Abstract:
A method and system for temperature and boost control of engine intake air by use of an active conditioner control unit, which regulates relative amounts of electric current to at least one active conditioning device and an electrically driven booster motor. In one preferred embodiment it controls valves which optimally direct the path of airflow through a plurality of thermal conditioner storage chambers in response to signals from engine load level, temperature, and other sensors in order to optimally provide temperature conditioned air to the engine. This embodiment of the invention features immediate and efficient provision of conditioned and pressurized airflow to an internal combustion engine and removes parasitic power drains during low demand situations. This invention enhances cold start performance and operation with a pre-start thermal conditioner with warming capabilities. System increases flexibility for stationary operation and traffic restraints by supplementing heat sink transfers. System sensor array with advanced sensors monitoring combustion parameters to safely facilitate additional power output from host engines.

Description:
FEDERALLY SPONSORED RESEARCH  
       [0001]     Not Applicable  
       SEQUENCE LISTING OR PROGRAM  
       [0002]     Not Applicable  
       BACKGROUND  
       [0003]     1. Technical Field of Invention  
         [0004]     This invention relates to systems and methods for maximizing engine power output through the use of smart controllers for active conditioners and pressurizers of incoming air. The Smart System Controller for Flowing Fluid Conditioners (SSCFFC) invention is specifically for monitoring and control of the pressure boosting, cooling and heating of said incoming air in applications that require environmental flexibility and on-demand efficiency enhancement capability.  
         [0005]     2. Description of Prior Art  
         [0006]     The trend toward smaller automobile engines is driven by a need to meet targets for lower carbon dioxide and other emissions. In order to achieve this goal, the auto industry is introducing smaller engines that are more fuel-efficient, but customers have come to expect a high level of performance. Designers are able to choose from two main methods of raising output power of smaller engines; first, tweaking, that is to adjust cam timing (lift, attack and duration of cam lobes), advance spark and duration, and fuel timing and duration. Second, boost assist, that is adding a compressor that will increase the amount of air injected into an engine for a given inlet valve opening. With either of these methods, incoming air temperature is critical to performance and emissions. Whether an engine is self-combusting (as with diesels) or sparked, a critical amount of air and fuel at a set temperature will contribute to efficient combustion. A small variation in temperature (above or below optimal) can cause operational problems at best and even catastrophic failures in some cases. In order to meet these tight restrictions, designers have most often used boosted or assisted aspiration technologies. For example, small engines with turbochargers have been implemented to match the peak power of larger naturally aspirated units while still having the benefit of using less fuel and exhausting lower CO2 concentrations. Intercoolers have been used as a natural complement to forced air aspiration systems that naturally tend to heat the air as they compress. This choice has much to do with the reality that to date only reactive technologies have been available to compensate for temperatures outside ideal ranges. Reactive technologies in this disclosure refer to passive intercoolers; spark retarding engine controllers, and other devices without smart control and engine monitoring sensors.  
         [0007]     Temperature directly affects the performance of an internal combustion engine. So that the ability to cool the air input into an engine will directly increase efficiency and horsepower. Air charge temperature also affects wear and reliability of engine components. Therefore, a lower temperature input during high demand load periods will lengthen engine life, reduce emissions and improve overall performance. Recently several new active fluid conditioning devices have been introduced for use in motor vehicles to accomplish cooling of the air just prior to engine intake. Specifically, active elements have now been applied to intercoolers. Said designs such as U.S. Pat. No. 5,547,019 provide cooling from thermoelectric devices. But invention U.S. Pat. No. 5,547,019 will have too slow a response time to be effective with the type of loads, and under such conditions, that can be characterized as “on-demand operation”. Because it is located directly in the air path for normal operation it will constantly be draining the power supply. A mechanism is necessary to control this large power drain. U.S. Pat. No. 6,758,193 introduces a by-pass or alternative air passage to the active cooler. Chilling of incoming air is more efficient because it is provided only upon operator initiation. There is no advantage to conditioning during normal driving. That is, requiring operation of the Peltier Junctions in a steady-state condition would be prohibitively power demanding. Also, use in a strictly manual fashion during vehicle driving is not practical. The cooling response time of U.S. Pat. No. 6,758,193 (with a reservoir of stored BTU) can be useful when turned on manually for competition in drag racing type events. But neither invention described above provides for practical automatic control for embodiment operation. Therefore, a control solution, which can perform under demand conditions as required in normal driving conditions for passing does not exist. For example, no WOT signal is discussed or provided in prior discussion of intercoolers. Without adequate strategic controls, the existing intercooler inventions will achieve no net benefits in real world (non-performance competition) applications. Despite technological advances with intercoolers, several critical weaknesses remain in all prior systems. Prior art does not provide for handling large temperature gains in the charged air by virtue of being air-to-air based intercoolers (these designs can not achieve wide temperature differentials due to the heat sink temperature always at or above ambient temperature). Of the active systems, prior art runs the thermoelectric continuously during peak demands thereby draining engine power and does not have a control mechanism to achieve efficiency of operation. Additionally, no production engines have been tweaked (tuned for absolute maximum performance) as no dedicated intercooler control system has offered smart temperature compensation. No smart controller has been proposed that can supervise and schedule operation, enhancement, recharging, and system override of an actively chilled electronic supercharger. Also, no controllable conditioner with active temperature enhancement for increased temperature range was available prior to disclosure by present inventor, Flowing Fluid Conditioner (FFC), Perkins, Ser. No. 10/930,998, Aug. 31, 2004. No warmer type intercooler with active temperature enhancement was available prior to FFC. Additionally, no integrated conditioning and boosting system was available prior to On Demand Boost Conditioner (ODBC), Perkins, 60/628,490, Nov. 15, 2004. No systems that can alternately cool or warm boosted air are available prior to FFC. No system buffer was available that complements a smart controller. No system that could provide advanced sensing capabilities for measurement of critical temperature and combustion signatures is presently available. No sensor or control unit exists that can detect or moreover correct for engine abnormal combustion situations. No system is available that integrates these functions, is compatible with OBD-2 and CAN standards, and can interface them interactively with the host vehicle.  
       SUMMARY AND OBJECTS OF THE INVENTION  
     Objects of the Invention  
       [0008]     In view of the above state of the art, the present invention seeks to realize the following objects and advantages. It is a primary object of the present invention to provide a smart device that can control active intercoolers to provide cooling at the intake of an internal combustion (self or sparked) engine (normal or boosted) in an on-demand fashion to improve power that it is available for emergencies, high demand conditions, at idle, in traffic, or as selectively required.  
         [0009]     It is an object of the present invention to provide a smart system that can control active intercoolers to provide warming of the air intake to the engine to improve start of engine under cold conditions and also reduce cold engine emissions.  
         [0010]     It is another object of the present invention to provide a smart device that can control active boosting (pressurizing) products including superchargers and turbochargers to provide fine control of boosted air at the intake of an internal combustion (self or sparked) engine (normal or boosted) in an on-demand fashion to improve power that it is available for emergencies, high demand conditions, at idle, in traffic, or as selectively required,  
         [0011]     It is an object of the present invention to provide a smart controller with a family of sensors that can monitor and inform controller of conditions for decisions on how to control active intercoolers and active boosting devices to provide regulation of pressure and temperature of the air at intake to the engine to improve engine performance under varying conditions and demands. Therefore, an engine can be more finely tuned for example to take advantage of the ability to chill when things get hot. SSCFFC invention will remove side effects of these adjustments, with temperature reduction metered to offset temporary conditions that are encountered.  
         [0012]     It is another object of the present invention to be compatible for use in conjunction with other devices. Thus this invention can be used along with air-to-air or air-to-water intercoolers. Additionally, controller through use of an electronic waste gate can control mechanical and other engine driven boosters.  
         [0013]     It is another object of the present invention to detect abnormal combustion events including detonation and pre-ignition and exert control to provide conditioning or other means to counteract the abnormal combustion. SSCFFC may control temperature reduction of fuel-air charge mixture, increase fuel prior or subsequent to sparking, control boost level (for example, boost will be lowered with reduction of motor RPM in electrically driven superchargers, or for classical boosters by control of an electronic waste gate to bleed off boost), spark advance can be retarded, and valve timing advance decreased.  
         [0014]     It is further object of the present invention to sense battery and auxiliary power reserves and automate the decision about which power source to employ and for how long it is possible to power the fluid flow conditioners without draining the supply.  
       SUMMARY OF THE INVENTION  
       [0015]     In accordance with the present invention, the SMART SYSTEM CONTROLLER for FLOWING FLUID CONDITIONERS (SSCFFC) affords a simple, flexible, and reliable controller that works in conjunction with new sensor devices to raise or lower intake fluid temperature or pressure as required to maximize engine efficiency or power, or when on-demand by a driver. The present invention is specifically an intake temperature and boost monitor and control unit for intercoolers, superchargers, and turbochargers. The SSCFFC monitors and controls critical engine parameters to regulate relative amounts of electric current to an active cooling device, controls valves to divert the path of airflow through multi-chamber intercoolers based on and in response to driver activity and engine load. A supplemental heat dissipation device is provided for improved system operation during idle and stop and go traffic. Additionally, engine control functions are adjusted in response to SSCFFC environmental sensor measured conditions. When an engine is operated under a standard warming up operation or a low engine load, the SSCFFC deactivates current to the thermoelectric cooler and adjusts the selecting valve to increase airflow through the by-pass chamber in order to optimize engine operation efficiency and preserve battery charge.  
         [0016]     When the engine is operated under a high engine load or wide-open throttle, the SSCFFC deactivates the current to the thermoelectric cooler, and adjusts the valve to divert airflow over the heat sink and through the cooling chamber to the engine. This allows the engine to benefit from the previously “stored” chill in the exchanger and minimizes the alternator load during peak operation.  
         [0017]     During normal driving conditions, thermo-sensors (thermistors or thermocouples) give information to the SSCFFC, which in response regulates the temperature of an exchanger core inside an insulated cooling chamber ensuring that it is always at low temperature. In addition the SSCFFC system incorporates an advanced sensor that resonates with the wavefront of the escaping exhaust gases. This sensor captures and transmits pressure information to the analog interface of the processor where the wavefront signal is processed by a Fourier Transform to determine the frequency content. The frequency content and time course of the exhaust gas wavefront is compared to data regarding anomalous conditions that is stored in the processor memory. When problem-indicating frequency content is detected a signal is sent to alert the operator (driver). Additionally, critical engine parameters can be adjusted by the SSCFFC before the next engine cycle. These adjustable parameters include among others; amount of temperature conditioning, spark advance, fuel enrichment, valve timing and boost level (if engine is boosted). With this sensor monitoring and actuator control an engine can be run at the upper limit of power output when needed and if a problem situation occurs (ex. component failure or fuel contamination) the controller will adjust or compensate for the situation. The SSCFFC controller performs analysis of every combustion chamber every cycle under high demand and by making necessary adjustments enables an engine to operate at maximum horsepower when needed.  
         [0018]     As a result of the temperature of engine aspiration being lowered on-demand, the engine wide-open throttle power is increased and overall fuel efficiency is increased. In the event that the system SSCFFC fails, the SSCFCC assures that failure state of the system is in the normal aspiration state.  
         [0019]     The majority of performance requirements when driving on streets and highways are satisfied by short bursts of power on the order of less than thirty seconds. Even drag races between performance vehicles are typically staged for a quarter mile and completed in less than thirty seconds. The SSCFFC invention is ideally suited to be adapted to hybrid and combination designs of superchargers and turbochargers, but also with normally aspirated engine configurations. The SSCFFC invention can be used to control input to any system that can benefit from the cooling of hot air to make it denser.  
         [0020]     Cold start conditions cause combustion engines to have drivability and emission problems. The SSCFCC invention also offers automotive designers a system that will pre-warm intakes for smoother starting and reduced emissions. Additionally, SSCFFC will continue to produce warm air (after cranking and starting) for smooth operation until the engine can warm itself and operate normally.  
         [0021]     The SSCFFC device will also function to control on-demand in line intercoolers and can work with existing air-to-air, water-to-water, or air-to-water or coolant intercoolers which are used during on-demand situations. With inclusion of an SSCFFC device, their operation and performance will be more responsive, powerful and less prone to premature failures. The SSCFFC invention has a small footprint, which can be built into housings, castings or adapters for very localized fluid temperature conditioning.  
         [0022]     A modern internal combustion engine produces power through combustion. This combustion is the burning of a fuel and air mixture charge in the combustion chamber. This burn should progress from the ignition point (as with a spark plug in a sparked engine) progressing across the chamber in an orderly fashion. This burn moves across the chamber and cools against cylinder walls and piston crown. An optimal burn will be complete and leave no fuel-air residuals.  
         [0023]     However, Detonation and Pre-ignition are two types of abnormal combustion that frequently prevent optimal burn. Detonation is the spontaneous combustion of the residual fuel-air mixture resulting from an incomplete combustion event. Note: This occurs after fuel-air mixture charge has been ignited by spark from distributor. A spontaneous combustion occurs as a pressure spike partially ignites residual fuel-air. An engine that “runs on” after being shut off is a good example of detonation. Symptoms include a sound often called a ping, ring or knock that resonates at about 6 to 8 k hertz. This sound is a result of energy crashing into a component in the combustion chamber as a result of the energy spike.  
         [0024]     Pre-ignition is when the fuel-air mixture charge is ignited prior to the spark plug being “sparked” by the engine&#39;s distributor. There are no obvious symptoms for pre-ignition as there are with detonation. When pre-ignition happens is there is a great amount of pressure on the piston due to the poorly timed detonations (before the piston can turn around). The only know characteristics of pre-ignition prior to damage occurrence are increased pressure as discussed above and a loss of temperature in the exhaust. There is a temperature loss in the exhaust because the igniting of fuel-air mixture peak is diminished and energy is transferred into components such as valves and pistons.  
         [0025]     The SSCFFC invention can be used to assist in detection of these abnormalities in combustion. Detonation is detected by sensor AS or with a knock sensor that most host vehicles use as part of their engine management mapping strategy safety net. Sensor AS will additionally detect reduced power by lower amplitude on main combustion envelope. SSCFFC analyzes these sensor inputs to detect detonation.  
         [0026]     Likewise the SSCFFC can detect Pre-ignition by monitoring when the combination of signal MAF is slowed or reduced unexpectedly, sensor AS detects a reduced amplitude as with detonation accompanied by a bias or shift in envelope base line, and unexpected reduction of combustion temperature as measured in exhaust.  
         [0027]     When the SSCFFC invention detects combustion problems it will exert control to provide conditioning or other means to counteract the abnormal combustion. For example, it may provide situation resolution with temperature reduction of fuel-air charge mixture. In the event this solution is ineffective, SSCFFC invention may increase fuel (in opposition i.e. if detonation is occurring fuel will be added prior to sparking, if pre-ignition is occurring fuel will be added subsequent to sparking), or boost level can be reduced (for example with electrically driven superchargers, boost will be lowered with reduction of motor RPM, a classical booster will be controlled with an electronic waste gate to bleed off boost), spark advance can be retarded, and valve timing advance decreased.  
         [0028]     Most importantly, SSCFFC improves combustion at all high demand loads and at cold start/operation. With these improvements a colder range spark plug can be used to improve high demand power output and lower deposits in the cylinder chamber. Lower deposit levels will reduce the main causes of detonation-induced pre-ignition. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0029]     The following discussion assumes the reader is familiar with internal combustion engines, heat flow, turbochargers, intercoolers, and electronic controllers.  
         [0030]      FIG. 1   a  shows a block diagram of the SSCFFC system.  
         [0031]      FIG. 1   b  shows a block diagram of the SSCFFC power and host interface  
         [0032]      FIG. 1   c  shows a function flow diagram of the SSCFFC system  
         [0033]      FIG. 2   a  shows a screen shot of the display portion of the SSCFFC system.  
         [0034]      FIG. 2   b  shows a block diagram of the display portion of the SSCFFC system.  
         [0035]      FIG. 3   a  shows the logic flow of the chill operation mode of the SSCFFC system.  
         [0036]      FIG. 3   b  shows a continuation of the logic flow of the chill operation mode of the SSCFFC system.  
         [0037]      FIG. 4  shows the logic flow of the warmer operation mode of the SSCFFC system.  
         [0038]      FIG. 5   a  shows an SSCFFC attached to a host vehicle with a flowing fluid conditioner.  
         [0039]      FIG. 5   b  shows the details for mounting an Advanced Sensor.  
         [0040]      FIG. 5   c  shows a cut away of a flowing fluid conditioner for control by SSCFFC system.  
         [0041]      FIG. 6  shows a screen shot of the display portion of the SSCFFC system for initial calibration. 
     
    
     REFERENCE NUMERALS IN DRAWINGS  
       [0042]    
       
         
               
               
               
             
           
               
                   
               
               
                   
               
               
                 Number 
                 Title 
                 Supplier 
               
               
                   
               
             
             
               
                 101 
                 Conditioner 
                   
               
               
                 102b 
                 Brace 102 (f to r) 
                 Grade 5, 5/16″ NC 
               
               
                   
                 bolt (×4) 
               
               
                 102f 
                 Brace (front) 
                 Steel 
               
               
                   
                 bracket (×2) 
               
               
                 102g 
                 Mounting hole 
                  5/16″ 
               
               
                   
                 (in brace 102f) 
               
               
                   
                 (×2) 
               
               
                 102h 
                 Threaded hole 
                  5/16″ NC 
               
               
                   
                 (in brace 102r) 
               
               
                   
                 (×2) 
               
               
                 102r 
                 Brace (rear) 
                 Steel 
               
               
                   
                 bracket (×2) 
               
               
                 103 
                 Turbine housing 
                 Majestic turbo 
               
               
                   
                   
                 www.majesticturbo.com 
               
               
                 103b 
                 Mounting hole 
                  5/16″ 
               
               
                   
                 (×3) in 103f 
               
               
                 103f 
                 Front half 
               
               
                   
                 housing 103 
               
               
                 103h 
                 Mounting hole 
                 Aligned mounting tab holes 
               
               
                   
                 (×4) 
                 in housings 103f and 103r, 
               
               
                   
                   
                  5/16″ 
               
               
                 103m 
                 Mounting plate air 
               
               
                   
                 cleaner 104, by- 
               
               
                   
                 pass 109 to housing 
               
               
                   
                 103 
               
               
                 103n 
                 Threaded mounting 
                  5/16″ NC 
               
               
                   
                 hole in plate 103m 
               
               
                   
                 (×3) 
               
               
                 103r 
                 Rear half housing 
               
               
                   
                 103 
               
               
                 104 
                 Air cleaner 
                 www.knfilters.com 
               
               
                   
                 (K&amp;N filters) 
               
               
                 104c 
                 Hose clamp 
                 2.5 to 4.0″ 
               
               
                   
                   
                 www.idealclamp.com 
               
               
                 104t 
                 Air cleaner throat 
                 plastic 
               
               
                 105 
                 Conditioner housing 
                 Isolative composite or 
               
               
                   
                   
                 Glass reinforced plastic, 
               
               
                   
                   
                 double walled 
               
               
                 105c 
                 Conditioner housing 
                 Isolative composite or 
               
               
                   
                 cover 
                 Glass reinforced plastic, 
               
               
                   
                   
                 double walled 
               
               
                 105f 
                 Conditioner housing 
                 Isolative composite or 
               
               
                   
                 front 
                 Glass reinforced plastic, 
               
               
                   
                   
                 double walled 
               
               
                 105i 
                 Conditioner housing 
                 2″ to 3″ typical 
               
               
                   
                 inlet 
                 Isolative composite or 
               
               
                   
                   
                 Glass reinforced plastic 
               
               
                 105o 
                 Conditioning cover 
               
               
                   
                 opening for TED 107 
               
               
                   
                 mounting 
               
               
                 105r 
                 Conditioner housing 
                 Isolative composite or 
               
               
                   
                 rear 
                 Glass reinforced plastic, 
               
               
                   
                   
                 double walled 
               
               
                 107 
                 Thermoelectric 
                 MCX470+T, Swiftech 
               
               
                   
                 device (TED) 
               
               
                 107s 
                 Screw (×4) 
                 # 8 NF grade 4 
               
               
                 107t 
                 Threaded hole (×4) 
                 # 8 NF 
               
               
                   
                 in plate 128p 
               
               
                 108 
                 Fan 
                 Vantec Tornado-TD8038H 
               
               
                   
                   
                 from www.cooltechnica.com 
               
               
                 108c 
                 Fan power cable 
                 2 cond AWG 14 
               
               
                 108h 
                 Threaded mounting 
                 #8 NF 
               
               
                   
                 bracket hole 
               
               
                 108s 
                 Screw (×4) 
                 # 8 NF 
               
               
                 108d 
                 Fan motor current 
                 MOSFET, P ch. FDV304PCT-ND 
               
               
                   
                 driver 
                 www.digikey.com 
               
               
                 109 
                 By-pass 
                 Plastic 
               
               
                 109b 
                 Air cleaner 104 to 
                 metal 
               
               
                   
                 plate 103m adapter 
               
               
                 109s 
                 Adapter mounting 
                  5/16″ NF 
               
               
                   
                 bolts (×3) 
               
               
                 110 
                 Hose connector 
                 2.25″ to 3.0″ 
               
               
                   
                 (reinforced silicon) 
                 http://turbotech.com 
               
               
                 110a 
                 Hose clamp 
                 2.25″ to 3.0″ 
               
               
                   
                   
                 www.idealclamp.com 
               
               
                 110b 
                 Hose clamp 
                 2.25″ to 3.0″ 
               
               
                   
                   
                 www.idealclamp.com 
               
               
                 111 
                 Motor 
                 Merkle-Korff 
               
               
                   
                   
                 (www.kinetekinc.com), or 
               
               
                   
                   
                 Xtreme Energy 
               
               
                   
                   
                 (www.xtreme-energy.com) 
               
               
                 111h 
                 Mounting holes (×4) 
                  5/16″ 
               
               
                   
                 in housing 103r 
               
               
                 111s 
                 bolt (×4) 
                  5/16″ NF grade 5 
               
               
                 111t 
                 Threaded hole (×4) 
                  5/16″ NF 
               
               
                 113 
                 By-pass outlet 
                 2.25″ to 3.0″ dia. 
               
               
                 114 
                 Motor shaft 
                 Hardened steel ⅜″ dia. 
               
               
                   
                   
                 Threaded end ⅜″ NF 
               
               
                 114t 
                 Threads on shaft 
                 ⅜″ NF 
               
               
                   
                 114 end 
               
               
                 115 
                 Conditioner housing 
                 2.25″ to 3.0″ dia 
               
               
                   
                 outlet 
               
               
                 116 
                 Bearing (ceramic, 
                 Majestic turbo 
               
               
                   
                 air or magnetic 
                 www.majesticturbo.com 
               
               
                 117 
                 Actuator shaft 
                 Stainless steel 
               
               
                 118 
                 Lock nut (blade 125 
                 ⅜″ NF, Majestic turbo 
               
               
                   
                 to threads 114t) 
                 www.maiesticturbo.com 
               
               
                 119 
                 By-pass butterfly 
                 Brass 
               
               
                   
                 valve plate 
               
               
                 120 
                 Warm air inlet (from 
               
               
                   
                 pipe 160) 
               
               
                 121 
                 Conditioner butter- 
                 Brass 
               
               
                   
                 fly valve plate 
               
               
                 122 
                 Warm air flap valve 
                 Host vehicle 
               
               
                   
                 (normally closed) 
               
               
                 123 
                 Actuator with 
                 Type 56AA-12DC from 
               
               
                   
                 positioning informa- 
                 http://www.chemline.com 
               
               
                   
                 tion 
               
               
                 123c 
                 Quick release con- 
                 D sub 15 pin 
               
               
                   
                 nector signal and 
                 AML15G-ND 
               
               
                   
                 actuator 123 drive 
                 AFL15K-ND 
               
               
                   
                 pair 
                 www.digikey.com 
               
               
                 123d 
                 Actuator 123 drive 
                 Belden 89731 24 AWG 6 pair 
               
               
                   
                 cable 
                 high temp, oil resistant 
               
               
                   
                   
                 cable 
               
               
                 123q 
                 Quick release con- 
                 HEGO type connector pair 
               
               
                   
                 nector pair for 
                 ANP-2PSC 
               
               
                   
                 sensors T1 through 
                 www.shonutperformance.com 
               
               
                   
                 T5, 210 and fan 108 
               
               
                 124 
                 Warm air pipe 
                 Host vehicle 
               
               
                 125 
                 Turbine blade 
                 Majestic turbo 
               
               
                   
                   
                 www.majesticturbo.com 
               
               
                 126 
                 Cable (host ECU 127 
                 AWM E148000 style 2464, 
               
               
                   
                 to processor 133) 
                 26 AWG, VW1SC ODB2 
               
               
                   
                   
                 cable www.nology.com 
               
               
                 126d 
                 Processor 133 con- 
                 RS-232 9 pin D shell 
               
               
                   
                 nector (for cable 
                 female/male AFL09K-ND 
               
               
                   
                 126 
                 www.digikey.com 
               
               
                 126p 
                 ODB-2 connector 
                 16 pin female (mate to host 
               
               
                   
                   
                 vehicle) 
               
               
                 127 
                 Engine Control Unit 
                 OBD-2 or CAN standards 
               
               
                   
                 processor (ECU) 
                 Society of Automotive 
               
               
                   
                   
                 Engineers 
               
               
                 128 
                 Exchanger 
                 Radiator for exchanging air 
               
               
                   
                   
                 with thermoelectric device 
               
               
                   
                   
                 typically copper 
               
               
                 128h 
                 Opening hole 
                 Accommodates 107 and 
               
               
                   
                   
                 mounting holes 107t 
               
               
                 128p 
                 Exchanger 128 top 
                 copper 
               
               
                   
                 plate 
               
               
                 129 
                 Sensor cable 
                 Belden 89731 24 AWG 6 pair 
               
               
                   
                 (T1-T5,) 
                 high temp, oil resistant 
               
               
                   
                   
                 cable 
               
               
                 129a 
                 Sensor cable (AS) 
                 50′Ω coax A305- 
               
               
                   
                   
                 100-ND www.digikey.com 
               
               
                 129b 
                 Advanced sensor 
                 BNC type 
               
               
                   
                 cable 129 connector 
                 ABM-1700-M ABF-1700-F 
               
               
                   
                 pair 
                 www.hyperlinktech.com 
               
               
                 129i 
                 Advanced sensor 
                 Fast Fourier Transform 
               
               
                   
                 processor 
                 (FFT) processor DSP 
               
               
                   
                   
                 TI320C55. Texas Inst. or 
               
               
                   
                   
                 ADSP-2100, Analog Devices 
               
               
                 129t 
                 Sensor connector 
                 D sub 15 pin 
               
               
                   
                 pair 
                 AMR15G-NP 
               
               
                   
                   
                 AFL15K-N 
               
               
                   
                   
                 www.digikey.com 
               
               
                 132 
                 Sensor interface 
                 MCP6S26 PGA w analog mux. 
               
               
                   
                 (analog) to 
                 www.microchip.com 
               
               
                   
                 processor 133p 
               
               
                 133 
                 Smart controller 
                 Contained in such as 
               
               
                   
                   
                 housing KS142S from Rittal 
               
               
                   
                   
                 Company 
               
               
                 133p 
                 Smart controller 133 
                 DSP controller w/DSP 
               
               
                   
                 processor 
                 output PIC16F877 
               
               
                   
                   
                 www.microchip.com 
               
               
                 133r 
                 Real time clock 
                 IC counter w/osc. 
               
               
                   
                   
                 MC74HC4060A 
               
               
                   
                   
                 www.digikey.com 
               
               
                 134 
                 Combiner 
                 2.25″ to 3.0″ 
               
               
                   
                   
                 thin wall steel 
               
               
                 134b 
                 Combiner 134 by-pass 
                 2.25″ to 3.0″ 
               
               
                   
                 input 
                 thin wall steel 
               
               
                 134c 
                 Combiner 134 condi- 
                 2.25″ to 3.0″ 
               
               
                   
                 tioner input 
                 thin wall steel 
               
               
                 134o 
                 Combiner 134 output 
                 2.25″ to 3.0″ 
               
               
                   
                   
                 thin wall steel 
               
               
                 135 
                 Motor 111 driver 
                 CMOS quad driver pair and 
               
               
                   
                   
                 HEXFET power MOSFET 
               
               
                   
                   
                 pair www.microchip.com or 
               
               
                   
                   
                 e-Boost www.turbosmart.com 
               
               
                 137 
                 TED 107 driver 
                 CMOS quad driver pair and 
               
               
                   
                   
                 HEXFET power MOSFET 
               
               
                   
                   
                 pair www.microchip.com 
               
               
                 138 
                 Buffer 143 to smart 
                 RS-232 shielded cable 
               
               
                   
                 controller 133 data 
                 ANC10RS www.nextag.com 
               
               
                   
                 cable 
               
               
                 138b 
                 Buffer 143 data con- 
                 RS 232 D sub male AML09K- 
               
               
                   
                 nector 
                 ND www.digikey.com 
               
               
                 138c 
                 Controller 133 con- 
                 RS-232 9 pin D shell female 
               
               
                   
                 nector (to cable 138 
                 AFL09K-ND www.digikey.com 
               
               
                 139 
                 Operator display 
                 Plastic and rubber 
               
               
                   
                   
                 enclosure ABS-94HB 
               
               
                   
                   
                 www.pactecenclosures.com 
               
               
                 140 
                 Display cable 
                 RS-232 shielded cable 
               
               
                   
                   
                 ANC10RS www.nextag.com 
               
               
                 140p 
                 Processor 133p con- 
                 9 pin female AFL09K-ND 
               
               
                   
                 nector to cable 140 
                 www.digikey.com 
               
               
                 141 
                 Power cable battery 
                 Monstercable 4 AWG 2 cond. 
               
               
                   
                 149 to buffer 143 
                 S4GP-15 (black) + S4GP-15 
               
               
                   
                   
                 (red) chemical and 
               
               
                   
                   
                 temperature resistant 
               
               
                   
                   
                 www.monstercable.com 
               
               
                 142 
                 Power cable buffer 
                 Monstercable 4 AWG 2 cond. 
               
               
                   
                 143 to smart control- 
                 S4GP-15 (black) + S4GP-15 
               
               
                   
                 ler 133 
                 (red) chemical and 
               
               
                   
                   
                 temperature resistant 
               
               
                   
                   
                 www.monstercable.com 
               
               
                 142b 
                 Power connector (×4, 
                 AN-1470G1H-P 
               
               
                   
                 up to 4 cables ea.) 
                 www.action-electronics.com 
               
               
                 142p 
                 Power connector (×2) 
                 Ring connector NY12R 
               
               
                   
                 cable 148 and 141 
                 www.autoelectrical.com 
               
               
                 143 
                 Power buffer 
                 14 to 42 volt controller 
               
               
                   
                   
                 Novanta 
               
               
                   
                   
                 www.evolution.skf.com 
               
               
                 144 
                 Engine 
                 Host vehicle 
               
               
                 144m 
                 Exhaust manifold 
                 Host vehicle 
               
               
                 145 
                 Auxiliary power 
                 14-42 volts battery, 
               
               
                   
                   
                 capacitor, or fuel cells 
               
               
                 146 
                 Power 145 to Buffer 
                 Monstercable 4 AWG 2 cond. 
               
               
                   
                 143 cable 
                 S4GP-15 (black) + S4GP-15 
               
               
                   
                   
                 (red) chemical and 
               
               
                   
                   
                 temperature resistant 
               
               
                   
                   
                 www.monstercable.com 
               
               
                 147 
                 Alternator 
                 Host vehicle 14 to 42 volts 
               
               
                   
                 (recharging) 
               
               
                 148 
                 Alternator 147 to 
                 Monstercable 8 AWG 2 cond. 
               
               
                   
                 Buffer 143 cable 
                 S8GP-15 (black) + S8GP-15 
               
               
                   
                   
                 (red) chemical and 
               
               
                   
                   
                 temperature resistant 
               
               
                   
                   
                 www.monstercable.com 
               
               
                 149 
                 Battery (host) 
                 14-42 volts 
               
               
                 150 
                 Throttle body 
                 Host vehicle 
               
               
                 150b 
                 Throttle body 150 
                 Host vehicle 
               
               
                   
                 butterfly valve 
               
               
                 151 
                 Throttle position 
                 Host vehicle 
               
               
                   
                 sensor (TPS) 
               
               
                 151f 
                 Accelerator pedal 
                 Host vehicle 
               
               
                 156c 
                 TED 107 drive cable 
                 Alphawire XTRA-GUARD 
               
               
                   
                 controller to TED 
                 87703CY 10 AWG spiral oil 
               
               
                   
                 107 
                 resistant, high heat 
               
               
                   
                   
                 www.alphawire.com 
               
               
                 156m 
                 Motor 111 Drive cable 
                 Belden 10 AWG 2 conductor 
               
               
                   
                 controller 133 to 
                 high temp., oil resistant 
               
               
                   
                 motor 111 
                 cable www.belden.com 
               
               
                 156q 
                 Cable 156m connector 
                 SNP-2PSC 
               
               
                   
                 pair 
                 www.shonutperformance.com 
               
               
                 156r 
                 Cable 156c connector 
                 SNP-2PSC 
               
               
                   
                 pair 
                 www.shonutperformance.com 
               
               
                 158 
                 Inlet hose (101 to 
                 2.25″ to 3.0″ flexible 
               
               
                   
                 150) reinforced 
                 hose″ http://turbotech.com 
               
               
                   
                 silicon 
               
               
                 160 
                 Exhaust pipe 
                 host 
               
               
                 162c 
                 Combustion chamber 
               
               
                   
                 (in host engine) 144 
               
               
                 162i 
                 Intake valve (in host 
               
               
                   
                 combustion chamber 
               
               
                   
                 162c 
               
               
                 162o 
                 Exhaust valve (in 
               
               
                   
                 host combustion 
               
               
                   
                 chamber 162c 
               
               
                 187 
                 Crankshaft position 
                 Host vehicle 
               
               
                   
                 signal 
               
               
                 189 
                 Vehicle speed signal 
                 Host vehicle 
               
               
                 191 
                 Revolutions per 
                 Host vehicle 
               
               
                   
                 minute signal (RPM) 
               
               
                 193 
                 Manifold air pressure 
                 Pounds per square inch 
               
               
                   
                 (MAP) signal 
                 (psi) Host vehicle 
               
               
                 193a 
                 Alternative signal 
                 Turbo pressure sensor, PST, 
               
               
                   
                 193 MAP sensor 
                 www.corsa-inst.com 
               
               
                 195 
                 Barometric pressure 
                 Host vehicle 
               
               
                   
                 signal 
               
               
                 196 
                 Chill signal line 
                 From switch 243 to 
               
               
                   
                   
                 controller 215 
               
               
                 197 
                 Engine coolant 
                 Host vehicle 
               
               
                   
                 temperature signal 
               
               
                 198 
                 Warm signal line 
                 From switch 243 to 
               
               
                   
                   
                 controller 215 
               
               
                 199 
                 Engine oil 
                 Host vehicle 
               
               
                   
                 temperature signal 
               
               
                 201 
                 Engine oil pressure 
                 Host vehicle 
               
               
                   
                 signal 
               
               
                 203 
                 Mass airflow (MAF) 
                 Host vehicle 
               
               
                   
                 signal 
               
               
                 205 
                 Throttle position 
                 Host vehicle 
               
               
                   
                 signal (TPS) 
               
               
                 207 
                 Vehicle battery 
                 Host vehicle 
               
               
                   
                 voltage signal 
               
               
                 209 
                 Display connector 
                 RS 232 D sub male AML09K-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 210 
                 Knock present signal 
                 Host vehicle 
               
               
                 211 
                 LCD 
                 Toshiba 6.5″ LTA065A041F 
               
               
                   
                   
                 www.toshiba.com 
               
               
                 213 
                 LCD driver 
                 Toshiba T6965C 
               
               
                   
                   
                 www.toshiba.com 
               
               
                 215 
                 Display controller 
                 PIC 18LF4620 
               
               
                   
                   
                 www.microchip.com 
               
               
                 219 
                 Real time clock 
                 IC counter w/osc. 
               
               
                   
                   
                 MC74HC4060A 
               
               
                   
                   
                 www.digikey.com 
               
               
                 221 
                 Display back up 
                 3.0 v lithium coin cell 
               
               
                   
                 battery 
                 CR2032 
               
               
                 223 
                 Communication 
                 AMD 186CC www.amd.com 
               
               
                   
                 interface controller 
               
               
                 225 
                 Input up switch 
                 Momentary press switch SPST 
               
               
                   
                   
                 CKN1609-ND www.digikey.com 
               
               
                 227 
                 Input select switch 
                 Momentary press switch SPST 
               
               
                   
                   
                 CKN1609-ND www.digikey.com 
               
               
                 229 
                 Input down switch 
                 Momentary press switch SPST 
               
               
                   
                   
                 CKN1609-ND www.digikey.com 
               
               
                 231 
                 Enunciator driver 
                 Darlington transistor array 
               
               
                   
                   
                 296-16971-5-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 233 
                 Stainless steel 
                 #18-8 
               
               
                   
                 fender washer (×2) 
                 www.firmlyattached.com 
               
               
                 233t 
                 Mounting tabs (×2) 
                 Stainless steel loops 
               
               
                 235 
                 Ceramic washer (×2) 
                 #8 JC2 
               
               
                   
                   
                 www.sisweb.com 
               
               
                 237 
                 Stainless steel tie 
                 50 lb Duralast model 50114p 
               
               
                   
                 wire 
                 www.homedepot.com 
               
               
                 239 
                 Sensor AS mounting 
                 #8 mounted to allow sensor 
               
               
                   
                 hole 
                 AS probe facing exhaust 
               
               
                   
                   
                 gases in manifold 144m 
               
               
                 241 
                 Power on/off switch 
                 Rocker switch SPDT 
               
               
                   
                   
                 CKC1244-ND www.digikey.com 
               
               
                 243 
                 Select warm/chill 
                 Rocker switch SPST 
               
               
                   
                 switch 
                 CKN2052-ND www.digikey.com 
               
               
                 245 
                 Operating lamp 
                 LED green 67-1119-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 247 
                 Test switch 
                 Momentary press switch SPST 
               
               
                   
                   
                 CKN1609-ND www.digikey.com 
               
               
                 249 
                 Alert lamp 
                 LED red 67-1120-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 253 
                 Gauge bar graph 
                 Right portion of LCD 211 
               
               
                   
                   
                 software module Nelson 
               
               
                   
                   
                 Research www.mchipguru.com 
               
               
                 255 
                 SYStem access 
                 USB A receptacle CCUSBA- 
               
               
                   
                 connector 
                 32001-00X 
               
               
                   
                   
                 www.cypressindustrial.com 
               
               
                 257 
                 System ready lamp 
                 LED green 67-1119-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 259 
                 Recharge lamp 
                 LED amber 67-1118-ND 
               
               
                   
                   
                 www.digikey.com 
               
               
                 261 
                 Temperature display 
                 Upper portion of LCD 211 
               
               
                   
                 area 
               
               
                 263 
                 Chill Time Available 
                 Lower portion of LCD 211 
               
               
                   
                 area 
               
               
                 AS 
                 Advanced wavefront 
                 First look pulse sensor 
               
               
                   
                 sensor 
                 www.sentech.com 
               
               
                 R1 
                 Current driving 
                 324′Ω .1 w resistor 
               
               
                   
                 resistors (×4), LED 
                 BC324XCT-ND 
               
               
                   
                 circuits 
                 www.digikey.com 
               
               
                 R2 
                 Current limiting 
                 10K′Ω .1 w resistor 
               
               
                   
                 resistors (×4), 
                 BC10.0KXCT-ND 
               
               
                   
                 momentary press 
                 www.digikey.com 
               
               
                   
                 circuits 
               
               
                 T1 
                 Ambient temperature 
                 Thermistor BC 1485-ND 
               
               
                   
                 sensor 
                 www.digikey.com or 
               
               
                   
                   
                 thermocouple TC-61XKBEX36A 
               
               
                   
                   
                 www.superlogics.com 
               
               
                 T2 
                 Intake temperature 
                 Thermistor BC 1485-ND 
               
               
                   
                 sensor 
                 www.digikey.com or 
               
               
                   
                   
                 thermocouple TC-61XKBEX36A 
               
               
                   
                   
                 www.superlogics.com 
               
               
                 T3 
                 Exchanger temperature 
                 Thermistor BC 1485-ND 
               
               
                   
                 sensor 
                 www.digikey.com or 
               
               
                   
                   
                 thermocouple TC-61XKBEX36A 
               
               
                   
                   
                 www.superlogics.com 
               
               
                 T4 
                 Engine intake tempera- 
                 Thermistor BC 1485-ND 
               
               
                   
                 ture sensor 
                 www.digikey.com or 
               
               
                   
                   
                 thermocouple TC-61XKBEX36A 
               
               
                   
                   
                 www.superlogics.com 
               
               
                 T5 
                 Exhaust temperature 
                 High temp thermocouple 
               
               
                   
                 sensor 
                 (platinum) ANSI type R 
               
               
                   
                   
                 www.durexindustries.com 
               
               
                   
               
             
          
         
       
     
       DETAILED DESCRIPTION OF THE INVENTION  
       [0043]     Reference will now be made to the drawings wherein like structures will be provided with like reference designations.  
         [0000]     Hardware Overview of the Preferred Embodiment  
         [0044]      FIG. 1   a  discloses a block diagram of the SSCFFC with details of the controller  133 . The heart of controller  133  is a DSP processor  133   p . The processor  133   p  is a multi-function processor with sensing, processing and controlling capabilities such as a PIC 16F877 from Microchip Technology (www.microchip.com). The processor  133   p  monitors system components and receives system data inputs, and uses software to combine this information with resident tables from previous operations and host vehicle operating specifications, and executes system control functions. A real time clock  133   r  provides timing and synchronization capabilities. The controller  133  is housed in rugged plastic enclosure KS 1423 from Rittal company (www.rittal.co.uk). A sensor interface  132  is provided for amplification and conversion of sensor signals T 1  through T 5 . These sensors collect the following data: sensor T 1  measures ambient air temperature, sensor T 2  measures by-pass air temperature, sensor T 3  measures exchanger  128  ( FIG. 1   c ) temperature, returning to  FIG. 1   a  sensor T 4  measures output air temperature in combiner  134 , sensor T 5  measures exhaust air temperature, and sensor AS monitors integrity of combustion gas wavefronts. Returning to  FIG. 1   a  a Fast Fourier Transform (FFT) processor  129   i  is provided in hardware to minimize time for frequency content analysis from sensor AS to processor  133   p . A data cable  129  provides connection of interface  132  to T 1  through T 5  signals. A boost sensor  193   a  such as PST from Corsa Instrumentation will provide boost levels on host vehicles without built in boost range on signal  193  (shown in  FIG. 1B ). Returning to  FIG. 1   a  on cable  129  a quick release pair of connectors  123   q  (X 6 ) are provided for where box icons are indicated at sensors T 1  through T 5  and sensor  193   a . An advanced sensor AS is positioned to monitor cylinder output. The sensor AS is such as a piezoelectric sensor sandwiched with poly or plyable material and a stainless steel shell to withstand the environment of the exhaust stream gases. Sensor AS is mounted in header  144   m  ( FIG. 5   b ) to facilitate optimal exhaust gas wavefront exposure. Returning to  FIG. 1   a  sensor AS has a bnc cable connected to controller  133  at connector  129   t . The processor  129   i  can be a DSP or FPGA that runs a Fast Fourier Transform (FFT) or similar frequency content analysis software routine and analyzes the analog signal from sensor AS and transfers these processed data to processor  133   p . The processor  133   p  has a look up table stored in memory with previously quantified signals from engines with anomalies. These anomalies have, but are not limited to conditions where; fuel is contaminated, excessive spark advance, excessive combustion chamber temperature, and no spark. When processor  133   p  determines that a condition comparable to an anomalous condition is present an alert signal is sent to display  139 . On systems equipped with OBD-2 or CAN timing can be retarded or advanced as required. Similar adjustment techniques can be used with intake air conditioning, boost levels, fuel enrichment, and valve timing. The processor  133   p  is capable of sufficient processing speed to evaluate and determine a cylinder is subject to engine anomaly before that cylinder fires again. By sensing from sensor AS, processing in processor  129   i , reporting to processor  133   p , reporting to ECU  127 , and adjusting spark advance or other values discussed above, potentially catastrophic or problematic conditions will be mitigated or avoided. A coax instrumentation cable  129   a  connects sensor AS to connector  129   b . An operator display  139  provides interface and control. A data interface cable  140  connects display  139  to controller  133 . To simplify installation a connector pair is provided at both ends of cable  140 . The cable  140  has connector pair  140   p  at the controller  133  and connector pair  209  at display  139 .  
         [0045]     A pair of high current PWM drivers are provided for a Thermoelectric device (TED)  107  and expansion for an electric motor  111  driven supercharger. An expansion driver  135  is configured for operation and control of motor  111  over expansion cable  156   m . An expansion connector pair  156   q  is provided for installation and quick release of cable  156   m  circuitry. When adapting system to existing boosters an electronic boost controller such as an e-Boost from TurboSmart can replace driver  135 . A driver  137  is configured for operation and control of TED  107  over a cable  156   c . A connector pair  156   r  is provided for installation and quick release of cable  156   c  circuitry. The driver  135  consists of drivers such as contained in “Brushless DC Motor Control Made Easy”, Ward Brown. The driver  135  receives PWM control signals from processor  133   p  and instructs motor  111  to the desired rpm and monitors back electromagnetic force (BEEMF) from motor  111 . The measured BEMF is compared to the applied voltage and rotor speed and position can be determined. The effective applied voltage can be varied with PWM and the speed of motor  111  by timing the commutation phases. A short software routine in processor  133   p  will handle PWM and commutation and a state table will schedule reading peak applied voltage and BEMF voltages at two times per cycle. The driver  137  receives PWM control signals from processor  133   p  and energizes TED  107  to chill or warm. The sensor T 3  monitors exchanger  128  ( FIG. 2 ) temperature and provides this information over sensor cable  129  through connector  129   t . Processor  133   p  uses sensor T 3  information to instruct driver  137  how much effective voltage should be applied to TED  107  by PWM to reach, sustain, or change to affect the temperature of exchanger  128 . A fan motor driver  108   d  is provided for control of fan  108 . The fan  108  receives power from driver  108   d  through cable  108   c . Processor  133   p  will activate the fan  108  whenever SSCFFC is on and vehicle speed ( FIG. 2   b  signal  189 ) is below 20 mph. The actuator  123  is connected to controller  133   p  over cable  123   d . A pair of connectors&#39;  123   c  at actuator  123  facilitates connection and quick release of the actuator circuitry. The buffer  143  distributes power to controller  133  over cable  142 . The buffer  143  additionally communicates status and receives instructions over a cable  138 . The ECU  127  is connected over a cable  126  (OBD-2 to RS  232  cable from www.nology.com) to processor  133   p  inside controller  133 .  
         [0046]      FIG. 1   b  shows a block diagram of the SSCFFC power and host interface. The controller  133  connects over cable  126  to ECU  127  and critical inputs from host system. A signal  187  provides engine crankshaft position. A signal  189  supplies vehicle speed. A signal  191  provides engine RPM. A signal  193  provides manifold air pressure (MAP). An alternative MAP sensor may be necessary on some vehicles. Controller  133  to determine host engine&#39;s intake vacuum and boost conditions monitors the signal  193 . A signal  195  provides barometric pressure. A signal  197  provides engine coolant temperature. A signal  199  provides engine oil temperature. A signal  201  provides engine oil pressure. A signal  203  provides mass airflow (MAF). A signal  205  measures throttle position (s) (TPS). A signal  207  measures battery voltage. A signal  208  indicates on/start information. A signal  210  provides knock detected. A connector  126   p  connects cable  126  to ECU  127 . A connector  126   d  connects cable  126  to controller  133 . The controller  133  collects and monitors these incoming data signals and compares and tracks values of demand (signal  205 ) to the stored values in system memory. The controller  133  will evaluate system status and control the system state to implement demand by driver as sensed by signal  205 . Additionally, the controller  133  additionally connects to buffer  143  over cable  142  for power and a cable  138  for data. A connector  138   b  connects cable  138  to buffer  143 . A connector  138   c  connects cable  138  to controller  133 . The buffer  143  can receive power from auxiliary power  145  over a cable  146 . A connector  142   b  connects cable  146  to power  145 . A connector  142   b  connects cable  142  to controller  133  and buffer  143 . The power  145  can be any source of storage sufficient to supplement primary system power for TED  107  and fan  108  when system power must be devoted to non-conditioner  101  high demand situations such as engine starting. A typical power  145  is compatible with 42v standards (ISO 21848) or any efficient storage system that buffer  143  can utilize while maintaining compatibility with host system power parameters. A host vehicle alternator  147  is shown for recharging storage power  145  under supervision of controller  133  over cable  148  through buffer  143 . A connector  142   p  connects cable  148  to alternator  147 . The buffer  143  supplies a voltage step up to recharge power  145 . A host vehicle battery  149  is shown connected to buffer  143  over a cable  141 . A connector  142   p  connects cable  141  to battery  149 . Power cables  146 ,  148  and  141  are connected to buffer  143  at a terminal connector  142   b . The battery  149  can be 12 volt to 42 volt with proper configuring of buffer  143 . The buffer  143  will monitor voltage levels for vehicle battery  149 , alternator  147 , and auxiliary power  145 . The buffer  143  will supervise recharging and level conditions and inform controller  133  and operator display  139  ( FIG. 2   a ). A system can be configured without power  145  where controller  133  sequences power drain applications during high demand periods. Although batteries and voltage levels are discussed fuel cells or capacitors such as Ultracapacitor from Maxwell or similar storage device are appropriate to provide power for SSCFFC applications.  
         [0047]      FIG. 1   c  is a functional side view of the SSCFFC controller installed with a conditioner. Lines with arrows depict airflow through conditioner  101 . A booster is not shown in this drawing for brevity, if a booster is included it would insert inline with housing  105  just before or after exchanger  128 ; in outlet  115  air stream. An air cleaner  104  filters incoming air. A temperature probe T 1  measures the temperature of incoming air. A by-pass  109  normally (when a high load demand is not present) routes air directly from a butterfly valve plate  119  and an exiting outlet  113 . A second temperature probe T 2  measures the intake temperature of the air ahead of valves. During normal operation actuator  123  positions a shaft  117  to open valve plate  119  and close a butterfly valve plate  121  so incoming air proceeds through outlet  113  into a combiner  134 . A temperature probe T 4  measures the temperature of the engine intake air continuing through combiner  134 . The combiner  134  during normal operation experiences engine vacuum that will pull air into a throttle body  150  and around an intake valve  162   i  into the engines combustion chamber  162   c . Following combustion in chamber  162   c  exhaust gases exit through exhaust valve  162   o  and out an exhaust pipe  160 . A high temperature sensor T 5  measures the temperature of the exiting exhaust gases in an exhaust pipe  160 . Also in pipe  160  is sensor AS that senses the pressure changes in exhaust gas wave front. Within a typical modern engine management system/a wide-open throttle (WOT) condition (throttle actuated by driver beyond 85%) is sensed by such as a throttle position sensor (TPS)  151  when a driver presses the accelerator pedal  151   f  beyond 85%. This demand is transmitted by cable, wirelessly, or similarly to a coupling that actuates a butterfly valve  150   b  of body  150 . The controller  133  monitors host signals from (ECU)  127 . The controller  133  is powered by power buffer  143 . The controller  133  energizes TED  107  and conditions exchanger  128  on pre-start cycle. The controller  133  monitors exchanger  128  temperatures with sensor T 3 . When controller  133  senses WOT true from ECU  127 , all critical engine parameters are checked and when no abnormal parameters are present, processor  133  commands actuator  123  to rotate shaft  117  to open plate  121  and close plate  119 . This action closes by-pass  109  and opens airflow through housing  105  and outlet  115 . The controller  133  having already conditioned exchanger  128  will turn off TED  107  to minimize current draw during this high demand condition. (If auxiliary power source is present  133  will not turn off TED  107  allowing continued conditioning of exchanger  128 ). While flowing through exchanger  128  air is conditioned. The controller  133  monitors sensor T 3  to determine current needs of TED  107  to condition exchanger  128 . Conditioned air continues through outlet  115  into combiner  134 . The sensor T 4  monitors the temperature of air flowing through combiner  134 . The boosted and chilled air continues through throttle body  150  (wide open) past valve  162   i  and into chamber  162   c  for combustion. This boosted and conditioned air is combusted in chamber  162   c  and exhaust exits past valve  162   o . These exhaust gases are expelled through pipe  160  where temperature is monitored by sensor T 5  and combustion wave front is sensed by sensor AS. The Controller  133  will check WOT signal ten times a second or more. When WOT is no longer true or time out occurs in typically 30 seconds, controller  133  will command actuator  123  to rotate shaft  117  to close plate  121  and open plate  119 .  
         [0048]     Warm start up and operation (cold cycle) air is available when sensor T 1  tells controller  133  that ambient air is below 50° F. and ECU  127  registers engine temperature below normal operating temperature (typically 170° F.). During cold cycle, controller  133  commands TED  107  to warm exchanger  128  to 64° F. When start cycle is initiated, controller  133  turns off TED  107  to minimize power drain during this high demand situation. If auxiliary power is present  133  commands TED  107  to continue warming conditioner  128 . Absent auxiliary power,  133  will command TED  107  to suspend warming conditioner  128  to minimize current drain during cold start. The Controller  133  will command actuator  123  to position shaft  117  to close plate  1119  and open plate  121  to allow flow through housing  105 . The exchanger  128  having been pre-heated warms air as it flows through exchanger  128 . Warmed air will continue through plate  121  (open) through combiner  134  and into engine through body  150 , and into a normal combustion cycle. Once start of engine has been accomplished, controller  133  will re-enable TED  107  to keep air supply warm until sensor T 5  reaches threshold (typically ˜100° F.) temperature. Then Controller  133  will shut down TED  107  and command actuator  123  to position shaft  117  for normal operation with plate  119  open and plate  121  closed so that air flows through bypass  109  and into combiner  134 . Additionally, when ECU  127  senses normal operation temperature thermal flap valve  122  that is normally closed will open. The valve  122  when open will allow warm air from pipe  160  to enter warm air tube  124  at inlet  120  and assist in engine warming. This condition can continue until engine normal operational temperature (typically ˜170° F. (coolant signal  197 )) is reached and valve  122  is closed. An engine with this configuration in a cold climate will experience warm air through out cold start and operation cycle. This “conditioned” air will minimize start time and improve completeness of combustion during initial cold operation thereby reducing emissions. In addition to reduced emissions and improved fuel economy, engine wear is reduced. Cold start is the most vulnerable time for an engine as fuel that is not combusted can foul lubrication oil causing chemical breakdown and scratching of moving parts. Cold start conditions therefore typically contribute to premature engine wear and failure.  
         [0049]      FIG. 2   a  discloses a display  139  for monitoring and controlling this embodiment of the SSCFFC. A rocker switch  241  provides power on and off function. Rocker switch  243  allows operator selection of warm or chill modes. Momentary press switch  247  initiates test functions. During test mode system will read all sensors and perform operability tests. Successful test results will flash a ready indicator lamp  257  to inform operator of confirmed operational status. If any problems are incurred an alert lamp  249  (red) will flash. During operation lamp  249  will also flash if oil temperature or pressure (signal  199  and signal  201 , both  FIG. 1   b ) are out of safe operational range. Additionally, lamp  249  will flash if sensor AS ( FIG. 1   c ) detects abnormal combustion. The display  139  consists of an LCD  211  surrounded by a perimeter of inputs and outputs. Returning to  FIG. 2  the LCD  211  is an alpha numeric with graphics display. A temperature display area  261  displays temperatures T 1  through T 5  with numerical values that are constantly updated during operation. An area  263  below area  261  displays a value for “Cond. Time Available” to the right in seconds. The numerical value displayed in area  261  is generated by processor  133   p  ( FIG. 1   a ) and updated constantly during operation. Returning to  FIG. 2  to the right of areas  261  and  263  is a bar graph  253  for expansion to applications with superchargers and displays current boost level. The graph  253  comes from a software package module from Nelson Research that is compiled into run time environment and loaded into display processor. The ready indicator lamp  257  (green) will illuminate (steady illumination) when SSCFFC is ready for conditioning operation. An operating lamp  245  will glow a steady green when system is operating. A recharge indicator lamp  259  (amber) will illuminate when SSCFFC is recharging and not ready for conditioning operation. A system interface connector  255  (USB connector) labeled SYS(tem). The connector  255  allows operator data interface and bi-directional loading of SSCFFC system. Operator selection and entry are provided by input select switch  227 , input up switch  225 , and input down switch  229 .  
         [0050]      FIG. 2   b  discloses a block diagram of display  139  functions. The switch  241  is shown with double poles to enable system power (VCC) from cable  140  through connector  209  or back up battery  221 . The switch  243  to reflect operator selection is shown selecting either a chill signal line  196  or a warm signal line  198  from VCC to a display controller  215 . The cable  140  through connector  209  also connects to communications interface controller  223 . The controller  223  will receive and transmit data and signals to controller  215  from controller  133  ( FIG. 1   a ) over cable  140  and external data over connector  255 . An enunciator driver  231  is provided to drive display lamps (LEDs). A collection of current driving resistors R 1  is provided for individually enabling lamps when energized by controller  215  through driver  231 . When energized lamp  257  will glow to indicate a system Ready. When energized lamp  259  will glow to indicate a system recharge is occurring. When energized lamp  245  will glow indicating that system is operating normally. When energized lamp  249  will glow indicating a system alert and action is required.  
         [0051]     A real time clock  219  is provided to assure systems ability to synchronize and interoperate with other processors and systems. The display  211  is shown with a LCD driver  213  that receives information from controller  215 . A power tap VCC is shown for power distribution availability. A collection of current limiting resistors R 2  is provided to signal controller  215  that operator has a request. When switch  225  is pressed VCC will be sent to controller  215  to request that an up in value presently displayed be implemented. For example, if system is being updated an operator could increase a time or day function to initialize operating parameters. When switch  227  is pressed VCC will be sent to controller  215  to request that present values are entered. For example, if system values are correct operator will enter them by pressing switch  227 . When switch  229  is pressed VCC will be sent to controller  215  to request that a down in value presently displayed be implemented. For example, if system is being updated an operator could decrease a time or day function to initialize operating parameters. When switch  247  is pressed VCC will be sent to controller  215  to initiate a test of SSCFFC functions.  
         [0052]      FIG. 3   a  discloses an example program logic flow diagram operation  300  for control of “chill” conditioning mode of operation of my SSCFFC invention. Operation  310  with system switch  241  selected On operation  320  will enable lamp  245  to signal operator that system is turned on. Operation  330  has switch  243  checked for mode selection. If switch  243  has warm selected program will go to  FIG. 4  operation  492 . If switch  243  has chill selected program will continue to operation  340  and check sensor T 1 . If sensor T 1  reads an ambient temperature below 55° F. program will go to  FIG. 4  operation  492 . If sensor T 1  reads an ambient temperature at or above 55° F. operation  350  controller  133  will energize driver  137 , next operation  352  will perform driver  108   d  test. Following operation  352  operation  354  driver  108   d  test if vehicle speed is above 20 miles per hour (mph), yes operation  358 , fan  108  is not required and driver  108   d  will not be turned on. If vehicle speed is at or below 20 mph no operation  356  will turn driver  108   d  on. When program completes driver  108   d  next operation  360  test lamp  259  is turned on. Following to operation  370  all temperatures T 1  through T 5  are checked and values displayed on area  261  of display  139  ( FIG. 2   a ). Next is operation  380  checking for start true. If yes proceed to operation  382  where a test for power  145  is made. If power  145  is available proceed to operation  390  if not proceed to operation  384  and turn off driver  137 . Returning to operation  390 , when sensor T 3  reports at or below 45° the processor  133  will proceed to operation  400  and command driver  137  and  108   d  with PWM to trickle, that is to supply sufficient PWM current to maintain cold storage for next demand operation. Additionally, lamp  259  will be extinguished and lamp  257  will be turned on to indicate system readiness. Next is operation  402  for all system functions from ECU  127  are checked. All temperatures T 1  through T 5  are checked and values displayed on area  261 . The sensor AS data are checked. If processor  133  compares current data to stored data for similar operational conditions and determines any out of range temperatures or undesirable frequency content are present processor will proceed to operation  404  and alert lamp  249  will be illuminated, actuator  123  will close conditioner and open by-pass and turn off driver  137 . Additional actions may include sending information to ECU  127  to retard timing, increases fuel supply, adjust valve timing or lower boost (if present). The monitoring of critical parameter signals and comparing by controller  133  facilitates smart engine adjustments that will prevent engine damage. Program will cycle back to operation  402  for system checks until parameters are normal. When all system parameters indicate normal (ok) program will proceed to operation  406  look for an operator initiated test (switch  247  on  FIG. 2   a ). If test  247  is true processor proceeds to operation  408  where all system parameters will be examined including signals from ECU  187  through  207 , sensors T 1  through T 5 , sensor AS, also flash lamps  249  and  245 , and display these data on  261  and  263 . When these operations are complete program will return to operation  310  start node. If test  247  is not true program will proceed to operation  410  to check signal  205  for percentage actuation of throttle pedal. If greater than 85% actuation (WOT) is detected from host high demand mode will initiate. If less than 85% actuation is detected from host normal operation will cycle to operation  400  and program will return to keep system ready for demand operation.  
         [0053]      FIG. 3   b  logic diagram  420  continues from  FIG. 3   a  in high demand mode. The first step is operation  430  in high demand mode is to check for power  145  availability. If power  145  is not present system is operating on host power and operation  432  where driver  137  is turned off to reduce power drain on host during high demand. If power  145  is present, system has reserve and at operation  434  timer 1  is set to up to 30 seconds (depending on reserve power availability). Depending on system requirements and capabilities this number can be adjusted by operator through front panel ( FIG. 2   a , using switches  225 ,  227  and  229 ) or by loading program into port  255 . Lamp  245  will pulse during high demand mode. Returning to  FIG. 3   b  operation  440  will next command actuator  123  to rotate shaft  117  to close by-pass and open conditioner. Incoming air will now be conditioned before it enters engine. Next operation  450  where System checks will be performed at each cycle to assure engine integrity and monitor for problems. Operation  452  details system checks for all system functions from ECU  127 . All temperatures T 1  through T 5  are checked and values displayed on area  261 . The sensor AS data are checked. If processor  133  compares current data to stored data for similar operational conditions and determines any out of range temperatures or undesirable frequency content are present in the exhaust, processor proceeds to operation  454  where alert lamp  249  will be illuminated, actuator  123  will close conditioner and open by-pass and turn off driver  137 . If system checks are ok, processor will proceed to operation  456  to check timer  1  for zero time remaining. If timer 1  is equal to zero if yes program will proceed to operation  460  to cease conditioning. If timer 1  is not equal to zero program will proceed to operation  458  check signal  205  for greater then 85% actuation. If signal  205  is still greater than 85% actuation program will continue conditioning operation and return to operation  440 . If signal  205  is no longer greater than 85% program will cease conditioning process. Operation  460  will halt conditioning actuator  123  will select by-pass and exclude conditioning, driver  137  is turned on to re-condition exchanger  128  for next high demand mode readiness, lamp  259  is turned on, lamp  257  is extinguished, lamp  245  is turned on (not flashing). Operation  462  will test for the necessity of driver  108   d  again. During driver  108   d  operation  464  determines if vehicle speed is above 20 miles per hour (mph) (from ECU  127  signal  189 ) fan  108  is not required if vehicle speed is indicated to be over 20 mph and operation  468  assures driver  108   d  will not be turned on. If signal  189  indicates speed under 20 mph driver  108   d  will be turned on in operation  466 . With fan decisions completed processor goes to operation  470  to return to operation  480 . Operation  480  will perform all system checks for ECU  187  through  207 . All temperatures T 1  through T 5  are checked and values displayed on display area  261 . The sensor AS data are checked. Processor  133  compares current data to stored data for similar operational conditions and determines any out of range temperatures or undesirable frequency content are present. If so, in operation  482  alert lamp  249  will be illuminated, actuator  123  will close conditioner, open by-pass, and turn off driver  137 . Additional actions may include sending information to ECU  127  to for example retard timing, increase fuel supply, adjust valve timing or lower boost (if present). Operation  482  will loop with operation  480  to monitor of critical parameter signals and comparison with proper ranges facilitates smart engine adjustments that will prevent engine damage. Program will cycle to system checks until all parameters are normal. When all system parameters indicate normal (ok) program will return to  FIG. 3   a  operation  340 . If processor  133  compares current data to stored data for similar operational conditions and determines any out of range temperatures or undesirable frequency content are present if so alert lamp  249  will be illuminated, actuator  123  will close conditioner and open by-pass and turn off driver  137 . Additional actions may include sending information to ECU  127  to retard timing, increases fuel supply, adjust valve timing or lower boost (if present). The monitoring of critical parameter signals and comparing facilitates smart engine adjustments that will prevent engine damage. Program will cycle to system checks until all parameters are normal.  
         [0054]      FIG. 4  discloses an example logic flow diagram  490  for control of warmer operation of the SSCFFC invention. This mode of operation is useful for cold weather starts when engine and air temperatures are too low for complete combustion. Warm mode is entered as described on  FIG. 3   a  at operation  492  upon sensor temperature check or with operator switch selection. When switch  243  selecting warm and/or ambient temperature below 55° F., driver  137  is turned on to warm by controller  133  and at operation  494  driver  108   d  test is initiated. During driver  108   d  test program at operation  496  it is determined if vehicle speed is above 20 miles per hour (mph) (from ECU  127  signal  189 ). Fan  108  is not required if vehicle speed is indicated to be over 20 mph and operation  498  driver  108   d  will not be turned on. If signal  189  indicates speed at or below 20 mph at operation  500  driver  108   d  will be turned on. With driver  108   d  operation determined operation  502  will return and routine will next check with operation  504  to see if sensor T 3  has exceeded 80° F. If T 3  is at or below 80° F., program will cycle back to operation  492  on (warm) to increase T 3  temperature. The program will continue warming until T 3  temperature is above 80° F. when the program determines yes operation  506  initiates ready status for warm mode. Lamp  257  is turned on, lamp  259  is turned off, and driver  137  is kept warm with a trickle current (PWM power) from driver  137 . Operation  510  will next check to see if start has been initiated. When start is detected operation  512  checks for presence of power  145 . If power  145  is present program will proceed to operation  520  for warm operation. If power  145  is not available operation  514  will turn driver  137  off to minimize loading of host power during high demand. Operation  514  will continue to check through operation  510  for start status if power  145  is not available. When start is complete or not present operation  520  will continue warm operation mode. Timer 2  (warm cycle timer) will be set to 60 seconds and to operation  522  where driver  108   d  test will be performed. Driver  108   d  test routine determines if vehicle speed is above 20 miles per hour (mph) (from ECU  127  signal  189 ). If so, fan  108  is not required. If vehicle speed is indicated to be over 20 mph, with operation  526  driver  108   d  will not be turned on. If signal  189  indicates speed at or below 20 mph with operation  528  driver  108   d  will be turned on. With driver  108   d  operational, condition determined operation  530  will return to operation  532  to continue warm operation mode with actuator  123  enabling air flow through conditioner and closing by-pass. Driver  137  will continue on in warm mode, lamp  257  will extinguish, lamp  245  will pulse. Operation  540  will next perform system checks. During warm operation mode, system checks are detailed in operation  542  are limited to displaying status as high demand is not intended while system is cold (cold oil will not properly lubricate engine). During system checks all system functions from ECU  127  are checked. All temperatures T 1  through T 5  are checked and values displayed on area  261 . The sensor AS data are checked. If system checks are ok program will proceed to check if exhaust temperature sensor T 5 &gt;100° F. If a problem is incurred with operation  544  an alert will follow. During alert lamp  257  is extinguished, lamp  245  is on (steady), and lamp  249  is turned on. Drivers  137  and  108   d  are turned off and program will cycle through system checks until problem is resolved. When system checks ok operation  550  checks; is present sensor T 5 &gt;100° F. exhaust warmer can take over if yes operation  552  will perform the following; and lamp  245  is on, lamp  259  is on, driver  137  is off, driver  108  is off, and actuator  123  open by-pass and closes conditioner. When sensor T 5  is not greater then 100° F. program will proceed to operation  554  and continue warm operation mode and check timer 2  equal to zero. When timer 2  is equal to zero exhaust warmer can take over and operation  552  performs the following; and lamp  245  is on, lamp  259  is on, driver  137  is off, driver  108  is off, and actuator  123  opens by-pass and closes conditioner. Depending on system requirements and capabilities this number (timer 2 =60 sec) can be adjusted by operator through front panel (using switches  225 ,  227  and  229 ) or by loading alternative program into port  255 . When timer 2  is greater then zero program will proceed to operation  532  and continue warm operation mode and cycle back to actuator  123 : by-pass no. When program has completed actions for host to continue warm operation mode (T 5 &gt;100° F. or timer 2 =0) program will cycle to  FIG. 3   a  operation  340  and continue operation.  
         [0055]      FIG. 5   a  is a perspective frontal view of the preferred embodiment of my invention, the conditioner  101  mounted in a host vehicle. The conditioner  101  is shown mounted next to the vehicle&#39;s radiator, in front of the vehicles firewall. This area of mounting conditioner  101  avoids heat soak disadvantages when compared to mounting conditioner  101  in an engine compartment behind firewall. Components of the system are shown in  FIG. 5   a  for system perspective. The conditioner  101  has an output  134  shown connected with an inlet hose  158  to a host vehicle engine  144  at a throttle body  150 . The vehicle has an exhaust manifold  144   m  that is shown with an advanced sensor AS attached. A vehicle battery  149 , an alternator  147 , an engine control unit (ECU) connector  126   p , and display  139  are shown for descriptive purposes. Also shown are a controller  133  for conditioner  101 , a power buffer  143 , and an auxiliary power  145 .  
         [0056]      FIG. 5   b  is a blow up of mounting sensor AS. The manifold  144   m  has a hole  239  for mounting sensor AS. The hole  239  is positioned on manifold  144   m  so a probe  251  on sensor AS can directly measure wavefronts of exhaust gases. Mounting sensor AS in a curve in the manifold  144   m  allows direct wavefront exposure to minimize reflections and resulting noise. An adapter or supplemental machining may be required to establish a flat surface around hole  239  to enable sealing between manifold  144   m  and sensor AS mounting. A steel washer  233  (X 2 ) with tab  233   t  (X 2 ) on both sides are provided. The tabs  233   t  can be fashioned by welding (heliarc) #12 gauge stainless steel wire to the sides of washer  233 . Tabs  233   t  should be close enough to edge of washer  233  to allow an insulating ceramic washer  235  (X 2 ) to seat undisturbed. Tabs  233   t  should be large enough to accommodate a stainless steel tie wire  237  to be threaded through and secured as with aviation tie downs or racing nuts. The wire  237  should exert enough tension with equal pressure on both sides of washer  233  to seal sensor AS to manifold  144   m . The Sensor AS is a sandwich disc comprised of a crystal piezoelectric transducer with a cover of material such as stainless steel. The Sensor AS is sandwiched in a protective compressible polymer such as silicone or urethane. The sensor AS such as First Look sensor from Senx Technologies is of sufficient bandwidth to capture the characteristic frequencies on the leading edge of the engine&#39;s combustion gas waves.  
         [0057]      FIG. 5   c  discloses a candidate conditioner  101  for control by SSCFFC. In this embodiment air is brought into conditioner  101  through cleaner  104 . The cleaner  104  features an opening to view air inlet  104   i . A cut away view port  103   i  is provided in the conditioner  101  body to view the valve mechanism. A double wall insulation configuration is shown at  103   i . The actuator  123  determines whether the air will route through valve  121  into conditioner or valve  119  through by-pass by rotating shaft  117 . The TED  107  is shown positioned over conditioning chamber. The airflow exits conditioner  101  through combiner and outlet  134   o . The outlet  134   o  can be connected to engine input or accessory device with reinforced silicon hose  110  or similar adapter and hose clamp  110   a  and hose clamp  110   b . The conditioner  101  can be mounted as shown in  FIG. 5   a.    
         [0058]      FIG. 6  discloses an entry screen on display  139  for initial system calibration. The interface is the same as  FIG. 2   a  except returning to  FIG. 6  area  261  is displaying a calibration interface. This configuration will utilize switches  241  and  247 . The lamps  245  and  249  will also be incorporated. Operators will also employ switches  225 ,  229  and  227 . Additionally, lamp  249  will be used. When all information is as desired operator will press  227  twice and normal display as in  FIG. 2   a  will appear.  
         [0000]     Installation  
         [0059]     To install the preferred embodiment SSCFFC in a vehicle the following steps should be followed. 
        1. Install conditioner  101  assembly as shown in  FIG. 5   a  or as required on specific vehilce. The area between the radiator wall in front of engine compartment and the grill should allow adequate mounting area and good airflow. A hood scoop is also an attractive mounting location.     2. A penetration in radiator wall where the outlet  134  ( FIG. 5   c ) exits conditioner  101  must be made prior to installing assembly. Select a location that will allow the hose  158  to be routed directly to the throttle body intake  150  ( FIG. 1   a ) or at some convenient location of the existing input plumbing.     3. With intake hole existing position conditioner  101  in location and select bracketry mounting locations that will stabilize assembly but not interfere with operation of assembly or existing devices. Mount bracketry and install inlet hoses. Both of these steps will be unique for each vehicle type.     4. Connect hose  158  of appropriate size from output  134  ( FIG. 1   d ) to desired engine intake (before body  150 ). And install appropriate hose clamps. The body  150  ends of hose  158  will be unique for each vehicle type. The output  134  will use hose  110  type of appropriate length and clamp  110   a  to secure intake hose.     5. Sensors T 1 , T 2 , T 3 , and T 4  will be installed with connectors  123   q  in SSCFFC  101  at locations shown  FIG. 1   a . Referring to  FIG. 5   b  the hole  239  should be drilled in manifold  144   m . An adapter or supplemental machining may be required to establish a flat surface around hole  239  to enable sealing between manifold  144   m  and sensor AS mounting. Position hole  233  to allow sensor AS maximum exposure to direct exhaust gas flow. The washer  233  (inside) with tabs  233   t  should next be welded (heliarc) to manifold  144   m  around hole  239 . The washer  235  (inside) should be placed over nose on sensor AS. The sensor AS should be slid into washer  235  (inside) and hole  239 . The washer  235  (outside) with tabs  233   t  should now be slid over cable side of sensor AS followed by washer  233  on top of washer  235 . The wire  237  should be laced through loops (both sides) on inside and outside washer  233  and pulled to equal tightness to seal sensor AS to manifold  144   m . The wire  237  ties should use aircraft bolt securing techniques and be checked and tightened after initial operation. The sensor T 5  will have connector  123   q  but will have to be mounted in exhaust header. The sensor T 5  can be drilled and threaded with a ¼″ NF thread near sensor AS. Sensor AS comes with a cable and bnc connector on controller  133  end.     6. Auxiliary equipment including controller  133 , power buffer  143 , and auxiliary power  145  should be mounted as shown in  FIG. 5   a  or as required in specific vehilce. Each engine compartment will be different where to mount these devices. The mounting sites should be selected for good airflow and clearance from existing devices. Mounting and orientation will determine length and routing of power cables.     7. Display  139  is best mounted in cabin for operator access. Depending on cabin and dashboard configuration of host vehicle display  139  can be mounted in operator view with brackets or 2-sided Velcro with glue backing.     8. Vehicle interface OBD-2 connector  126   p  is located under dash on driver side. Cable  126  vehicle end should be plugged into  126   p . The cable  126  should be routed through firewall to engine compartment and plugged into controller  133  at  126   d.       9. The cable  140  should plug in to display connector  209 , routed through firewall and connected to controller  133  at connector  140   p.       10. The cable  129  should be connected to the respective sensors T 1  through T 5 . Care should be taken to avoid heat-producing devices and excess cabling should be neatly dressed away from interfering with existing devices.     11. The controller end of cable  129  should be connected to controller  133  at connector  129   t.       12. The sensor AS cable  129   a  should be routed to controller  133  and connected to connector  129   b       13. The actuator  123  cable  123   d  should be routed from controller  133  and connected to connector  123   c  at actuator  123 .     14. The fan cable  123   d  should be routed from controller  133  and connected to fan  108  at connector  123   q.       15. The TED  107  cable  156   c  should be routed from controller  133  to TED  107  and connected at connector  156   r.       16. The motor  111  cable  156   m  (if supercharger is included) should be routed from controller  133  to motor  111  and connected at connector  156   q.       17. When all mounting and connections are complete an operator initializes SSCFFC (referring to  FIG. 6 ) by selecting On at switch  241 . The lamps  245  and  249  will illuminate. The system is requesting basic starting information in area  261 . The cursor will initialize on the Enter date line, at MM. Operators can navigate by selecting a numerical increase by pressing switch  225 , decreasing by pressing switch  229  and enter (and to next entry) switch  227 . Operator should now enter current date, time and vehicle weight. Operators should follow the same procedure for time entry and weight. If an invalid entry is attempted lamp  249  will illuminate and cursor will highlight problem area. When all information is as desired operator will press  227  twice and normal display as in  FIG. 2   a  will appear.     18. System calibration can be entered at anytime by pressing switches  247  and  227  until entry screen  261  as in  FIG. 8  is displayed.     19. System will now operate as discussed in  FIGS. 4 and 5  without operator intervention or as desired (warm mode, test, and calibrate).        
 
       ADVANTAGES OF THE INVENTION  
       [0079]     From the description above, a number of advantages of the SSCFFC invention become evident: Interface of SSCFFC to engine load permits virtual and actual on demand selectivity of temperature and boost conditioning for emergencies or as required.  
         [0080]     Incorporation of SSCFFC with sensor array with advanced sensor permits production of maximum power with minimum engine strain.  
         [0081]     Incorporation of SSCFFC with sensor array with advanced sensor for measurement of critical temperature and combustion signatures provides ability to detect and moreover counteract the abnormal combustion such as detonation and pre-ignition. Use of SSCFFC facilitates practicable use of active temperature (chilling and warming) and boost conditioners in an automated fashion thereby allowing vehicles to have smaller engines; consume less fuel and produce less exhaust while maintaining on demand power and performance.  
         [0082]     Use of SSCFFC with active temperature conditioners and temperature sensors allows automated and controlled heating of engine intake air thereby improving cold condition starting.  
         [0083]     Use of SSCFFC permits automatic control of inlet air temperature assisting in the prevention of engine incomplete combustion by eliminating out of temperature range air supply.  
         [0084]     Use of SSCFFC permits rapid and efficient use of temperature conditioning while vehicle is stationary or in traffic.  
         [0085]     Use of SSCFFC permits temperature and boost conditioning operation that avoids draining host power during high demand modes.  
         [0086]     Use of SSCFFC permits auxiliary power inclusion to increase operational flexibility and duration.  
         [0087]     SSCFFC incorporates with existing engine strategies for increased power output from aided and unaided engines.  
       4. CONCLUSIONS, RAMIFICATIONS, AND SCOPE  
       [0088]     Accordingly, the reader will see that capabilities of this SSCFFC invention can be used to improve the performance, efficiency, emissions, and life span of systems using this technology. Furthermore, the attributes mentioned above will allow SSCFFC to complement new active intercoolers and advanced air boosting devices. Additionally, operational software flexibility will allow improvements of “on-demand” use. Use of the invention to control active intercoolers with pre-charging or stored BTUs from an FFC will allow more power to be available during peak demand periods. Combination with advanced sensor technology such as the exhaust pressure sensor will allow even more accurate recognition of engine states and allow the SSCFFC to more quickly react and compensate to improve performance and terminate combustion problems including detonation and pre-ignition.  
         [0089]     Advantages to the SSCFFC invention are dependant on specific applications. Internal combustion engines only require temperature conditioning during peak power applications. The SSCFFC invention facilitates on demand temperature control while minimizing battery drain. The capacity for chilling compressed fluids is stored in the internal heat exchanger (plates, probes or diffuser) and energized from battery or auxiliary power. This allows the energy stored in the exchanger and battery during normal or braking conditions to be stored up and optimally used under SSCFFC control during peak demand situations e.g. passing, freeway merging, hill climbing, and even cold start situations.  
         [0090]     Hybrid vehicles with very small engines and electric motors are ideal for SSCFFC control applications. Electric superchargers, due to their similar “on demand” operation and battery power, will be particularly compatible and be more effective in producing higher horsepower and torque with SSCFFC&#39;s optimal control of incoming air temperature reductions.