Patent Abstract:
An automatic carriage return for an exhaust removal system having a carriage that is configured to translate along a track tube, the carriage being coupled at a first end to an exhaust extraction hose, the second end of the exhaust extraction hose being coupled to a vehicle exhaust for directing exhaust from the vehicle out the track tube. The automatic carriage return includes a drive cable spanning along the track tube, and an engagement assembly coupled to the carriage. The engagement assembly has an engaged configuration and a non-engaged configuration with respect to the drive cable. A drive motor is coupled to the engagement assembly, and drives motion of the carriage along the drive cable when the engagement assembly is in the engaged configuration. In the disengaged configuration, the engagement assembly is configured to be disengaged from the drive cable while the exhaust extraction hose is attached to the exhaust of a vehicle to allow the carriage to freely follow the path of the vehicle. Upon release of the extraction hose from the vehicle, the engagement assembly is configured to automatically activate to the engaged configuration to engage the drive cable.

Full Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims priority from U.S. provisional application Ser. No. 61/280,435, filed on Nov. 4, 2009, herein incorporated by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to systems and methods for a vehicle exhaust extraction system. More particularly, the invention is directed to systems and methods for a vehicle exhaust extraction system with automatic return. 
     2. Description of the Related Art 
     Emergency vehicles, such as fire engines, typically have an exhaust removal/extraction system that is coupled to the exhaust of the vehicle while the vehicle is started in the bay of the station, and travels with the vehicle until the vehicle exits the vehicle bay, at which point the exhaust removal tube detaches from the vehicle. The exhaust removal carriage, which is generally carried along a track above the vehicle, remains at the exit of the bay until it is manually moved back to the bay entrance, where it awaits return of the vehicle. 
     Accordingly, an object of the present invention is to provide an automated system that automatically returns the exhaust extraction assembly to the rear of the bay upon release of the vehicle. Another object of the present invention is to provide a retrofit system that automatically returns the exhaust extraction assembly to the rear of the bay upon release of the vehicle. At least some of these objectives will be met in the following description. 
     BRIEF SUMMARY OF THE INVENTION 
     An aspect of the present invention is an automatic carriage return for an exhaust removal system. In one embodiment, the return is configured to be retrofit to an existing exhaust extraction system having a carriage that is configured to translate along a track tube, the carriage being coupled at a first end to an exhaust extraction hose, the second end of the exhaust extraction hose being coupled to a vehicle exhaust for directing exhaust from the vehicle out the track tube. The automatic carriage return includes a drive cable spanning along a path adjacent to and substantially parallel with the track tube, and an engagement assembly coupled to the carriage. The engagement assembly has an engaged configuration and a non-engaged configuration with respect to the drive cable. A drive motor is coupled to the engagement assembly, the drive motor being configured to drive motion of the carriage along the drive cable when the engagement assembly is in the engaged configuration. In the disengaged configuration, the engagement assembly is configured to be disengaged from the drive cable while the exhaust extraction hose is attached to the exhaust of a vehicle to allow the carriage to freely follow the path of the vehicle. Wherein, upon release of the extraction hose from the vehicle, the engagement assembly is configured to automatically activate to the engaged configuration to engage the drive cable. 
     In one embodiment, at least one of the engagement assembly and drive motor are pneumatically driven. For example, the drive motor may comprise a pneumatic drive motor, and the engagement assembly comprises a pneumatic drive cylinder that is configured to drive the engagement assembly to and from the disengaged configuration to the engaged configuration. 
     In another embodiment, the engagement assembly comprises a lever arm housing one or more upper wheels, wherein the lever arm is configured to house the one or more upper wheels at an orientation that does not significantly deflect the drive cable in the disengaged configuration. In the engaged configuration, the lever arm is configured to engage the one or more upper wheels with the drive cable such that the drive cable deflects on to a drive wheel coupled to the drive motor. 
     In a further embodiment, a first sensor is coupled to the carriage and is configured to sense a first location of the carriage with respect to the track tube and send a signal to operate the pneumatic drive cylinder to engage the engagement assembly and the pneumatic drive motor to drive translation of the carriage along the drive cable. 
     In another embodiment, the return includes a motor controller valve, wherein the first sensor comprises a first trigger valve, and the motor controller valve is configured to sense a pneumatic signal from the first trigger valve. The motor controller valve is configured to control the delivery of air to the pneumatic drive motor and pneumatic drive cylinder to operate the pneumatic drive motor and pneumatic drive cylinder to operate upon receiving said pneumatic signal. 
     In one mode of the current embodiment, a second sensor comprising a second trigger valve is included that is configured to sense a second location of the carriage with respect to the track tube. The second trigger valve is configured to send a signal to the motor controller valve to operate the pneumatic drive cylinder to disengage the engagement assembly and the turn off pneumatic drive motor to stop translation of the carriage along the drive cable. 
     Another aspect is an exhaust removal system with automatic carriage return, comprising a carriage being coupled at a first end to an exhaust extraction hose, wherein the carriage is configured to translate along a track tube. A second end of the exhaust extraction hose is configured to be coupled to a vehicle exhaust for directing exhaust from the vehicle out the track tube; A drive cable spans along a path adjacent to and substantially parallel with the track tube. An engagement assembly is coupled to the carriage, the engagement assembly having an engaged configuration and a non-engaged configuration with respect to the drive cable. A drive motor coupled to the engagement assembly, the drive motor being configured to drive motion of the carriage along the drive cable when the engagement assembly is in the engaged configuration. In the disengaged configuration, the engagement assembly is configured to be disengaged from the drive cable while the exhaust extraction hose is attached to the exhaust of a vehicle to allow the carriage to freely follow the path of the vehicle. Upon release of the extraction hose from the vehicle, the engagement assembly is configured to automatically activate to the engaged configuration to engage the drive cable. 
     In one embodiment of the current aspect, the drive motor comprises a pneumatic drive motor, and the engagement assembly comprises a pneumatic drive cylinder that is configured to drive the engagement assembly to and from the disengaged configuration to the engaged configuration. 
     In a further embodiment, a first sensor is coupled to the carriage and is configured to sense a first location of the carriage with respect to the track tube. The first sensor is configured to send a signal to release the second end of the exhaust extraction hose from the vehicle exhaust. The first sensor is further configured to send a second signal to operate the pneumatic drive cylinder to engage the engagement assembly and the pneumatic drive motor to drive translation of the carriage along the drive cable. 
     Another aspect is a method for automatically returning a carriage for an exhaust removal system. The method includes the steps of coupling a first end of the carriage to an exhaust extraction hose, coupling a second end of the exhaust extraction hose to a vehicle exhaust for allowing the carriage to translate along a track tube as the vehicle moves in a first direction while directing exhaust from the vehicle out the track tube, releasing a second end of the exhaust extraction hose from the vehicle exhaust, engaging a drive cable with an engagement assembly coupled to the carriage, wherein the drive cable spans along a path adjacent to and substantially parallel with the track tube. The engagement assembly has an engaged configuration and a non-engaged configuration with respect to the drive cable. The method further includes driving motion of the carriage in a second direction opposite to the first direction along the drive cable when the engagement assembly is in the engaged configuration. In the disengaged configuration, the engagement assembly is configured to be disengaged from the drive cable while the exhaust extraction hose is attached to the exhaust of a vehicle to allow the carriage to freely follow the path of the vehicle. Upon release of the extraction hose from the vehicle, the engagement assembly is configured to automatically activate to the engaged configuration to engage the drive cable. 
     In one embodiment of the current aspect, engaging a drive cable and driving motion of the carriage are done pneumatically. 
     In another embodiment, the method includes sensing a first location of the carriage with respect to the track tube, sending a pneumatic signal to release the second end of the exhaust extraction hose from the a vehicle exhaust, and sending a second signal to operate a pneumatic drive cylinder to engage the engagement assembly and the pneumatic drive motor to drive translation of the carriage along the drive cable. 
     In another embodiment, the method includes sensing a second location of the carriage with respect to the track tube, and sending a third signal to operate the pneumatic drive cylinder to disengage the engagement assembly and the turn off pneumatic drive motor to stop translation of the carriage along the drive cable. 
     Further aspects of the invention will be brought out in the following portions of the specification, wherein the detailed description is for the purpose of fully disclosing preferred embodiments of the invention without placing limitations thereon. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a perspective view of the control side of the automatic carriage return of the present invention. 
         FIG. 2  is a perspective view of the drive side of the automatic carriage return of  FIG. 1 . 
         FIG. 3  is a rear perspective view of the automatic carriage return of  FIG. 1 . 
         FIG. 4  is a perspective view of the drive side of the automatic carriage return of  FIG. 1  with the carriage, track tube and main support bracket removed to show better detail. 
         FIG. 5A  is a side view of the of the automatic carriage return of  FIG. 1  with the engagement mechanism disengaged. 
         FIG. 5B  is a side view of the of the automatic carriage return of  FIG. 1  with the engagement mechanism engaged. 
         FIG. 6  illustrates a system air flow chart of the automatic carriage return of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The present invention, detailed in  FIGS. 1 to 6  below, is directed to devices and methods for automatic return of the carriage and extraction hose portion of an exhaust removal system to the entrance side of a drive-through vehicle bay after it has been pulled to the exit side by a departing vehicle. 
       FIGS. 1-4  show various views of an exhaust removal system  10  incorporating the automatic carriage return  20  of the present invention.  FIGS. 1 and 2  show perspective views of the control side and drive side, respectively, of the automatic carriage return  20 .  FIG. 3  shows a rear view of the automatic carriage return  20 , and  FIG. 4  is a perspective view of the drive side of the automatic carriage return with the carriage fairing  22 , track tube  12 , and main support bracket  23  removed to show better detail. 
     The exhaust removal system  10  comprises an exhaust removal hose  95  that is detachably coupled to the exhaust pipe (not shown) of a service vehicle (not shown). The opposite end of the exhaust hose  95  is coupled to a bottom end  28  of carriage fairing  22  via collar or clamp  53 . The carriage fairing  22  is configured to direct exhaust upward and out slotted upper end  36  toward slot  16  in track tube  12 . The track tube comprises a central channel  14  to receive the exhaust. 
     Referring to  FIG. 3 , the carriage  22  is configured to translate freely in a linear fashion across the bay via two sets of track wheels  26  that are disposed within in the central channel  14  of track tube  12 . The track wheels  26  are rotatably attached to brackets  24  that couple the wheels  26  to the main support bracket  23 . Thus, while the exhaust extraction hose  95  is coupled to the vehicle, it is the vehicles motion that drives motion of the carriage  22  along the track tube  12 . 
     The return system  20  of the present invention is configured to only engage upon release of the exhaust extraction hose  95  from the exhaust of the vehicle, thus allowing the carriage assembly  30  to move freely within track tube  12 . Furthermore, the return system  20  comprises an engagement assembly  100  and drive means that are powered entirely via a pneumatic air system that used for disengagement/release of the exhaust hose  95  from the truck upon exiting the bay. 
     As detailed in  FIGS. 1 and 6 , the exhaust removal system  10  uses a retention bladder  200  to couple the exhaust hose  95  to the truck exhaust. The system takes high pressure air from the input tube  15  and directs the pressurized air to pressure regulator  40  to send low pressure to the bladder  200 . A portion of the high pressurized air is directed to end trigger valve  50 . Upon the vehicle reaching the exit side of the bay, end trigger valve  50  is activated from pivotable arm  52  rotating after hitting a stop (not shown), indicating the location of the carriage  30  at the end of the bay. Once activated, the trigger valve  50  is then sends a pressure signal via a release signal tube  45  to the bladder valve  29  ( FIG. 6 ). The carriage return system  20  is further configured such that the end trigger valve  50  also sends a signal to activate the automatic return  20 . 
     Referring now to  FIGS. 4 ,  5 A and  5 B, the signal from end trigger valve  50  is sent to motor controller valve  70 , which is configured to send high pressure air the pneumatic cylinder  80  and the pneumatic drive motor  170  to operate engagement and return drive means.  FIGS. 4 and 5A  illustrate the engagement mechanism  100  in a disengaged configuration. In this mode, the carriage assembly  30  is free to translate along the length track tube  12  without any, or substantially any, restriction from the return drive means. The return drive mechanism of the carriage assembly  30  is affected from contact between the drive wheel  130  and drive cable  18 , wherein the position of the bogey  120  dictates whether or not the drive wheel  130  is in contact with the drive cable  18 . As seen in  FIGS. 1 ,  2  and  3 , drive cable  18  spans across the bay along an axis substantially parallel to the axis of the track tube  12 , at a location below and to one side of the track tube  12 . During the disengaged mode illustrated in  FIGS. 4 and 5A , the drive cable has minimal to no contact with the bogey wheels  130 ,  140  of bogey  120 . 
     Referring now to  FIG. 5B , the signal from end trigger valve  50  (triggered from the carriage assembly  30  reaching the end trigger valve  50 ) is sent to the motor controller valve  70 , which sends high pressure air the pneumatic cylinder  80  and the pneumatic drive motor  170  to operate engagement and return drive means. The high pressure air drives the pneumatic cylinder  80  extend piston  88 . The pneumatic cylinder  80  has a fixed end  86  that is restrained from translation, thus causing the piston  88  to push rod clevis  82  outward from the cylinder body. Motion of the rod clevis  82  applies a corresponding rotation to the crank arm  90  which is pivotably connected rod clevis pivot  84 . The downward motion of crank arm  90  correspondingly pulls down on the Y Bar  92 , which is coupled to the crank arm  90  at pivot  94 . The Y Bar  92  is pivotably attached to free end of lever or bogey arms  110  at hinge  96 , such that downward motion of the Y Bar  92  pivots the bogey arm  110  lowering the bogey  120  and bogey wheels  122 , 124  until they contact (or push down if already in contact) the drive cable  18 . The opposing end of the bogey  120  is pivotably fixed at hinge  116  such that continued downward motion of the bogey arm  110  causes the drive cable  18  to be pinched between the bogey wheels  122 ,  124  and the drive wheel  130  (see  FIG. 5B , showing the drive cable  18  being bent around drive wheel  130 . This pinching action creates the friction necessary to drive the carriage assembly  30  forward along the drive cable  18  when the drive wheel  130  is rotated. 
     It is appreciated that prior to this engagement (which is triggered by release of the extraction hose from the vehicle), the return system  20  of the present invention in no way impedes the natural motion of the carriage assembly  30  as it follows the vehicle out the bay. 
     Rotation of the drive wheel  130  is accomplished by high pressure air traveling through the pneumatic drive motor  170 , causing the output shaft  162  to rotate. The rotating shaft  162  is connected to the small toothed pulley  160 . The rotation of the small toothed pulley  160  is transmitted via the toothed belt  18  to the large toothed pulley  140 . The large toothed pulley  140  is directly coupled through a cross shaft to the drive wheel  130 . Corresponding rotation of the large toothed pulley  140  directly rotates the drive wheel  130 . Thus, the carriage assembly  30  is powered by the drive wheel  130  and drive cable  18  when in the engaged configuration of  FIG. 5B , and travels down the track tube  12  towards the entrance side of the bay. 
     Upon reaching the entrance side of the bay, the pivoting arm  62  of trigger valve  60  rotates as it engages a stop (not shown) at or near the entrance. The motion of arm  62  activates stop trigger valve  60 , sending a signal to the motor controller valve  70 . The motor controller valve  70  then turns off the pressure supply to the pneumatic cylinder  80  and the pneumatic drive motor  170 . This loss in pressure stops the rotation of the pneumatic drive motor  170  and causes the pneumatic cylinder  80  to retract pivot  88 . The retraction of the cylinder pivot  88  correspondingly drives the engagement assembly linkage back to the disengaged configuration of  FIG. 5A , releasing the pinch of bogey  120  on the drive cable  18 . The carriage  30  now remains at the entrance side of the bay until it is pulled by a reconnected vehicle to the exit side of the bay where the return sequence starts again. 
       FIG. 6  illustrates flow chart of the air control of the carriage return  20  system of the present invention, wherein air from compressor  180  is feed to modulator  40 , trigger valves  50 ,  60 , motor controller  70 , bladder valve  29 , retention bladder  200 , cylinder and motor  170 . 
     It is appreciated that trigger valves  50 ,  60  are essentially sensors that detect the position of the carriage assembly  30 , and send a pneumatic signal to valves  29 , and  70  to operate or control various mechanical components of the system. While this configuration is advantageous in that it provides a sensing means that does not require any electrical power (and associated cables and/or batteries), it is understood that other sensors (e.g. pressure, optical, hall-effect sensors, RFID, or the like) available in the art may be used interchangeably with the return system  20  of the present invention. 
     As detailed in  FIG. 6 , high pressure air enters the system through the input tube  15  and travels to T-fitting  41 , which splits the airflow between the pressure regulator  40  and a second T-fitting  42 . Low pressure then travels from the pressure regulator  40  down the bladder valve tube  25  (see also  FIG. 1 ) to input  31  of the bladder valve  29 , where it inflates the retention bladder  200  ( FIG. 6 ) to hold the extraction hose  95  to the vehicle&#39;s exhaust pipe (not shown). 
     Second T-fitting  42  splits airflow between line  37  and a third T-fitting  43  that supplies air to the inputs  54 ,  64  of respective end trigger valve  50  and return stop trigger valve  60 , and line  51 , which directs airflow to input  74  of motor controller  70 . 
     Upon the vehicle reaching the exit side of the bay, end trigger valve  50  is activated, sending a pneumatic pressure signal through output  56  and line  39  to fourth T-fitting  45 . Fourth T-fitting  45  splits the airflow between trigger  2  “on” input  72  of motor controller  70  and the release signal line  35  (see  FIG. 1 ) coupled to trigger  1  “off” input  32  of the bladder valve  29 . This trigger  1  “off” signal cuts air off of the output  33  and line  34  leading to retention bladder  200 , causing the retention bladder  200  to deflate, thereby releasing the extraction hose  95  from the vehicle&#39;s exhaust pipe. 
     Simultaneous with sending the trigger  1  “off” signal, the air from output  56  of the end trigger valve  50  is also sent via the fourth T-fitting  45  out line  49  to the trigger  2  “on” input  72  of motor controller  70  to activate the automatic return  20 . The signal from the trigger  2  “on” input  72  (indicating that the vehicle has reached the exit side of the bay and pending release of the bladder  200  from the vehicle exhaust) activates the motor controller valve  70  to send high pressure air through output  78  to delay valve  190 . The delay valve  190  suspends the transmission of the air to T-fitting  47  for a specified period of time (e.g. 5 seconds). The delay period may be varied, but only needs to be enough time sufficient to ensure that the bladder  200  has been released from the vehicle exhaust before engagement of the return system  200 . After the specified delay, the air is split at T-fitting  47  between the air cylinder  80  and the pneumatic drive motor  170  to activate engagement assembly  100  and radial motion of drive motor  170 . The engagement assembly  100  then engages cable  18  and drives the carriage assembly  30  along track  12  toward the entrance of the bay. 
     Upon reaching the entrance side of the bay, the arm  62  of return stop trigger valve  60  is activated, which releases air through output  66  and line  38  to the trigger  3  “off” input  76  of the motor controller valve  70 . The motor controller valve  70  then cuts off the pressure supply from output  78  to the pneumatic cylinder  80  and the pneumatic drive motor  170 . This loss in pressure stops the rotation of the pneumatic drive motor  170  and causes the pneumatic cylinder  80  to retract pivot  88 . The retraction of the cylinder pivot  88  correspondingly drives the engagement assembly linkage back to the disengaged configuration of  FIG. 5A , releasing the pinch of bogey  120  on the drive cable  18 . The carriage return assembly  30  is now free to translate along track tube  12  so that it may be free to move once the hose  95  is attached to the vehicle exhaust. 
     The above illustrated embodiment of automatic carriage return  20  is illustrated in  FIGS. 1-6  to be installed as a retro-fit to an existing pneumatically-operated exhaust removal system that may already be in play en the emergency vehicle bay. In such case, the engagement assembly  100 , motor controller  70  delay valve  190 , air cylinder  80 , air motor  170  return stop trigger valve  60 , and accompanying fittings and lines are installed to attach to, or work in concert with, already existing regulator  40 , bladder valve  29 , bladder  200 , end trigger valve  50 , track tube  12  carriage fairing  22 , main bracket, etc. Certain parts may be modified to allow for such retrofit. For example, the main bracket  32  may be modified to provide opening (clearance)  27  for small-toothed pulley  160 . 
     However, it is appreciated that may comprise an exhaust removal system  10  comprising a carriage return system  20  as an integrated component. 
     Furthermore, the automatic carriage return  20  illustrated in  FIGS. 1-6  is configured to operate pneumatically via pressurized air. However, it is appreciated that the principles of the present invention may be applied to systems using other driving or sensing means, e.g. electronic server motor, electromagnetic actuation, etc., or may include a mixture of components that are pneumatically operated and components using other drive/sensing means. In addition, it is appreciated that certain components may be interchangeably used with other components known in the art. For example, while the bogey/drive cable is a preferred engagement means for affecting return drive of the carriage assembly  30 , it is possible that other possible releasable engagement means (e.g. rack and pinion, worm drive, etc) may be used as well. 
     Although the description above contains many details, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments of this invention. Therefore, it will be appreciated that the scope of the present invention fully encompasses other embodiments which may become obvious to those skilled in the art, and that the scope of the present invention is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” All structural, chemical, and functional equivalents to the elements of the above-described preferred embodiment that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present claims. Moreover, it is not necessary for a device or method to address each and every problem sought to be solved by the present invention, for it to be encompassed by the present claims. Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C. 112, sixth paragraph, unless the element is expressly recited using the phrase “means for.”

Technology Classification (CPC): 1