Patent Publication Number: US-2017363048-A1

Title: Air intake heater system and methods

Description:
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS 
     This patent application is a continuation of co-pending U.S. patent application Ser. No. 14/902,414, filed Dec. 31, 2015, which is a 371 nationalization of PCT/EP2014/064193 filed Jul. 3, 2014, which claims the benefit of U.S. Provisional Patent Application No. 61/842,488, filed Jul. 3, 2013, and U.S. Provisional Patent Application No. 61/904,306, filed Nov. 14, 2013, the entire teachings and disclosure of which are incorporated herein by reference thereto. 
    
    
     FIELD OF THE INVENTION 
     This invention generally relates to intake heaters for heating intake air for an internal combustion engine. 
     BACKGROUND OF THE INVENTION 
     Many internal combustion engine systems utilize an air intake heater system to heat the intake air prior to combustion of the intake air with fuel depending on the intake air temperature and the operating conditions of the internal combustion engines. 
     As internal combustion engine systems become more and more complex, the pathway through which the intake air flows to the cylinders of the internal combustion engine system becomes more complex. Typically, the heating element of prior air intake heater systems did not redirect the flow of air as it traveled through the heating element. Due to the complex air flows and constraints within engine compartments, the location of air heaters may not be optimal such that straight through flow of air may be undesirable. 
     Electrically powered air intake heater systems are operably coupled to a source of power and the current to the heating element is controlled by a controller that includes a relay for operably turning on power or cutting power to the heating element. These electric heaters typically draw a large current. The controller of the air intake heater system will thus control large currents and can generate a large amount of heat. Further, these controllers are often in close proximity to electrical joints which introduce resistance into the electrical circuit which provide for additional heat release. Removal or reduction of this heat from the controller is important to prevent thermal inefficiencies as well as to eliminate potential damage to the controller. 
     It is desirous to reduce the number of components and cost for these air intake heater systems. Many internal combustion engines have various components manufactured by different companies and then they are subsequently assembled. As such, it is desirous to simplify the assembly of the overall internal combustion engine system. 
     These air intake heater systems are often mounted to internal combustion engines for vehicles such as automobiles, tractors or other mechanisms that are exposed to or otherwise generate a significant amount of vibrations. As such, it is desirous to reduce effects that these vibrations may have on mounting any of the individual components to the internal combustion engine or securing the individual components of the air intake heater systems together. 
     These air intake heater systems are required to be preheated before starting the engine so as to allow for preheating of the initial intake air that is used for engine start. When the engine starts to crank, the air intake heater system is turned off in order to have enough battery power for the starter motor to crank the engine. As such, the heating ribbon of the air intake heater system is typically designed to be relative large in order to keep enough thermal energy in the heating ribbon when heated to approximately 900 degrees Celsius such that the accumulated heat can be transferred to air passing through the air intake heater system and into the cylinders during engine start. 
     This has three problems. First, preheating the air intake heater system, in some instances, can take as long as 20 seconds. However, when people get into a vehicle or machine, they do not want to wait to start the device. Instead, the operator wants to start the engine as soon as possible. Second, the larger amount of material needed for the heating element to accumulate heat for engine start increases the cost of the air intake heater system. However, when the engine is running, there is less need for thermal accumulation because there is not the electrical load on the electrical system of the vehicle, such as operating the starter motor during engine start, which prevents the air intake heater system from operating at higher power. Thus, the heating ribbon is oversized for that which is necessary for the normal operation of the air intake heater system just to accommodate the engine startup issues. The third problem is associated with long preheating times. When a long preheating time is used, a significant part of energy (estimated to be greater than 30%) in some instances is lost to heat transfer from the heating ribbon to adjacent components of the engine such as to the air intake housing or intake manifold, and then, from there, to the air within the engine compartment surrounding the engine and the air intake system. 
     As such, it is desirous to reduce the amount of time necessary required to preheat the air intake heater system prior to engine start as well as to minimize the size of the heating ribbon. 
     BRIEF SUMMARY OF THE INVENTION 
     In one embodiment, an air intake heater is provided that provides improved air flow directing capabilities such as air flow redirection. The air intake heater includes a heating element. The heating element includes a plurality of longitudinally extending sections. Each longitudinally extending section has an inlet end and an outlet end and defines a guide face extending between the inlet end and the outlet end. The guide face generally faces, at least in part, upstream such that the air flow impinges upon the guide face. The combination of inlet ends of the plurality of longitudinally extending sections generally defines an inlet face. The combination of the outlet ends of the plurality of longitudinally extending sections generally defines an outlet face. At least the outlet end of the guide face of each of the longitudinally extending sections extends at a non-perpendicular and/or non-parallel angle to the inlet and outlet faces. 
     In one embodiment, the heating element further includes a plurality of curved connection portions. Each connection portion connecting an adjacent pair of the longitudinally extending sections. 
     In one embodiment, each curved connection portion defines a trough bottom extending between a top end of the connection portion adjacent the inlet face and a bottom end of the connection portion adjacent the outlet face. The trough bottom being non-perpendicularly angled relative to the inlet and outlet faces. 
     In a more particular embodiment, the air heater includes a first insulator and a second insulator. The heating element is mounted between the first and second insulators with the longitudinally extending sections extending between first and second insulators with each curved connection portion being supported by or inserted into one of the first or second insulators. 
     In an even more particular embodiment, the first and second insulators define generally rectangular receiving cavities for receiving the curved connection portions. The receiving cavities being rotated at an angle relative to the inlet and outlet faces such that four of the sides of the rectangular cavities extend at non-parallel and non-perpendicular angles relative to the inlet and outlet faces. 
     In one embodiment, the rectangular receiving cavities include top and bottom sides. The top side adjacent the inlet ends of the longitudinally extending sections and the bottom side adjacent the outlet ends of the longitudinally extending sections. The top sides being parallel to one another but offset such that they are not aligned and the bottom sides being parallel to one another but offset such that they are not aligned. 
     In one embodiment, the longitudinally extending sections and connection portions are formed from a single continuous ribbon of material. 
     In one embodiment, each curved connection portion defines a trough bottom extending between a top end of the connection portion and a bottom end of the connection portion. The trough bottom extending perpendicularly relative to the inlet and outlet faces. 
     In one embodiment, the curved connection portions include a pair of twisted sections that transition into the corresponding longitudinally extending sections. 
     In one embodiment, the heating element includes a first insulator and a second insulator. The heating element is mounted between the first and second insulators with the longitudinally extending sections extending between first and second insulators with each curved connection portion supported by or received into one of the first or second insulators. The first and second insulators define generally rectangular receiving cavities for receiving the curved connection portions. The receiving cavities being oriented relative to the inlet and outlet faces such that two of the sides of the rectangular cavities extend perpendicular to the inlet and outlet faces and two of the sides of the rectangular cavities extend parallel to the inlet and outlet faces. 
     In one embodiment, an air intake heater including an undulating heating element is provided. The undulating heating element includes a plurality of longitudinally extending sections connected by curved connection portions. Each longitudinally extending section has an inlet end and an outlet end and defines a guide face extending between the inlet end and the outlet end. Each curved section has an inlet end and an outlet end and a trough bottom extending between the inlet and outlet ends. The inlet ends of the plurality of longitudinally extending sections generally defining an inlet face and the outlet ends of the plurality of longitudinally extending sections generally defining an outlet face. The trough bottoms extend at a non-perpendicular and non-parallel angle relative to the inlet and outlet faces. Preferably, the angle is between about 45 and 90 degrees such that any air flow redirect is between about 0 and 45 degrees. 
     In another embodiment, an air heater including a heating element is provided. The heating element includes a plurality of longitudinally extending sections. Each longitudinally extending section has an inlet end and an outlet end and defines a guide face extending between the inlet end and the outlet end. The inlet ends of the plurality of longitudinally extending sections generally define an inlet face and the outlet ends of the plurality of longitudinally extending sections generally define an outlet face. The guide face of each of the longitudinally extending sections is curved between the inlet and outlet ends. 
     In one embodiment, the heating element further includes a plurality of curved connection portions. Each connection portion connecting an adjacent pair of the longitudinally extending sections. In a more particular embodiment, the longitudinally extending sections and connection portions are formed from a single continuous ribbon of material. 
     In one embodiment, each curved connection portion defines a trough bottom extending between a top end of the connection portion and a bottom end of the connection portion. The trough bottom extending perpendicularly relative to the inlet and outlet faces. 
     In one embodiment, a method of forming an intake heater is provided. The method includes bending a ribbon of heating element material into a plurality of longitudinally extending sections, which are typically parallel, connected by curved connection portions. The longitudinally extending sections have an inlet end and an outlet end and a guide face extending between the inlet and outlet faces. The inlet ends of the plurality of longitudinally extending sections generally define an inlet face and the outlet ends of the plurality of longitudinally extending sections generally define an outlet face. The method further including deforming the bent ribbon of heating element material such that the guide face of each of the longitudinally extending sections extends at a non-perpendicular angle to the inlet and outlet faces, at least at the outlet end of the guide face. 
     In a more particular embodiment, the step of deforming occurs after the step of bending. 
     In one embodiment, each curved connection portion defines a trough bottom extending between a top end of the connection portion and a bottom end of the connection portion. The step of deforming includes bending the ribbon of heating material such that the trough bottom of each curved connection portion is non-perpendicularly and non-parallel angled relative to the inlet and outlet faces. 
     In one embodiment, the method further includes mounting the ribbon of heating material between a pair of insulators with the curved connection portions positioned within rectangular cavities. The rectangular cavities being rotated at an angle relative to the inlet and outlet faces such that four of the sides of the rectangular cavities extend at non-parallel and non-perpendicular angles relative to the inlet and outlet faces. 
     In one embodiment, each curved connection portion defines a trough bottom extending between a top end of the connection portion and a bottom end of the connection portion. The step of deforming includes bending the ribbon of heating material such that the trough bottom of each curved connection portion remains perpendicular relative to the inlet and outlet faces. Such a method may result in only bending the longitudinally extending sections during the step of deforming. 
     In one embodiment, an air heater assembly including an internal combustion engine component, which may be an air intake component, and an air heater is provided. The air intake component guides intake air into an engine including an inlet and an outlet. The air intake component defines a substantially planar mounting surface. The air heater is mounted to the intake component. The air heater includes a heating element including a plurality of longitudinally extending sections. Each longitudinally extending section has an inlet end and an outlet end and defines a guide face extending between the inlet end and the outlet end. The guide face of each of the longitudinally extending sections extends at a non-perpendicular angle relative to the planar mounting surface. 
     In one embodiment, the guide face is planar between the inlet and outlet ends. 
     In one embodiment, each of the longitudinally extending sections are spaced a different offset distance from the mounting surface. In this embodiment, the entire air heater may be angled relative to the mounting surface. 
     In one embodiment, the inlet ends of the plurality of longitudinally extending sections generally defining an inlet face and the outlet ends of the plurality of longitudinally extending sections generally defining an outlet face. The inlet and outlet faces may extend at a non-parallel and non-perpendicular angle to the mounting surface. 
     In one embodiment, an air intake heater system is provided. The system includes an engine component of an internal combustion engine defining at least part of an intake air flow path. The system includes an air heater operably mounted to the engine component in fluid communication with the portion of the intake air flow path defined by the engine component. An electronic control arrangement is electrically coupled to the air heater for controlling the air heater. The electronic control arrangement is permanently coupled to the engine component. 
     In one embodiment, the engine component defines a cavity in which a plurality of electronic components of the electronic control arrangement are permanently secured. 
     In one embodiment, the plurality of electronic components of the electronic control arrangement are permanently secured within the cavity of the engine component with a thermal glue. 
     In one embodiment, the engine component defines a housing for the electronic components of the electronic control arrangement from which the electronic components cannot be removed. 
     In one embodiment, the engine component has a generally rectangular outer periphery and a portion of the engine component that defines the housing for the electronic components extends out of the rectangular outer periphery to expose an underside of the housing to the ambient air surrounding the engine component when mounted to an engine. 
     In one embodiment, the engine component is an air intake manifold cover. 
     In one embodiment, a control arrangement for an air heater having a heating element for an internal combustion engine is provided. The control arrangement includes an electronic controller configured for switching on and off power to the air heater. An output electrical contact that defines a through hole for receipt of a connector to secure an electrical lead of the air heater to the electronic controller is also provided. 
     In one embodiment, the electronic controller is a solid state relay. 
     In one embodiment, the output electrical contact defines an abutment surface on an axial end surrounding the hole. In one embodiment, the connector is a bolt that extends through the hole. A nut is mounted to the bolt and abuts the abutment surface of the output electrical contact. 
     In one embodiment, the electronic controller and output electrical contact are permanently secured to the housing. 
     In one embodiment, a control arrangement for an air heater having a heating element for an internal combustion engine is provided. The control arrangement includes an electronic controller configured for switching on and off power to the air heater and an output electrical contact that includes a threaded stud shaft to secure an electrical lead of the air heater to the electronic controller. 
     In one embodiment, the electronic controller is a solid state relay. 
     In one embodiment, the electronic controller includes a housing defining a bottom mounting surface. The stud shaft extending axially outward beyond the mounting surface. 
     In one embodiment, the output electrical contact includes an enlarged head portion attached to the stud shaft. The housing defines a top surface opposite the bottom mounting surface. The housing defines a through hole extending through the bottom mounting surface and the top surface. The enlarged head portion being larger than the through hole. 
     In one embodiment, the electronic controller and output electrical contact are permanently secured to the housing. 
     In another embodiment, an air heater arrangement for an internal combustion engine is provided. The arrangement includes an engine component, an air heater, a controller, a thermocouple circuit and a voltmeter. The air heater has a heating element adapted to heat intake air for the internal combustion engine passing therethrough. The heating element is operably electrically coupled to the engine component. The engine component and heating element are formed from different electrically conductive materials. The controller is configured to control a supply of power to the air heater. The thermocouple circuit has a first lead coupled to the heating element at a first electrical junction and a second lead connected to the engine component at a second electrical junction. A voltmeter is configured to sense the voltage difference between the first and second electrical junctions. 
     In one embodiment, a thermal junction is formed directly between the engine component and the heating element such that they directly touch one another. 
     In another embodiment, an intermediate segment is interposed between the heating element and the engine component such that at least two thermal junctions are formed between the first and second electrical junctions. The intermediate segment is formed of a different material than the heating element. 
     In another embodiment, the controller is configured to control the supply of power to the air heater based on the sensed voltage difference. 
     In one embodiment, a method of controlling an air heater arrangement for an internal combustion engine is provided. The heater arrangement includes an air heater having a heating element adapted to heat intake air for the internal combustion engine passing therethrough. The heating element is operably electrically coupled to the engine component. The engine component and heating element are formed from different electrically conductive materials. The controller is configured to selectively control a supply of power to the air heater. A thermocouple circuit has a first lead coupled to the heating element at a first electrical junction and a second lead connected to the engine component at a second electrical junction. A voltmeter is configured to sense the voltage difference between the first and second electrical junctions. The method includes measuring a voltage difference between the first and second electrical junctions and modifying the power supplied to the heating element, by the controller, based on the measured voltage difference. 
     In one method, a thermal junction is formed directly between the engine component and the heating element. 
     In another method, an intermediate segment is interposed between the heating element and the engine component such that at least two thermal junctions are formed between the first and second electrical junctions. The intermediate segment is formed of a different material than the heating element. 
     In one embodiment of the invention, a method of operating an air heater system during engine start of an engine is provided. The method allows for reduced preheat time and/or smaller heating elements as less heat accumulation is necessary in the heating element while the starter motor cranks the engine. The air heater system has an air heater having a heating element and a controller for controlling the supply of power to the heating element. The engine has a starter motor connected to a battery. The method includes activating the air heater to heat the heating element for a predetermined amount of time prior to activating the starter motor; reducing the supply of power to the air heater after the predetermined amount of time has elapsed; activating the starter motor after the step of reducing the supply of power to the air heater; and activating the air heater a second time to heat the heating element after a second amount of time while the starting motor remains activated. 
     In one method, the second amount of time is a predetermined amount of time. 
     In one method, the method further includes monitoring the voltage of the battery and the second time ends when the voltage is above a predetermined value. 
     In one method, the step of activating the air heater a second time does not occur until after the engine has passed top dead center at least one time. 
     In one method, the step of reducing the supply of power to the heating element of the air heater reduces the supply of power to the heating element such that the current draw by the heating element is substantially zero. 
     In one method, the step of activating the air heater a second time includes supplying less than full power to the heating element. 
     In one method, the step of activating the air heater a second time includes supplying between about 10% and 50% of maximum power to the air heater heating element. In a more preferred method, the step of activating the air heater a second time includes supplying between about 20% and 40% of maximum power to the air heater heating element. 
     In one method, the step of activating the air heater a second time includes supplying less than full power to the heating element by supplying power using pulse-width-modulation. In such a method, the pulses of power could be a maximum power with the average power supplied to the heating element being less than maximum power. 
     In another embodiment, a method of operating an air heater system during engine start of an engine is provided. The air heater system has an air heater having a heating element and a controller. The engine having a starter motor connected to a battery. The method includes activating the air heater to heat the heating element for a predetermined amount of time prior to activating the starter motor; reducing the supply of power to the air heater after the predetermined amount of time has elapsed; activating the starter motor after the step of reducing the supply of power to the air heater; monitoring the voltage of the battery; and activating the air heater a second time to heat the heating element when the voltage of the battery is above a predetermined value while the starting motor remains activated. 
     In one method, the step of reducing the supply of power to the heating element of the air heater reduces the supply of power to the heating element such that the current draw by the heating element is substantially zero. 
     In one method, the step of activating the air heater a second time includes supplying less than full power to the heating element. 
     In one method, the step of activating the air heater a second time includes supplying between about 10% and 50% of maximum power to the air heater heating element. In a more preferred method, the step of activating the air heater a second time includes supplying between about 20% and 40% of maximum power to the air heater heating element. 
     In one method, the step of activating the air heater a second time includes supplying less than full power to the heating element by supplying power using pulse-width-modulation. 
     In another method, a method of operating an air heater system of an engine while starting the engine is provided. The air heater system has an air heater that has a heating element and a controller for controlling power of the heating element. The engine has a starter motor connected to a battery. The method includes activating the air heater at a first power level to heat the heating element until a desired air heater temperature is reached; reducing the supply of power to a lower value and maintaining the desired air heater temperature; activating the starter motor while monitoring the battery voltage; and activating the air heater a second time to heat the heating element with lower power during engine cranking. 
     In one method, the method includes turning off power to the air heater proximate the beginning of the step of activating the starter motor. 
     In one method, the step of turning of power to the air heater occurs when a predetermined voltage drop of the battery is detected. 
     In one method, the step of activating the air heater a second time occurs at a second power level of approximately between 10 and 50 percent of the first power level. 
     In one method, the step of activating the air heater a second time occurs when the battery voltage is over a threshold value is detected. 
     In one method, the step of activating the air heater a second time is stopped if a battery voltage drops below a threshold value. 
     Other aspects, objectives and advantages of the invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings incorporated in and forming a part of the specification illustrate several aspects of the present invention and, together with the description, serve to explain the principles of the invention. In the drawings: 
         FIG. 1  is a schematic illustration of an engine system according to an embodiment of the invention; 
         FIG. 2  is a simplified illustration of a heating arrangement according to an embodiment of the invention incorporated into an air intake manifold cover; 
         FIG. 3  is an enlarged illustration of the heater of  FIG. 2 ; 
         FIG. 4  is a bottom side illustration of the heater of  FIG. 3 ; 
         FIG. 5  is the air intake manifold cover of  FIG. 2  with the heater system removed; 
         FIG. 6  is a partial illustration of the controller of the heater system of  FIG. 2  removed from the air intake manifold cover; 
         FIG. 7  further illustration of the controller of  FIG. 6 ; 
         FIG. 8  is an alternative embodiment of a controller according to an embodiment of the present invention; 
         FIG. 9  is an exploded illustration of a heater component according to an embodiment of the present invention; 
         FIG. 10  is an embodiment of a heating element according to an embodiment of the present invention; 
         FIG. 11  is a simplified cross-sectional illustration of the heating element of  FIG. 10 ; 
         FIG. 11A  is a plan view illustration of a single receiving cavity of the insulator of  FIG. 9 ; 
         FIG. 12  is further embodiment of a heating element according to an embodiment of the present invention; 
         FIG. 13  is a cross-sectional illustration of the heating element of  FIG. 12 ; 
         FIGS. 14A-14C  illustrate further concepts relating to heating elements; 
         FIGS. 15 and 16  illustrate an embodiment of a ceramic insulator for supporting the heating element of  FIG. 14 ; 
         FIGS. 17 and 18  illustrate a further embodiment of the present invention illustrating a plurality of heater components mounted at an angle relative to a mounting surface of an engine component; 
         FIGS. 19-21  illustrate an alternative embodiment of a controller; 
         FIGS. 22 and 23  illustrate thermocouple circuit arrangements for use in accordance with embodiments of the present invention; 
         FIG. 24  is a simplified schematic illustration of a further thermocouple circuit arrangement; 
         FIG. 25  is a graph illustrating calibration measurements for calibrating a thermocouple arrangement of  FIGS. 22-24 ; 
         FIG. 26  is a perspective illustration of a further embodiment of an engine component having a controller and air heater mounted thereto; 
         FIG. 27  is a bottom perspective illustration of the embodiment of  FIG. 26 ; 
         FIGS. 28 and 29  are illustrations of a portion of the heating element of the embodiment of  FIGS. 26 and 27 ; 
         FIG. 30  is an exploded top illustration of the embodiment of  FIG. 26 ; 
         FIG. 31  illustrates a control strategy for controlling the supply of power or current to the heating element of an air heater during engine start; 
         FIGS. 32-34  are simplified representative graphical representations of current supplied to the heating element, the current supplied to the starter motor and provided by the battery during an engine start according to the control strategy of  FIG. 31 ; 
         FIG. 35  illustrates a second control strategy for controlling the supply of power or current to the heating element of an air heater during engine start; 
         FIGS. 36-38  are simplified representative graphical representations of current supplied to the heating element, the current supplied to the starter motor and voltage of the battery during an engine start according to the control strategy of  FIG. 35 ; and 
         FIGS. 39-41  are simplified representative graphical representations of current supplied to the heating element, the current supplied to the starter motor and voltage of the battery during an engine start where the battery voltage drops below a predetermined threshold. 
     
    
    
     While the invention will be described in connection with certain preferred embodiments, there is no intent to limit it to those embodiments. On the contrary, the intent is to cover all alternatives, modifications and equivalents as included within the spirit and scope of the invention as defined by the appended claims. 
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  is a schematic representation of an engine system  100  in accord with an embodiment of the present invention. The engine system  100  generally includes an air intake system  102  for supplying air to be combusted when combined with fuel. The air intake system  102  draws air from an air supply such as the ambient air supply. Air flow through the air intake system  102  is represented by arrows  104 . 
     Illustrated in simplified form, the engine system  100  includes a plurality of internal combustion engine components. For instance, the engine system  100  includes an engine block  106 , an air intake manifold  108 , an intake manifold cover  110  and an air intake supply conduit  112 . 
     Within the air intake system  102  is an air heater system  114  positioned in the air flow (represented by arrows  104 ) passes through an air heater  116  of the air heater system  114  to heat the air prior to being combusted. The air heater system  114  includes an electronic control arrangement in the form of controller  118  that controls the supply of power to a heating element  120  of the air heater  116  to control heating of the air flow  104 . Typically, the power is supplied by a power supply in the form of the electrical system of the device that is being powered by the engine system  100 . For instance, power could be supplied by, as illustrated in  FIG. 1 , a battery  122 . Alternatively or in addition, power could be supplied by a device such as an alternator (not shown), directly or indirectly through the battery  122 . Various different controllers can be used in different embodiments of the invention. 
     The air heater system  114  may communicate with an electronic control unit of the overall device (i.e. an automobile) or other sensors to sense the temperature of the ambient air being supplied through the air intake system  102  as well as to determine the engine operating parameters of the engine system  100  (i.e. RPM, temperature, emissions, etc.). 
     In this embodiment, the air heater  116  is mounted to the air intake manifold cover  110 . More particularly, the air heater  116  is mounted within an aperture through the air intake manifold cover  110 . 
     With reference to  FIGS. 2 and 3 , a more detailed illustration of an air intake manifold cover  110  having an air heater system  114  mounted thereto. In this embodiment, the air heater  116  includes two separate heater components that are operably connected together. Each component includes a pair of insulating mounts  126  that support a heating element  120 . The separate heater components are each mounted within an aperture  130  extending through the air intake manifold cover  110  through which intake air passes (see arrows  104 ) at which time it is heated if the controller  118  is supplying power to the heating elements  120 . 
     The controller  118  includes an input electrical contact  134  to which a power cable connected to the power source (e.g. battery or alternator) can be connected. The controller  118  also includes an output electrical contact  136  that is electrically coupled to a contact screw  140  by a nut  138 . The nut  138  is threaded onto contact screw  140  and biased axially against a contact surface of the output electrical contact  136 . 
       FIG. 4  illustrates an underside  142  of the air intake manifold cover  110  is illustrated. The underside  142  include a mounting surface  142  that will cooperate with the intake manifold  108  (see  FIG. 1 ) or a gasket interposed therebetween. In this embodiment, the mounting surface  142  is generally rectangular in shape. However, the intake manifold cover  110  includes a laterally extending section  146  that extends laterally outward beyond the general rectangular periphery. Dashed line  148  helps illustrate the general rectangular periphery. 
     This laterally extending section  146  extends outward from the air intake manifold cover  110  in such a manner that when the air intake manifold cover  110  is mounted to the air intake manifold  108  ( FIG. 1 ) the bottom surface  150  of this laterally extending section  146  is exposed to the ambient air surrounding the engine system  100 . This laterally extending section  146  helps dissipate heat energy that may be generated by the controller  118 . 
     With reference to  FIGS. 2 and 3 , in this embodiment, the air intake manifold cover  110  defines, at least part of, a housing  154  that defines an internal cavity in which a plurality of the electrical components of the air heater system  114  are located. In a preferred embodiment, the components of the controller  118  are permanently secured within the internal cavity of the housing  154  such that the controller  118  is permanently secured, at least in part, to the air intake manifold cover  110 . In one embodiment, the components of the controller  118  are secured within the housing  154  by a thermal glue positioned between the components and the housing  154 . Typically, the thermal glue will secure the printed circuit board of the controller  118  into the housing  154 . Further, a sealant  156  will coat and further permanently secure the components within housing  154  and to the engine component. This arrangement integrates the controller  118  into the air intake manifold cover  110 . 
     This arrangement improves the thermal cooling path, simplifies mounting, and improves vibration resistance of the controller  118 . Further, this arrangement reduces the amount of space required by the controller, reduces overall weight, reduces prices for the consumer, provides improved spare part management for suppliers and optimizes the electrical connections to the related components, in this case the air heater  116 . More particularly, this reduces the need for separate connection mechanisms to secure the controller  118  to the intake manifold cover  110 . By eliminating the connectors, which are typically screws or bolts, it reduces the amount of components that can loosened due to vibrations or thermal dilatations. Also, there is no need to provide a higher level of effort in mounting the controller as there are no screws that need to be tightened to a prescribed torque to lock them. 
     The controller  118  is not removable from the air intake manifold cover  110  and is therefore an integral component of the air intake manifold cover  110 . As such, in some embodiments, the controller  118  is of a solid state relay design that results in longer or equal life time of the controller as the air intake manifold cover  110 . 
     While this embodiment integrates the controller  118  into an air intake manifold cover  110 , the controller  118  could be formed in other internal combustion engine components such as, for non-limiting example, the air intake supply conduit  112  (see  FIG. 1 ) or the air intake manifold  108  (see  FIG. 1 ). 
     It has been found that the temperature of the air intake manifold cover  110 , which is typically aluminum, helps dissipate any heat generated due to the controller or the thermal inefficiencies and parasitic resistance presented between the various electrical contacts of the air heater system  114  that supplies large currents to the heating elements  120 . 
       FIG. 5  illustrates the air intake manifold cover  110  with the rest of the air heater system  114  removed. As such, the housing  154  and apertures  130  can be seen. 
       FIG. 6  illustrates, in simplified form, the controller  118  removed from the housing  154  and the sealant  156  removed. The controller  118  includes a connector  160  for connecting the controller to the electronic control unit of the engine or other control unit of the device powered by the engine. In this embodiment, the input electrical contact  134  is a threaded post. The output electrical contact  136  is in the form of the hollow contact that defines a top abutment surface  162  against which the nut  138  is axially biased to form the electrical connection between the controller  118  and the contact screw  140 . 
     With additional reference to  FIG. 7 , the output electrical contact  136  includes a hole  164  configured to receive or slipover a contact screw, such as contact screw  140 . The nut  138  would then again be axially tightened against  140  to form the electrical connection therebetween. 
     With reference to  FIG. 8 , in some embodiments, the controller  118 ′ may be a separate self-contained component from the air intake manifold cover  110 . In this embodiment, the controller  118 ′ includes its own housing  155 . 
     With reference to  FIG. 4 , the controller  118  is electrically connected to the air heater  116  by a connection member  166 . More particularly, connection member  166  is connected to contact screw  140  which is in turn connected to output electrical contact  136  as discussed above. One end of the heating elements  120  is connected to an end of connection member  166  opposite the end that is proximate the controller  118 . The other end of the heating elements  120  are electrically connected to the air intake manifold cover  110 . This grounds the air heater  116 . Alternatively, a connection member could directly connect heating element to controller such as using an intermediate nickel section welded directly to the heating element which would be directly or indirectly connected to a output electrical terminal of the controller. This nickel section is discussed in more detail below. Additionally, a connection member, in the form of a nickel segment, could be connected between the heating element and the engine component, i.e. on the ground side of the heating element. 
     With reference to  FIG. 9 , each air heater component  119  generally includes the pair of insulating mounts  126  and the heating element  120 . Each of the insulating mounts  126  typically includes a U-shaped carrier  170  that are typically stamped metal and one or more ceramic insulators  172 . The heating element  120  is a ribbon of material that is formed into a plurality of longitudinally extending sections  174  that are interconnected with one another by a plurality of curved connection portions in the form of curved end sections  176  to form a wave-like or undulating profile. The insulators  172  (which could be other materials than ceramic) define generally rectangular receiving cavities  182  that receive the curved end sections  176  to support the heating element  120  and insulate the heating element  120  from the component of the engine to which the air heater  116  is mounted, i.e. the air intake manifold cover. 
     The longitudinally extending sections  174  each have an inlet end  184  and an outlet end  186 . Parallel surfaces  188 ,  190  extend between the inlet and outlet ends  184 ,  186 . The inlet ends  184  generally define an inlet face  192  of the air heater while the outlet ends  186  generally define an outlet face  194  of the air heater. 
     As noted above, it can be desirous to direct the air flow through the air heater  116 .  FIGS. 10 and 11  are partial illustrations of one embodiment of a heating element  120 A configured to direct air flow as it flows through the heating element  120 A. In this embodiment, the longitudinal extending sections  174 A are slanted relative to the inlet and outlet faces of the heating element  120 A. 
     Air flow is illustrated by arrow  104 . In this embodiment, the longitudinally extending sections  174 A define a guide face  188 A between the inlet and outlet ends  184 A,  186 A. Here, the guide face  188 A is planar surface and parallel to a back face  190 A that is also a planar surface. The guide faces  188 A and back faces  190 A extend at a non-parallel, non-perpendicular angle α 1  relative to the inlet face  192  of the heating element  120 A. The inlet face  192  can be defined by a hypothetical planar surface that is set on the inlet ends  184 A of the heating element  120 A. Similarly, the guide faces  188 A and back faces  190 A extend at a non-parallel, non-perpendicular angle α 2  relative to outlet face  194 . In this embodiment, angles α 1  and α 2  are equal and are between 45 and 90 degrees and preferably about 60 to 85 degrees such that any air flow redirect is between about 0 and 45 degrees, preferably between about 15 and 30 degrees. 
     Due to the bending of the longitudinally extending sections  174 A, transition sections  210 A are formed between the curved end sections  176 A and the longitudinally extending sections  174 A. The transition sections  210 A are twisted sections in the illustrated embodiment. 
     Typically, to form angles α 1  and α 2 , the ribbon of material is typically bent to form curved end sections  176 A first. Thereafter, the longitudinally extending sections  174 A extending between the curved end sections  176 A are bent to form angles α 1  and α 2 . 
     This embodiment of a heating element  120 A has the troughs  198  (i.e. bottoms) of the curved end sections  176  extending perpendicular to the inlet and outlet faces  192 ,  194 . Further, this heating element  120 A would use insulators  172  that have rectangular receiving cavities  182  that are not rotated such as illustrated in  FIG. 9  and  FIG. 11A . More particularly, two sides  200 ,  202  of the rectangular receiving cavities  182  are parallel with one another and aligned (e.g. co-linear/co-planar) with the same sides of the rest of the rectangular receiving cavities  182 . Further, the other two sides  204 ,  206  are parallel to one another but do not align with any of the sides of the other receiving cavities  182  and extend generally perpendicular to the inlet and outlet faces  192 A,  194 A when the heating element  120 A is mounted within the insulators  172 . 
       FIGS. 12 and 13  illustrate a further embodiment of a heating element  120 B for directing air flow through the heating element  120 B. In this embodiment, the longitudinally extending sections  174 B are not planar between the inlet and outlet ends  184 B,  186 B. Instead, the guide faces  188 B and back faces  190 B of the longitudinally extending sections  174 B are curved or rounded. 
     In this embodiment, the guide face  188 B is substantially perpendicular to the inlet face  192 B of the heating element  120 B at the inlet end  184 B, such that angle α 3  is substantially 90 degrees, measured at the tangent of the face. However, in alternative embodiments angle α 3  could have a non-perpendicular value such that the guide face makes more of a U-shape. The guide face  188 B curves continuously in the direction of air flow  104  to outlet end  186 B. The guide face  188 B at the outlet end  190 B extends at a non-parallel, non-perpendicular angle α 4 , measured at the tangent to the surface, relative to the outlet face  194 B. 
     This embodiment would be formed similar to the prior embodiment  120 A and has troughs  198 B that are perpendicular to the inlet and outlet faces  192 B,  194 B. Additionally, this embodiment would use similarly shaped insulators  172  that use non-rotated rectangular receiving cavities. Further, this embodiment will have transition sections formed between the curved longitudinally extending sections  174 B and the curved end sections  176 B. 
     The guide face  188 B would generally have a radius r. The radius r is preferably determined from the heating element width w and angle α 4  using the following equation: r=(180w)/(πα 4 ). Alternatively, the heating element width w could be calculated from available heating element height h using the following equation: w=(hα 4 π)/(180 sin(α 4 )). 
     A further heating element  120 C embodiment is illustrated in  FIG. 14A-14C . This embodiment has substantially planar guide faces  188 C and is similar to a standard undeformed heating element such as heating element  120  of  FIG. 9 . However, after forming the heating element  120  of  FIG. 9 , the heating element  120  is raked by an angle α 5  such that the guide face  188 C extends at an angle relative to the inlet face  192 C and outlet face  194 C. Due to the raking action, the troughs  198 C of the curved end sections  176 C are also angled relative to the inlet and outlet faces  192 C,  194 C at an angle α 6  which is substantially equal to 90 degrees−angle α 5 . Preferably, angle α 6  is between 45 and 90 degrees and preferably about 60 to 85 degrees such that any air flow redirection is between about 0 and 45 degrees, preferably between about 15 and 30 degrees. With reference to  FIG. 14B , in some embodiments that utilize raking, the inlet ends  184 C of adjacent longitudinally extending sections  174 C adjacent a common curved section  176 C will have different distances from the inlet face  192  due to the raking deformation. The same situation occurs for the outlet ends  186 C. In this embodiment, the curved end sections  176 C are generally rectangular when viewed from the end. 
     In this embodiment, the ceramic insulators  172  will have rotated rectangular receiving cavities such as illustrated in  FIGS. 15 and 16 . In this embodiment, the top and bottom sides  200 C,  202 C of the rectangular receiving cavities  182 C all extend at non-parallel, non-perpendicular angles relative to the inlet and outlet faces  192 C,  194 C when the heating element  120 C (not shown) is mounted within the receiving cavities  182 C. Here, sides  204 C,  206 C extend at the angle α 7  relative to the inlet and outlet faces  192 C,  194 C. Further, none of the top or bottom sides  200 C,  202 C are parallel with the corresponding sides of adjacent cavities  182 C such as in the insulator  172  illustrated in  FIG. 9 . 
     However, in alternative embodiments, the raking action may occur such that the end view of the curved section  176 C′ looks like a non-rectangular parallelogram, such as illustrated in  FIG. 14C . In this situation, the cavities in a corresponding insulator would have a similar non-rectangular parallelogram shape. Further, the inlet ends  184 C′ for all of the longitudinally extending sections  174 C′ have a same distance relative to the inlet face  192 C′ and the outlet ends  186 C′ have a same distance from the outlet face  194 C′. However, the trough of the curved sections  176 C′ still extends at an angle relative to the inlet and outlet faces  192 C′,  194 C′. 
     A fourth method of deflecting the air flow  104  as it flows using the air heater is illustrated in  FIGS. 17 and 18 . In this embodiment, the air heater sections  119  are mounted at an angle α 8  relative to a mounting surface  220  of the internal combustion engine component to which they are mounted. In this embodiment, the internal combustion engine component is an air intake supply conduit  112 . 
     As such, rather than deforming the heating element  120 D as in the prior embodiments and particularly the longitudinal extending sections thereof, the orientation of the heating section  119  is merely altered so as to change the orientation of the air flow  104  as it exits the engine component (i.e. air intake supply conduit  112 ). In this embodiment, the insulating mounts  126  are mounted to angle the longitudinally extending sections, and particularly the guide faces thereof, relative to the mounting surface  220 . 
     While this embodiment has the heating sections  119  mounted in the intake supply conduit  112  other embodiments could incorporate the heating sections in such a slanted configuration in other components such as the air intake manifold cover  110 . 
     Further, angles α 8 , α 8 ′ and α 8 ″ in  FIGS. 17 and 18  are shown equal. However, in alternative embodiments, these angles α 8 , α 8 ′ and α 8 ″ could differ to each other in a way that each heating section  119  redirects the air flow in a more controlled manner. For instance, different heaters could be aimed to direct portions of the air flow at different engine cylinder air intake ports. 
       FIGS. 19-21  illustrate an alternative embodiment of a controller  118 B. This embodiment modifies the output electrical contact  136 B. In this embodiment, the output electrical contact  136 B is in the form of an electrical contact screw that has an enlarged head portion  230  attached to a threaded stud shaft  232 . An electrical lead, such as connection member  166  of the air heater can be connected to the controller  118 B. 
     This embodiment is also a standalone controller that can be formed separately from the engine component to which it is mounted and subsequently attached to the component. 
     Surrounding the stud shaft  232  is a cylindrical insulator  234 . The cylindrical insulator  234  insulates the stud shaft  232  from the internal combustion engine component (such as air intake manifold cover  110 ) to which the controller  118 B would be mounted. The cylindrical insulator  234  would be sized to be inserted into a hole  238  through a mounting surface  240  of the internal combustion engine component ( 110 ). Preferably, the diameter of the insulator  234  would match the diameter of the hole  238  so that the insulator  234  would provide increased mechanical stiffness to the system. 
     In this embodiment, the controller  118 B has a bottom mounting surface  236  that would be mounted against the component of the internal combustion engine during assembly. In this embodiment, the bottom mounting surface  236  is provided by a housing that houses other internal electrical components of the controller  118 B. 
     The output electrical contact  136 B could also be incorporated into a controller that is permanently secured to the component of the internal combustion engine such as controller  136  discussed above. 
     The use of this type of electrical contact reduces the number of pares needed for reliable electric/mechanic connection along with minimized parasitic resistance due to the electrical connection. 
       FIG. 22  illustrates a further feature of an embodiment of the invention. It is often important to know the temperature of the heating element  120 . As such, in one embodiment, the controller  118  is configured to sense the temperature of the heating element  120  using thermocouple principles and particularly at the thermal junction  250  between the heating element  120  and air intake manifold cover  110  (or other internal combustion engine component to which the heating element  120  is grounded). 
     In this arrangement, the heating element  120  and the air intake manifold cover  110  are formed from different materials. When the thermal junction  250  between heating element  120  and air intake manifold cover  110  is exposed to a temperature different than the temperature at the electrical junctions  256 ,  260 , a thermocouple voltage is generated that correlates to the temperature differential between electrical junctions  256 ,  260  and the thermal junction  250 . 
     The arrangement includes a thermocouple circuit  252  to measure the voltage across the thermal junction  250 . The thermocouple circuit  252  includes a first lead  254  coupled to the heating element  120  at a first electrical junction  256 . The thermocouple circuit  252  also includes a second lead  258  coupled to the air intake manifold cover  110  at a second electrical junction  260 . Finally, a voltmeter  262  is connected to the opposed ends of the first and second leads  254 ,  258  to measure the thermocouple voltage generated between the two electrical junctions  256 ,  260 . While the drawings illustrate voltmeter  262  as a separate component, voltmeter  262  could be provided by the circuitry of the controller  118  and need not be a separate independent component. In other words, the voltmeter need not be, and typically would not be, a separate multi-meter. 
     From this thermocouple voltage, a temperature of the thermal junction  250  can be determined. Alternatively, the thermocouple voltage can be used as it correlates to the temperature of the thermal junction  250 . If the reference temperature of the electrical junctions  256 ,  260  is known, the temperature of the thermal junction  250  can be determined. As such, the temperature of the heating element  120  at the thermal junction  250  is known. This temperature data can be used to control operation of the air heater system by the controller  118  or a higher level electronic control unit of the overall device. 
     The temperature data that is sensed relating to the thermal junction  250  will typically occur when power is not being supplied to the heating element  120 . 
       FIG. 23  illustrates a further embodiment similar to that of  FIG. 22 . In this embodiment, an intermediate segment  264  is interposed between the heating element  120  and the air intake manifold cover  110  (or other engine component). The heating element  120 , intermediate segment  264  and the air intake manifold cover  110  are all formed from different materials. 
     A first thermal junction  266  is formed between the heating element  120  and the intermediate segment  264 . A second thermal junction  268  is formed between the intermediate segment  264  and the air intake manifold cover  110 . 
     In this arrangement, two thermal junctions  266 ,  268  are positioned between electrical junctions  256 ,  260 . In this arrangement, there is higher sensitivity to temperature variations and the temperature is measured at the end of the heating element  120  rather than at the air intake manifold cover which is a much larger block of material and less sensitive to changes in the temperature of the heating element. 
     Again, the voltage information gathered from the voltmeter  262  can be used to control operation of the air heater. 
       FIG. 24  illustrates a further embodiment similar to  FIGS. 22 and 23  that includes a thermal junction arrangement for determining the temperature of the heating element  120 . In this embodiment, the intermediate segment  364  is located between the controller  118  (illustrated in simplified form and dashed lines) and the heating element  120 . More particularly, the intermediate segment  364  is connected between the output electrical contact of the controller  118  and the heating element  120 . Intermediate segment  364  forms part of the connection member between the controller  118  and the heating element  120 . 
     In this embodiment, the end portion  370  of the intermediate segment  364  that connects to the heating element  120  over laps with a portion of an adjacent longitudinally extending section  374 . This allows for a more accurate temperature reading at thermal junction  368 . In one embodiment, the length L 1  of the end portion  370  that overlaps adjacent longitudinally extending section  374  is at least 25% of the length L 2  of the longitudinally extending section  374 . However, alternative embodiments could have more or less overlap or no overlap at all. 
     The temperature at the first and second electrical junctions  380 ,  382  will generally be significantly lower than the temperature of the heating element  120  and approximately between 8-11 times less than the temperature of the heating element  120 . For instance, the temperature at electrical junctions  380 ,  382  can be between −40 degrees Celsius and 125 degrees Celsius while the temperature at the thermal junction  368  can typically be between 500 and 1200 degrees Celsius and more typically between 600 and 1000 degrees Celsius. As such, there is a large temperature differential between electrical junctions  380 ,  382  and the principal thermal junction  368 . 
     Again, the temperature measurement of the heating element  120  is ultimately determined by measuring the voltage between the electrical junctions  380 ,  382 . Other circuitry within the controller  118  may be used to determine the temperature or estimate the temperature at one or both of these electrical junctions  380 ,  382 , which are often referred to as cold junctions. 
     Further, the controller  118  may include a negative temperature coefficient resistor  390  (or other method of measuring temperature within or adjacent to the controller  118 ) to measure the temperature of the controller, and particularly the components forming the cold junction  380 . As such, the controller  118  will have available data of the temperature within the controller  118 . Thus, the temperature of at least the first electrical junction  380  will be well known. Further, the temperature of the engine component, i.e. intake manifold cover  110 , will be substantially similar to that temperature within controller  118 . By using the internal temperature of the controller  118 , the temperature value of heating element  120  can be compensated to eliminate or significantly reduce the effect of the cold junctions and thus improve the accuracy of the temperature measurement at thermal junction  368 . 
     In one embodiment, the intermediate segments  264 ,  364  are formed from Nickel while the heating element  120  is formed from Kanthal. Preferably, a thermocouple is formed from alloys that have very precise and stable structure. This is not the case when using commercially available alloys in ribbon form predominantly intended for heating purposes. Therefore, different thermocouple voltages at the same air heater temperatures may be expected from part to part. 
     As such, a further feature of an embodiment of the present invention is to provide for end of the line calibration of the temperature measurements of the heating element, i.e. at thermal junctions  266 ,  368 . 
     After formation of each heating element, each heating element is typically tested. At this time, the calibration can also occur. 
     During calibration, a reference temperature probe is inserted into the heating element  120  of the air heater at room temperature. A thermocouple voltage inside the controller is then linked with the temperature reading from the reference temperature probe and stored in a microcontroller non-volatile memory of controller  118 . The same procedure is performed at higher temperature, e.g. at 900 degrees Celsius. This information is again stored in the microcontroller non-volatile memory of controller  118 . 
     Thermocouple voltage dependence on temperature typically has a linear behavior. As such, intermediate values can be created by interpolation. For example and with reference to  FIG. 25 , if the room temperature measurement provided values of T 0 =20° C.; U 0 =0.2 mV; T 1 =950° C.; U 1 =27.5 mV; then ΔT=T 1 −T 0 =930 K and ΔU=U 1 −U 0 =27.3 mV. 
     The equation of the straight line through both measured points is: 
     
       
         
           
             
               
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     Thus, the equation for T calculated  is: 
     
       
         
           
             
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     As such, if a measured value of 16.1 mV is sensed in operation, the temperature of the heating element would be determined to be approximately 562° C. 
     If ΔU/ΔT is marked as k we get simplified equation for calculation of temperature: 
     
       
         
           
             
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       FIG. 26  illustrates an alternative embodiment of an engine component and controller combination. This embodiment is similar to that discussed with reference to  FIGS. 1-5  above. In this embodiment, the engine component is an air intake manifold cover  1110  that has an integrated controller  1118 . 
     The heating element  1120  is illustrated in simplified form mounted within aperture  1130 . In this embodiment, the heating element  1120  is a single heating element such that the positive connection  1131  is on one side of the aperture  1130  proximate controller  1118  and the negative connection  1133 , e.g. ground, of the heating element  1120  is on the opposite side of aperture  1130 . 
       FIG. 27  illustrates an underside or mounting side of the air intake manifold cover  1110 . The heating element  1120  is mounted in insulating mounts  1126  like the prior embodiments. In this embodiment, an intermediate segment  1364  is interconnected between the heating element  1120  and the controller  1118 . Preferably, this intermediate segment  1364  is formed from Nickel as discussed above.  FIGS. 28 and 29  are partial illustrations of the intermediate segment  1364  coupled to a portion of heating element  1120 . 
     Preferably, the cross-section of the intermediate segment  1364 , and particularly width W 5 , is greater than the cross-section of the ribbon forming heating element  120 . This structural relationship reduces the resistance within the intermediate segment  1364  so as to avoid significant heat production from the intermediate segment  1364 . 
     The intermediate segment  1364  includes an aperture  1365  for receipt of a connection bolt or screw  1140  (See  FIGS. 27 and 30 ). 
     The controller  1118  of this embodiment is integrated into the engine component, e.g. air intake manifold cover  1110 , such that the controller  1118  cannot be removed from the air intake manifold cover  1110 . One significant benefit, but not the only benefit, is that the engine component can be used as a large heat sink to remove heat energy generated by the controller  1118 . 
       FIG. 30  illustrates the components in an exploded view. The air intake manifold cover  1110  defines a housing  1154  molded directly into the component. The housing  1154  includes an aperture  1155  through the component for receipt of the contact bolt  1140  from the underside or bottom side of the air intake manifold cover  1110 . 
     The controller  1118  includes an input electrical contact  1134  and an output electrical contact  1136 . In this embodiment, the output electrical contact  1136  is in the form of a threaded connector that is internally threaded for connection with contact bolt  1140 . An electrical threadlock material can be applied between the output electrical contact  1136  and the contact bolt  1140  to prevent loosening of the connection due to vibrations and to reduce any contact resistance between the components. 
     The controller  1118  includes a printed circuit board  1400  to which the input and output electrical contacts  1134 ,  1136  are mounted. A layer of thermal glue  1402  or other thermal material is positioned between the bottom of the printed circuit board  1400  and the air intake manifold cover  1110  to assist in dispersing the heat energy generated by the controller  1118 . 
     The electronic components of the controller  1118  are sealed or encapsulated within the housing  1154  by a sealant  1404 . Typically, the sealant is poured into the housing and then cures to permanently secure the components of the controller  1118  into housing  1154  and to prevent any liquid ingress. Alternative embodiments, may utilize screws to secure the printed circuit board  1400  to the air intake manifold cover  1110  and thermal gel or paste is used to help dissipate heat to the engine component. However, the sealant will be applied over these components to again secure the controller  1118  to the engine component and to prevent any liquid ingress. 
     An insulator  1408  will separate the contact bolt  1140  from the metal engine component as the contact bolt  1140  extends through aperture  1155 . The insulator  1155  and/or the sealant  1404  help seal aperture  1155  so as to avoid pressure losses within the air intake manifold through the controller  1118 . 
     As noted above, one of the issues with air heater systems as described above is the delay required to preheat the heating element (also referred to as a heating ribbon) at engine start, which creates several problems. The following will describe embodiments of control strategies to overcome one or more of the issues discussed above. 
     A first control strategy  1200  is illustrated in the flowchart of  FIG. 31 . The control strategy  1200  relates to the operation of the air heater system and particularly when power is supplied to the air heater.  FIGS. 32-34  illustrate the current vs time through the air heater ( FIG. 32 ), the starter motor ( FIG. 33 ) and battery ( FIG. 34 ) during engine start. 
     At engine start, the first step  1202  includes preheating the heating element of an air heater for a predetermined amount of time after engine start is initiated (e.g. by turning of a key), illustrated by bracket  1204  in  FIG. 32 . The heating element will be heated at maximum current for the predetermined amount of time  1204  after the key is turned on. At this time, the current to the starter motor will be zero. 
     After the predetermined amount of time  1204  expires, the second step  1206  includes stopping the supply of current to the air heater heating element, which will remain stopped for second predetermined amount of time, illustrated by bracket  1208 . At this time, current is supplied to the starter motor of the engine, illustrated by current spike  1210  in  FIG. 33  for the starter motor. The current to the air heater is stopped at this time to avoid an overload on the battery due to the high current draw as the starter motor begins to crank the engine. After the initial current spike  1210  and the engine begins to rotate, the current through the starter motor begins to drop, as illustrated by section  1212  of  FIG. 33 . This is because there is less load on the starter motor. In some embodiments, the second predetermined amount of time is approximately 0.5 seconds but can vary depending on the application, and particularly the profile of the current drop from spike  1210  to section  1214  in  FIG. 33 . 
     After the second predetermined amount of time  1208 , the current draw by the starter motor has a substantially reduced and substantially constant draw illustrated by section  1214  in  FIG. 33 . After the second predetermined amount of time  1208 , the next step  1216  is to begin supplying current to the heating element again. However, at this time, the air heater will not be supplied full power. Typically, pulse-width-modulation (“PWM) will be used such that short bursts of full current will be supplied to the air heater such that the average power supplied to the air heater is approximately between about 10% and 50% of full power and more preferably between about 20% and 40% full power while the starter motor continues to crank the engine. However, PWM need not be used.  FIG. 34  illustrates current spikes  1220  that correspond to the PWM spikes  1222  of the current to the air heater. 
     Because the air heater receives current while the starter motor is rotating, after the starter motor current has dropped below peak  1210  less heat accumulation is necessary within the heating element of the air heater. As such, the first predetermined amount of time  1204  before activating the starter motor at peak  1210  can be shorted. Alternatively, the heating element can be reduced in size because less heat accumulation need be provided by the heating element as the heating element will be provided power while the starter motor cranks the engine. Alternatively, a combination of these two benefits can be provided. More particularly the heating element could be made smaller to save money and the initial pre-heat time  1204  can be reduced. 
     A second control strategy  1300  is illustrated in  FIG. 35 . This control strategy is similar to control strategy  1200  discussed above. However, this second control strategy  1300  monitors the voltage of the battery to determine when to reactivate the air heater.  FIG. 36  illustrates current supplied to the air heater over time similar to  FIG. 32 .  FIG. 37  illustrates current supplied to the starter motor over time, similar to  FIG. 33 .  FIG. 38  illustrates the battery voltage over time. 
     The second control strategy begins with a first step  1302  of activating the air heater to preheat the heating element of the air heater for a predetermined amount of time  1304 . The battery voltage will drop illustrated at section  1305  of  FIG. 38 . At this time, the starter motor is inactive and has not been activated and no current is supplied to the starter motor. 
     After the predetermined amount of time  1304  has elapsed, the second step  1306  includes stopping supplying power to the air heater for a second amount of time  1308  and the starter motor will be activated resulting in a current spike, illustrated at point  1310 . While the starter motor experiences a current spike  1310 , the battery voltage experiences a significant voltage drop, illustrated by negative voltage spike  1311 . After the initial current spike at point  1310  and voltage drop at point  1311 , the current draw by the starter motor will drop as illustrated by portion  1312  of  FIG. 37  and the voltage will rise as illustrated by portion  1313  of  FIG. 38 . 
     The control strategy includes monitoring the battery voltage, as illustrated in step  1317 . After the voltage of the battery is raised to an acceptable or predetermined level, such as point  1315 , the air heater can be restarted to heat the heating element of the air heater while the starter motor continues to crank the motor, step  1316 . Again, the heating element will typically be supplied current at a less than full power. Again, PWM will typically be used such that short bursts of full current will be supplied to the air heater such that the average power supplied to the air heater is approximately between about 10% and 50% of full power and more preferably between about 20% and 40% full power while the starter motor continues to crank the engine. However, PWM need not be used.  FIG. 36  illustrates current spikes  1320  that correspond to the PWM supply of current. Again, other embodiments could utilize other methods to supply less than full power to the air heater heating element. 
     Further, while cranking of the engine, the voltage of the battery could continue to be monitored such that if the battery voltage were ever to drop below the predetermined voltage value (or a different predetermined value) the air heater would again be shut off to put all available power to the starter motor. 
     Typically, in both control strategies outlined above, the air heater will not be reactivated (steps  1216 ,  1316 ) until after the starter motor has cranked past the first top dead center. 
       FIG. 38  includes a dashed line  1330  that illustrates an empty battery situation. Here, the battery voltage would decrease after a few seconds. If such a voltage state was sensed, the air heater would also be shut off. 
     A further control strategy includes monitoring the supply voltage supplied to the heating system and adapting the pulse-width-modulation (PWM) duty cycle of the air intake heater based on the supply voltage. When the instantaneously supply voltage is higher, the PWM duty cycle is increased. When the supply voltage is lower, the PWM duty cycle is decreased. It is also possible to turn on the heater every time (for short periods of time) when the voltage rises due to less load on the starter motor. By doing so, a nearly constant current draw on the battery could be maintained. 
     To perform these control strategies, a controller of the air heater system would control the supply of current or power to the heating element accordingly. 
     The prior preheating control strategies help to reduce the amount of preheating time. By reducing the preheating time, these strategies provide the benefit of a smaller portion of the heat generated by the heating element is wasted during the preheating period, i.e. the intake manifold cover remains cold. Only the small portion of the intake manifold cover proximate the heating element is warmed. 
     These additional control strategies could also be employed to potentially reduce the size of the heating ribbon because less thermal accumulation (energy E) may be necessary to heat the intake air during engine start. 
     That energy is calculated as E=m*Q*ΔT, where Q is specific heat of heating ribbon and is in a range of 450 J/(kg*K) As it is desired to heat the heating ribbon to the same high temperature (ΔT=·900 K), the viable way to reduce the needed energy is to reduce a mass m of heating element. In reducing the mass of the heating ribbon, the heating ribbon should be thinner and shorter at the same time in order to have the same resistance after change in cross-sectional dimension. 
     For example, when the cross-section of the heating ribbon is reduced to two-thirds of the original cross-section while maintaining the same length of the heating ribbon, the following detrimental effects would occur. First, the resistance of the heating ribbon would increase to 1.5 times the original resistance. The power of the heating ribbon would decrease to two thirds of the original power. The mass of the heating ribbon (which is correlated to the thermal accumulation) would decrease to two-thirds of the original mass. 
     As a result, the preheating time would remain the same because it follows the quotient between mass and power. 
     To reduce preheating time, the heating element length must also be decreased. For instance, if the heating element length was reduced twenty percent (20%) in the above analysis with the one-third reduction in cross section the following results. First, the resistance of the heating ribbon will further decrease to 0.8 (80%). Taking this 0.8*3/2 (due to the change in cross-section) results in an increase of resistance of 1.2 of the original resistance. The power of the heating ribbon would further increase to 1.25 the original power due to the reduction in length. Taking this increase in power for change in length of 1.25*2/3 (due to change in power for reduction in cross-section) you will end up with 0.83 of the original power. The mass of the heating ribbon would further decrease to 0.8*2/3 resulting in 0.53 the original mass. 
     Because the preheating time follows the proportion between mass and power, the change in preheating time would be 0.53/0.83 resulting in a preheating time of 0.64 of the original preheating time. 
     The following examples also illustrate the benefits of the improved control strategies outlined above relating to heating while engine cranking during engine start. The following example will assume ideal conditions (where no heat is lost). 
     The needed constant power to instantly heat the air passing the air heater during engine start cranking of the engine is in the range of between 280 and 425 W. It is noted that a 6.7 liter engine has been considered. However, decreasing engine capacity would proportionally decrease needed power. The cranking speed is estimated to be between 100 rpm and 150 rpm. However, lowering the cranking speed would proportionally decrease the needed power. Additionally, a 40 Kelvin air temperature increase has been used in calculations. However, reducing the air temperature increase would proportionally decrease the needed power. 
     If it is assumed that fifty percent (50%) of the heating energy is lost to waste heat for heating the intake manifold before the heated air reaches the combustion chamber, the needed power is in a range of 560 to 850 W. 
     That power is low enough to be additionally taken from the battery during cranking (i.e. after the initial spike at initiation of the engine start). This is particularly true because there will be some heat accumulation in the heating ribbon due to the period of preheat prior to beginning engine cranking during engine start. 
     The following examples illustrate how the air heater power needed during cranking during engine start was calculated. A 1-cylinder 4-stroke engine intakes air 1× per 2 revolutions. A 2-cylinder 4-stroke engine intakes air 1× per 1 revolution. A 6 cylinder 4-stroke engine intakes air 3× per 1 revolution. If we consider a 6 cylinder, 6.7 liter engine, it intakes 1/6*3*6.7 liter=3.35 liter of air per revolution. 
     Two cranking speeds, 100 rpm (1.67 rev/sec) and 150 rpm (2.50 rev/sec) will be considered. For a cranking speed of 100 rpm, the volume of intake air per second would be 1.67 rev/sec*3.35 liters/rev for a rate of 5.6 liters of intake air per second. For a cranking speed of 150 rpm, the volume of intake air per second would be 2.50 rev/sec*3.35 liters/rev=8.4 liters of intake air per second. 
     The mass of the intake air can be calculated from the following equation: m=V*ρ, where ρ is specific density of air (˜1.252 kg/m 3 ) at the anticipated temperatures. For the 100 rpm example, 5.6 liters of intake air per second=0.007 kg/sec of intake air. For the 150 rpm example, 8.4 liters of intake air per second=0.0105 kg/sec of intake air. 
     As noted above, the equation to determine the amount of required energy is E=m*σ*ΔT, where ΔT=40 Kelvin (heating from −20° C. to +20° C.) σ is the specific heat of air (1009 J/[kg*K]). For the 100 rpm example, the needed energy each second is 283 Joules. Because Joules per second is Watts, the needed power is 283 W. For the 150 rpm example, the needed energy each second is 424 Joules. Because Joules per second is Watts, the needed power is 424 W. 
       FIGS. 39-41  illustrate, in graphic form, a further feature.  FIG. 41  illustrates a situation where the battery voltage drops below a predetermined threshold (line  1361 ) illustrated at point  1360  while cranking the engine using the starter motor and while the air heater is active. In this situation, when the battery voltage drops below this predetermined thresh  1360 , the air heater is turned off but cranking of the starter motor continues to attempt to start the motor, as illustrated by  FIG. 40 . This is illustrated by region  1362  of  FIG. 39 . By shutting off the air heater, sufficient energy is provided for continuing to energize the starter motor. 
       FIG. 40  is substantially the same as  FIG. 37  but included to facilitate understanding. This analysis of monitoring the battery voltage while the air heater and the starter motor are both active can be built into the prior discussed control strategy and control systems. 
     All references, including publications, patent applications, and patents cited herein are hereby incorporated by reference to the same extent as if each reference were individually and specifically indicated to be incorporated by reference and were set forth in its entirety herein. 
     The use of the terms “a” and “an” and “the” and similar referents in the context of describing the invention (especially in the context of the following claims) is to be construed to cover both the singular and the plural, unless otherwise indicated herein or clearly contradicted by context. The terms “comprising,” “having,” “including,” and “containing” are to be construed as open-ended terms (i.e., meaning “including, but not limited to,”) unless otherwise noted. Recitation of ranges of values herein are merely intended to serve as a shorthand method of referring individually to each separate value falling within the range, unless otherwise indicated herein, and each separate value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g., “such as”) provided herein, is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention unless otherwise claimed. No language in the specification should be construed as indicating any non-claimed element as essential to the practice of the invention. 
     Preferred embodiments of this invention are described herein, including the best mode known to the inventors for carrying out the invention. Variations of those preferred embodiments may become apparent to those of ordinary skill in the art upon reading the foregoing description. The inventors expect skilled artisans to employ such variations as appropriate, and the inventors intend for the invention to be practiced otherwise than as specifically described herein. Accordingly, this invention includes all modifications and equivalents of the subject matter recited in the claims appended hereto as permitted by applicable law. Moreover, any combination of the above-described elements in all possible variations thereof is encompassed by the invention unless otherwise indicated herein or otherwise clearly contradicted by context.