Abstract:
A method and system for temperature conditioning of engine intake air by use of controllable intercooler which consists of an active thermoelectric device and a controllable valve system which optimally directs the path of airflow through a plurality of chambers in response to signals from a controller in order to optimally provide temperature conditioned air to the engine. System features temperature storage isolated from heat soaked engine components allowing immediate and efficient conditioning of airflow into an internal combustion engine. Intelligent control of this device removes parasitic power drains during high demand situations.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
   This Application claims the benefit of Provisional Patent Application Ser. No. 60/512,470 filed Oct. 20, 2003 

   FEDERALLY SPONSORED RESEARCH 
   Not Applicable 
   SEQUENCE LISTING OR PROGRAM 
   Not Applicable 
   BACKGROUND—FIELD OF THE INVENTION  
   This invention relates to systems for temperature conditioning of flowing fluids by using active conditioning devices. Specifically for cooling or heating of flowing fluids in applications that require efficiency in size, reliability, weight, flexibility and on-demand capability. 
   BACKGROUND—DESCRIPTION OF PRIOR ART 
   Existing devices for conditioning of fluids have relied on refrigeration with compressors, air-to-air intercoolers, liquid-to-air, fluid misting of intercoolers, fluid injection or ice bath chillers. These systems suffer from bulkiness, need to be recharged (as misters and fluid injectors) and fragile support equipment as with compressors, and are therefore unsuitable for mobile devices such as vehicles. Similar problems occur with large volume exchangers having correspondingly large pressure drops and small temperature gains as in air-to-air intercoolers. Likewise, requirements for reservoirs and ice baths as with ice chillers make their use in vehicles inconvenient were vehicles are intended to be mobile. Liquid misters and injectors require frequent replenishment and sophisticated controls and nozzles, and reliability problems are often experienced. A mister cooled turbo system set up for maximum output would cause a host engine to self-destruct if fluid was low or delivery portion became “clogged” in the mister system. 
   Temperature directly affects the performance of an internal combustion engine when under heavy loads. So that the ability to cool the air input into an engine when under heavy loads will directly increase efficiency and horsepower. Air charge temperature also affects wear and reliability of engine components when under heavy loads. Therefore, a lower temperature input when under heavy loads will lengthen engine life, reduce emissions and improve overall performance. 
   A number of attempts have been made to accomplish cooling of the air just prior to engine intake. Specifically, active elements have in the past been applied to intercoolers. However, said designs such as Iaculio&#39;s U.S. Pat. No. 5,547,019, August 1996 would not facilitate the desired results. The preferred embodiments described by Iacullo require too much cooling from the thermoelectric devices, resulting in the need for immediate response by the active devices. This is not possible without massive peltier junctions and thousands of amps current applied to the intercooler. Producing the amount of heat removal required to chill the charged air to the necessary temperature, would consume excessive power and result in a continuous parasitic drain on the battery. The subsequent drag on engine power would yield a considerable net loss of performance. Iaculio&#39;s system will also 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”. The intercooler in Iacuilo&#39;s system does not give enough detail to demonstrate that it will have sufficient capacity to cool charged air. An intercooler located directly in the air path for normal operation will not be capable of “storing” cold reserves for specific uses. No parallel, by-pass or alternative air passage is envisioned to allow normal operation of the system that will not deplete a reserve in an exchanger. Chilling incoming air during conditions other than wide-open-throttle (WOT) or heavy load, does not improve engine efficiency and will result in a net power loss when compared to an engine system without chilling. Iacuilo&#39;s system offers no substance to counteract the above deficits and as disclosed does not appear to be of sufficient capacity to cool the charged air. Iacuilo also does not provide for practical control for embodiment operation. For example, no WOT signal is discussed or provided herein. And without strategic, adequate controls, requiring operation of the Peltier Junctions in a steady-state condition during vehicle driving is not practical. Furthermore, the heat sinks surfaces proposed by Iacuilo do not appear sufficient to afford adequate heat dissipation. Also, no isolation for heat or moisture is provided around the heat pump hot or cold plates thereby reducing efficiency, capacity, and heat pump life. 
   Kincaid, U.S. Pat. No. 6,758,193, July 2004 discloses a super-chilled air induction apparatus that also includes a thermoelectric cooling device. As Kincaid discloses his system several shortcoming become oblivious. His design requires operator interaction and supervisory input while driving. This may be allowable for certain aftermarket applications, however, a lack of sensors and actuators for an automated controller that monitors engine as well as add-on chiller will restrict benefits and applications of said systems. Additionally, an automated controller could supervise temperature supplementation without driver distraction and potential safety liabilities. Lacking in Kincaid&#39;s disclosure is a smart controller (with a capable power switching controller) that could additionally, assist in cold start operation resulting in improved performance and reduce emissions; no provisions are proposed for these capabilities by Kincaid. Heat sinks as envisioned by Kincaid have no forced air features and will function only marginally when vehicle is at a stop or in traffic. Without adequate controller features and sensors such as with Kincaid WOT condition is not sensed. Without a WOT signal available to a robust controller said system will continue to draw large amounts of current during high demand operation (when system is intend to supplement performance) compromising performance. All modem engine management systems disable large power drawing devices during hard acceleration (i.e. air conditioning). This is necessary to remove all non-critical parasitics for short power bursts. 
   Current designs, such as Pendelbury, U.S. Pat. No. 5,435,289 July, 1995 and Natkin, U.S. Pat. No. 6,748,934, June, 2004 make use of air-conditioning systems for cooling of the water in air-to-water intercoolers. For the latter, as evidenced by the referenced testing results, the design can be implemented with desired results. However, extensive modifications of vehicle ducting, controls, vents, plumbing and engine compartment are required. These requirements make such systems more expensive, more time consuming to install, and more complicated to retrofit for existing vehicles. Recently, these factors have become even more important. For light vehicles, there is a premium value of space under hood. Cars designed for racing competition seldom include vehicle air conditioning systems. This makes air conditioner based intercoolers impractical for these applications. 
   The air-to-water intercooler in Pelkey, U.S. Pat. No. 5,871,001 February 1999 is designed to remain directly in the airflow path thereby eliminating the system&#39;s ability to rapidly overcome latent heat build up. That patented design offers an alternative embodiment that essentially substitutes an air conditioning dryer which functions as a heat-dissipating radiator. While such an approach could be physically implemented, the resulting embodiment, as described by Pelkey, would suffer from the above-mentioned shortcomings, and also have an overall loss of power in real applications. That is, there is no advantage to conditioning during normal driving because such cooling needs would be prohibitively power demanding. Also, cooling response time (without a reservoir of stored BTUs) is essentially non-responsive. Therefore an inline cooling solution is compromised both in the ability to perform under demand conditions as required in normal driving conditions for passing, and for competition in drag racing type events. The inline invention therefore will achieve no net benefits in the real world applications. 
   Oberg U.S. Pat. No. 6,311,676, November 2001 discloses an intercooler arrangement for a motor vehicle. Oberg addresses shapes and types of intercoolers. Without active methods and requisite controllers little is to be gained by Oberg&#39;s system. DeGrazia Jr. U.S. Pat. No. 6,314,949, November 2002 discloses a vehicle induction system. DeGrazia describes a system that uses air from the interior of a vehicle and incorporating parts of vehicles HVAC system in conjunction with magnets. While certain advantages may seem available with these configurations connecting the input of an internal combustion engine compromises the occupants air and sound quality especially if a “back fire” should occur, risking fire and contamination. Hudelson, U.S. Pat. No. 6,394,076, May, 2002 discloses an engine charge air cooler. Hudelson relies on the vehicles air conditioning system to provide reduced temperatures for an intercooler. While this may have some advantages the complexity and additional plumbing under the hood will produce little gain. 
   Hasegawa, U.S. Pat. No. 6,622,710, September 2003 discloses a temperature inlet controlling system for a self-ignition combustion engine. Hasegawa addresses the critical requirements of self-ignition with a by-pass intercooler arrangement. Without active elements and robust controllers added to this system full temperature operation will not be possible. This includes very cold weather where warming is necessary and very hot situations where sub ambient conditioning of inlet air is required. Lindberg, U.S. Pat. No. 6,247,460, June, 2001 discloses a vortex tube affixed to a turbocharger, supercharger or intake manifold of an engine. Applications of what is often referred to as the “Hilsch” vortex tube are used in a variety of systems. While hot and cold fluids can be separated by use of such tubes with compressed air (and to some extent vacuum as described by Lindberg) the overall efficiency of this type of system will be low. The resulting performance of such a system will experience sufficient losses to mitigate any real power gains. The trend toward smaller automobile engines is driven by a need to meet targets for lower carbon dioxide 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. Therefore, the solution is to use assisted aspiration technologies. That is, a small engine with boosting that can match the peak power of a larger naturally aspirated unit while still having the benefit of using less fuel and exhausting lower CO2 emissions. The intercooler is a natural complement to forced air aspiration systems that naturally tend to heat the air as they compress. Despite technological advances with intercoolers, several critical weaknesses remain in all prior systems. Prior art does not provide for large temperature gains in the charged air being by virtue of being air-to-air based intercoolers. Of the active systems, prior art runs the thermoelectric to drain engine power and does not have a control mechanism to achieve efficiency of operation. Also equipment for heat sink of prior art designs do not provide for stationary operation or moisture build up around the cold plates. Prior art which makes use of air-to-water or which make dual use of the air conditioning system suffer from difficulty of installation and their monopolization of precious under hood real estate. All of the above are incorporated by reference as fully set forth herein, describe devices for augmenting intake air. 
   SUMMARY AND OBJECTS OF THE INVENTION 
   Objects and Advantages of the Invention 
   In view of the above state of the art, the Flowing Fluid Conditioner (FFC) seeks the primary goal of providing a system that can assist in the implementation of smaller engines with reduced fuel consumption, lowered emissions but maintaining performance of larger engines these more efficient versions will replace. The following objects and advantages realize this goal:
         a. It is a primary object of FFC is to improve engine performance by reducing air intake temperature for internal combustion engines (self-igniting or sparked; boosted or normally aspirated).   b. It is another object of FFC to reduce emissions by reducing air intake temperature for internal combustion engines (self-igniting or sparked; boosted or normally aspirated).   c. It is another object of FFC to expand system operation flexibility by providing external heat sink with forced air for heat rejection when a vehicle is stationary or in traffic.   d. It is another object of FFC to improve cold starting and operation by warming air in cold weather.   e. It is another object of FFC to reduce cold operation emissions by warming air during critical initial operation.   f. It is another object of FFC to increase system efficiencies with reduced device length, improved device shape, and superior core materials.   g. It is another object of FFC to reduce system losses with improved case insulation with advanced materials   h. It is another object of FFC to expand engine enhancement options to designers and modifiers with temperature supplementation for critical loads.   i. It is another object of FFC to facilitate further applications with multiple sensors and system flexibility to be automated and controlled.   j. It is another object of FFC to be of such compact size that it can be fit into small spaces, for example in front of or next to radiator, and under the vehicle hood.   k. It is another object of FFC to be battery powered (from vehicle or by auxiliary source) thereby causing no parasitic drains and no power loss during critical operation.   l. It is another object of FFC is to be compatible, that is the invention can be used in conjunction with other devices. Thus FFC can be used along with or in place of air-to-air or air-to-water intercoolers.   m. It is another object of FFC to be stackable, multiple stages of FFC can be serialized to extend the temperature range.   n. It is another object of FFC to be array-able in order that multiple copies of FFC can be arranged in parallel with any number of elements (active devices).   o. It is another object of FFC to be embeddable such that it can be built right into devices such as existing intake or outlet pipes.       

   SUMMARY OF THE INVENTION 
   In accordance with the present invention, the Flowing Fluid Conditioner (FFC) discloses a system that can assist in the implementation of smaller engines with reduced fuel consumption, lowered emissions while maintaining performance of larger engines these more efficient versions will replace. FFC affords a simple, flexible, reliable intake flowing fluid chiller/warmer system that will raise or lower intake fluid temperature as required, or when on demand by the device and system. The present invention is specifically a flowing fluid conditioner system, which consists of an active thermoelectric device, a collection of sensors, a thermal exchanger/reservoir, fluid control valves, a by-pass pathway, and a controllable fluid pathway. An external controller can regulate relative amounts of electric current to the active cooling device and control the valves to divert the path of airflow through the multi-chamber (consisting of by-pass and controllable fluid chambers) intercooler. Thermoelectric devices specifically Peltier junctions or Thermotunneling diodes are known for their ability to heat or cool by selection of power polarity to these devices. 
   Under differing engine conditions such as under low engine load or high engine load, the flowing fluid conditioner system can respond to signals from an external controller in order to optimize engine operation efficiency and preserve battery charge. Typically, a vehicle with FFC starting in a cold environment would pre-warm exchanger/reservoir prior to start. When started (FFC will shut down during cold cranking to minimize starting load) FFC will continue to warm incoming air for initial performance and emissions reductions. In contrast (changed conditions) a vehicle with FFC in a warm environment will “charge” exchanger/reservoir cold before or after starting. This exchanger/reservoir state of cold will be kept cold in the insulated housing with a trickle current until a demand condition accesses exchanger/reservoir for temperature conditioning and additional available performance. 
   The FFC responds to signals from the controller to supply current to the thermoelectric cooler that cause it to heat or cool exchanger/reservoir. Command signals from controller also cause the FFC to directly adjust the valve or valves to increase airflow through the bypass chamber or divert airflow over the exchanger/reservoir chamber to the engine. 
   As a result of the temperature of engine aspiration being lowered on-demand, the engine wide-open throttle power is increased and because a smaller displacement engine is able to produce more power overall fuel efficiency can be increased. In the event that the external controller signal fails, the failure position of the FFC valve is in the normal aspiration position. 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 FFC invention is ideally suited to be adapted to hybrid and combination designs of superchargers and turbochargers, but also with normally aspirated engine configurations. The FFC invention can be used as an input to any system that can benefit from the conditioning of hot or cold fluids. 
   The air conditioned by the FFC invention can be further used as an input to any system that can benefit from cooling hot air to make it denser as in a combustion engine to increase power or to warm very cold air for improved starting. The FFC invention will also function as an on-demand in line intercooler. The present invention can work with existing air-to-air, water-to-water, or air-to-water intercoolers. The FFC invention has a small footprint, which can be built into housings, castings or adapters for very localized fluid temperature conditioning. The present invention can also be configured to condition the temperature of coolant in air-to-water or coolant intercoolers that are used during on-demand situations. 
   SUMMARY OF USES  
   Use of FFC provides means to facilitate reduction in fuel consumption while retaining engine power. This can be accomplished by reducing engine displacement and adding FFC resulting in lower fuel consumption with retained power. FFC provides means to respond to a controller, which monitors loads and temperatures and gives engine inlet temperature requirements necessary to achieve the best overall efficiency and therefore performance. 
   Use of FFC provides means to reduce emissions while retaining engine power. Reducing engine displacement and adding FFC results in lower emissions of pollutants with retained power. FFC provides means to respond to a controller, which monitors peak loads and temperatures and gives engine inlet temperature requirements necessary to reduce combustion temperature and raise efficiency of engine resulting in lower emissions. 
   Use of FFC provides means for smaller engines to produce expanded power during high load conditions. Charge air temperature is directly proportional to the efficiency of an engine, horsepower is a way of expressing an engine&#39;s efficiency. FFC provides heating or cooling to modulate incoming air temperatures allowing smaller engines to run “harder” during high demand times and retain their integrity and power. 
   Use of improved insulation in FFC improves thermal storage and enhances FFCs ability to provide immediate response to a demand for cooling and only needs a small peak current supply to release the stored BTUs and afford instantaneous response with lower charged air temperature. Use of improved insulation in FFC also prevents heat soak and the resulting temperature penalty and thereby permits the resulting design to be mounted in front of or in an engine compartment. The insulation will allow the FFC to operate with a 50 to 100 deg advantage over conventional intercoolers. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The following discussion assumes the reader is familiar with internal combustion engines, heat flow, turbochargers, intercoolers, and electronic controllers. 
       FIG. 1   a  is an exploded view of the preferred embodiment of the Flowing Fluid Conditioner invention. 
       FIG. 1   b  is a front view of the preferred embodiment of the invention. 
       FIG. 2   a  is a detailed view of internal&#39;exchanger plate portion of FFC invention. 
       FIG. 2   b  is a view of FFC housing with thermal dissipater portion inside the invention. 
       FIG. 3   a  is a detailed view of the external thermal exchanger portion of the FFC invention. 
       FIG. 3   b  is an assembled version of external thermal exchanger portion of the FFC invention with fan. 
       FIG. 3   c  is a detailed view of external thermal exchanger portion of the FFC invention with water heat removal. 
       FIG. 3   d  is a side view of thermal exchanger portion of the FFC invention with induction air heat dissipation mounted on housing. 
       FIG. 4  shows an on demand embodiment version of FFC with a conditioning chamber and a by-pass chamber. 
       FIG. 5  shows an alternative embodiment version of FFC as an add-on, to an existing intercooler system. 
       FIG. 6  shows a standard configuration of the preferred embodiment of FFC invention. 
       FIG. 6   a  shows the internals of the preferred embodiment of FFC invention. 
       FIG. 6   b  shows an alternative embodiment of FFC invention featuring a radiator with spiraling exchange probes. 
       FIG. 6   c  shows an alternative embodiment of FFC invention with multiple thermal exchangers capability. 
       FIG. 6   d  shows a flattened sheet for patterns for construction of alternative embodiment as in  FIG. 6   b.    
       FIG. 7  shows a block diagram of FFC system functions. 
       FIG. 8  shows a representation of FFC attached to an engine. 
   

   While the invention may be susceptible to various modifications and alternative forms, specific embodiments thereof are shown by way of example in the drawings and will herein be described in detail. The drawings may not be to scale. It should be understood, however, that the drawings and detailed description thereto are not intended to limit the invention to the particular form disclosed, but to the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present invention as defined by the appended claims. 
   
     
       
             
           
             
             
           
         
             
                 
             
             
               Reference Numerals In Drawings 
             
           
        
         
             
               Number 
               Description 
             
             
                 
             
             
               101 
               Flowing Fluid Conditioner 
             
             
               103 
               Insulating shell (double wall 
             
             
                 
               non-thermally conductive i.e. 
             
             
                 
               composites or plastics) 
             
             
               104 
               intake to conditioner 101 
             
             
               105 
               Housing (thermally conductive 
             
             
                 
               i.e. copper) 
             
             
               106 
               Outlet from conditioner 101 
             
             
               107 
               Exchanger plate (highly 
             
             
                 
               thermally conductive internal 
             
             
                 
               i.e. copper, silver) 
             
             
               108 
               N/A 
             
             
               109 
               Holes, turbulence inducing (multiple) 
             
             
               110 
               Power cable, 2 conductor, 10 ga. 
             
             
                 
               Copper wire 
             
             
               111 
               Pump (Thermal, Peltier Junction, 
             
             
                 
               http://www.tetech.com) 
             
             
               112 
               Power connections 12–28 v (+, −) 
             
             
               113 
               Exchanger (external dissipation 
             
             
                 
               highly conductive i.e. copper) 
             
             
               114 
               Screws (X4, stainless steel) 
             
             
               115 
               Radiator (external) MCX-4000 
             
             
                 
               (http://www.cooltechnica.com) 
             
             
               116 
               Holes (mounting, threaded, X4) 
             
             
               117 
               Scoop (plasic, air direction) 
             
             
               118 
               Screws (X4, stainless steel) 
             
             
                 
               mounting scoop to radiator 115 
             
             
               119 
               Plates (highly thermally 
             
             
                 
               conductive i.e. copper) 
             
             
               120 
               Epoxy (securing plate(s) 119) 
             
             
               121 
               Holes (mounting, threaded, X4) 
             
             
               123 
               Spacer (plates, conductive) 
             
             
               124 
               Actuator control/sense cable 
             
             
                 
               (RS 232 or 422) 
             
             
               125 
               Screws (stainless steel) 
             
             
               127 
               Nuts (threaded, stainless steel) 
             
             
               128 
               Surface (exchanger 107) 
             
             
               129 
               Washer (lock, stainless steel) 
             
             
               131 
               Exchanger assembly (air) MCX462 + T 
             
             
                 
               (http://www.cooltechnica.com) 
             
             
               133 
               N/A 
             
             
               134 
               N/A 
             
             
               135 
               Exchanger with fan 
             
             
               136 
               N/A 
             
             
               137 
               Fan Delta-WFB1212M 
             
             
                 
               (http://www.cooltechnica.com) 
             
             
               138 
               N/A 
             
             
               139 
               Gasket 
             
             
               140 
               Power (fan, 12 V +, −) 
             
             
               141 
               Shroud plastic (fan, offset) 
             
             
               143 
               Exchanger (water) MCW5002-PT 
             
             
                 
               (http://www.swiftnets.com) 
             
             
               145 
               External exchanger (water) 
             
             
               147 
               Hose Clearflex tubing ⅜ or ½ 
             
             
                 
               inch (http://www.swiftnets.com) 
             
             
               149 
               Pump (water) HydorL30-EU 
             
             
                 
               (http://www.swiftnets.com) 
             
             
               151 
               Radiator BIPro-CustomBarbs-BLK 
             
             
                 
               (http://www.swiftnets.com) 
             
             
               153 
               Fan JMC88 
             
             
                 
               (http://www.swiftnets.com) 
             
             
               154 
               N/A 
             
             
               155 
               Reservoir Floppy-BayRez-UVBlue 
             
             
                 
               (http://www.cooltechnica.com) 
             
             
               157 
               On demand intake embodiment 
             
             
               159 
               View port 
             
             
               T1 
               Thermistor (or thermocouple) 
             
             
                 
               measuring incoming (ambient) 
             
             
                 
               air temperature BC1485-ND, 470 K 3% 
             
             
                 
               (http://www.digikey.com) 
             
             
               T2 
               Thermistor (or thermocouple) 
             
             
                 
               measuring incoming (internal) 
             
             
                 
               air temperature BC1485-ND, 470 K 3% 
             
             
                 
               (http://www.digikey.com) 
             
             
               T3 
               Thermistor (or thermocouple) 
             
             
                 
               measuring chiller core 
             
             
                 
               temperature BC1485-ND, 470 K 
             
             
                 
               3% (http://www.digikey.com) 
             
             
               T4 
               Thermistor (or thermocouple) 
             
             
                 
               measuring chiller exiting air 
             
             
                 
               temperature BC1485-ND, 470 K 
             
             
                 
               3% (http://www.digikey.com) 
             
             
               T5 
               Thermistor (or thermocouple) 
             
             
                 
               measuring engine exhaust 
             
             
                 
               temperature BC1494-ND, 100 K 
             
             
                 
               5% (http://www.digikey.com) 
             
             
               161 
               Chamber (steady state) 
             
             
               163 
               Chamber (containing plates 119) 
             
             
               165 
               Chamber (flow to radiator 115) 
             
             
               166 
               Shaft (connecting valves, stainless steel) 
             
             
               167 
               Valve (normal butterfly, brass) 
             
             
               168 
               Power cable 2 pair, 10 ga. copper 
             
             
               169 
               Valve (burst butterfly, brass) 
             
             
               170 
               Control cable operation and position 
             
             
                 
               sensing, actuator 172, RS 232 or 422 
             
             
               171 
               Arm (valve, butterfly operation) 
             
             
               172 
               Actuator for Arm 171, Type 
             
             
                 
               56AA-12DC from 
             
             
                 
               http://www.chemline.com 
             
             
               173 
               Holes, Temperature sensor T2 and T3 
             
             
               175 
               Chiller embodiment(water-to-water) 
             
             
               177 
               Valve a (divert chiller or intercooler) 
             
             
               179 
               Valve b (divert chiller or intercooler) 
             
             
               181 
               Shroud (existing) 
             
             
               183 
               Block (water) 
             
             
               185 
               Booster (existing turbo or supercharger) 
             
             
               187 
               N/A 
             
             
               189 
               Temperature sensor (radiator) 
             
             
               190 
               Reservoir Floppy-BayRez-UVBlue 
             
             
                 
               (http://www.cooltechnica.com) 
             
             
               191 
               Cut-out Relay (existing) 
             
             
               193 
               Intercooler (existing water to water) 
             
             
               195 
               Penetrations (probe positioning) 
             
             
               197 
               Honeycomb diffuser (internal radiator) 
             
             
               199 
               N/A 
             
             
               201 
               Overlap (left) 
             
             
               203 
               Overlap (right) 
             
             
               205 
               Overlap (left) 
             
             
               206 
               Flowing fluid conditioner overall system 
             
             
               208 
               Display cable 
             
             
               207 
               Flowing fluid conditioner display 
             
             
               209 
               CPU 
             
             
               210 
               Power cable 
             
             
               211 
               Memory 
             
             
               213 
               Real Time Clock 
             
             
               215 
               Cable to T1–T5 thermistors 
             
             
               216 
               Cable CPU209 to Controller 225 
             
             
               217 
               Air filter 
             
             
               219 
               By pass channel 
             
             
               221 
               Y combiner 
             
             
               223 
               N/A 
             
             
               225 
               Controller 5C7-388 Switcher 
             
             
                 
               supply with PWM 
             
             
                 
               (http://www.OvenInd.com) 
             
             
               227 
               Throttle position sensor (TPS) 
             
             
                 
               (on vehicle) 
             
             
               229 
               TPS cable C1352-X-ND 
             
             
                 
               (http://www.digikey.com) 
             
             
               231 
               Throttle body (on vehicle) 
             
             
               233 
               Engine (on vehicle) 
             
             
               235 
               Exhaust manifold (on vehicle) 
             
             
                 
             
           
        
       
     
   
   DETAILED DESCRIPTION OF THE INVENTION 
   Reference will now be made to the drawings wherein like structures will be provided with like reference designations. 
   Hardware Overview of the Prefered Embodiment 
     FIG. 1   a  is an exploded view of the preferred embodiment of the Flowing Fluid Conditioner for conditioning air for an internal combustion engine. The Flowing Fluid Conditioner  101  consists of an insulating shell  103  that surrounds a thermally conductive housing  105 . Housing  105  contains the heat exchanger  107 . Exchanger  107  is comprised of plates  119  that feature multiple turbulence inducing holes  109  for increased heat transfer efficiency. Exchanger  107  transfers thermal energy (hot or cold) from heat pump  111 . Pump  111  in the preferred embodiment is peltier junction HP-199-1.4-0.8 (P) from TE Technologies (www.tetech.com ). Multiple pumps can be stacked for additional temperature differential. Identical polarities will assure pump  111  compatibility. Power is provided for supply of voltage from  112  over cable  110 . Pump  111  has a complimentary heat exchanger  113  with radiator  115  to be installed over pump  111  for heat (or cold) removal. Radiator  115  is shown with air scoop  117  for cooling in applications where airflow is available, such as a moving engine. Exchanger  113 , pump  111 , and radiator  115  are held against exchanger  107  by threaded holes  121  in housing  105  by stainless screws  114 . Scoop  117  is secured to radiator  115  at threaded holes  116  by stainless steel screws  118 .  FIG. 1   b  is a frontal view of an assembled version of Flowing Fluid Conditioner  101 . This configuration is intended to maximize heat transfer with minimal flow resistance. Fluids traveling through housing  105  will be exposed to plates  119  for heat exchange. Plates  119  should be secured to housing  105  mechanically by use of slots for plates  119  and secured with epoxy  120  or such bonding techniques. Air (from similar or different sources) will be collected in scoop  117  for heat removal, or collection from exchanger  115 . 
     FIG. 2   a  is an exploded view of exchanger  107  portion of the preferred embodiment of the invention. Exchanger  107  is a stack of parallel conductive plates  119  (three plates  119  are shown) and conductive spacer plates  123  with mounting holes  122  (2 each). Gold plating to resist corrosion of plates  119  may be desirable in harsh environments. Spacers  123  are positioned to separate plates  119 . Spacers  123  (two spacers are shown) should be chosen to facilitate the maximum thermal exchange with the least flow restriction. Plates  119  and spacers  123  are bolted together through 2 aligned holes  122  (in each plate  119  and spacers  123 ) with a stainless steel bolt  125  (×2), stainless nut  127  (×2) and stainless lock washer  129  (×2) to form a stack, exchanger  107 . 
     FIG. 2   b  shows exchanger  107  protruding from housing  103 . Surface  128  of exchanger  107  should be extremely flat and machining may be required. 
     FIG. 3   a  is a detailed view of exchanger  131  portion of the invention. Exchanger  131  consists of pump  111 , thermal plate  113 , radiator  115 , and scoop  117 . Power is supplied over cable  110  from power source  112 . Screws  118  (×4), threaded holes  116  (×4) secure scoop  117  to radiator  115 . Screws  114  (×4) will secure radiator  115  to housing  105  (shown as holes  121   FIG. 1   a ). 
     FIG. 3   b  displays a self-cooling version of said exchanger. Exchanger  135  is a modified version of exchanger  131  for applications where sufficient airflow is not available (such as a stationary vehicle). Exchanger  135  consists of thermal plate  113 , and radiator  115 . An assembled version of this portion is available from Swiftech (http://www.swiftnets.com), model MCX-400T. Power to exchanger  131  (pump  111  is inside as in  FIG. 1   a ) is carried over cable  110  from power supply  112 . Fan  137  such as EC1202M12CA from Evercool (http://ww.cooltechnica.com), and a surround gasket  139 . Fan power is carried over cable  140  from power source  112  to energize fan  137 . 
     FIG. 3   c  is yet another alternative embodiment where direct fans are not usable (i.e. hazardous environment). A water-cooled heat exchanger embodiment  145  is employed. Exchanger  145  is comprised of water block  143 , such as MCW5000T from Swiftech, power is carried over cable  110  from power source  112 , gasket  139 , and radiator  151  is shown. Hoses  147  such as ClearFlex 60 from Cool Technica (http://ww.cooltechnica.com ) connect block  143  to output of liquid pump  149  such as FloJet from PPL Motor Homes (http://ww.pplmotorhomes.com/parts/rv-pumps-water-filters-fixtures-1.htm#Water%20Pumps%20-%20Flojet) and radiator  151  such as Black Ice Micro from CoolTechnica Radiator  151  has fan  153  such as EC1202M12CA from Evercool (http://www.evercool.com) for thermal exchange. Additional hose  147  connects radiator  151  to reservoir  155 . Reservoir  155  filled with water or suitable coolant has additional hose  147  connecting to input of pump  149 . This embodiment allows efficient cooling and remote heat exchange (radiator  151 ), especially useful for applications such as dynomometer testing and other non-mobile or restricted applications. 
     FIG. 3   d  displays a side view of FFC  101  with an offset shroud  141  (approximately 45 degrees of offset). Air is taken in through inlet  104  and exits through outlet  106 . Shroud  141  with fan  137  will improve airflow over radiator  115  shown with housing  103 , This embodiment with fan  137  and shroud  141  is intended for improved flow in stationary or similar applications. 
     FIG. 4  displays an on demand version  157  of the invention. Air enters through inlet  104 . A cut away or view port  159  allows viewing into version  157  to depict the internal configuration. Air entering through inlet  104  has three chamber openings. Chamber  161  is for normal airflow or steady state operation, essentially straight through. Chamber  163  is for short bursts of conditioned air and is isolated from airflow during normal operation. Chamber  165  is an integrated version of scoop  117 . Chamber  165  collects incoming air and circulates this air over radiator  115  on exchanger  131 . Air will exit through outlet  106  and flows into standard engine input for air or fluid flow. A shaft  166  connects butterfly valves normal valve  167  and conditioned valve  169  in an either/or configuration. Operation of shaft  166  is by arm  171 . Arm  171  can be controlled manually, by a dedicated controller or by a system signal (such as Wide Open Throttle on a vehicle). 
   In typical operation, while blocked, by valve  169  being closed, heat pump ( 111  in  FIG. 1   a ) inside  131  would “charge” exchanger in chamber  165  (as plates  119  in  FIG. 1   b ) with power connections  112  over cable  110  while chamber  161  flows through to outlet  106  to feed engine. When extra power is needed for passing or similar requirements, operator will signal need with accelerator to floor. With pedal to floor, WOT signal is present (or manual operation) will actuate arm  171  close chamber  161  and open chamber  163 . Fluid will now flow through chamber  163  with exposure to exchanger in chamber  163 . Automated actuator  172  is connected to controller over computer cable  170 . Actuator  172  is powered by supply  112  over power cable  168 . Actuator  172  attaches over arm  171  to facilitate operation without operator intervention. Temperature conditioning will be accomplished. In the described application, colder air will present a colder and denser fluid to the temperature sensor hole  173 . Temperature sensor hole  173  can accommodate a vehicle intake sensor that is connected to the vehicle computer and will then adjust the vehicle air-fuel mixture. The vehicle processor will be able to compensate when the intake air temperature is conditioned and increase fuel richness for a power burst. Typically a controller will charge conditioning chamber  163  during normal operation and when chamber  163  is accessed power to exchanger  131  will be suspended to minimize pear current loads on engine electrical system. If auxiliary power is incorporated this may not be necessary. Further power gains can be realized by a mapping of engine fuel and boost adjustments. Sizing of the heat pump, number and size of plates, and the chamber diameter is based on demands of the engine. Additional power can also be accomplished by use of Turbo and/or Super chargers. Alcohol or water-injection may also be desirable for some applications. 
     FIG. 5  shows an alternative embodiment  175  incorporated into a charged intake system with water-to-water intercooler. Embodiment  175  is connected to an existing water-to-water intercooler system (such as on Ford&#39;s 2004 Lighting Pick Up) by diverting valves  177  and  179  to lines that normally provide heat removal with pump  149 , fan  153 , fan power  140 , reservoir  155  (normally filled with water or appropriate liquid), and radiator  151 . (Ford&#39;s 2004 Lightning Pick Up uses a different type of radiator but the function is the same). A recharge cycle for the liquid in reservoir  155  is provided when liquid is routed-through hoses  147  to water block  183  such as TC-4 from Cool Technica. Block  183  is cooled by heat exchanger  131 . Block  183  liquid flow is routed to radiator  151  through additional hose  147 . Radiator  151  flows to reservoir  155  by additional hose  147  and directed by valve  177 . Power to exchanger  131  is by connections  112 . Pump  149  during recharge will circulate fluid from reservoir  155  through valve  179  and hose  147  to block  183 . Cooled fluids flow through hose  147  to valve  179  and back to reservoir  155 . When recharged a temperature sensor  189  shuts off both pumps ( 149  and  111 ) through power relay  191 . When extra power is required such as in passing or similar demand situations, the WOT signal will turn on pump  149  and open valves  177  and  179  thereby flowing cold liquid to water-to-water intercooler  193 . Intercooler  193  with heated compressed air from booster  185  through shroud  181  will now be better able to reduce the temperature of the charged air passing into the engine. A recharge cycle can be reinitiated following system demand. This type of application is expected to be useful for small and hybrid vehicles needing to climb hills and merge into traffic in addition to their performance applications. 
     FIG. 6  shows housing  103  with exchanger assembly  131  mounted to exchanger plate  107 , shown to operate as chamber  163 . Internal exchanger embodiment variations are displayed in  FIG. 6   a  through  FIG. 6   c . In these embodiments conditioning is accomplished by addition of exchanger  131  shown in this figure. 
     FIG. 6   a  shows the basic exchanger  107  mounting surface with plates  119  inside housing  105 . 
     FIG. 6   b  shows a version of housing  105  of with thermally conductive probes  195 . Position for mounting-of exchanger  107  is shown. Probes should be of sufficient length to meet at the center of housing  105  or to complete a tnansition from side to side. Probes  195  are thermally secured and penetrating into the fluid flow chamber  163 . Probes  195  are configured in a spiral arrangement to maximize heat transfer and minimize flow resistance to fluids flowing through housing  105 . 
     FIG. 6   c  shows a version of housing  105  containing two exchanger  107  mounting positions at a normal angle. These plates  119  (as shown in  FIG. 6   a ) at normal orientation form a honeycomb type diffuser  199 . This configuration looks much like a catalytic converter. Diffuser  199  is configured to maximize heat transfer and minimize flow resistance to fluids flowing through housing  105 . Depending on volume requirements and recharge needs, multiple applications of exchanger (s)  131  can be implemented. 
     FIG. 6   d  shows a flattened sheet for housing  105  with a pattern for penetrations  197  (multiple for placement of probes  195 . Penetrations  197  can be made and probes  195  inserted. Sheet for housing  105  is rolled into a form such as in  FIG. 6   b . Resulting housing  105  is then wave soldered to attach overlaps (left overlap  203  and right overlap  205 ) and to thermally and physically secure probes  195  to housing  105 . 
     FIG. 7  shows a block diagram of my invention  157 . Power is supplied to CPU  209  and controller  225  by cable  110  from supply  112 . Thermistors (or thermocouples) T 1 , T 2 , T 3 , T 4  and T 5  for sensing working temperatures of this embodiment are connected over cable  215 . Air cleaner  217  filters incoming air for protection of system components and engine parts. Incoming air temperature is monitored at T 1 . Actuator  172  selects direction of incoming air flows by controller  225  with signals from CPU  209 . Temperature of air coming into conditioner  101  is monitored at T 2 . Incoming air to be chilled (or warmed) is directed through conditioner  101  and further directed through combiner  221  into throttle body  231 . Temperature of conditioner  101  core is monitored at T 3 . Normal airflow is directed by actuator  172  through by pass  219  to combiner  221  into throttle body  231 . Actuator  172  signaling from controller  225 /CPU  209 , control and monitoring is accomplished over cable  170 . Temperature of throttle body incoming air is monitored at T 4 . Controller  225  provides supervision of current for conditioner  101 . Controller  225  receives power from supply  112  over cable  110  or auxiliary batteries, ultra-caps or fuel cells. Sensor  227  provides throttle position sensing to CPU  209  over cable  229 . Sensor  227  exists on most vehicles and a common insulated connector/splitter will facilitate sharing of TPS signal without compromising signal integrity. Airflow proceeds as before with engine  233  receiving conditioned air from throttle body  231 . Exhaust  235  temperature is monitored by T 5 . 
     FIG. 8  depicts an on demand embodiment  157  of the invention connected to an engine  233 . Air is taken in through air cleaner  217 . T 1  monitors temperature coming into air cleaner  217 . T 2  monitors fluid temperature entering conditioner  157 . T 3  monitors temperature inside conditioner  157 . Actuator  172  is shown connected to controller  225  over actuator control/sense cable  124 . Controller  225  is powered by extension of cable  110  from power source  112 . CPU  209  is also powered by power source  112  over cable  110 . Combiner  221  reunites bypass flow through by-pass  219  and conditioned flow from  101  (see  FIG. 7 ) into existing throttle body  231 . T 4  monitors temperature-exiting conditioner  157 . Throttle position is monitored existing throttle position sensor  227 . Sensor  227  is connected to CPU  209  over cable  229 . T 5  monitors temperature of exhaust header  235 . Controllers will combine the 5 temperatures (T 1  through T 5 ) and TPS values and infer engine load efficiency and requirements for conditioning of incoming air. FFC can also be combined with existing vehicle CPU&#39;s to cooperate interactively (affecting spark, fuel and other engine strategic mapping) for an improved solution. CPU  209  interfaces to controller  225  and measures and controls system operation. CPU  209  can additionally interface to vehicle standards such as OBD-2 and CAN for integration or supplementation. 
   SUMMARY OF ADVANTAGES OF THE INVENTION 
   From the description above, a number of advantages of the FFC become evident: FFC provides a system that can assist in the implementation of smaller engines with reduced fuel consumption, lowered emissions but maintaining performance of larger engines these more efficient versions will replace. 
   Use of thermoelectric heater/cooler permits greatly reduces the dependence on moving parts leading to high reliability. 
   Use of thermoelectric heater/cooler give higher temperature differential over passive temperature conditioning allowing small size of components parts allowing the fit of FFC into small spaces. Interface of intercooler controller to engine load permits virtual and actual on demand selectivity of cooling for emergencies or as required. 
   Use of thermoelectric heater/cooler permits powering of invention by any battery or similar electrically equipped system. 
   Powering of the invention by electricity permits reliance on auxiliary power sources and does not decrease overall efficiency with parasitic drains on primary power systems. 
   Alternative embodiments show the invention design is such that it is compatible alongside other devices such as air-to-air intercoolers or auto air conditioners. 
   Multiple stages of the invention can be stacked to increase temperature range for effective heating/cooling. 
   Alternative embodiments build the invention into existing devices such as existing inlets or outlets connectors. 
   Alternative embodiments build the invention into water-to-water systems by chilling water rather than air. 
   Multiple instances of the invention can be incorporated in a given system because of operation independent of parasitic powering sources. 
   In addition FFC compliments other technologies such as auto air conditioners or any flowing fluid system for additional benefits. 
   Installation and Operation 
   Pre-Installation  FIGS. 1–4   
   For installation preparation, operator will assemble heat pump, internal exchanger, and external exchanger (radiator). All interfaces to Thermal Electric Coolers (TEC) require tight thermal interfaces. All assemblies should meet manufacturer&#39;s torque requirements (available from web site listed with drawings). Insert internal exchanger into housing, tighten securely, insulate. Mount TEC onto internal exchanger. Mount radiator, sandwiching TEC between internal exchanger and radiator. Using appropriate size reinforced silicone tubing and adapter, insert assembled housing into airflow inlet or between turbo, supercharger, intercooler, and throttle body inlet. When FFC is configured as an inlet, assure use of an efficient and capable air filter. Connect sufficient power supply using desired technique and source (battery, fuel cell, etc.). 
   Installation  FIG. 8   
   To install an FFC installer will
         1. Remove existing engine air intake at throttle body  231 .   2. Connect output of combiner  221  to throttle body  231  with appropriate size reinforced silicon hose and clamps.   3. Connect cable  215  from CPU  209  to ends to T, T 2 , T 3 , T 4 , and T 5     4. Attach air cleaner  217  to inlet of conditioner  157 .   5. Connect throttle position sensor  227  to cable  229  with appropriate splitter (maintaining signal to existing engine controller.   6. Connect power cable  210  to source  112  or auxiliary power.
 
Operation
       

   FFC operation is available when system is charged and a WOT signal is present from the throttle position sensor such as with on-demand uses. Additional capabilities and functionality can be accomplished with further processor logic and controls. Further benefits will also be realized with the addition of boosting incoming air pressure coming into conditioner  157 . 
   A frontal Air-to-Air configuration allows FFC to be placed inline with the air intake by replacing the stock intake system and remounting the intake temperature sensor. As an example in a normally aspirated internal combustion engine driving on a hot summer day with 100 deg. F. taken into the induction; every 10-degree intake temperature drop will yield up to a 10% efficiency increase. With a boosted (such as a supercharger or turbocharger) engine the amount of boost is directly proportional to the temperature increase of the charged intake air. FFC will reduce the charged intake air, increasing efficiency and horsepower. Further gains can be exploited with engine re-mapping (spark and fuel curve adjustments), and addition of alcohol or water injection into conditioned intake will allow further performance improvements. 
   CONCLUSIONS, RAMIFICATIONS, AND SCOPE  
   Accordingly, the reader will see that FFC capabilities of this invention can be used to improve the performance, efficiency and life span of systems using this technology. Specifically, FFC provides a system that can assist in the implementation of smaller engines with reduced fuel consumption, lowered emissions but maintaining performance of larger engines these more efficient versions will replace. In addition, with few moving parts FFC is very reliable. FFC&#39;s minimal size allows uses in many applications. Furthermore, the attributes mentioned above will allow FFC to complement existing systems and devices. Additionally, operational flexibility will allow “on-demand” use, pre-charging FFC will allow more power to be available during peak demand periods. 
   Further, FFC housings can be built into existing orifices and fluid housings (such as air manifolds or boosting devices). Multiple FFC can be inserted into systems i.e. intake, between turbo and intercooler, between intercooler and inlet. Multiple devices can be in serial, parallel, or stacked (as a sandwich) arrangements for desired results. 
   Other applications include:
         a. Pre-chiller (or warmer) for air conditioning   b. Fluid chiller/warmer for fuel, transmission, steering, or differential systems.   c. Emergency fluid conditioner.       

   Advantages to fluid flow conditioning are dependant on specific applications. Internal combustion engines only require temperature reduction during peak power applications. An FFC on demand facilitates the temperature control while minimized 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 used during peak demand situations e.g. passing, freeway merging, and hill climbing. 
   Multiple implementations or stages of FFC can be configured to maximize power for specific applications. Hybrid vehicles with very small engines and electric motors are ideal for FFC applications. Electric superchargers will work particularly well (due to their similar “on demand” operation and battery power) and be more effective (higher horsepower and torque with FFC&#39;s incoming air temperature reductions). 
   In this patent, certain U.S. patents, U.S. patent applications, and other materials (e.g., articles) have been incorporated by reference. The text of such U.S. patents, U.S. patent applications, and other materials is, however, only incorporated by reference to the extent that no conflict exists between such text and the other statements and drawings set forth herein. In the event of such conflict, then any such conflicting text in such incorporated by reference U.S. patents, U.S. patent applications, and other materials is specifically not incorporated by reference in this patent. 
   Further modifications and alternative embodiments of various aspects of the invention will be apparent to those skilled in the art in view of this description. Accordingly, this description is to be construed as illustrative only and is for the purpose of teaching those skilled in the art the general manner of carrying out the invention. It is to be understood that the forms of the invention shown and described herein are to be taken as examples of embodiments. Elements and materials may be substituted for those illustrated and described herein, parts and processes may be reversed, and certain features of the invention may be utilized independently, all as would be apparent to one skilled in the art after having the benefit of this description of the invention. Changes may be made in the elements described herein without departing from the spirit and scope of the invention as described in the following claims.