101. The first strap102may, at the distal end, be attached to a lower portion of the seat element101. Likewise, the second strap104may, at the distal end, be attached to a lower portion of the seat element101. The first strap102and second strap104may be disposed generally parallel to each other as shown. The buckle108may be configured to receive a distal portion of the first strap102and the second strap104so as to secure the first strap102and the second104in place during use (e.g., while restraining a child or infant). In an embodiment, the distal portion of the first strap102and the distal portion of the second strap104may terminate in a coupling device (such as a buckle as is known in the art). The buckle108may be configured with a mechanical or electromechanical device which may be activated by the insertion of the distal ends of the first strap102and the second strap104. For instance, a mechanism disposed on the interior of the buckle may engage so as to lock the respective distal ends of the first strap102and the second strap104in place during use. Further, the buckle may comprise an unlocking mechanism which is configured to, when activated, release the respective distal ends of the first strap102and the second strap104, as is known in the art. The first strap102and the second strap104may comprise any elongate member which may be attached, at both the proximal end and the distal end, to at least the upper portion of the seat element102and the buckle. In an embodiment, the first strap102and the second strap104may attached directly to a lower portion of the seat element101. For example, the lower portion of the seat element101may configured to support to weight of a seated child or infant, such as in a seat or chair, as is known in the art. Likewise, the upper portion of the seat element101may be configured to act as a backrest of an infant or child, as is known in the art.FIG.1Bshows an example of the car seat100in use. As can be seen, the car seat100may be configured to be secured to a vehicle seat, for instance by way of a safety belt, as is known the in the art. The car seat100may be configured to accommodate a seated person such as a child. FIG.2Ashows an example restraint apparatus200. The restraint apparatus200may comprise a blanket201. The restraint apparatus200may comprise a cover element comprising a first surface201A and an opposing second surface201B. The cover element may be made of any material such as a suitable polyester, cloth, fabric (e.g., cotton, nylon, polyester, combinations thereof and the like). The cover element may comprise a single piece or one or more joined pieces of material (e.g., sheets of fabric). A first piece can define the first surface201A, and a second piece can define the second surface201B. The blanket may comprise one or more layers, one or more pieces, combinations thereof, and the like. For example, the first surface201A may be defined by a first piece, and the second surface201B may be defined by a second piece joined to the first piece. As another example, the first surface201A and the second surface201B may be different sides of a single unitary, monolithic piece of material. For embodiments in which the first surface201A and the second surface201B are defined by separate pieces, the separate pieces may be joined by any means. For example, the first surface201A may be joined to the second surface201B by stitching, adhesives, zippers, or any other suitable means for joining the two pieces. The first surface201A may be the child-facing surface (e.g., a “rear” surface) and the second surface201B may face away from the child (e.g., a “front” surface). While the terms front and rear are used with respect to the first and second surface, it is to be understood the apparatus200may be used with the surface201B facing towards the seated child or away from the seated child. The words front and rear are intended to merely convey a relationship between the two surfaces but it is to be understood that either the first surface201A or the second surface201B may be either the first side or the reverse side. That is to say, the orientation of the blanket is arbitrary, although standard use may call for the bottom surface to be face-down (e.g., facing the restrained child or infant). The first surface201A and the second surface201B may each be rectangular or generally rectangular in shape and aligned along their respective horizontal and vertical axes such that the edges (e.g., sides) of the first surface201A and the sides of the second surface201B are aligned. The restraint apparatus200(e.g., the blanket) may comprise a first coupling element210and a second coupling element220. InFIG.2A, and as described further below, the first coupling element210and the second coupling element220are show in an open position. The first coupling element may comprise a stationary base piece202A and movable piece204A. For example, the stationary base piece202A may be fixed to the blanket (e.g., fixed to either the first surface or the second surface) and the movable piece204A can be movable relative to the stationary base piece202A. For example, the stationary base piece202A may be sewn, glued, or otherwise secured to the blanket. For example, the stationary based piece may be entirely fixed to the blanket by way of stitching every edge of one or more edges of the stationary base piece202A to the blanket. Movable piece204A however, may be fixed to the blanket so that the movable piece204A may move (e.g., pivot about an edge of the moveable piece204A, rotate about an axis of the moveable piece204A) with respect to either or both of the blanket and/or the stationary base piece202A. For example, the movable piece204A may comprise one or more edges. A first edge of the one or more edges may be fixed to the blanket. For example, the first edge may be in proximity to (e.g., next to) an edge of the stationary base piece202A. For example, a second edge of the movable piece204A may not be fixed so as to rotate about the secured first edge. The second edge of the movable piece204A may be configured to, after movement, meet a second edge of the stationary base piece202A. Similarly, the second coupling element220may comprise a stationary base piece202B and a movable piece204B configured similarly to coupling element210such that the movable piece204B may move in relation to the stationary base piece202B and such that an edge of movable piece204B may meet, and be secured to, an edge of stationary base piece202B. The first coupling element210and the second coupling element220may be disposed anywhere on either the first surface201A and/or the second surface201B. For example, in one aspect, the first coupling element and the second coupling element may be disposed on the first surface201A. In some aspects, the first coupling element and the second coupling element may be disposed in proximity to each other (e.g., less than 12 inches of distance between the first coupling element and the second coupling element), so as to accommodate the straps of the restraint harness. The first coupling element and the second coupling element may be any shape. In one embodiment, the first coupling element210and the second coupling element220are substantially regular in shape so as to accommodate the first strap102and the second strap104, respectively. For example, the movable piece204A may be releasably joined to the stationary base piece202A to form a first slot configured to close around the first strap102(as seen inFIG.2C). For example, as seen inFIG.2B, by placing the blanket in proximity to the first strap102and the second strap104, and laying the first strap102and the second strap104over the first coupling element210and the second coupling element220, respectively, and securing the movable piece204A to the stationary base piece202A, and securing the movable piece204B to the stationary base piece202B, the restraint apparatus200may be secured to the car seat100. Each of the first coupling element210and the second coupling element220may comprise a soft, and/or padded material so as to prevent either of the first strap102or the second strap104from rubbing against the child. In operation, the first and second coupling elements may snuggly and securely receive the straps of the car seat and a central section of the blanket may rest against the infant's neck, chest, front torso, legs and feet. As the coupling elements snuggly receive the straps, the blanket does not need further securement; although, securement means may be integrated within the blanket as discussed herein. The lateral sections and base section extend over the infant and the seat and, in a first aspect of the invention, become disposed over the exterior and sides of the seat. In a second, optional, aspect of the invention, the lateral sections and base section are adapted to be secured onto the exterior or outside of the seat. The latter construction facilitates avoiding any need for adjusting the safety straps and jostling, struggling with or otherwise disturbing the infant, while providing a warm, safe environment for the infant during travel. FIG.2Bshows a rear view of an example of the restraint apparatus200shown in use in relation to the first strap102A and the second strap102B. Both the first coupling element210and the second coupling element220are shown in the open position. The first coupling element210may comprise one or more fastening elements (e.g., a first fastening element203A and a second fastening element205A). The second coupling element220may comprise one or more fastening elements (e.g., a first fastening element203B and a second fastening element205B). The first fastening element203A may be disposed on the stationary base piece202A and the second fastening element205A may be disposed on the movable piece204A. Similarly, a first fastening element203B may be disposed on the stationary based piece202B and the second fastening element205B may be disposed on the movable piece204B. In use, the one or more fastening elements (e.g.,203A,203B,205A, and205B) may be comprise fasteners such as hook-and-loop fasteners, buttons, zippers, snaps, combinations thereof, and the like. For example, the first fastening element203A may comprise one or more hook components of a hook-and-loop fastener and the second fastening element205A may comprise one or more loop components of the hook-and-loop fastener. Thus, when closed (as seen inFIG.2C), the first coupling element210and the second coupling element220may be configured to receive the first strap102and the second strap104. For example, each of the first coupling element210and the second coupling element220may be configured such that the respective strap may pass over the respective stationary base piece202A,202B, and the respective movable piece202B,204B may be laid on top of the respective strap such that the respective strap rests between the respective stationary base piece and the respective movable piece. Either of the movable piece202B or the movable piece204B may be moved (e.g., folded) over the respective stationary bottom piece (e.g., the stationary bottom piece202A or the stationary bottom piece204B) such that either of the first strap102or the second strap104rests between either of the stationary bottom piece202A and the moveable piece202B or the stationary bottom piece204A and the movable piece204B. Thus, a first strap slot and a second strap slot may be formed by the joining of a stationary base piece (e.g., the stationary base piece202A or the stationary base piece202B) and the respective movable piece (e.g., the movable piece204A or the movable piece204B). Thus, the first strap slot and/or the second strap slot may be a circumferential space that encloses a respective strap. One or more of the first coupling element210or the second coupling220may be configured one or more anti-slip components. For example, one or more first coupling element and the second coupling element220may comprise one or more surfaces configured to contact either or both of the first strap102and/or the second strap104and reduce movement of the first strap102and/or the seconds trap104with respect to a respective coupling element (and therefore, the apparatus200generally). For example, a surface of the one or more surfaces may comprise a textured surface such as a rubber piece with raised portions (e.g., bumps). For example, the textured surface may be disposed on a surface of either or both of the first stationary pieces (202A and202B) and/or either or both the moveable pieces (204A and204B). In an embodiment, either or both of the stationary base pieces202A and202B and/or the moveable pieces204A and204B may comprise elastic components configured to restrict and/or “grip” a respective strap102or104. Each of the first coupling element210and the second coupling element220may be disposed on a surface of the blanket200. In some aspects, both the first coupling element and the second coupling element may be disposed on the same surface. For example, both the first coupling element and the second coupling element may be disposed on the first surface201A. Both the first coupling element and the second coupling element may be affixed to the first surface201A by any means. For example, both the first coupling element and the second coupling element may be affixed to the first surface201A by way of stitching. For example, the stationary base piece202A of the first coupling element may be sewn onto the first surface201A of the blanket200. Likewise, the stationary base piece204A of the second coupling element may be sewn onto the first surface201A of the blanket200. Other means of affixing the first coupling element and the second coupling element to the first surface are also contemplated. For example, the stationary base piece202A may be affixed to the first surface by any means. Likewise, the stationary based piece204A may be affixed to the first surface by any means. The means for affixing any of the stationary base pieces202A,204A may include any of the following: stitching, adhesives (e.g., glue, tape), binding agents such as heat-sensitive binding agents, mechanical means such as staples or any other suitable means of affixing the stationary base piece202A or the stationary base piece204A to the first surface. In an additional embodiment, the first coupling element and the second coupling element may be removably (e.g., releasably) affixed to the first surface201A by any suitable removable means. For example, suitable removable means may include buttons, clips, clasps, zippers, ties, drawstrings, temporary adhesives, combinations thereof, and the like. Each of the first coupling element or the second coupling element may have a minimum size so as to accommodate the first strap102and/or the second strap104. Generally, the first strap102and the second strap104will have the same dimensions and be disposed proximal to each other such that they are essentially parallel. When a movable piece (e.g., the movable piece202B or the movable piece204B) is joined to the respective stationary base piece202A,202B), the coupling element may form a “cuff” or “aperture” (e.g., first cuff or second cuff, first aperture or second aperture) through which either of the first strap102or the second strap104may pass, thereby securing the cover element of the blanket to the car seat. Each of the first aperture and the second aperture may be adjusted. For example, each of the first aperture and the second aperture may be expanded for easier passage of the restraining member there through, or so that two (or even more) restraining members can be passed through the same aperture) or to accommodate a variety of different harnesses and car seats. Each of the first aperture and the second aperture have a diameter in the horizontal direction of at least 3 inches so that a restraining member may be passed through it. FIG.2Cshows an exemplary embodiment where the first strap102and the second strap104have been passed through the aperture (e.g., the circumferential space) created by the closure of the first coupling element210and the second coupling element220. For example, the first strap102has been passed through the first coupling element210. That is to say, inFIG.2C, it can be seen that the first strap102was laid over the stationary bottom piece202A and then the movable piece202B was laid over the first strap102and joined to the stationary bottom piece202A so as to retain the first strap102. Likewise, it can be seen that the second strap104was laid over the stationary bottom piece204A, then, the movable piece204B was laid over the second strap104and joined to the stationary bottom piece204A so as to retain the second strap104. FIG.3shows a rear view of an exemplary apparatus300wherein the first coupling element and the second coupling element comprise one or more snap fasteners. For example, a snap fastener of the one or more snap fasteners may comprise a press stud, popper, snap, or tich, and/or one or more pairs of interlocking discs. In an embodiment, the one or more snap fasteners made from a hard material such as rubber, plastic, or metal. A first disc of the pair may comprise a circular lip. A second disc of the pair may comprise a groove. When pressed together, the circular lip of the first disc may fit snugly into the groove of the second disc so as to fasten the snap fastener. The first disc of the pair may be attached to either of the stationary base piece or the movable piece of either the first coupling element or the second coupling element. Likewise, the second disc of the pair may be attached to either of the stationary base piece or the movable piece such that the disc pair is configured to fasten the two respective pieces (e.g., the stationary bottom piece and the movable piece) together. Each of the first disc or second disc may be attached to either of the stationary base piece or the movable piece by way of riveting (e.g., a punch & die) or any other suitable means. For example, a first pair of snap fasteners comprising two male parts disposed on the stationary base piece may be configured so as to join with two female parts disposed on the movable piece.FIG.3shows the first coupling element210and the second coupling element220in an open position. In a closed position, the respective snaps may be “snapped” together, thereby securing the movable piece to the stationary base piece. FIG.4shows an exemplary embodiment wherein the first coupling element and the second coupling element comprise one or more buttons and buttonholes. For example, a button of the one or more buttons may comprise a small fastener fashioned from rubber, plastic, metal, wood, combinations thereof or the like. In an embodiment, two buttons may be affixed to the stationary bottom piece and two buttons may be affixed to the stationary bottom piece. While the examples shown here feature two bottoms on each respective stationary base piece, the apparatus200may comprise any number of buttons and any number of button holes in any arrangement. FIG.4shows the first coupling element210and the second coupling element220in an open position. In a closed position, the respective buttons may be “buttoned,” thereby securing the movable piece to the stationary base piece.FIG.5shown an exemplary embodiment wherein the first coupling element210and the second coupling element220comprise one or more zippers. A method of keeping an infant warm when traveling secured in a seat is provided. The method includes the steps of: (i) placing an infant in a seat, such as a car seat or stroller, (ii) covering the infant with a travel blanket, the travel blanket comprising: a central section, lateral sections, a base section, coupling elements, and an open back construction so that the blanket is appointed to be placed upon the infant secured within the seat by way of safety straps; wherein the coupling elements are constructed within the central section of the blanket adjacent to each of the lateral sections; (iii) inserting the straps into each of the coupling elements, respectively, thereby securing the child within the seat by way of safety straps; and (iv) optionally, securing the lateral sections and the base section to the outer side portions and the outer bottom portion of the seat, respectively, while avoiding any need for adjusting the safety straps and jostling or otherwise disturbing the infant. Although the foregoing invention has been described in some detail by way of illustration and example for purposes of clarity of understanding, certain changes and modifications may be practiced within the scope of the appended claims. | 29,949 |
11858390 | DETAILED DESCRIPTION OF THE INVENTION The invention, shown primarily inFIGS.1-4, is a headrest cover for use with the headrest portion of a vehicle seat as shown inFIG.5A. As noted, vehicles of all different types come with headrests. In particular, airplanes may have a protruding headrest, as shown inFIGS.6and8. As passengers travel in the seats, the headrest becomes soiled with microbial and particulate matter from previous passengers. The invention seeks to mitigate the risk of contacting a soiled headrest by providing a protective barrier between the scalp of a passenger and the surface of the headrest. The invention is constructed to allow stretchability by using a form-fitting fabric, such as nylon or lycra. However, other materials may be used too, such as neoprene. The headrest cover is constructed into a unitary piece that does not require straps or clips, as most of the prior art does. Instead, the headrest cover envelops the headrest and clings to the sides, thereby taking the shape of the underlying headrest, as shown inFIGS.9A and9B. This also benefits the production of the headrest to simplify and expedite the process. The material of the headrest should also be an anti-microbial, hypoallergenic, moisture wicking material. The present invention solves this by incorporating antimicrobial threads through out the headrest fabric, such as copper, or in some embodiments, silver. Further, the material should not be made of mesh, or any material that may expose a user's scalp to the surface of the headrest, either directly or indirectly. The material should form a protective barrier between the scalp and headrest. In some embodiments, this protective barrier is formed from a plurality of these metallic antimicrobial fibers, whereby the fibers kill microbes and bacteria before they can traverse through the fabric of the headrest. Use of these fibers forms a barrier that is virtually impenetrable for microbes and bacteria, but allows the fabric to have enhanced breathability over covers with a solid liner, while accomplishing the same or significantly the same outcome. The instant invention ideally uses a breathable, stretchable, moisture absorbable fabric, such as a Terry or Jersey-knit fabric having therein a percent of lycra-spandex to give the fabric form-fitting properties, and a metallic antimicrobial thread. A polyester or polypropylene fabric may be employed at a lower cost, if breathability or skin irritation is a lesser concern. However, cotton-based fabrics lend themselves to comfort and the use of printing of more complex fonts and pleasing patterns on the surface thereof without the use of potentially irritating inks. The material of the headrest cover itself should be configured for use as either disposable or readably washable. The headrest comes with an opening on the backside, as shown inFIGS.2and10, where a user will be able to stretch the opening large enough to maneuver the headrest in to the interior of the headrest cover, as shown inFIG.11. Upon a user's release of the opening, the opening will contract back to a smaller diameter, fitting snug against the front, sides, and rear of the headrest. In an ideal embodiment, the opening contains an elastic material to actuate the closure of the opening in such a way that it will also engage the back of the headrest, shown inFIG.8(and as may be appreciated by viewing he opening shown inFIG.2), which no prior art has disclosed. That is, the opening will contract and create a form-fitting surface on the rear of the headrest for better securement of the cover. This creates a tight-fit cling to a headrest's top, bottom, front, back, and left and right sides. Because the material clings to the headrest's dimensions, it does not require additional adjustment of the headrest cushion, or the use of clips, straps, or strings. Prior art requires that the cushion is positioned or manipulated to allow engagement of a cover of the prior art. However, with headrests such as on airplanes, the headrests are still fixed to the seat and cannot be moved such as an automobile's seat. Therefore, the present invention provides a universal ability to engage with more rear-mounted headrests than the prior art. As may be seen inFIGS.2,5B,7, and10, it may be advantageous to include a hem32that encloses a closure means20—such as an elastic band, drawstring, or chord—near the periphery of the opening34to assure that the cover22is initially positioned completely over the headrest, as shown inFIG.5A. In an ideal embodiment, an elastic band as a closure means20exists inside the circumferential pocket23created by the hem32. The closure means allows a user to place the headrest cover22around the headrest122, and secure the cover22to the rear side of the headrest (shown inFIG.8). The elastic band as a closure means20will allow a user to stretch the opening over the headrest, and once engaged, the elastic band will contract offering a snug fit. Further, an elastic material may be heat bonded to the opening34of the headrest cover, thus negating the need for a hem32and pocket23. In addition to a headrest cover, a user should also disinfect the headrest as well as the entire seating area prior to use. Before engaging the present headrest cover, the uncovered headrest122and entire seat135should be swathed with an antibacterial product such as Wet Wipes. If a tray table is included in the seating area, that should be disinfected with said antibacterial product as well. FIG.12includes a kit100/102that will employ a folded hygienic cover22, and a sanitary wet wipe36inside a container38. The container can be reusable hardened plastic, or disposable plastic packaging. The headrest cover may also be either reusable or disposable. In some embodiments, the kit102also includes a cover for a tray table142in a material such as plastic or silicone. The tray table cover40is shown primarily inFIGS.13-17.FIG.13is a perspective view of a kit102having a folded headrest cover22, folded tray table cover40, and a disinfecting wipe36. As may be appreciated inFIGS.14-17, the tray table cover40includes a top panel42, bottom panel44, and a side panel46that wraps around three-sides of the tray table142thereby leaving an open end48and forming a pocket with an internal cavity50for said tray table142to fit into. It is intended for the tray table cover40to be slip-fittable over a tray table142to provide a barrier between the user and the tray table142. FIG.14Ais a perspective front view of a tray table cover40of the kit102, wherein the top42, bottom panel44, and side panel46, may be seen.FIG.14Ais a perspective front view of a tray table cover40of the kit102. An alternate view is provided inFIG.14B, a perspective rear view of a tray table cover40of the kit102. There, the opening48can be seen as well as the cavity50defined by the panels44/46and sidewall46therein. FIGS.15,16, and17show the engagement of the tray table cover40with the tray table142.FIG.15is a perspective front view of a tray table cover40of the kit102showing the mode of engagement on to a tray table, wherein the tray table cover40slips over the tray table142.FIG.16is a perspective front view of a tray table cover40of the kit102engaged on to a tray table (not shown in this figure). As may be appreciated, the tray table142is not visible inFIG.16, as it is enveloped inside the tray table cover40.FIG.17is a cross-sectional side view of a tray table cover40of the kit102engaged on to a tray table142. Some tray table covers40may be disposable and constructed of a poly, plastic, or solid nylon sheet. Some embodiments constructed of rubbers and stretchable silicone embodiments may exist. While materials of plastic may be static, materials of silicone and rubbers may be employed as a sturdier material, and may include a textured surface that is more desirable, such as a cloth surface or vinyl/polyurethane faux leather surface, however, these would be employed in reusable embodiments because of the cost of construction. While the tray table cover40is constructed to encapsulate the tray table142, this would not bar embodiments from also employing other securement means, including clips, straps, tabs, or flaps near the open end, however, the dimensions and overall construction of the tray table cover40makes these additional securement means unnecessary. An embodiment of the invention herein can be seen inFIGS.1-17. The invention discloses a stretchable antimicrobial hygienic cover22, for utilization with an existing variable geometry vehicle headrest122, having an ability to conform itself to dimensions of the existing variable geometry vehicle headrest122underlying the stretchable hygienic cover22when engaged. The stretchable hygienic cover comprises a stretchable, antimicrobial, breathable moisture-absorbent non-mesh fabric, wherein the breathable moisture-absorbent fabric comprising a form-fitting fabric, and the stretchable form-fitting fabric allows for configurability to geometries of various headrests larger than that of the dimensions of an unstretched hygienic cover. The form-fitting fabric also includes a plurality of antimicrobial metallic threads52, as shown inFIG.10, interwoven within said non-mesh fabric, thereby providing a barrier layer within said non-mesh fabric configured to stop microorganisms from advancing from an interior surface through to an outer surface of said stretchable antimicrobial hygienic cover, thereby containing said microorganisms to an interior side of said stretchable antimicrobial hygienic cover. In some embodiments, these metallic threads52can may be silver or copper, with properties that kill microbes and bacteria. The form-fitting fabric also includes elastic materials providing the ability to cling to the existing variable geometry vehicle headrest, thereby negating the necessity for straps and clips. This form-fitting fabric defines a front side14, back side16, top side18, bottom side10, left side17A, and right side17B, and thereby creating an interior surface12, surrounding a cavity, wherein an existing variable geometry vehicle headrest122may occupy the space therein. The invention also provides an elastic opening35defined by a periphery34in the back surface16allowing the fabric to stretchily fit over an existing variable geometry vehicle headrest122, wherein the elastic opening35may stretch and retract in size to grip on to an existing variable geometry vehicle headrest122. The elastic opening35is defined by a hem32around a rim of the opening34creating a concentric pocket23surrounding means for closure20that secure the opening35of the stretchable hygienic cover22to a back-portion of the existing variable geometry vehicle headrest122. The elastic opening35may also include a concentric closure means20within the pocket23around the rim34of the opening35comprising a concentric elastic band21with a higher modulus of elasticity than the stretchable moisture-absorbent fabric. In some embodiments, the elastic opening35includes a concentric closure means20around a rim34of the opening35comprises a heat-bonded elastic material with a higher modulus of elasticity than the stretchable moisture-absorbent fabric. In some embodiments, the form-fitting fabric of the antimicrobial hygienic headrest cover22is constructed of a unitary fabric. The invention also provides for a hygienic kit for a hygienic seat location, comprising a stretchable antimicrobial hygienic cover22, for utilization with an existing variable geometry vehicle headrest122, having an ability to conform itself to dimensions of the existing variable geometry vehicle headrest122underlying the stretchable hygienic cover22when engaged, wherein the stretchable hygienic cover22comprises a stretchable, antimicrobial, non-mesh fabric with interwoven antimicrobial metallic threads configured to provide a barrier between a user and the existing headrest, an elastic opening35in the back surface16allowing the fabric to stretchily fit over an existing variable geometry vehicle headrest122, wherein the elastic opening35may stretch in size to fit over the existing headrest122and retract in size to grip on to an existing variable geometry vehicle headrest122. The kit also includes a tray table cover40, wherein said tray table cover40is defined by a top panel42, a bottom panel44, and a sidewall46connecting said top panel42and said bottom panel44along three sides of a square geometry thereby creating an opening48to a cavity50therein. The kit further includes a pre-packaged sanitizing wipe and a container to encapsulate the pre-packaged sanitizing wipe36and the stretchable hygienic cover22, and the tray table cover40, wherein the stretchable hygienic cover22and the tray table cover40are compressed. The non-mesh fabric disclosed in the kit further defines a form-fitting fabric, wherein the stretchable form-fitting fabric allows for configurability to geometries of various headrests122larger than that of the dimensions of an unstretched hygienic cover22and the form-fitting fabric includes elastic materials providing the ability to cling to the existing variable geometry vehicle headrest122, thereby negating the necessity for straps and clips. Further, the form-fitting fabric defines a front side14, back side16, top side18, bottom side10, left side17A, and right side17B, and thereby creating an interior surface12surrounding a cavity, wherein an existing variable geometry vehicle headrest122may occupy the space therein. Lastly, the invention provides a method for a hygienic kit for a hygienic seat location, comprising the steps of providing a stretchable antimicrobial hygienic cover22, for utilization with an existing variable geometry vehicle headrest122, having an ability to conform itself to dimensions of the existing variable geometry vehicle headrest122underlying the stretchable hygienic cover22when engaged, wherein the stretchable hygienic cover22comprises a stretchable, antimicrobial, non-mesh fabric, an elastic opening35in the back surface16allowing the fabric to stretchily fit over an existing variable geometry vehicle headrest122, wherein the elastic opening35may stretch and retract in size to grip on to an existing variable geometry vehicle headrest122. The method further discloses using the non-mesh fabric to act as a barrier between a variable geometry headrest122and a user's scalp. Next, the method discloses providing a pre-packaged sanitizing wipe36. The method also includes providing a tray table cover40wherein said tray table cover40is defined by a top panel42, a bottom panel44, and a sidewall46connecting said top panel42and said bottom panel44along three sides of a square geometry thereby creating an opening48to a cavity50therein. Lastly, the method includes providing a container38to encapsulate the pre-packaged sanitizing wipe36, the tray table cover40, and the stretchable hygienic cover22, wherein the stretchable hygienic cover22and the tray table cover40are compressed. The method also includes configuring the stretchable, antimicrobial, fabric as a non-mesh fabric to act as a barrier between a variable geometry headrest and a user's scalp, wherein a plurality of antimicrobial metallic threads52are interwoven within said non-mesh fabric, thereby providing said barrier within said non-mesh fabric to stop microorganisms from advancing from an interior surface through to an outer surface of said stretchable antimicrobial hygienic cover, thereby containing said microorganisms to an interior side of said stretchable antimicrobial hygienic cover. In addition to the steps listed above, the method further includes providing a form-fitting fabric non-mesh fabric, wherein the stretchable form-fitting fabric allows for configurability to geometries of various headrests122larger than that of the dimensions of an unstretched hygienic cover22. In addition, the method includes the steps of including elastic materials in the form-fitting fabric for providing the ability to cling to the existing variable geometry vehicle headrest122, thereby negating the necessity for straps and clips. The form-fitting fabric thereby defining a front side14, back side16, top side18, bottom side10, left side17A, and right side17B, and thereby creating an interior surface12surrounding a cavity, wherein an existing variable geometry vehicle headrest122may occupy the space therein. While there has been shown and described above the preferred embodiment of the instant invention it is to be appreciated that the invention may be embodied otherwise than is herein specifically shown and described and that, within said embodiment, certain changes may be made in the form and arrangement of the parts without departing from the underlying ideas or principles of this invention as set forth in the Claims appended herewith. | 16,871 |
11858391 | DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS The motor vehicle seat1according to the invention, as shown schematically inFIG.1, comprises a seat part3and a backrest2in a known manner. In the example shown, at least one fluid-fillable hollow body4is arranged on the backrest2in the region of the backrest. In the illustration shown, two of these hollow bodies4are arranged at the level of the shoulder of a potential seat occupant. Such a fluid-fillable hollow body4is usually connected to the backrest2in a suitable manner. In principle, one or a plurality of such fluid-fillable hollow bodies4can be arranged on the backrest2and/or seat part3of the motor vehicle seat1according to the invention. An exemplary structure of such a fluid-fillable hollow body4will now be explained in more detail with reference toFIG.2. This shows an exploded view in which the fluid-fillable hollow body4is composed of a plurality of chambers, wherein three chambers are provided in the example shown. However, there can also be two or more than three chambers. Each chamber is preferably formed by two walls41,42or43,44or45,46, preferably made of thermoplastic films, which are connected to one another along a connecting line. Preferably, at least when thermoplastic materials are used, the relevant walls of a chamber are welded along the connection line mentioned. The lowermost chamber formed by the walls45and46is preferably rectangular in shape. A center axis perpendicular to these walls can be defined by the respective center points P1of the wall45and P2of the wall46. The additional chambers in the example shown are approximately triangular or trapezoidal. In the lower wall46of the lowermost chamber, openings46ato46dare provided through which a fluid, preferably air, enters the hollow body4via an external line (cf. reference5inFIG.3), for example via a pump or a valve block, into the hollow body4or is evacuated therefrom. In order to supply the other chambers with the fluid, two passages45aand45b, which are aligned with corresponding passages44aand44bin the wall44of the additional chamber, are shown here by way of example in the wall45. Furthermore, a passage43ais provided in the wall43, and is correspondingly aligned with the passage42ain the wall42of the next chamber. Even if a three-chamber system is shown here, fewer than three chambers or more than three chambers can of course also be used. In what follows and inFIGS.3-6, the chambers are simplified to A (uppermost chamber formed by the walls41and42), B (central chamber formed by the walls43and44) and C (lowermost chamber formed by the walls45and46). FIG.3is a top view of the hollow body4in the (at least partially) evacuated position. M denotes the center axis of the lowermost chamber C, and P denotes the point of the uppermost chamber A which exerts the greatest lift during the filling process, and thus is furthest away from M as the hollow body4is filled further. As already mentioned, the chamber A and the chamber B are preferably approximately triangular or trapezoidal, preferably with rounded corners. As can be seen inFIG.4, the bases or base sides of the chambers A, B, C, namely the sides A1, B1, C1, lie approximately one above the other in the evacuated or at least partially evacuated state. L denotes the lift vector, i.e., lift length and lift direction in relation to the center point P1, P2or the center axis M. a denotes the angle of the lift vector L relative to the center axis M. If the hollow body4is now filled, for example through a fluid line5, the individual chambers A, B, C expand as shown inFIGS.5and6. It can be seen that the lift vector L has become significantly longer compared with the state inFIG.4, so that the point P has moved further away from the center P1, P2of the lowermost chamber C. In this way it is possible to create a hollow body4which does not perform a lifting movement running parallel to the center line M, but a lifting movement with a lifting direction running at an angle to the center line M. This opens up new possibilities that are particularly advantageous when the invention is used in a motor vehicle seat1as a shoulder support system or shoulder massage system. | 4,206 |
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