Patent Publication Number: US-2020300314-A1

Title: Particulate collection systems and methods

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATION 
     This application claims the benefit of U.S. Provisional Patent Application No. 62/819,967, filed Mar. 18, 2019, the entire disclosure of which is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present application relates generally to particulate collection systems and methods for vehicles, such as those having an internal combustion engine and those without an internal combustion engine. 
     BACKGROUND 
     Vehicles, such as automobiles, include wheels for traversing various surfaces. These wheels may generate particulates as they traverse a surface (e.g., due to friction, etc.). Vehicles also include brakes which operate to decelerate wheels. These brakes may also generate particulates. 
     Typically, particulates from wheels or brakes are dispersed across the various surfaces over which the vehicles traverse. The particulates dispersed from wheels and brakes may constitute approximately 25% of the total particulates dispersed by a vehicle with an internal combustion engine into the environment and greater than 25%, and possibly up to 100%, of the total particulates dispersed by hybrid vehicle or a vehicle without an internal combustion engine. 
     Reducing the particulates dispersed from wheels and brakes would significantly reduce the total particulates dispersed by a vehicle. In some situations, it may be desirable to decrease the total particulates dispersed by a vehicle. 
     SUMMARY 
     In one embodiment, a collection system for a vehicle having a chassis supporting the vehicle above a ground surface, a braking system coupled to the chassis, and a movement member supporting the chassis on the ground surface, includes a first duct, a first collecting conduit, a filter, and a fan. The first duct is configured to be coupled to the chassis proximate at least one of the braking system or the movement member such that the first duct is positioned over the at least one of the braking system or the movement member. The first collecting conduit is fluidly coupled to the first duct. The filter is fluidly coupled to the first collecting conduit. The fan is fluidly coupled to the filter and configured to create a suction force. The fan, the filter, and the first collecting conduit are configured to provide the suction force to the first duct. 
     In another embodiment, a collection system for a vehicle that includes a chassis supporting the vehicle above a ground surface and a movement member supporting the chassis on the ground surface includes a first duct, a first collecting conduit, a filter, and a fan. The first duct is configured to be coupled to the chassis proximate the movement member such that the first duct is positioned proximate to the movement member. The first collecting conduit is fluidly coupled to the first duct. The filter is fluidly coupled to the first collecting conduit. The fan is fluidly coupled to the filter and configured to create a suction force. The fan, the filter, and the first collecting conduit are configured to provide the suction force to the first duct. 
     In yet another embodiment, a collection system for a vehicle that includes a chassis and a braking system coupled to the chassis includes a duct, a collecting conduit, a filter, and a fan. The duct is configured to be coupled to the chassis proximate the braking system such that the duct is positioned proximate to the braking system. The collecting conduit is fluidly coupled to the duct. The filter is fluidly coupled to the collecting conduit. The fan is fluidly coupled to the filter and configured to create a suction force. The fan, the filter, and the collecting conduit are configured to provide the suction force to the duct. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The details of one or more implementations are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the disclosure will become apparent from the description, the drawings, and the claims, in which: 
         FIG. 1  is a block schematic diagram of an example vehicle having an example particulate collection system; 
         FIG. 2  is a detailed side view of a portion of the example vehicle shown in  FIG. 1 ; 
         FIG. 3  is a block schematic diagram of another example vehicle having an example particulate collection system; 
         FIG. 4  is a detailed side view of a portion of the example vehicle shown in  FIG. 3 ; 
         FIG. 5  is a block schematic diagram of another example vehicle having an example particulate collection system; 
         FIG. 6  is a detailed side view of a portion of the example vehicle shown in  FIG. 5 ; and 
         FIG. 7  is a block schematic diagram of yet another example vehicle having an example particulate collection system. 
     
    
    
     It will be recognized that some or all of the figures are schematic representations for purposes of illustration. The figures are provided for the purpose of illustrating one or more implementations with the explicit understanding that they will not be used to limit the scope or the meaning of the claims. 
     DETAILED DESCRIPTION 
     Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for collecting particulates from a vehicle. The various concepts introduced above and discussed in greater detail below may be implemented in any of numerous ways, as the described concepts are not limited to any particular manner of implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes. 
     I. Overview 
     Vehicles produce particulates which are dispersed into the surrounding environment. These particulates are primarily thought of as being present in the emissions (e.g., exhaust) of an internal combustion engine. However, a significant amount of particulates also originates from tires and braking systems of a vehicle. Friction between tires and a road, for example, may cause portions of the tires to become dislodged and strewn across the road. Additionally, the use of the braking systems generates brake dust which is dispersed into the surrounding atmosphere. 
     Implementations described herein relate to a vehicle having a particulate collection system that collects particulates dispersed from movement members, such as tires, and/or braking systems. The particulate collection system includes a plurality of ducts. Each of the ducts is positioned over one of the movement members and/or braking systems. By positioning the ducts in this way, the particulate collection system collects significantly more particulates than if the ducts were located near a centerline of the vehicle (i.e., away from the movement members and braking systems, etc.). The ducts are connected together via conduits and are provided a suction force by a fan. The suction force causes particulates generated by the movement members and/or braking systems to be drawn into the conduits. The fan further draws the particulates through a filter where the particulates are collected for subsequent disposal. In these ways, the vehicle described herein is capable of decreasing the amount of particulates that are dispersed from the vehicle in comparison to similar vehicles that do not include the particulate collection system described herein. 
     II. Overview of a Vehicle Having a Particulate Collection System 
       FIGS. 1-7  depict a vehicle  100  (e.g., gasoline vehicle, electric vehicle, hybrid vehicle, propane vehicle, diesel vehicle, fuel cell vehicle, internal combustion engine vehicle, etc.). In various embodiments, the vehicle  100  is an automobile (e.g., car, truck, sport utility vehicle (SUV), etc.). In other embodiments, the vehicle  100  is an industrial vehicle (e.g., construction vehicle, dump truck, tractor trailer, etc.), an emergency vehicle (e.g., fire apparatus, ambulance, etc.), municipal vehicle (e.g., school bus, mail delivery vehicle, etc.), military vehicle (e.g., transport vehicle, tank, amphibious vehicle, etc.), or other similar vehicle. The vehicle  100  includes a propulsion system (e.g., internal combustion engine, electric motor, fuel cell, etc.). The vehicle  100  may also include a transmission (e.g., automatic transmission, continuously variable transmission (CVT), etc.), a fuel source (e.g., fuel tank, fuel cell, battery, etc.), an exhaust system (e.g., an aftertreatment system, an exhaust gas recirculation system, etc.), and other similar components. 
     The vehicle  100  includes a chassis  102  (e.g., frame, body, etc.). The chassis  102  includes various panels, supports, arms, and other structures. The chassis  102  has a front end  104  (e.g., forward end, front end, etc.) and a rear end  106  (e.g., backward end, back end, etc.). The vehicle  100  is configured such that the front end  104  is forward when traveling in a primary direction (e.g., drive, etc.) and the rear end  106  is forward when traveling in a second direction (e.g., reverse, etc.). 
     The vehicle  100  also includes a plurality of movement members  108  (e.g., wheels, tires, treads, tracks, etc.). Each of the movement members  108  is coupled to the chassis  102 . For example, each of the movement members  108  may be coupled to an axle that is coupled to the chassis  102 . While the vehicle  100  is shown as including four movement members  108 , it is understood that the vehicle  100  may include one, two, three, five, six, eight, ten, sixteen, or other numbers of the movement members  108 . Each of the movement members  108  is defined by a center axis A-A. In various embodiments, two of the movement members  108  are aligned such that the movement members  108  share the same center axis A-A. 
     The movement members  108  traverse (e.g., roll across, contact, interface with, etc.) a surface (e.g., road, highway, dirt, gravel, sand, asphalt, concrete, etc.). As the movement members  108  traverse the surface, particulates (e.g., particles, fragments, pieces, etc.) of the movement members  108  may be generated (e.g., created, produced, etc.). For example, friction between the movement members  108  and the surface may cause production of particulates from the movement members  108 . These particulates may be, for example, rubber particulates, plastic particulates, synthetic particulates, composite particulates, metallic particulates, and other similar particulates. 
     The vehicle  100  also includes a plurality of braking systems  110  (e.g., brakes, disc brakes, drum brakes, friction brakes, etc.). Each of the braking systems  110  is associated with one of the movement members  108  and operates to slow (e.g., decelerate, resist, etc.) rotation of one of the movement members  108 . Each of the braking systems  110  includes a rotor  112  (e.g., a rotational member, etc.). Each rotor  112  is rotatably coupled to one of the movement members  108  (e.g., via lugs and lug nuts, etc.). As a result, rotation of a movement member  108  can be slowed by slowing rotation of a rotor  112 . 
     Each of the braking systems  110  also includes a friction member  114  (e.g., brake pad, ceramic brake pad, composite brake pad, synthetic brake pad, metallic brake pad, etc.) and a friction member actuator  116  (e.g., caliper, piston, hydraulic actuator, electromechanical actuator, etc.). Each friction member actuator  116  is configured to (e.g., structured to, operable to, etc.) cause one of the friction members  114  to be pressed (e.g., biased, forced, moved, etc.) against one of the rotors  112 . Each of the friction members  114  is configured to cause deceleration of one of the movement members  108  when pressed against one of the rotors  112 . 
     Contact between one of the friction members  114  and one of the rotors  112  may generate particulates. These particulates are generated from decomposition (e.g., destruction, etc.) of the friction members  114  and/or the rotors  112 . These particulates may be, for example, brake dust, metallic particulates, ceramic particulates, composite particulates, synthetic particulates, and other similar particulates. In some applications, these particulates include various combinations of aluminum, astatine, barium, calcium, cadmium, cobalt, chromium, copper, iron, potassium, magnesium, manganese, molybdenum, sodium, nickel, lead, antimony, tin, titanium, zinc, and other similar elements or combinations thereof. 
     While the vehicle  100  is shown as including four rotors  112 , four friction members  114 , and four friction member actuators  116 , it is understood that the vehicle  100  may include one, two, three, five, six, eight, ten, sixteen, or other numbers of the rotors  112 , friction members  114 , and friction member actuators  116 . In various embodiments, the vehicle  100  includes the same number of movement members  108 , rotors  112 , friction members  114 , and friction member actuators  116 . In other embodiments, the vehicle  100  includes the same number of rotors  112 , friction members  114 , and friction member actuators  116  and a different number of movement members  108 . 
     The vehicle  100  also includes a particulate collection system  118  (e.g., collection system, brake dust particulate collection system, etc.). As will be described in more detail herein, the particulate collection system  118  is configured to collect particulates dispersed by at least some of the movement members  108  and/or at least some of the braking systems  110 . In this way, the particulate collection system  118  reduces the total amount of particulates dispersed by the vehicle  100 . As a result, the vehicle  100  may be more desirable than other vehicles which disperse particulates into the environment. For example, the particulate collection system  118  may enable the vehicle  100  to comply with regulations regarding the dispersion of particulates into the environment. 
     The particulate collection system  118  includes a plurality of ducts  120  (e.g., hoods, collectors, removers, etc.). Each of the ducts  120  is associated with one of the movement members  108  and is configured to collect (e.g., receive, etc.) the particulates from one of the movement members  108  and one of the braking systems  110 . As will be explained in more detail herein, each of the ducts  120  provides a suction force (e.g., negative pressure, vacuum, etc.) near (e.g., proximate to, around, next to, etc.) one of the movement members  108  and/or one of the braking systems  110  which causes particulates produced by the movement member  108  and/or the braking system  110  and air proximate the movement member  108  and/or the braking system  110  to be drawn (e.g., sucked, pulled, etc.) into the duct  120 . 
     Each of the ducts  120  is positioned over one of the movement members  108  and/or one of the braking systems  110  (e.g., such that a portion of the duct  120  is offset in at least one direction from a movement member  108 , such that a portion of the duct  120  is offset in at least one direction from a braking system  110 , etc.). For example, each of the ducts  120  may be positioned in various combinations of behind (e.g., on a side of the movement member  108  that is closest to the rear end  106 , on a side of the braking system  110  that is closest to the rear end  106 , etc.) one of the movement members  108  and/or one of the braking systems  110 , in front of (e.g., on a side of the movement member  108  that is closest to the front end  104 , on a side of the braking system  110  that is closest to the front end  104 , etc.) one of the movement members  108  and/or one of the braking systems  110 , above (e.g., on a side of the movement member  108  that is farthest from a surface upon which the movement member  108  traverses, on a side of the braking system  110  that is farthest from a surface upon which the movement member  108  traverses, etc.) one of the movement members  108  and/or one of the braking systems  110 , below (e.g., on a side of the movement member  108  that is closest to a surface upon which the movement member  108  traverses, on a side of the braking system  110  that is closest to a surface upon which the movement member  108  traverses, etc.) one of the movement members  108  and/or one of the braking systems  110 , and/or axially behind (e.g., offset away from the movement member  108  along an axis that is parallel to the center axis A-A, offset away from the braking system  110  along an axis that is parallel to the center axis A-A, etc.) one of the movement members  108  and/or braking systems  110 . By positioning the ducts  120  in this way, the ducts  120  are capable of collecting more particulates than other systems which are positioned near a centerline (e.g., middle, etc.) of a vehicle. In these other systems, the distance between the system and the source of particulates causes a large portion of the particulates to be dispersed into atmosphere. This large portion may increase as a speed of the vehicle increases. 
     As shown in  FIG. 1 , each of the ducts  120  is positioned behind one of the movement members  108 .  FIG. 2  illustrates a detailed side view of the vehicle  100  of  FIG. 1  with a movement member  108  hidden. As shown in  FIG. 3 , each of the ducts  120  is positioned axially behind one of the movement members  108 .  FIG. 4  illustrates a detailed side view of the vehicle  100  of  FIG. 3  with a movement member  108  hidden. As shown in  FIG. 5 , each of the ducts  120  is positioned on top of one of the movement members  108 .  FIG. 6  illustrates a detailed side view of the vehicle  100  of  FIG. 5  with a movement member  108  hidden. As shown in  FIG. 7 , the two ducts  120  proximate the front end  104  of the chassis  102  are positioned axially behind one of the movement members  108  and the two ducts  120  proximate the rear end  106  of the chassis  102  are positioned behind one of the movement members  108 . 
     Each of the ducts  120  is individually positioned relative to one of the movement members  108  and/or one of the braking systems  110 . The position of each of the ducts  120  may be selected so as to minimize the transmission of non-particulate substances (e.g., mud, rocks, snow, ice, road debris, twigs, gravel, sand, salt, wet asphalt, etc.) into the particulate collection system  118 . In addition to the positioning each of the ducts  120  to minimize the transmission of non-particulate substances into the particulate collection system  118 , the suction force provided by the particulate collection system  118  may be controlled so as to minimize the transmission of non-particulate substances into the particulate collection system  118 . For example, non-particulate substances may be significantly larger (e.g., 100 times, 1,000 times, 10,000 times, etc.) than the particulates provided by the movement members  108  and/or braking systems  110  and therefore require a significantly larger force to move. By ensuring the suction force remains below a threshold (e.g., a force that may be large enough to draw certain non-particulate substances towards the particulate collection system  118 , etc.) the particulate collection system  118  may ensure that the transmission of non-particulate substances into the particulate collection system  118  is minimized. 
     In various embodiments, each of the ducts  120  also includes a screen  121  (e.g., mesh screen, grate, etc.). Each of the screens  121  extends across one of the ducts  120  and functions to substantially prohibit transmission (e.g., 99% of transmission is prohibited, 95% of transmission is prohibited, etc.) of non-particulate substances into the duct  120 . The screens  121  may be defined by an opening size such that transmission of any substance having a size greater than the opening size into the ducts  120  is substantially prohibited. In some embodiments, the opening size of the screens  121  is 1 centimeter (cm). In other embodiments, the opening size of the screens  121  is 0.5 cm. In other embodiments, the opening size of the screens  121  is 100 micrometers (μm). In other embodiments, the opening size of the screens  121  is 50 μm. In other embodiments, the opening size of the screens  121  is 25 μm. In other embodiments, the opening size of the screens  121  is 10 μm. The screens  121  may each be removable. When removed, the screens  121  may be replaced (e.g., with new screens  121 , etc.) or cleaned and reinstalled. In some applications, the vehicle  100  may include multiple sets of screens  121 . For example, a first set of screens  121  that has a relatively smaller opening size that is optimized for winter weather and a second set of screens  121  that has a relatively larger opening size that is optimized for summer weather (e.g., because of the persistent water on roadways in winter weather, etc.). 
     Additionally, each of the ducts  120  may be of various shapes and sizes. For example, each of the ducts  120  may have a width that is selected so that each of the ducts  120  extends across at least part of one of the movement members  108  and at least part of one of the braking systems  110 . The ducts  120  may be fan-shaped, frustoconical, cylindrical, curved, polygonal, or otherwise similarly shaped. 
     The particulate collection system  118  also includes at least one collecting conduit  122  (e.g., pipe, tube, etc.) and a main conduit  124  (e.g., pipe, tube, etc.). Each of the collection conduits  122  is fluidly coupled to (e.g., in fluid communication with, etc.) one of the ducts  120  and to the main conduit  124 . In operation, the ducts  120  receive particulates and air and then provide the particulates and air to the collecting conduits  122 . The collecting conduits  122  further provide the particulates and air to the main conduit  124 . In various embodiments, the number of collecting conduits  122  is equal to the number of ducts  120 . It is understood that the collecting conduits  122  and/or main conduit  124  may be structurally integrated (e.g., of a one-piece construction, etc.) in some embodiments. 
     The particulate collection system  118  also includes a filter conduit  126  (e.g., pipe, tube, etc.). The filter conduit  126  is fluidly coupled to the main conduit  124  and is configured to receive the particulates and air from the main conduit  124 . The particulate collection system  118  also includes a filter  128  (e.g., filter element, filtration system, etc.). The filter  128  receives the particulates and air from the filter conduit  126 . The filter  128  is configured to separate (e.g., filter out, collect, etc.) at least some of the particulates from the air. The filter  128  collects (e.g., stores, holds, etc.) the particulates separated from the air and may be either replaced with another filter  128  or cleaned so as to remove at least some of the particulates collected in the filter  128 . 
     Instead of or in addition to the screens  121 , the ducts  120 , the collecting conduits  122 , the main conduit  124 , and/or the filter conduit  126  may be configured to mitigate the transmission of non-particulate substances to the filter  128 . For example, each of the ducts  120  may be coupled to one of the collecting conduits  122  at a sharp angle (e.g., 80 degree angle, 90 degree angle, 100 degree angle, etc.). This sharp angle may cause non-particulate substances to contact surfaces of the ducts  120 , the collecting conduits  122 , the main conduit  124 , and/or the filter conduit  126 , and therefore not flow towards the filter  128 . 
     The filter  128  includes a filter media  129 . The filter media  129  may be of various constructions so that the filter  128  is tailored for a target application. In some embodiments, the filter media  129  may be a nanofiber media that contains no cellulose fibers. In these embodiments, the filter media  129  may be substantially waterproof. Such embodiments may be beneficial in applications where the vehicle  100  traverses surfaces that are wet. 
     In some embodiments, the filter media  129  may be, or may include a cellulose media. In some embodiments, the filter media  129  may be, or may include a synthetic (e.g., polyester, etc.) media. In some embodiments, the filter media  129  may be, or may include a ceramic (e.g., glass, etc.) media. The filter media  129  may include a single stage (e.g., layer, etc.) or a plurality (e.g., two, three, four, etc.) of stages. In some embodiments, the filter media includes a first meltblown later, a second meltblown layer, a nanofiber layer, and a support layer, with the second meltblown layer being positioned between the first meltblown layer and the nanofiber layer being positioned between the second meltblown layer and the support layer. In some embodiments, the filter media  129  may be similar to filter media in a diesel particulate filter (DPF), a cabin air filter, an intake air filter, or other similar filters. 
     In various embodiments, the filter  128  also includes a filter sensing array  130  (e.g., air flow sensor, mass air flow sensor, saturation sensor, etc.). The filter sensing array  130  is configured to measure parameters (e.g., air flow, mass air flow, voltage, etc.) associated with an amount of particulates collected in the filter media  129 . In some embodiments, the filter sensing array  130  includes a first air flow sensor (e.g., mass air flow sensor, etc.) disposed upstream of the filter media  129  and a second air flow sensor disposed downstream of the filter media  129 . By comparing a parameter measured by both of the air flow sensors, the filter sensing array  130  can determine a resistance provided by the filter media  129 . By comparing this resistance to a threshold resistance, a determination can be made as to whether replacement of the filter  128  would be advisable. The filter sensing array  130  may be configured to determine an amount of particulates collected within the filter media  129  by, for example, differential pressure, radio frequency transmission, computer algorithms based on a speed of the vehicle  100 , a duration of braking of the vehicle  100 , an intensity of braking of the vehicle  100 , and other similar parameters. 
     The particulate collection system  118  also includes a fan conduit  131  (e.g., pipe, tube, etc.). The fan conduit  131  is fluidly coupled to the filter  128  and is configured to receive the air from the filter  128 . The particulate collection system  118  also includes a fan  132  (e.g., blower, centrifugal fan, axial fan, etc.). The fan  132  is configured to receive the air from the fan conduit  131 . The fan  132  creates a suction force that is provided through the fan conduit  131 , the filter  128 , the filter conduit  126 , the main conduit  124 , the collecting conduits  122 , and the ducts  120 . 
     The fan  132  includes a fan drive  134  and a fan blade  136 . The fan drive  134  is configured to drive (e.g., rotate, spin, power, etc.) rotation of the fan blade  136 . The fan drive  134  may include a transmission (e.g., gear reducer, variable transmission, etc.). In some embodiments, the fan  132  is similar to a cabin air blower. The fan drive  134  may be a single speed fan drive or a variable speed fan drive. The fan drive  134  may drive the fan blade  136  at a speed that is proportional to a speed of the vehicle  100 . For example, as the speed of the vehicle  100  increases, the speed that the fan drive  134  drives the fan blade  136  may also increase. 
     In some embodiments, the fan drive  134  may be a motor (e.g., electric motor, servo motor, direct drive motor, etc.). The fan drive  134  may be powered by a battery. For example, the fan drive  134  may be powered by the same battery as the vehicle  100  (e.g., when the vehicle  100  is an electrical vehicle, when the vehicle  100  is a hybrid vehicle, etc.). In some embodiments, rotation of the fan blade  136  may be independent of rotation of any other component of the vehicle  100 . This may be useful to, for example, operate the particulate collection system  118  when the vehicle  100  is not moving. For example, the particulate collection system  118  may be periodically operated when the vehicle  100  is not operated. This may enable the particulate collection system  118  to perform a “deep clean” by operating the fan blade  136  at high speeds with the vehicle  100  stationary. This may also enable the particulate collection system  118  to remove particulates from the surrounding environment when the vehicle  100  is stationary (e.g., within a garage, at a construction site, etc.). As a result, the vehicle  100  may qualify for an emissions credit from a certifying or regulatory agency. 
     In some embodiments, the fan drive  134  couples rotation of the fan blade  136  to another component of the vehicle  100 . In these embodiments, rotation of the fan blade  136  is achieved without including a dedicated component. For example, the fan drive  134  may be a belt drive that is driven via a belt by another device (e.g., pulley, etc.). In some embodiments, the fan drive  134  is driven via rotation of one of the movement members  108 . For example, the fan drive  134  may be configured to be driven by rotation of an axle to which at least one of the movement members  108  is coupled such that rotation of the movement member causes rotation of the fan blade  136 . In these embodiments, the fan drive  134  may include various sensors (e.g., air flow sensors, mass air flow sensors, rotational speed sensors, voltage sensors, etc.) that are configured to determine a rotational speed of the fan blade  136 . 
     The particulate collection system  118  also includes an exhaust conduit  138  (e.g., pipe, tube, etc.). The exhaust conduit  138  provides the particulates and/or air out of the particulate collection system  118 . In various embodiments, the exhaust conduit  138  provides the particulates and/or air to atmosphere. In other embodiments, the exhaust conduit  138  routes the particulates and/or air to other locations in the vehicle  100 . For example, the exhaust conduit  138  routes the particulates and/or air around various components (e.g., engine, motor, battery, etc.) of the engine to provide cooling to those components in some embodiments. In various embodiments, the vehicle  100  is an electric vehicle having a battery and a battery cooling system that receives the air from the exhaust conduit  138  and routes the air across the battery so as to provide the battery with cooling and ensure desirable operation of the vehicle  100 . In such embodiments, the particulate collection system  118  is able to supplement or replace typical cooling systems for the battery and thereby may reduce the cost of the vehicle  100 . 
     The particulate collection system  118  is at least partially coupled to the chassis  102 . For example, the ducts  120 , the collecting conduits  122 , the main conduit  124 , the filter conduit  126 , the filter  128 , the fan conduit  131 , the fan  132 , and/or the exhaust conduit  138  may be coupled to the chassis  102  using, for example, fasteners (e.g., bolts, etc.), welds, or hangers (e.g., exhaust hangers, hardware hanger, band clamps, etc.). 
     The particulate collection system  118  also includes a controller  140  (e.g., control unit, etc.). The controller  140  is communicable with the filter sensing array  130  and the fan drive  134 . The controller  140  includes a processing circuit  142 . The processing circuit  142  includes a processor  144  and a memory  146 . The processor  144  may include a microprocessor, an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), etc., or combinations thereof. The memory  146  may include, but is not limited to, electronic, optical, magnetic, or any other storage or transmission device capable of providing a processor, ASIC, FPGA, etc. with program instructions. This memory  146  may include a memory chip, Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), flash memory, or any other suitable memory from which the controller  140  can read instructions. The instructions may include code from any suitable programming language. The memory  146  may include various modules that include instructions which are configured to be implemented by the processor  144 . 
     The controller  140  is configured to communicate with a central controller (e.g., engine control unit (ECU)), engine control module (ECM), etc.) of the vehicle  100 . In some embodiments, the central controller and the controller  140  are integrated into a single controller. 
     The memory  146  includes various modules which are capable of being implemented by the processor  144  to cause various processes to take place. In various embodiments, the memory  146  includes a filter status module  148 , a fan speed module  150 , and a scheduling module  152 . 
     The filter status module  148  may include a particulate threshold and be configured to receive measurements from the filter sensing array  130 , correlate these measurements to an amount of particulate collected in the filter media  129 , determine if the amount of particulate collected in the filter media  129  is greater than the particulate threshold, and, if the amount of particulate collected in the filter media  129  is greater than the particulate threshold, indicate that replacement of the filter  128  would be advisable. This indication may be conveyed via, for example, a display or indicator light in a cab of the vehicle  100 . 
     The fan speed module  150  may be configured to cause the fan drive  134  to rotate the fan blade  136  at a target speed (e.g., rotational speed, etc.). For example, where the fan drive  134  is a motor, the fan speed module  150  may control the voltage and/or current provided to the fan drive  134 . In embodiments where the fan drive  134  includes a transmission, the fan speed module  150  may cause shifting of the transmission. In embodiments where the fan blade  136  is directly driven by a component of the vehicle other than a motor, the fan speed module  150  may determine a speed of rotation of the fan blade  136  (e.g., via sensors in the fan drive  134 ). 
     The fan speed module  150  may also be configured to cause the fan blade  136  to produce a target suction force at the ducts  120 . By controlling the suction force at the ducts  120  to be below a threshold associated with certain non-particulate substances, the fan speed module  150  can operate to minimize the transmission of non-particulate substances into the particulate collection system  118 . The fan speed module  150  may also be configured to drive the fan blade  136  at a speed that is related to a speed of the vehicle  100 . For example, as the speed of the vehicle  100  increases, the fan speed module  150  may be configured to increase the speed at which the fan blade  136  is driven. 
     The scheduling module  152  may be utilized when the fan drive  134  is a motor. In such embodiments, the fan blade  136  may be rotated when the vehicle  100  is stationary, such as when the vehicle  100  is parked or stored within a garage. In this way, the scheduling module  152  may enable the vehicle  100  to periodically remove particulates from the surrounding atmosphere. As a result, the vehicle  100  may qualify for an emissions credit from a certifying or regulatory agency. The scheduling module  152  may also be utilized to periodically cause rotation of the fan blade  136  when the vehicle is stationary so as to collect any particulate resting on the vehicle  100 . This may be useful in performing a deep clean of the vehicle  100 . The scheduling module  152  may enable this deep clean to be performed at regular intervals (e.g., 30 minutes after the vehicle  100  is turned off, once a week, etc.), thereby minimizing the particulate that has to be removed when the vehicle  100  is not stationary. 
     III. Construction of Example Embodiments 
     While this specification contains many specific implementation details, these should not be construed as limitations on the scope of what may be claimed but rather as descriptions of features specific to particular implementations. Certain features described in this specification in the context of separate implementations can also be implemented in combination in a single implementation. Conversely, various features described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination. Moreover, although features may be described as acting in certain combinations and even initially claimed as such, one or more features from a claimed combination can, in some cases, be excised from the combination, and the claimed combination may be directed to a subcombination or variation of a subcombination. 
     As utilized herein, the terms “substantially,” “approximately,” “generally,” and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the appended claims. 
     The terms “coupled” and the like, as used herein, mean the joining of two components directly or indirectly to one another. Such joining may be stationary (e.g., permanent) or moveable (e.g., removable or releasable). Such joining may be achieved with the two components or the two components and any additional intermediate components being integrally formed as a single unitary body with one another, with the two components, or with the two components and any additional intermediate components being attached to one another. 
     The terms “fluidly coupled to,” “fluidly configured to communicate with,” and the like, as used herein, mean the two components or objects have a pathway formed between the two components or objects in which a fluid, such as air, may flow, either with or without intervening components or objects. Examples of fluid couplings or configurations for enabling fluid communication may include piping, conduits, channels, or any other suitable components for enabling the flow of a fluid from one component or object to another. 
     It is important to note that the construction and arrangement of the system shown in the various example implementations is illustrative only and not restrictive in character. All changes and modifications that come within the spirit and/or scope of the described implementations are desired to be protected. It should be understood that some features may not be necessary, and implementations lacking the various features may be contemplated as within the scope of the application, the scope being defined by the claims that follow. When the language “a portion” is used, the item can include a portion and/or the entire item unless specifically stated to the contrary. 
     Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list. Conjunctive language such as the phrase “at least one of X, Y, and Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to convey that an item, term, etc. may be either X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., any combination of X, Y, and Z). Thus, such conjunctive language is not generally intended to imply that certain embodiments require at least one of X, at least one of Y, and at least one of Z to each be present, unless otherwise indicated.