US20100154445A1

Movatterモバイル変換

Info

Publication number: US20100154445A1
Application number: US12/380,285
Authority: US
Inventors: Shaun E. Sullivan
Original assignee: GreenCentAire LLC
Current assignee: GreenCentAire LLC
Priority date: 2008-02-28
Filing date: 2009-02-25
Publication date: 2010-06-24
Also published as: WO2009123674A3; WO2009123674A9; WO2009123674A2

Abstract

A cooling unit for cooling an enclosed interior space of a vehicle. Also provided are methods of cooling the interior of the vehicle.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This patent application claims priority to provisional U.S. Patent Application No. 61/032,340, filed on Feb. 28, 2008, the entire contents of which are hereby incorporated by reference herein.

BACKGROUND

Armored vehicles commonly have limited interior space. As a result, operator and passenger comfort may be sacrificed for utility. Armored vehicles are deployed in a variety of environments, in some cases in climates so severe that operational effectiveness may be compromised by a hot or cold vehicle interior. Many armored vehicles have simple heaters to heat the passenger compartments in cold climates, but suitable cooling systems for use in hot climates remain elusive.

SUMMARY OF THE INVENTION

Certain embodiments of the present invention provide a cooling unit for a vehicle (optionally an armored vehicle). The cooling unit includes a housing adapted to pass cool air from inside the housing to an interior of the vehicle, a compressor or pump located within the housing, and an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. The energy transfer tube apparatus is located within the housing and is configured to receive fluid directly or indirectly from the compressor or pump. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

In some embodiments, the invention provides a cooling unit for a vehicle (optionally an armored vehicle). In the present embodiments, the cooling unit includes a housing adapted to pass cool air from inside the housing to an interior of the vehicle, a compressor or pump located within the housing, and an energy transfer tube apparatus in which inner and outer rotating fluid flows can be established so as to transfer energy from the inner flow to the outer flow. The energy transfer tube apparatus is located within the housing and is configured to receive fluid directly or indirectly from the compressor or pump. In the present embodiments, the energy transfer tube apparatus has a flow separator that mechanically separates the inner and outer flows in the energy transfer tube apparatus. Preferably, the flow separator is configured to divert the outer flow along an outer pathway while the inner flow is channeled along an inner pathway. The cooling unit preferably includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

Some embodiments of the invention provide a cooling unit for a vehicle (optionally an armored vehicle). The cooling unit includes a housing adapted to pass cool air from inside the housing to an interior of the vehicle. In the present embodiments, the cooling unit is equipped to provide both an output of greater than 12,000 BTU/hr and a coefficient of performance of greater than 2.25 while the vehicle is in an environment in which the ambient temperature is 125° F. The cooling unit has a compressor or pump located within the housing, and an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. The energy transfer tube apparatus is located within the housing and is configured to receive fluid directly or indirectly from the compressor or pump. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

In certain embodiments, the invention provides a cooling unit for a vehicle (optionally an armored vehicle) having a vehicle interior of between about 300 and about 1,200 cubic feet, such as between about 500 and about 800 cubic feet. In the present embodiments, the cooling unit preferably is equipped to overcome a heat load of at least about 12,000 BTU/hr. The cooling unit includes a housing adapted to pass cool air from inside the housing to the interior of the vehicle, a compressor or pump located within the housing, and an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. The energy transfer tube apparatus is located within the housing and is configured to receive fluid directly or indirectly from the compressor or pump. In the present embodiments, the cooling unit preferably has an output of at least 15,000 BTU/hr. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

In some embodiments, the invention provides a method of cooling an interior of a vehicle (optionally an armored vehicle) that is equipped with a cooling unit. The cooling unit includes a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump. The method comprises operating the cooling unit so as to pass cool air from inside the housing to the interior of the vehicle, and the operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

Certain embodiments of the invention provide a method of cooling an interior of a vehicle (optionally an armored vehicle) that is equipped with a cooling unit. The cooling unit includes a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and configured to receive fluid directly or indirectly from the compressor or pump. The method comprises operating the cooling unit so as to pass cool air from inside the housing to the interior of the vehicle. In the present embodiments, the cooling unit provides an output of greater than 12,000 BTU/hr and has a coefficient of performance of greater than 2.25. The operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

Some embodiments of the invention provide a method of cooling an interior of a vehicle (optionally an armored vehicle) that is equipped with a cooling unit. In the present embodiments, the vehicle interior has between about 300 and about 1,200 cubic feet, such as between about 500 and about 800 cubic feet, and the cooling unit preferably is equipped to overcome a heat load of at least about 12,000 BTU/hr. The cooling unit includes a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump. The method comprises operating the cooling unit so as to pass cool air from inside the housing to the interior of the vehicle. In the present embodiments, the cooling unit preferably provides an output of at least 15,000 BTU/hr. The operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows. Preferably, the cooling unit also includes an evaporator or another heat exchanger over which air moving through the housing flows and is cooled before passing from inside the housing to an interior of the vehicle.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a cross section and partial cutaway drawing of a cooling unit in accordance with certain embodiments of the invention.

FIG. 2 is a plan view of the cooling unit ofFIG. 1, with the front open.

FIG. 3 is a top plan view with a partial cutaway of the cooling unit ofFIG. 1.

FIG. 4 is a perspective view of the cooling unit ofFIG. 1.

FIG. 5A is a schematic longitudinal sectional view of an energy transfer tube apparatus in accordance with certain embodiments of the invention.

FIG. 5B is a schematic cross sectional view of the energy transfer tube shown inFIG. 5A along the line A-A.

FIG. 6 is a longitudinal sectional view of an energy transfer tube apparatus in accordance with certain embodiments of the invention.

FIG. 7A is a view of an intake manifold shown in accordance with certain embodiments of the invention.

FIG. 7B is a perspective view of the intake manifold shown inFIG. 7A.

FIG. 7C is a partially broken-away sectional perspective view of an intake manifold, a flow generator, and an energy transfer tube in accordance with certain embodiments of the invention.

FIG. 8A is a perspective view of a flow generator in accordance with certain embodiments of the invention.

FIG. 8B is a sectional view of the flow generator shown inFIG. 8A.

FIG. 8C is a cross sectional view of an intake manifold and flow generator in accordance with certain embodiments of the invention.

FIG. 8D is another cross sectional view of the intake manifold and flow generator shown inFIG. 8C.

FIG. 9A is a perspective view of a flow separator in accordance with certain embodiments of the invention.

FIG. 9B is a side elevation view of the flow separator shown inFIG. 9A.

FIG. 9C is a sectional view of the flow separator shown inFIG. 9A.

FIG. 10 shows a refrigeration system in accordance with certain embodiments of the invention.

FIG. 11 shows another refrigeration system in accordance with certain embodiments of the invention.

FIG. 12 is an exploded side view of the energy transfer tube apparatus shown inFIG. 5A.

FIG. 13 is a schematic top view of an armored vehicle equipped with a cooling unit in accordance with certain embodiments of the invention.

FIG. 14 is a broken-away side view of an energy transfer apparatus mounted on shock absorbing mounts in accordance with certain embodiments of the invention.

FIG. 15 is a schematic top plan view of a cooling unit equipped with shock absorbing gel or foam in accordance with certain embodiments of the invention.

FIG. 16 is a cross section and partial cutaway view of a cooling unit in accordance with certain embodiments of the invention.

FIG. 17 is another cross section and partial cutaway view of the cooling unit ofFIG. 16.

FIG. 18 is a top plan view with a partial cutaway of the cooling unit ofFIG. 16.

FIG. 19 is a perspective view of the cooling unit ofFIG. 16.

FIG. 20 is another cross section and partial cutaway view of the cooling unit ofFIG. 16.

FIG. 21 is another top plan view with a partial cutaway of the cooling unit ofFIG. 16.

DETAILED DESCRIPTION

The present invention involves a cooling unit for cooling (e.g., air conditioning) an interior space (e.g., a crew cabin) of a vehicle. The vehicle may be an armored vehicle (e.g., a vehicle equipped with armor), a tracked vehicle (e.g., a track-laying vehicle), or both, such as a tank or another fighting vehicle. Other types of military vehicles can also be cooled using a cooling unit of this invention. In some cases, the vehicle is equipped with at least one missile, large-caliber gun, machine gun, or any combination comprising two or more of those armaments. In other cases, the vehicle is not equipped with armaments, and/or is non-armored (e.g., the vehicle can alternatively be an automobile, a truck, or an airplane). Thus, certain embodiments of the invention provide a vehicle (optionally of any vehicle type described in this paragraph) equipped with the present cooling unit. The cooling unit in such embodiments preferably is incorporated into the vehicle (e.g., is mounted or otherwise located in the vehicle) such that the unit can be operated so as to deliver a flow of cool air into a space of the vehicle (this space preferably is an interior space that can be occupied by one or more people, e.g., a “vehicle occupant space”).

The cooling unit generally includes a housing and at least one energy transfer tube apparatus. In some embodiments, the cooling unit also has a battery pack or another device energy source (such as a hydrogen fuel cell). Alternatively, the cooling unit can be adapted to run solely on the vehicle power system. The cooling unit preferably includes a compressor or pump, which when provided can optionally be configured to be powered by the battery pack (or other device energy source) or by the vehicle power system. More will be said later about the various options for powering the cooling unit.

Thus, the cooling unit preferably includes a housing. Depending upon the cooling unit's intended location within the vehicle, it may be preferable for the housing not to have large sharp corners, shoulders, or other protrusions that occupants of the vehicle may bump against when the vehicle bounces, shakes, etc. Thus, it may be desirable for certain exposed sections (such as a front panel FP) of the cooling unit to have a generally smooth exterior, e.g., so as to avoid having parts jutting into the vehicle's interior. For example, some corners and edges of the housing may be tapered or beveled to provide a safer environment for vehicle occupants.

Preferably, the cooling unit is adapted for being installed (e.g., in a removable manner) in the vehicle. In some embodiments, thehousing10 has a modular configuration adapted for being removably mounted at aninterchangeable module position299 inside the vehicle V. Reference is made toFIG. 13. The interchangeable module position, for example, can be a mounting location that is otherwise occupied by a removable heater. Thus, the present cooling unit can optionally be configured for being retrofit into the heater location (after the heater has been removed) of an existing armored vehicle. The specific way in which the housing is configured for being removably mounted in the vehicle is by no means limiting to the invention. As just one example, mountingholes200 can be provided in a top wall, or a bracket BR, of thehousing10 to enable the cooling unit to be removably installed using corresponding studs or bolts. Reference is made toFIGS. 4 and 19. InFIG. 4, the mountingholes200 are irregular in shape so that each hole can fit over a head of a stud or bolt, and then by moving the housing laterally the shaft of each stud or bolt moves into a smaller portion of thehole200 while the head of the stud or bolt serves to support the housing. This, however, is merely one way to provide for removable mounting of the cooling unit. For example, the bracket shown inFIG. 19 has conventionalround mounting holes200. In both cases, the mounting structure (mountingholes200, bracket BR, etc.) is located on a top portion of the cooling unit, although this is by no means required. Furthermore, the cooling unit could alternatively be a permanent component of the vehicle, rather than being a removable module.

In certain embodiments, the cooling unit is a replaceable module adapted for being mounted removably in the vehicle, and the cooling unit itself includes one or more sub-assembly modules that can be removed individually from the cooling unit. For example, the cooling unit can optionally include one or more of the following sub-assembly modules: 1) a discharge blower module, 2) a cool air fan module, 3) a pump or compressor module, 4) an energy transfer tube module, 5) a condenser module, 6) an evaporator module, and 7) an electronic components module. InFIGS. 16-21, the cooling unit includes three

compartments

160,170,550, and one or more (optionally all) of them can be defined (at least in part) by removable modules. These modules, for example, can be cases, trays, or housings that can be removed individually (and then repaired or replaced). InFIG. 21, for example,walls180A-180C form a removable case in which ablower80 is housed. Thus, if theblower80 needs replacement or repair, the blower can be readily accessed by individually removing the discharge blower module from the cooling unit (e.g., after removing the front panel FP of the unit). If desired, the same can be true of thewarm compartment170, thecool compartment160, or both. It is to be appreciated, however, that the cooling unit is not required to have a modular design.

The cooling unit is provided with at least one energy transfer tube apparatus. Preferably, the energy transfer tube apparatus is one in which at least two rotating fluid flows can be established so as to transfer energy from one (i.e., from at least one) of the rotating fluid flows to another (i.e., to at least one other) of the rotating fluid flows. Generally, the flow(s) from which energy (e.g., heat) is being transferred is/are closer to a central axis AX of the tube than is/are the flow(s) to which the energy is being transferred. In other words, the flow(s) to which energy is being transferred is/are closer to the tube's wall than is/are the flow(s) from which energy is being transferred. Depending upon the type of energy transfer tube used, there may be more than two rotating flows in the tube. More will be said of this later.

In connection with the energy transfer tube apparatus, different types can be used. For example, the cooling unit can include an energy transfer tube apparatus adapted to produce (e.g., to output) separate cold and hot fluid streams (e.g., such cold and hot streams may emanate from opposed ends of the energy transfer tube apparatus), and/or it can include an energy transfer tube apparatus in which the flows inside the tube all travel in one direction (i.e., toward one end of the tube) and exit from the same end of the tube (e.g., as a single stream of output), and/or it can include an energy transfer tube apparatus that is one component of a closed-loop vapor-compression refrigeration cycle. Exemplary systems of the first type are described in U.S. Patent Application Publication No. US2006/0150643, entitled “Refrigerator” (Sullivan), and in U.S. patent application Ser. No. 11/937,569, entitled “Energy Transfer Apparatus And Methods” (Sullivan), and in U.S. patent application Ser. No. 12/132,158, entitled “Energy Transfer Apparatus And Methods” (Sullivan). The entire teachings of U.S. patent application Ser. Nos. 11/937,569 and 12/132,158 are incorporated herein by reference. The '569 and '158 applications disclose energy transfer tube apparatuses wherein more than two rotating flows are established in the tube. Exemplary systems of the second and third types are described in U.S. patent application Ser. No. 12/028,785, entitled “Energy Transfer Tube Apparatus, Systems, And Methods” (Sullivan), the entire teachings of which are incorporated herein by reference. In the '785 application, embodiments are disclosed wherein separate warm and cool rotating flows travel in the same direction through the tube, and are separated from each other (e.g., mechanically) for a distance before being combined so as to leave the energy transfer tube apparatus in a single stream emanating from one end of the apparatus.

Preferably, the energy transfer tube apparatus is located within the housing of the cooling unit. Generally, the energy transfer tube apparatus is adapted to receive working fluid (in some cases air, in other cases a refrigerant) directly or indirectly from a compressor or pump, which may also be located within the housing. A fluid connector may deliver working fluid directly (e.g., without first passing through any coil, accumulator, or expansion valve) from the compressor or pump to the energy transfer tube apparatus. Alternatively, one or more other components may be connected in series between the compressor or pump and the energy transfer tube apparatus. When provided, the compressor or pump could alternatively be mounted on a side (such as a top side, bottom side, rear side, front side, left side, or right side) of the unit, rather than being inside the housing. In some cases, it may even be desirable to use a compressor or pump remote from the cooling unit, and to run one or more fluid connectors between the cooling unit and the compressor or pump. Variants of this nature will be apparent to skilled artisans given the present teaching as a guide.

In some embodiments, the cooling unit is equipped with a battery pack or another device energy source, such as a hydrogen fuel cell. When provided, the device energy source may be adapted for powering (e.g., may be operably connected to) the compressor or pump. The device energy source may be mounted inside the housing. However, this is not required. For example, it may be preferable to provide the device energy source on a side of the housing. In some cases, it may even be desirable to use a device energy source remote from the cooling unit, and to run one or more electrical connections between the cooling unit and the device energy source. Moreover, the cooling unit is not required to have a battery pack or any other device energy source. Instead, the cooling unit may be powered by the vehicle power system.

Turning now to the figures,FIG. 1 is a cross sectional, partially cut away drawing of a cooling unit in accordance with certain embodiments of the invention. The cooling unit ofFIG. 1 includes ahousing10, a compressor or pump20 located within the housing, a battery pack or otherdevice energy source130 adapted for powering the compressor or pump, and an energytransfer tube apparatus50 located within the housing and adapted to receive fluid from the compressor or pump. The energy transfer tube apparatus shown inFIG. 1 is adapted to have warm and cool rotating flows traveling in the same direction through the tube, and these flows are separated from each other (e.g., mechanically) for a distance before being combined so as to leave the energy transfer tube apparatus in a single stream emanating from one end of the apparatus. Alternatively, the cooling unit can have an energy transfer tube apparatus of the type that produces separate cold and hot fluid streams (e.g., where respective hot and cold flows emanate from opposite ends of the energy transfer tube apparatus). InFIG. 1, the energytransfer tube apparatus50 is one component of a closed-loop vapor-compression refrigeration cycle, as will now be described.

The compressor or pump20 preferably circulates a working fluid (e.g., a refrigerant) through the system and raises the pressure of the working fluid circulating through the system. The specific type of compressor or pump is not limiting to the invention. In one group of embodiments, the compressor is a scroll compressor. However, reciprocating compressors (e.g., piston compressors) can also be used, as can screw compressors, gear compressors, lobe compressors, or centrifugal compressors. Thus, the compressor can be virtually any compressor or pump suitable for use in a refrigeration system and/or heat-cycle system. Useful compressors are available commercially from a variety of suppliers, such as Air Squared (Bloomfield, Colo., U.S.A.) or Visteon Corporation (Van Buren Township, Mich., U.S.A.).

In the embodiment ofFIG. 1, the output from the compressor or pump20 enters an optional vapor/liquid separator30 in which condensed liquid refrigerant is generally separated from gaseous refrigerant. When provided, the vapor/liquid separator30 separates the refrigerant into two flows—one that is largely (e.g., predominantly, or substantially entirely) vapor and another that is largely (e.g., predominantly, or substantially entirely) liquid. In the flow that is largely vapor, there is more vapor than liquid, and in the flow that is largely liquid, there is more liquid than vapor. Typically, this separation is a coarse separation. The liquid outflow from the vapor/liquid separator30 preferably has a greater mass volume than the vapor outflow from the vapor/liquid separator. In some non-limiting examples, the liquid outflow is designed to be 60% or more, 70% or more, 75% or more, or even 80% or more of the total mass outflow from the vapor/liquid separator30. In one embodiment, the liquid outflow is designed to be about 60-90%, such as about 70-80%, of the total mass outflow from the vapor/liquid separator30. When the liquid/vapor separator is provided, the system (e.g., the compressor or pump and evaporator) preferably is designed to facilitate such relative mass flows.

The specific type of vapor/liquid separator30 is not limiting to the invention. In fact, the vapor/liquid separator30 is optional, as discussed in U.S. patent application Ser. No. 12/028,785. On the other hand, two or more vapor/liquid separators30 may be arranged in series, e.g., so as to obtain a finer separation of liquid and vapor.

InFIGS. 1-4, the components of the refrigeration loop can be connected by any suitable conduit, such as flexible tubing of plastic or rubber. In general, any fluid connector can be used (such as air conditioning hose). For example, standard refrigerant connectors for R-134A or R-122 can be used.

With continued reference toFIG. 1, the largely gaseous fluid stream from the vapor/liquid separator30 enters the energytransfer tube apparatus50 through afirst inlet107, and preferably flows to a large diameter flow chamber. The largely liquid fluid stream from the vapor/liquid separator30 enters the energytransfer tube apparatus50 through asecond inlet108, and preferably flows to a small diameter flow chamber. The flow chambers are described in more detail below.

FIG. 5A schematically illustrates a longitudinal section of the energytransfer tube apparatus50 ofFIG. 1. Theapparatus50 comprises anenergy transfer tube102 with afirst end region104 and asecond end region106. Adjacent to thefirst end region104, there is provided anintake manifold105 having thefirst inlet107 and thesecond inlet108. (In some embodiments, the intake manifold may be integral to the energy transfer tube.) Aflow generator210 is provided adjacent to the tube'sfirst end region104. (In some cases, the flow generator may be integral to the energy transfer tube and/or the intake manifold.) Aflow separator112 is provided adjacent to the tube'ssecond end region106. In embodiments like that ofFIG. 5A, theflow separator112 is surrounded (at least in part, substantially entirely, or entirely) by a coolingjacket114, although this is not strictly required. (The flow separator in certain embodiments may be integral to the cooling jacket. And in some cases the flow separator and the cooling jacket may be integral to the energy transfer tube. Many variants of this nature are possible.)

With continued reference toFIG. 5A, the energytransfer tube apparatus50 receives a first pressurized fluid flow through thefirst inlet107. This flow is directed into afirst inlet chamber132, then through one ormore passages144 in theflow generator210, and into afirst flow chamber116, which in the illustrated embodiment is defined by thegenerator210. In this way, thegenerator210 creates a rotatingouter flow118, which travels through the energy transfer tube102 (e.g., from left to right as seen inFIG. 5A). Thesecond inlet108 delivers a second pressurized fluid flow into asecond inlet chamber133, then through one ormore passages146 in theflow generator210, and into asecond flow chamber220, which in the illustrated embodiments is also defined by thegenerator210. In this manner, thegenerator210 creates a rotatinginner flow122, which travels through theenergy transfer tube102. Here, thefirst flow chamber116 preferably has a larger diameter (e.g., by at least 25%, at least 35%, at least 50%, or at least about 100%) than thesecond flow chamber220.

Preferably, the rotatinginner flow122 is located radially within (e.g., is surrounded by) the rotatingouter flow118. For example, the rotatinginner flow122 may travel substantially along the axis AX of thetube102. As shown inFIG. 5B (which is a cross-section of thetube102 looking towards thesecond end region106 along line A-A ofFIG. 5A), the outer and

inner flows

118,122 may both rotate in the same direction (e.g., clockwise in the embodiment ofFIG. 5B) as they move towards the tube'ssecond end region106. However, this orientation is merely exemplary—the inner and outer flows can alternatively both rotate counter-clockwise. For some applications, it may even be possible to have the inner flow rotate counter-clockwise while the outer flow rotates clockwise, or vice versa. Preferably, the flows in thetube102 travel toward the same end (e.g., toward the second end region106) of the energy transfer tube apparatus (these flows may travel in the same direction at all times while flowing through the tube and when flowing out of the energy transfer tube apparatus).

InFIG. 5A, as the inner and outer flows move through theenergy transfer tube102, energy is transferred from theinner flow122 to theouter flow118, thus making theinner flow122 relatively cold while the outer flow becomes relatively hot. Preferably, theinner flow122 becomes increasingly cold as it moves towards thesecond end region106 of thetube102, and theouter flow118 becomes increasingly hot as it moves towards the tube's second end region.

Near thesecond end region106 of the illustratedenergy transfer tube102, aflow separator112 is provided (to separate the inner and outer flows). Here, the coldinner flow122 is channeled along an inner pathway124 (which can optionally extend along a central axis of the energy transfer tube apparatus), and the hotouter flow118 is diverted along an outer pathway126 (which can optionally be spaced radially outward of the inner pathway). In embodiments like that ofFIG. 5A, a cooling jacket114 (or another heat exchanger) is adapted to transfer heat from theouter flow118 to a surrounding medium (optionally viaheat transfer fins128 or another high surface area mechanism defining the heat transfer surface70). After being cooled in this way, the rotatingouter flow118 is combined with theinner flow122 into a single stream before leaving the energy transfer tube apparatus, and the resulting combined flow is then delivered out of the energy transfer tube apparatus. The resulting single stream/combined flow may travel through a single output line (which optionally extends along the central axis of the energy transfer tube apparatus), although this is not strictly required. (The energy transfer tube apparatus is discussed at greater length later in this disclosure.)

Thus, the illustratedcooling jacket114 receives heat from the rotatingouter flow118, which flows in a rotating manner adjacent to (e.g., alongside) an inside surface of the coolingjacket114. In the embodiment ofFIGS. 1-4, awarm air blower80 draws air into thehousing10 through one or more intake vents90 (seeFIG. 1) and across aheat transfer surface70 of the energytransfer tube apparatus50. Heat is thereby transferred from theheat transfer surface70 to the moving air, which is then discharged from thehousing10 through one ormore discharge outlets100. In certain embodiments, the cooling unit discharges hot air from its interior through a single outlet passage100 (i.e., the cooling unit may have only one hot air discharge passage), although this is by no means required.

InFIGS. 1-4, thedischarge outlet100 through which warm air leaves the cooling unit preferably is adapted to discharge that warm air to an environment outside the vehicle. InFIGS. 1-4, the illustrateddischarge outlet100 is configured with a flange to allow for connection to ductwork or venting through which the warm air can be delivered to the exterior of the vehicle. These details, however, are merely exemplary.

With continued reference toFIGS. 1-4, after the working fluid (e.g., refrigerant) leaves the energytransfer tube apparatus50, it flows (directly or indirectly) to an evaporator (or another heat exchanger)110 where at least a portion of the working fluid evaporates, in the process removing heat from the surrounding environment (e.g., from air surrounding the evaporator). In some cases, this involves relatively warm air being blown by acool air fan120 across the evaporator (or other heat exchanger)110. When provided, thecool air fan120 can be adapted to draw air into thehousing10 through one or more intake vents290 (seeFIGS. 1 and 2) and across the evaporator (or other heat exchanger), and to blow the resulting cooled air out of the housing, e.g., into the vehicle's interior.

The working fluid will typically enter the evaporator (or other heat exchanger) as a liquid-vapor mixture, preferably comprising as much liquid as possible. After passing through the evaporator (or other heat exchanger)110, the working fluid (which then comprises vapor, perhaps together with some liquid) returns to thecompressor20 inlet to finish the cycle.

If the cooling unit is to be used in an armored vehicle or some other vehicle adapted for military use, then the intake vents90,290 of the cooling unit may be configured to draw air directly from an intake equipped with filters for removing nuclear, biological, and chemical (“NBC”) contaminants. Another alternative is to have air from outside the vehicle delivered into the vehicle after passing through NBC filters or canisters, with the intake vents90,290 of the cooling unit then simply drawing ambient air from the vehicle's interior.

In general, the working fluid can be any condensable fluid, such as CO2 (R-744), highly purified liquefied propane gas (R-290), R410a, R134, A22, A12, Freon, etc. Preferably, a non-Freon refrigerant is used, such as an alkaline-based fluid, which can show good consistency when temperatures get high or low. If desired, R-11 may be used, and it may have particular advantages for low-pressure systems due to its relatively high boiling point, which can allow low-pressure systems to be constructed with lesser mechanical strength required for the components. Other refrigerants can also be used.

In a preferred group of embodiments, the working fluid is a mixture comprising water and glycol, a mixture comprising water and sorbitol, a mixture comprising water, glycol, and sorbitol, or a mixture comprising water and one or more other natural water antifreezes. When used, the glycol preferably is a food glycol (e.g., propylene glycol), which is non-toxic, e.g., insofar as being generally recognized as safe for use as a direct food additive. In one practical example, the working fluid is a 50-50 mix of water and sorbitol. This, however, is merely one example; it is by no means limiting to the invention.

In one practical example of a cooling unit like that shown inFIGS. 1-4, the refrigerant is a 50-50 mixture of water and food sorbitol (about 2.5 pounds of refrigerant is put into the system), and the energy transfer tube apparatus has the following dimensions: an assembled length of about 9.72 inches, the energy transfer tube102 has a length of about 4.83 inches and an inner diameter of about 7/16 inch, each of the tangential inlets has an inner diameter of about 0.22 inch, each tangential inlet is at an offset angle A of about 7 degrees, the first inlet chamber has an outside diameter of about 0.782 inch and an inside diameter of about 0.563 inch, while the second inlet chamber has an outside diameter of about 0.625 inch and an inside diameter of about 0.375 inch, the flow generator has 14 rows (spaced evenly about the circumference of the generator's first wall230) of six 0.22 inch passages leading into the first flow chamber116, the flow generator has 7 rows (spaced evenly about the circumference of the generator's second wall131) of three 0.22 inch passages leading into the second flow chamber220, the diameter of the first flow chamber116 is about 0.4 inch, the diameter of the second flow220 chamber is about 0.187 inch, the flow separator112 has a length of about 3.25 inches and the narrow section of its inner pathway124 has an inner diameter of about 0.328 inch while the wider section of its inner pathway124 has an inner diameter of about 0.75 inch, the diameter of the chamber in which the axial inlet tube166 is located is about 0.938 inch, the outer diameter of the flow separator's wall260 is about 1.25 inches, while the adjacent inner surface of the cooling jacket114 is about 1.63 inches, and the diameter of the outflow passage OFP is about 0.53 inch. The liquid/vapor separator is a block having an inlet comprising a ½″ NPT bore to which a fluid connector is attached so as to deliver working fluid into a primary bore extending into the separator block, two bores pass crosswise (relative to the primary bore) through the block so as to intersect the main primary and open respectively toward two outlet bores in the neck portions of which two removable orifice inserts are respectively fitted (e.g., by a press fit), the outflow sections of the outlet bores are provided as ⅛″ NPT bores, such that two fluid connectors with corresponding fittings can be threadingly attached to these outlets, the liquid flow orifice insert LI defines a 0.22″ orifice, the vapor flow orifice insert VI has eighteen 0.052″ orifices, and the plugs PL are ¼″ NPT plugs. A useful liquid/vapor separator block of this nature is shown in U.S. patent application Ser. No. 12/028,785. The relevant teachings of this '785 application are incorporated by reference into the present paragraph, and the relevant detail drawings of the liquid/vapor separator block in the '785 application are incorporated herein by reference. The details and features given in this paragraph are merely exemplary. They are by no means limiting to the invention.

The embodiment ofFIGS. 1-4 employs a low-pressure system like that shown schematically inFIG. 10 except without the accumulator A. In some low-pressure system embodiments, the pressure of the working fluid is generally or substantially constant (or even) throughout the system (e.g., it may be less than 125 psi, or less than 100 psi, such as about 90 psi). These details, however, are merely examples. In other embodiments, a high-pressure system is used. In such cases, the basic operation of the cooling unit's hot and cold air circuits may be the generally same as described herein in connection withFIGS. 1-4 (or as described below in connection withFIGS. 16-21), except that the refrigeration system is a high-pressure system like that shown schematically inFIG. 11. (Here again, it is possible in some cases to omit the accumulator A. For example, this may be the case in some embodiments where a scroll compressor is used). In some high-pressure system embodiments, the system has a high side pressure of greater than 100 psi, greater than 125 psi, or greater than about 150 psi (e.g., it may be between about 150 psi and 200 psi). Additionally or alternatively, the system may have a low side pressure of less than 100 psi, less than 75 psi, or less than 60 psi (e.g., about 50 psi). In one practical embodiment, the high side pressure is about 150 psi and the low side pressure is about 50 psi. Here again, these details are merely examples. More discussion of such low and high pressure systems can be found in U.S. patent application Ser. No. 12/028,785.

The cooling unit can optionally be provided with multiple power sources. For example, the cooling unit can be connected both to a vehicle power system and to adevice energy source130. Commonly, the vehicle power system will be remote from the cooling unit (but adapted to deliver energy to the cooling unit). The cooling unit may be positioned at any of a number of distinct locations in the vehicle. For example, with reference toFIG. 13, thehousing10 of the cooling unit may be located proximate to an operator position (generally referenced as132) of the vehicle V. This type of arrangement would enable space near the operator to be effectively cooled. The cooling unit shown here is remote from the vehicle power system (generally referenced as134). It should be understood thatFIG. 13 merely shows one possible arrangement; the cooling unit, thevehicle power system134, or both may be at various different locations on the vehicle.

Referring back toFIG. 1, the device energy source130 (when provided) can be located on the cooling unit (e.g., on a side of the unit, such as a top or bottom side, or a lateral side, or inside the unit). In other embodiments, thedevice energy source130 could be remote from the cooling unit (but adapted to deliver energy to the cooling unit). In some cases, thedevice energy source130 can be a battery pack. For example, thedevice energy source130 can include one or more rechargeable batteries. As non-limiting examples, the batteries can be any of the lead-acid, lithium, or nickel-cadmium varieties, or of any other battery type known in the art. Suitable battery packs are available from a variety of commercial suppliers, such as K2 Energy Solutions, Inc. (Henderson, Nev., U.S.A.). In other cases, thedevice energy source130 can be one or more hydrogen fuel cells. As noted above, however, the battery pack is optional, and is not provided in all embodiments (e.g., the vehicle power system alone may be used to power the cooling unit in some embodiments).

In certain embodiments, the powering of the cooling unit is triggered using a switch. When provided, the switch can be located on the cooling unit; however, the switch could just as well be remote from the unit. In some embodiments, when the switch is thrown, the cooling unit will be powered by the vehicle power source (rather than by a device energy source130). In certain embodiments of this nature, the cooling is unit is operably connected to both the vehicle power system and a device energy source. During normal operating periods (e.g., during a normal operating mode), the vehicle power system in such embodiments can advantageously be adapted to recharge thedevice energy source130. On the other hand, during periods when the vehicle power system is turned off (or is otherwise not being used to power the cooling unit), such as if the vehicle is in a quiet watch mode, thedevice energy source130 can be used to power the cooling unit. In some embodiments, switching between the vehicle power system and thedevice energy source130 is done manually, e.g., via a multi-position switch on the unit. It should be appreciated, however, that a system can be used to automate the switching.

In other embodiments, the cooling unit is powered by thevehicle power system134 alone (e.g., the cooling unit may be devoid of any battery or other device energy source). In such cases, the cooling unit may be equipped to be powered solely by the vehicle power system at all times during operation of the cooling unit. In certain embodiments, the cooling unit is operably connected to the vehicle power system, and a limiting device135 (e.g., a limiting switch) is provided. Reference is made toFIG. 13. Preferably, the limiting device can, at selected times (e.g., when the vehicle is operating in a quiet watch mode), limit the cooling unit's power consumption (e.g., to a lower amp range than during a normal operating mode). The limitingdevice135, for example, may lower the amount of current drawn by the cooling unit and/or it may limit the amount of current available to the cooling unit from the vehicle power system. In embodiments where a limiting device is provided, it may be integrated within the cooling unit, integrated within the vehicle power supply, or provided as a stand-alone device coupling the cooling unit with the vehicle power supply. In certain embodiments, the limiting device is adapted to reduce the operating current of, or the current available to, the cooling unit by at least 25%, at least 35%, or at least 50%. As just one example, if the cooling unit is adapted to draw about 60-80 amps during normal operating mode, then activating the limiting device may reduce the unit's operating current to about 30 amps. As another possible example, activating the limiting device may reduce the amount of current available to the cooling unit from the vehicle power system. For example, if the cooling unit is adapted to draw about 60-80 amps during normal operating mode, then activating the limiting device may reduce the amount of current available from the vehicle power system to about 30 amps, thereby also reducing the power consumption of the cooling unit. In embodiments where a limiting device is provided, the output of the cooling unit may decrease when the limiting device is actuated (e.g., reducing the power consumption by 50% may reduce the cooling unit's production of BTUs/hr by the same amount).

Thus, in certain embodiments, the cooling unit has first and second operating modes, the vehicle has a vehicle power system, and the cooling unit is powered by the vehicle power system. In some embodiments of this nature, the cooling unit operates at a first electric current level when operating in the first operating mode, and the cooling unit operates at a second electric current level when operating in the second operating mode. Here, the first electric current level is greater than the second electric current level (e.g., by at least 25%, at least about 35%, or at least about 50%). This can be accomplished, for example, by providing a limiting device that limits the cooling unit's power consumption to the second (lower) electric current level when operating in the second operating mode. When the vehicle is an armored vehicle, the cooling unit may be adapted to operate in the first operating mode when the armored vehicle is operating in a normal operating mode and to operate in the second operating mode when the armored vehicle is operating in a quiet watch mode.

During operation of the cooling unit, the energized components of the cooling unit include the compressor or pump20, thewarm air blower80, and thecool air fan120. In some cases, these components are each run by a 110 volt AC (alternating current) motor. As such, a vehicle power source configured to supply such voltage can be directly used to power the components. When provided, thedevice energy source130 may be a source of DC (direct current) voltage, e.g., 24 volts DC. In such cases, aninverter140 can be used with thedevice energy source130, as shown, to convert the DC voltage to the AC voltage needed to energize the noted components.

While the above description refers to cases where the energized components are driven by 110 AC voltage, this is not required. For example, changes can be made to the electrical system so that one or more of the noted components, such as thewarm air blower80, is driven by three phase power. In such cases, phase converters can be connected between the power sources and the component(s) in question so as to provide the requisite three phase power. Further, one or more components could be equipped with DC motors. For example, if 24 volt DC motors were used, theinverter140 could be eliminated from the system, as thedevice energy source130 would generally be configured to supply such voltage; however, a rectifier would then need to be used for converting the AC voltage running from the vehicle power source to the requisite DC voltage. Skilled artisans will appreciate that many other variations can also be used.

Anoptional control panel150 may be used to control the output of the cooling unit. When provided, thecontrol panel150 may additionally or alternatively be used to locate electrical circuits for power conversion purposes or other electrical components (electrical relays, switches, pressure sensors, thermocouple leads, etc.). Thecontrol panel150 may be a standalone unit that is controlled at, or within, thehousing10, or it may be a panel that is configured to work with the vehicle controls through an interface. In certain embodiments, thecontrol panel150 includes an electronics tray and/or has a modular design that allows damaged components to be readily replaced.

FIG. 2 is a plan view of the cooling unit ofFIG. 1. Here, the front panel of thehousing10 has been removed to expose a compartment of thehousing10. In the illustrated embodiment, the compressor or pump20, aninverter140, acontrol panel150, an evaporator (or other heat exchanger)110, and acool air fan120 are all located inside the compartment shown inFIG. 2. However, this is merely one example. For example, theinverter140, thecontrol panel150, or both may be omitted in some cases, as already explained. Also, the compressor or pump20 need not be located in the illustrated compartment. Instead, it could be in a different compartment, or it could be remote from the cooling unit (but connected by fluid connectors).

The compartment shown inFIG. 2 can be referred to as the “cool” side of thehousing10, e.g., because the evaporator (or other heat exchanger)110 absorbs heat from this compartment as the refrigerant evaporates. Thecool air fan120 draws air into this compartment through one or more intake vents290 (which can be various types of openings, optionally covered by a screen, seeFIGS. 1 and 2) and moves that air across the evaporator (or other heat exchanger)120, thereby cooling the air before blowing it out of thehousing10 through one or more outflow vents190 (which can be various types of openings, optionally covered by a screen, seeFIGS. 3 and 4).

FIG. 3 is a top plan view, with a partial cutaway, of the cooling unit ofFIGS. 1 and 2.FIG. 3 shows that the illustrated cooling unit includes two compartments—afirst compartment170 and asecond compartment160. Here, thehousing10 is divided by aninterior wall180, although this is merely one way to provide separate compartments. In the illustrated embodiment, thefirst compartment170 contains the energytransfer tube apparatus50, the optional vapor/liquid separator30, and thewarm air blower80. Thewarm air blower80 need not be located in thefirst compartment170. For example,FIGS. 16-21 depict embodiments wherein thewarm air blower80 is located in anothercompartment550 of the housing. More will be said later about the embodiments ofFIGS. 16-21. Regardless of the precise location of thewarm air blower80, it is preferably adapted to draw air into thefirst compartment170 and past the energytransfer tube apparatus50 and/or past a condenser (or other heat exchanger) CN. Thewarm air blower80 preferably draws air through one or more intake vents90 and across theheat transfer surface70 of an energytransfer tube apparatus50 and/or past a condenser (or other heat exchanger) CN before discharging the heated air from thehousing10 through thedischarge outlet100. It is to be appreciated thatmultiple discharge outlets100 can be provided, if so desired.

In the embodiment ofFIG. 3, thesecond compartment160 contains thecompressor20, the evaporator (or other heat exchanger)110, thecool air fan120, theinverter140, and thecontrol panel150. Thecool air fan120 need not actually be located in thesecond compartment160. Instead, it could be located in another compartment or location of the cooling unit. Regardless of its location, thecool air fan120 preferably is adapted to draw air into thesecond compartment160 and past the evaporator (or other heat exchanger)110. As already explained, the cool air fan draws air into thesecond compartment160 through one or more intake vents290 (seeFIGS. 1 and 2) and across the evaporator (or other heat exchanger)120 so as to be cooled before being blown out of thehousing10 through one or more outlet vents190.

FIG. 4 is a perspective view of the cooling unit ofFIGS. 1-3. Here, it can be seen that the illustratedhousing10 is configured to fit in the vehicle as a removable module, which preferably can be installed and removed with relatively little effort. The cooling unit inFIG. 4 is shown as having a battery pack130 (which is optional) located on the exterior of thehousing10 for easy access.FIG. 4 shows one example of anoutlet vent190 from which cool air is ejected into the vehicle interior. The configuration of this vent can be changed, of course, to optimize the flow of cool air from the cooling unit into the vehicle's interior.

Thus,FIGS. 1-4 show one possible design for the cooling unit. The components of the cooling unit, however, can be arranged in different ways. Moreover, depending upon the particular embodiment, the cooling unit can have different combinations of components. In some cases (such as inFIGS. 1-4), the cooling unit has one compartment (e.g., a “warm compartment”) with an energytransfer tube apparatus50 and awarm air blower80, while a different compartment (e.g., a “cool compartment”) has an evaporator (or other heat exchanger (cold))110 and acool air fan120. However, this is not strictly required. For example, some embodiments of the cooling unit have no evaporator (such as embodiments based on an energy transfer tube that emits cold air from one end while emitting hot air from an opposite end). Further, in some embodiments (seeFIGS. 16-21), the cooling unit has one compartment (e.g., a warm compartment) with an energytransfer tube apparatus50, a condenser (or other heat exchanger (hot)) CN, or both, while a different compartment (e.g., a cool compartment) has an evaporator (or other heat exchanger (cold))110. Thus, the cooling unit can take various forms.

In certain embodiments, the cooling unit is adapted to cool an interior space of at least about 500 cubic feet, such as between about 500 cubic feet and about 4,500 cubic feet, perhaps between about 500 cubic feet and about 3,000 cubic feet. In some embodiments, the cooling unit is adapted to cool an interior space of between about 500 cubic feet and about 1,500 cubic feet, such as about 600 cubic feet, or about 700 cubic feet (e.g., between about 500 and about 800 cubic feet). The particular size of the area to be cooled, however, is by no means limiting to the invention. For example, the cooling unit can be adapted for cooling (e.g., air conditioning) the interiors of various different vehicles.

In certain embodiments, the cooling unit has an output (e.g., exhausts energy at a rate) of at least 1,500 BTU/hr, or perhaps more preferably at least 1,600 BTU/hr. In some embodiments, the output is 3,000-7,000 BTU/hr (optionally about 5,000 BTU/hr), or 8,000-12,000 BTU/hr (optionally about 10,000 BTU/hr), or 13,000-17,000 BTU/hr (optionally about 15,000 BTU/hr), or 17,000-30,000 BTU/hr (such as about 20,000 BTU/hr). The invention, though, is by no means limited to any particular output range.

In certain embodiments, the cooling unit is adapted to cool a vehicle interior having between about 300 and about 1,200 cubic feet, such as between about 500 and about 800 cubic feet. In some embodiments this nature, the cooling unit is adapted to (e.g., is equipped to) overcome a heat load of at least about 12,000 BTU/hr. In these embodiments, the cooling unit preferably puts out (e.g., exhausts energy at a rate of) at least 15,000 BTU/hr, at least 17,000 BTU/hr, or at least 19,000 BTU/hr (such as about 20,000 BTU/hr or more). The embodiments ofFIGS. 16-21, for example, can optionally provide a level of performance that falls within one or more of these ranges. However, these ranges are not limiting to the invention; the cooling unit can be designed to have different performance levels depending upon the requirements of a given application. Preferably, the cooling unit can provide the noted output of at least 15,000 BTU/hr while the vehicle is in an environment in which the ambient temperature is 125° F.

To assess performance, a vehicle equipped with the cooling unit can be positioned in a heated environment in which the ambient temperature is about 125° F., the relative humidity is about 5%, and the barometric pressure is about 30, such that there is a constant heat load of about 12,000 BTU/hr. (It is to be understood that this is merely one possible way to test the performance of the cooling unit.) To determine the energy being exhausted by the cooling unit, the following standard ASHRAE formula can be used: BTUH=CFM×Temperature Difference×1.08. Thus, a BTUH of 12,170.52 is achieved for a cooling unit with the following performance: exhaust air volume of 191 cubic feet per minute, exhaust temperature of 181° F., air temperature inside the vehicle of 122° F. In this particular example, 12,170.52 BTUH=191×59×1.08.

The coefficient of performance (“COP”) can be determined using the following standard ASHRAE formula: COP=output BTUH÷input BTUH. In the foregoing example, the output BTUH was 12,170.52 and the cooling unit's power consumption average was about 60 amps at 24 volts DC. Thus, the input BTUH was determined as follows: 24 volts×60 amps=1,440 watts×3.412=4,913.28 BTUH. The COP was 12,170.52 BTUH 4,913.28 BTUH=2.48 (at 125° F.). Thus, the performance of the cooling unit is exceptional and is believed to exceed the performance levels that can be attained using existing vehicle air conditioning systems. Particularly noteworthy is that the cooling unit discharged over 12,000 BTUH of heat energy while maintaining a COP of 2.48 at an ambient temperature of 125° F.

Thus, certain embodiments provide a cooling unit equipped to discharge over 12,000 BTUH of heat energy while providing a COP of greater than 2, greater than 2.25, greater than 2.4, or greater than 2.45 (e.g., at least about 2.48) while the vehicle is in an environment in which the ambient temperature is 125° F. (and/or the heat load is at least 12,000 BTUH).

In certain embodiments, the cooling unit operates as described (e.g., as reflected by any range or any combination of the ranges noted) in the foregoing six paragraphs while having a discharge outlet of a very small size. For example, the discharge outlet can optionally have a cross-sectional area that is no greater than eight square inches, no greater than five square inches, or no greater than four square inches (such as about 3.5 in²). In one practical embodiment, the cooling unit has only one discharge outlet, and it has a diameter of about two inches.

FIGS. 16-21 exemplify certain advantageous embodiments of the cooling unit. The cooling unit includes ahousing10, a compressor or pump20 located within the housing, and an energytransfer tube apparatus50 located within the housing and adapted to receive fluid (directly or indirectly) from the compressor or pump. The energy transfer tube apparatus preferably has warm and cool flows traveling through the tube in the same general direction (e.g., without any turn-around of the flows), and these flows preferably are separated from each other (e.g., mechanically) over some distance before being combined so as to leave the energy transfer tube apparatus in a single stream emanating from one end of the apparatus. InFIGS. 16-21, the energytransfer tube apparatus50 is one component of a closed-loop vapor-compression refrigeration cycle, as will now be described.

The compressor or pump20 preferably circulates a working fluid through the system and raises the pressure of the working fluid circulating through the system. The specific type of compressor or pump is not limiting to the invention. In one group of embodiments, the compressor is a scroll compressor. However, reciprocating compressors (e.g., piston compressors) can also be used, as can screw compressors, gear compressors, lobe compressors, or centrifugal compressors. Thus, the compressor can be virtually any compressor or pump suitable for use in a refrigeration system and/or heat-cycle system. Useful compressors are available commercially from a variety of suppliers, such as Air Squared (Bloomfield, Colo., U.S.A.) or Visteon Corporation (Van Buren Township, Mich., U.S.A.).

InFIGS. 16-21, the output from the compressor or pump20 is connected by conduit (e.g., fluid connector) to the energytransfer tube apparatus50. Here, the compressor or pump20 has a single outflow line that branches into two separate lines for delivering working fluid into two

separate inlets

107,108 of the energytransfer tube apparatus50. Various types of manifolds can be used to distribute the working fluid into the two

inlets

107,108 of the energytransfer tube apparatus50. The fluid delivered into the energy transfer tube apparatus becomes two rotating flows (e.g., a rotating hot outer flow comprising vapor and a rotating cold inner flow comprising liquid) even if no liquid/vapor separator is provided. In some cases, the energy transfer tube may alternatively have a single inlet; rather than having two

inlets

107,108.

The components of the refrigeration loop can be connected by any suitable conduit, such as flexible tubing of plastic or rubber. In general, any fluid connector can be used (such as air conditioning hose). For example, standard refrigerant connectors for R-134A or R-122 can be used.

With continued reference toFIGS. 16-21, through afirst inlet107 of the energy transfer tube apparatus50 a first stream of working fluid flows to a largediameter flow chamber116. From a second inlet108 a second stream of working fluid flows to a smalldiameter flow chamber220.

FIG. 5A schematically illustrates a longitudinal section of one energytransfer tube apparatus50 that can be used in the embodiments ofFIGS. 16-21. The structure, components, and operation of such an energy transfer tube apparatus have already been described.

Briefly, as the inner and outer flows move through theenergy transfer tube102, energy is transferred from theinner flow122 to theouter flow118, thus making theinner flow122 relatively cold while the outer flow becomes relatively hot. Preferably, theinner flow122 becomes increasingly cold as it moves towards thesecond end region106 of thetube102, and theouter flow118 becomes increasingly hot as it moves towards the tube's second end region.

With continued reference toFIG. 5A, near thesecond end region106 of theenergy transfer tube102, aflow separator112 separates the inner and outer flows. Here, the coldinner flow122 is channeled along aninner pathway124, and the hotouter flow118 is diverted along anouter pathway126. Preferably, the inner pathway extends along a central axis AX of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway. In such cases, when the flow separator diverts the outer flow to the outer pathway, this diversion involves the outer flow moving further from the central axis of the energy transfer tube apparatus. In embodiments like that ofFIG. 5A, a cooling jacket (or another heat exchanger)114 is adapted to transfer heat from theouter flow118 to a surrounding medium (e.g., viaheat transfer fins128 or another high surface area mechanism defining a heat transfer surface70). After being so cooled, the rotatingouter flow118 preferably is combined with theinner flow122, and the resulting combined flow is then delivered out of the energy transfer tube apparatus. The illustrated energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus. In the illustrated embodiments, when the outer flow converges with the inner flow, this involves the outer flow moving closer to the central axis of the energy transfer tube apparatus.

Thus, the illustrated cooling jacket (or other heat exchanger)114 receives heat from the rotatingouter flow118, which flows in a rotating manner adjacent to (e.g., alongside) an inside surface of the cooling jacket (or other heat exchanger). InFIGS. 16-21, awarm air blower80 draws air into thehousing10 through one or more intake vents90 (seeFIG. 19). This air flows across aheat transfer surface70 of the energytransfer tube apparatus50 and across a condenser (or other heat exchanger) CN. InFIGS. 16-21, wall EW1 is shown as a solid wall. However, this wall EW1 can alternatively have a vent, optionally covered by a screen, though which air can be drawn by thewarm air blower80 into the housing. In such cases, the condenser (or other heat exchanger) CN can optionally be configured so as to be carried alongside the interior of wall EW1. The condenser (or other heat exchanger) CN, for example, can be larger than that shown inFIGS. 16-21, such that it is positioned alongside the interiors of both walls EW1, EW2.

Thus, inFIGS. 16-21, heat is transferred from theheat transfer surface70 of the energytransfer tube apparatus50, and from the condenser (or other heat exchanger) CN, to air flowing over those components. That warm air is then drawn into anexhaust compartment550 of the housing. InFIGS. 16-21, thewarm air blower80 is located inside theexhaust compartment550, although this is not strictly required. For example, the warm air blower could alternatively be located in the first compartment170 (e.g., on the other side ofwall180B). Preferably, theexhaust compartment550 is defined by a modular case or housing that can be readily removed from the housing, e.g., if thewarm air blower80 needs repair or replacement. As is perhaps best seen inFIG. 21, the illustrated module includeswalls180A-180C. If desired, a modular exhaust case of this nature can be configured to be mounted removably in a corresponding slot or space inside the cooling unit.

Preferably, the size and configuration of theexhaust compartment550, the size of thedischarge outlet100, and the volumetric capacity of thewarm air blower80 are selected such that warm air discharged from the cooling unit through thedischarge outlet100 has a super-atmospheric pressure (e.g., greater than 1.25 atmospheres, greater than 1.5 atmospheres, or greater than 1.75 atmospheres, such as about 2 atmospheres). By providing a pressurized discharge system, the cooling unit is able to exhaust warm air out of the cooling unit at a high rate. This can be advantageous where, as in the case of some military vehicles, there are strict limits on the size of the discharge outlet(s) that can be used by the cooling unit. The present invention extends to any cooling unit (e.g., of any type described herein) having such a pressurized discharge system.

Preferably, the cooling unit has an exhaust air volume of greater than 100 cubic feet per minute, greater than 150 cubic feet per minute, or greater than 175 cubic feet per minute (such as about 190 cubic feet per minute or more).

The discharge outlet(s)100 through which warm air leaves the cooling unit preferably discharge that warm air to an environment outside the vehicle. InFIGS. 1-4 and16-21, the illustrateddischarge outlet100 is configured with a flange to allow for connection to ductwork or venting through which the warm air can be delivered to the exterior of the vehicle. These details, however, are merely exemplary.

Thus, warm air can be discharged from thehousing10 through the discharge outlet(s)100. In some embodiments, the cooling unit discharges hot air from its interior through a single discharge outlet100 (i.e., the cooling unit may have only one hot air discharge outlet). Reference is made toFIGS. 1,3,4,18, and21.

With continued reference toFIGS. 16-21, after the working fluid leaves the energytransfer tube apparatus50, it flows (directly or indirectly) to a condenser (or other heat exchanger) CN. The illustrated condenser (or other heat exchanger) CN comprises a coil through which the working fluid flows. Different condenser types (or other types of heat exchangers) can be used, as will be well appreciated by people skilled in this technology area. In the condenser, the working fluid is further cooled and condensed into liquid.

Once the working fluid leaves the condenser (or other heat exchanger) CN, it flows (directly or indirectly) to an accumulator A. When provided, the accumulator preferably is located on the refrigeration circuit somewhere between the pump or compressor and the evaporator (or other heat exchanger). The accumulator A can be provided for various reasons, e.g., so as to help absorb any pressure diversions that may occur when temperature changes, so that the pump need not be so large to cope with demand extremes, so that the supply circuit can respond more quickly to any temporary demand increase, and/or to smooth pulsations. For example, the accumulator can be provided to add a little fluid volume, e.g., so as to extend the working time. Different accumulator types can be used, as will be readily understood by people skilled in the present technology area. If desired, the system can include more than one accumulator (of the same or different types) at various locations. Also, there will be some embodiments in which the accumulator will be omitted.

From the accumulator, the working fluid flows (directly or indirectly) to an expansion device (an expansion valve, orifice, capillary tube, etc) ED. Here, the pressure of the working fluid decreases rapidly. Preferably, this causes a flash evaporation, e.g., of perhaps less than half the liquid. The result is a mixture of liquid and vapor at a lower temperature and pressure.

Next, this cold liquid-vapor mixture flows to an evaporator (or other heat exchanger)100 where at least a portion of the working fluid evaporates, in the process removing heat from the surrounding environment (e.g., from air surrounding the evaporator (or other heat exchanger)). In some cases, this involves relatively warm air being moved by acool air fan120 across the evaporator (or other heat exchanger)110. When provided, thecool air fan120 can be adapted to draw air into thehousing10 through one or more intake vents290 (seeFIG. 16) and across the evaporator (or other heat exchanger)110 and to blow the resulting cooled air out of the housing, e.g., into the vehicle's interior. As the working fluid moves through the evaporator (or other heat exchanger)110, some of the fluid is vaporized by warm air that is blown by thecold air fan120 across the evaporator (or other heat exchanger) (e.g., across a coil or tubes of the evaporator (or other heat exchanger)).

The working fluid will typically enter the evaporator (or other heat exchanger)110 as a liquid-vapor mixture, preferably comprising as much liquid as possible. After passing through theevaporator110, the working fluid (which then comprises vapor, perhaps together with some liquid) returns to thecompressor20 inlet to finish the cycle.

InFIGS. 16-21, the illustrated cooling unit has multiple compartments including afirst compartment170 and asecond compartment160. Here, thefirst compartment170 includes a pump orcompressor20, an energytransfer tube apparatus50, a condenser (or other heat exchanger) CN, and an accumulator A, while thesecond compartment160 includes an expansion device ED and an evaporator (or other heat exchanger)110. Additional components may be provided to meet the requirements of a given application. Moreover, the condenser CN and/or the expansion device ED can be omitted in some cases. Additionally or alternatively, the accumulator A may be omitted in some embodiments. Also, the expansion device ED can be at different locations. The same is true of the energytransfer tube apparatus50. For example, it could alternatively be located in another compartment of the housing. Moreover, it may be desirable to provide more than one energy transfer tube apparatus in some cases. The accumulator can also be provided at different locations.

The cooling unit preferably has a shock reducer adapted to provide the unit with resistance against being damaged when the vehicle experiences shock.FIG. 15 schematically depicts one embodiment where thehousing10 is provided with a shock protection system (e.g., a shock reducer). Here, the shock protection system comprises a gelatin or foam GL. The housing, for example, can be partially filled with an inert gel that hardens. The gel may be one that can subsequently be dissolved by heating it or pouring solvent on it. In some embodiments, one or more internal components (such as the energytransfer tube apparatus50, thecompressor20, etc.) are at least partially encapsulated in (optionally suspended by) a shock protection gel or foam. When protective gel or foam is used, breathe paths and/or other open areas can be provided in the gel or foam so as to provide the airflows discussed above (or for any other reason). In some embodiments, the shock absorbing gel or foam GL is positioned in thehousing10 so as to leave open at least a warm air pathway and a cold air pathway. One possible arrangement is shown inFIG. 15. Here, it can be seen that a warm air circuit WAC extends along the warm air pathway, while a cool air circuit CAC extends along the cool air pathway. When provided, the gel or foam GL can be arranged in different ways. In some cases, temporary molds, permanent molds, or both are put in place within thehousing10 before a protective gelatin or foam is delivered into the cooling unit.

Alternatively (or in addition to a shock absorbing gel or foam), one or more components of the cooling unit can be mounted on flexible shock absorbing mounts MTS. Examples include, but are not limited to, spring mounts, mounts comprising rubber or polymeric materials, mounts comprising shock absorbing gels, and any other mounting system with shock absorbing capabilities. Mounts comprising shock absorbing gels are available from Gelmec UK, Marcom House, 1 Steam Mill Lane, Great Yarmouth, Norfolk NR31 0HP, United Kingdom.

FIG. 14 shows an energytransfer tube apparatus50 mounted on shock absorbing mounts MTS. If desired, one or more of the other internal components of the cooling unit can be mounted on shock absorbing mounts. In some cases, the mounts MTS comprise rubber.

The term “evaporator” is used herein. When this term is used in the present disclosure, it can refer to any heat exchanger that transfers energy (e.g., heat) to the working fluid from a surrounding environment (e.g., from air surrounding and/or flowing past the heat exchanger). Thus, evaporator can be denoted more generally as “heat exchanger (cold).” The term “condenser” is also used herein. When this term is used in the present disclosure, it can refer to any heat exchanger that transfers energy (e.g., heat) from the working fluid to a surrounding environment (e.g., to air surrounding and/or flowing past the heat exchanger). Thus, condenser can be denoted more generally as “heat exchanger (hot).”

More information on the illustrated energytransfer tube apparatus50 will now be provided. Referring again toFIG. 5A, the fluid delivered into theapparatus50 through the first and

second inlets

107,108 can be vapor, liquid, or a liquid-vapor mixture. As described below, an optional liquid/vapor separator30 can be used to supply a generally or predominantly vapor flow to thefirst inlet107, while supplying a generally or predominantly liquid flow to thesecond inlet108. Alternatively, the liquid/vapor separator can be omitted, and a fluid connector leading to the energy transfer tube can simply have a manifold (or a branch point) at which a single fluid line branches into two fluid lines, and these two fluid lines can lead respectively to the first107 and second108 inlets of the energytransfer tube apparatus50. This is perhaps best seen inFIGS. 16 and 18.

Preferably, the rotating outer flow118 (which originates in the first flow chamber116) is generally or predominantly vapor (at least once it reaches the flow separator112), while the rotating inner flow (which originates in the second flow chamber120) is generally or predominantly liquid (at least once it reaches the flow separator112). When the liquid/vapor separator is provided, the rotatingouter flow118 may start out being generally or predominantly vapor (e.g., from the time it is delivered into the energy transfer tube apparatus), and the rotating inner flow may start out being generally or predominantly liquid. For some applications, though, it may be advantageous to eliminate the liquid/vapor separator to avoid a restriction (e.g., an imbalance problem may occur between the liquid output and the vapor outlet of the liquid/vapor separator.

During operation, theinner flow122 preferably travels along the axis AX of the energy transfer tube (e.g., while being located radially inwardly of the outer flow). The inner flow, for example, may be a cold, dense rotating liquid flow that travels generally on the axis of the energy transfer tube. Due to the tight rotation of such a flow, it may be considered to wobble as it flows axially through the tube. In some embodiments, it is surmised that a vacuum zone exists in a location radially between theinner flow122 and theouter flow118. In some embodiments of this nature where an aqueous solution is used as the refrigerant, it is believed that at least some of the fluid in theenergy transfer tube102 is converted to H₃O.

Referring toFIGS. 6 and 12, respective sectional and exploded views are shown of an exemplary energytransfer tube apparatus50. Here again, the illustratedapparatus50 comprises anenergy transfer tube102 with anintake manifold105 having afirst inlet107 and asecond inlet108. The illustrated inlets are tangential inlets, although this is not strictly required. Thefirst inlet107 is closer to the tube'ssecond end region106 than is thesecond inlet108. Although the figures show a single first inlet and a single second inlet, theapparatus50 can alternatively have multiple first inlets, multiple second inlets, or both. Moreover, some embodiments do not have first and second inlets. In such cases, the energytransfer tube apparatus50 can simply have one or more inlets spaced the same distance from the tube'ssecond end region106.

InFIG. 5A, theflow separator112 is adjacent to the tube'ssecond end region106. Preferably, theflow separator112 bounds (e.g., surrounds or otherwise defines) theinner flow pathway124. In the illustrated embodiment, theflow separator112 also bounds theouter flow pathway126. In more detail, the illustratedflow separator112 defines theouter flow pathway126 in cooperation with the coolingjacket114. Once the rotatingouter flow118 has been mechanically separated from the rotatinginner flow122, the outer flow travels along the outer pathway and in the process transfers heat to thecooling jacket114. The rotation of the hotouter flow118 is believed to be advantageous in providing a high rate of heat transfer (e.g., via the cooling jacket to a surrounding medium) from the outer flow as it travels along the outer pathway. If desired, the cooling jacket can be replaced with another type of heat exchanger.

With reference toFIG. 6, the illustratedflow generator210 comprises first and

second walls

230,131, respectively bounding the first and second

fluid flow chambers

116,220. In the illustrated embodiments, the first and

second walls

230,131 also bound, respectively, a first inlet chamber132 (which is in fluid communication with the first inlet107) and a second inlet chamber133 (which is in fluid communication with the second inlet108). The first230 and second131 walls of theflow generator210 here each have a generally cylindrical configuration, although this is not required.

Preferably, theenergy transfer tube102 is a cylindrical tube that bounds anenergy transfer chamber134 comprising a generally cylindrical interior space. In one practical embodiment, the energy transfer tube has an inner diameter of about 7/16 inch. The length of the tube may be, for example, about 4¾ inches, and the energy transfer tube has an inner diameter of about 7/16 inch. These dimensions, however, are not limiting—they are merely examples. For example, smaller diameters are anticipated. Moreover, larger diameters may be preferred for some applications. In addition, thetube102 can be provided in many different forms. For example, it is not required to be circular in cross section. In certain alternate embodiments, it may be possible to use an elongated block formed with appropriate interior bores (including an elongated interior cylindrical bore forming the energy transfer chamber134).

Theenergy transfer tube102 can be formed of many different materials. In one exemplary embodiment, the tube comprises stainless steel (such as AISI 304), although brass, copper, aluminum, and other metals may be used. Various non-metals may also be used. The invention is not limited to any particular material.

In some embodiments, it may be desirable to provide theenergy transfer tube102 with a transducer (e.g., by placing a transducer in, or on, an energy transfer tube of the apparatus). This may be provided to generate an acoustic tone. For example, thetube102 can optionally be provided with a band or strap type frequency generator, e.g., secured around the energy transfer tube. This type of frequency generator may create frequency all along the band, rather than just at one point on the strap. Alternatively, a point-type frequency generator may be used.

For embodiments where theenergy transfer tube102 exhibits acoustic toning, this acoustic event may be characterized by an acoustic frequency and amplitude propagating throughout a plurality of fluid flows (preferably propagating throughout both fluid flows in the tube102). This is contrary to acoustic streaming, in which an acoustic stream is isolated (or “localized”) between two adjacent fluid flows. Thus, in acoustic toning, the acoustic tone propagates over a plurality (preferably over all) of the flow layers, rather than being trapped between two adjacent flow layers, as is the case with acoustic streaming. In some embodiments, the acoustic tone may exist over substantially the entire length of the energy transfer tube, although this is not required.

FIGS. 7A and 7B provide additional views of theexemplary intake manifold105 inFIG. 6. Here, theintake manifold105 comprises a generallycylindrical housing138 bounding an interior space (or “chamber”)240, which preferably is at least generally or substantially cylindrical. Thechamber240 is open at one end, and closed at another end by anend wall141 of themanifold105. The first and

second inlets

107,108 can be formed integrally with (or coupled to) themanifold housing138. As is perhaps best shown inFIG. 7A, the illustrated

inlets

107,108 meet the manifold housing (and open into chamber240) at an angle A (e.g., an oblique angle) relative to a plane perpendicular to a central axis CA of the interior chamber240 (and/or relative to tube axis AX). One or both of the first and second inlets, for example, may angle away from the open end of the manifold, preferably at an angle A of at least about one degree, e.g., at least 4 degrees, such as about 7 degrees. This incline can be provided, for example, to impart a forward (towards thesecond end region106 of the tube102) component of velocity to the fluid flowing out of the inlets. However, different angles A are possible depending upon the application.

FIG. 7C is a partially broken-away sectional view of theintake manifold105,flow generator210, andenergy transfer tube102 ofFIG. 6. When the illustratedapparatus50 is operatively assembled, theflow generator210 is located within (e.g., housed by) the intake manifold105 (e.g., theflow generator110 can be disposed, at least in part, within the manifold's interior chamber240). InFIGS. 6 and 7C, the interior of the manifold105 and thefirst wall230 of theflow generator210 together bound a firstannular inlet chamber132. Thisinlet chamber132 is in fluid communication with thefirst inlet107. A secondannular inlet chamber133 is bounded by thesecond wall131 of the generator together with the interior of themanifold105. Thisinlet chamber133 is in fluid communication with thesecond inlet108. In the illustrated embodiment, the firstannular inlet chamber132 is partially defined by an annular recess (or “channel”)143 extending about the interior of themanifold105. In the embodiment ofFIG. 7C, theflow generator210 includes aflange142 that separates the first and

second inlet chambers

132,133. The inlet chambers can alternatively be separated and/or defined by other structural means. For example, the illustrated flange could extend inwardly from theintake manifold105, rather than being part of the flow generator. Many other configurations can be used as well.

The illustratedmanifold105 is adapted to deliver pressurized fluid into the first andsecond inlet chambers132,133 (e.g., via the first andsecond inlets107,108). As fluid in thefirst inlet chamber132 flows around the generator'sfirst wall230, the fluid enters one ormore passages144 in the generator'sfirst wall230. The passage(s)144 lead to thefirst flow chamber116. The configuration of the passage(s)144 is such that fluid delivered into thefirst flow chamber116 rotates around the interior periphery of thischamber116, creating the rotatingouter flow118, which then moves through theenergy transfer tube102. As fluid in thesecond inlet chamber133 flows around the generator'ssecond wall131, the fluid enters one ormore passages146 in thesecond wall131. The passage(s)146 lead to thesecond flow chamber220. The configuration of the passage(s)146 is such that fluid delivered into thesecond flow chamber220 rotates around the interior periphery of thatchamber220, creating the rotating inner flow, which then moves through thesecond flow chamber220 and into theenergy transfer tube102.

In some embodiments, the

passages

144,146 are adapted to impart a forward (towards thesecond end region106 of the tube102) component of velocity to fluid flowing into the

chambers

116,220. Thus, one or more (optionally all) of the

passages

144,146 may be configured so as to be (e.g., may extend along an axis that is) oblique to a plane perpendicular to an axis of the generator (and/or to tube axis AX). The angular offset from such a plane preferably is a positive angle, such as about 1 degree, at least about 4 degrees, or more.

In certain embodiments, theintake manifold105 and theenergy transfer tube102 are coupled via matching male and female threading. In such cases, theflow generator210 can be placed inside the manifold105 and then secured in place by threading thetube102 onto themanifold105. However, the invention is not limited to any particular type of coupling or attachment means. Moreover, the flow generator, intake manifold, and/or energy transfer tube may be formed as integral parts in some cases.

Theintake manifold105 and theflow generator210 can both be formed of various materials. Examples include brass, stainless steel, and other metals. Various non-metals may also be used. The invention is not limited to using any particular materials.

Turning now toFIGS. 8A and 8B, an embodiment of theflow generator210 is depicted. Preferably, thegenerator210 is adapted to create both the rotating outer flow and the rotating inner flow. In the illustrated embodiments, thegenerator210 defines part of a first inflow path along which pressurized fluid from thefirst inlet107 travels to thefirst flow chamber116, and the generator also defines part of a second inflow path along which pressurized fluid from thesecond inlet108 travels to thesecond flow chamber220.

As noted above, the illustrated generator has one ormore passages144 leading through itsfirst wall230 to thefirst flow chamber116. The passage(s)144 is/are configured to deliver pressurized fluid into thefirst flow chamber116. Similarly, the illustrated generator has one ormore passages146 leading through itssecond wall131 to thesecond flow chamber220. The passage(s)146 is/are configured to deliver pressurized fluid into thesecond flow chamber220.

In some embodiments, the generator's first230 and second131 walls each have a plurality of

passages

144,146 spaced circumferentially about the generator. For example, thefirst wall230, thesecond wall131, or both can optionally have multiple clusters of passages, where the clusters are spaced circumferentially about thegenerator210. In some embodiments, each cluster includes at least one row of passages, such row being substantially parallel to the axis of the energy transfer tube (when the apparatus is operatively assembled). Reference is made toFIG. 8A, which exemplifies embodiments of this nature. Here, each row is aligned with (e.g., is generally or substantially parallel to) the axis AX of the energy transfer tube. These features, however, are by no means required.

FIG. 8C is a cross-section of theintake manifold105 and theflow generator210, with the generator'sfirst wall230 and thefirst flow chamber116 being shown in detail. As pressurized fluid is delivered from thefirst inlet107, the fluid rotates through thefirst inlet chamber132 around the generator'sfirst wall230 and passes through the passage(s)144 into thefirst flow chamber116. In the embodiment ofFIG. 8C, the exterior of the generator'sfirst wall230 comprises a plurality of ridges adjacent to respective clusters of thepassages144. Here, thepassages144 of each cluster are provided with anadjacent ridge151 adapted to facilitate flow into thepassages144. Eachsuch ridge151 may, for example, be located behind (relative to the fluid's direction of rotation) each cluster of passages, e.g., so as to partially block fluid from rotating and divert it into thepassages144. Eachridge151 may be tapered so its exterior surface becomes gradually closer to the axis of the generator with increasing distance (in the direction of fluid rotation) around the perimeter of the generator. This too may help guide the rotating fluid into thepassages144.

FIG. 8D is a cross-sectional view detailing thesecond wall131 of thegenerator210 when positioned inside themanifold105. As pressurized fluid is delivered from thesecond inlet108, the fluid rotates through thesecond inlet chamber133 around the generator'ssecond wall131 and passes through the passage(s)146 into thesecond flow chamber220. As with the first wall, thesecond wall131 can have tapered ridges151 (optionally of the same nature described above) that facilitate fluid flow into thepassages146.

The first and

second walls

230,131 of the illustratedgenerator210 are generally cylindrical, and there is a generally annular flow path around each

wall

230,131 of the generator. Due to the orientation of the first and

second inlets

107,108, the pressurized fluid delivered into the inlet chambers rotates within the inlet chambers. Also, due to the orientation of the passages leading through the generator, the pressurized fluid delivered into the flow chambers rotates within the flow chambers.

It is not strictly necessary to provide the annular inlet chambers. For example, the

inlets

107,108 could deliver fluid directly to the

respective flow chambers

116,220. In such cases, the inlets preferably have oblique orientations adapted to start flow in the chambers rotating toward thesecond end region106 of thetube102.

In the illustrated embodiments, the inner diameter of thefirst flow chamber116 is larger than the inner diameter of thesecond flow chamber220. In some embodiments, the diameter of the first flow chamber is larger than that of the second flow chamber by at least 25%, at least 35%, or at least about 45%. For example, thefirst flow chamber116 may be about twice the diameter of thesecond flow chamber220. In one practical embodiment, the inner diameter of thefirst flow chamber116 is about 0.4 inches, while thesecond flow chamber220 has an inner diameter of about 0.187 inches. Of course, these dimensions are merely exemplary, and are not limiting. Many different dimensions may be used depending upon the application.

In connection with theintake manifold105, thefirst inlet107 and/or thesecond inlet108 can optionally be formed so as to be tangential to the first and

second inlet chambers

132,133, respectively. Thus, each inlet can (rather than extending along an axis that is radial to the manifold/tube) be generally or substantially tangential to its inlet chamber, the manifold, and/or thetube102. A tangential interface between the inlets and the inlet chambers can provide a smooth transition for the pressurized fluid flowing into the inlet chambers.

As shown inFIG. 7A, the first and

second inlets

107,108 preferably meet thehousing138 of the manifold105 at an angle that imparts a forward component of velocity to the fluid flows. The term “forward” direction here means toward thesecond end region106 of thetube102. Preferably, theflow generator210 also imparts a forward component of velocity to the rotating fluid. Preferably, the

passages

144,146 leading into the

flow chambers

116,220 are slanted forward. In embodiments of this nature, when pressurized fluid exits the

passages

144,146 and enters the first116 and second220 flow chambers, the fluid is directed somewhat forwardly, i.e., towards the second end region of theenergy transfer tube102.

FIGS. 9A-9C are additional views of theflow separator112. The illustratedflow separator112 comprises acylindrical wall260 that mechanically separates theinner pathway124 from theouter pathway126. Thiscylindrical wall260 bounds the outer flow pathway inwardly. In the illustrated embodiment, the samecylindrical wall260 bounds the inner flow pathway outwardly. However, this is not required. In the embodiment ofFIGS. 9A-9C, to initially separate (i.e., to initiate mechanical separation of) the rotating outer flow from the rotating inner flow, the flow separator has a projectingaxial inlet tube166 adapted to receive the cold inner flow. Preferably, theaxial inlet tube166 receives a majority of the cold inner flow, while a majority of the hot outer flow travels past theaxial inlet tube166 and flows through a plurality ofopenings168 in theseparator112 to reach the outer pathway.

The illustratedflow separator112 has a first set ofopenings168 adjacent to thesecond end region106 of theenergy transfer tube102, and a second set ofopenings270 located further from the second end region of the energy transfer tube than is the first set of openings. The first set ofopenings168 provides passage of the rotating outer flow to the outer pathway, and the second set of openings subsequently provides passage of the outer flow to the inner pathway. In the illustrated embodiment, each set of openings comprises a plurality of circumferentially spaced openings. Preferably, these openings are oblique openings aligned with the outer flow's direction of rotation. These features, however, are not required.

Thus, thecylindrical wall260 of the illustratedflow separator112 includes a plurality ofopenings168 proximate itsfirst end162. Theopenings168 mark the beginning of theouter pathway126. As is perhaps best seen inFIGS. 9B and 9C, theopenings168 can have an angled orientation so as to facilitate smooth delivery of the rotating outer flow into theouter pathway126. Here, theopenings168 are elongated along an axis that is not parallel to a central axis of the flow separator (and is not parallel to the central axis of the energy transfer tube), but rather is oblique to that axis. The cylindrical wall of the illustrated flow separator also hasopenings270 proximate itssecond end164. These are the openings through which the outer flow passes when it is ultimately combined with the inner flow. Theseopenings270 can also have an angled orientation (e.g., being elongated along an axis oblique to the tube's axis) that facilitates smooth delivery of the outer flow into the inner pathway.

InFIGS. 9A-9C, the illustratedflow separator112 includes a mountingflange172 adjacent to thefirst end162 of thecylindrical wall260. Here, the mountingflange172 facilitates mounting theflow separator112 inside the illustratedcooling jacket114, e.g., such that the exterior of thecylindrical wall260 bounds theouter pathway126 inwardly while the interior of the cooling jacket bounds theouter pathway126 outwardly. If desired, the coolingjacket114 and the mountingflange172 of theflow separator112 can have mating threads so the two pieces can be screwed together. Also, the interior of the mountingflange172 may have threads so theenergy transfer tube102 can be screwed into theflange172. In other cases, one or both of these connections are made by a press fit. Of course, these are merely examples: any suitable attachment means can be used to removedly or fixedly join thetube102, theflow separator112, and/or thecooling jacket114.

The cooling jacket (or other heat exchanger)114 and theflow separator112 can be formed of various materials. Examples include brass, copper, and aluminum. In some embodiments, theheat transfer fins128 are formed of brass. Various non-metals may also be used. The invention is not limited to using any particular materials for the cooling jacket or the flow separator.

Thus, the illustrated energytransfer tube apparatus50 has inner124 and outer126 pathways that ultimately merge so as to combine the inner122 and outer118 flows, such that a combined flow can then be delivered out of the energytransfer tube apparatus50. In the illustrated embodiments, theinner pathway124 lies on the central axis of the energy transfer tube, while theouter pathway126 is spaced radially from the central axis (and from the inner pathway124). Thus, when theouter flow118 is merged together with theinner flow122, the outer flow is diverted radially closer to the central axis of the energy transfer tube apparatus. In the illustrated embodiments, once those flows have been merged, a single output stream is delivered out of the energy transfer tube apparatus.

While a preferred embodiment of the present invention has been described, it should be understood that various changes, adaptations and modifications may be made therein without departing from the spirit of the invention and the scope of the appended claims.

Claims

1. A cooling unit for an armored vehicle, the unit including:

a. a housing adapted to pass cool air from inside the housing to an interior of the armored vehicle;

b. a compressor or pump located within the housing; and

c. an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows, the energy transfer tube apparatus being located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump.

2. The cooling unit ofclaim 1 wherein the cooling unit has first and second operating modes, the armored vehicle has a vehicle power system, the cooling unit is powered by the vehicle power system, the cooling unit operates at a first electric current level when operating in the first operating mode, and the cooling unit operates at a second electric current level when operating in the second operating mode, said first electric current level being greater than said second electric current level.

3. The cooling unit ofclaim 2 wherein said first electric current level is at least 35% greater than said second electric current level.

4. The cooling unit ofclaim 2 wherein said first electric current level is at least 50% greater than said second electric current level.

5. The cooling unit ofclaim 2 wherein a limiting device limits operation of the cooling unit to said second electric current level when operating in the second operating mode.

6. The cooling unit ofclaim 1 comprising a battery pack or another device energy source configured to power the compressor or pump, the battery pack or other device energy source either being within the housing or on the housing.

7. The cooling unit ofclaim 1 wherein the cooling unit is configured such that the compressor or pump is powered by different power sources at different times.

8. The cooling unit ofclaim 7 wherein one of the power sources is a battery pack and another of the power sources is a vehicle power system.

9. The cooling unit ofclaim 8 wherein the compressor or pump is powered by the battery pack when the armored vehicle is operating in a first mode, and the compressor or pump is powered by the vehicle power system when the armored vehicle is operating in a second mode.

10. The cooling unit ofclaim 9 wherein the battery pack is a rechargeable battery pack, and when the compressor or pump is being powered by the vehicle power system the battery pack is simultaneously recharged by the vehicle power system.

11. The cooling unit ofclaim 1 wherein the housing has a modular configuration and can be removably mounted at an interchangeable module position inside the armored vehicle.

12. The cooling unit ofclaim 11 wherein the cooling unit itself comprises one or more sub-assembly modules that can be removed individually from the cooling unit.

13. The cooling unit ofclaim 12 wherein the cooling unit includes a discharge blower module, the discharge blower module including a blower, such that if the blower needs replacement or repair the blower can be readily accessed by individually removing the discharge blower module from the cooling unit.

14. The cooling unit ofclaim 1 wherein the energy transfer tube apparatus has a flow separator that mechanically separates two fluid flows in the energy transfer tube apparatus, wherein the flow separator diverts one of said two fluid flows along an outer pathway while the other of said two flows is channeled along an inner pathway.

15. The cooling unit ofclaim 14 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

16. The cooling unit ofclaim 15 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates said two flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

17. The cooling unit ofclaim 16 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

18. The cooling unit ofclaim 1 comprising a shock reducer to provide the unit with resistance against being damaged when the armored vehicle experiences shock.

19. The cooling unit ofclaim 18 wherein the shock reducer comprises a shock absorbing gel or foam.

20. The cooling unit ofclaim 19 wherein the shock absorbing gel or foam at least partially encapsulates the compressor, the energy transfer tube apparatus, or both.

21. The cooling unit ofclaim 19 wherein the shock absorbing gel or foam is positioned in the housing so as to leave open at least a warm air pathway and a cool air pathway.

22. The cooling unit ofclaim 21 wherein a warm air blower is adapted to move air along the warm air pathway, and a cool air fan is adapted to move air along the cool air pathway.

23. The cooling unit ofclaim 18 wherein the shock reducer comprises at least one flexible shock absorbing mount.

24. The cooling unit ofclaim 23 wherein the energy transfer tube apparatus is mounted on at least one flexible shock absorbing mount.

25. The cooling unit ofclaim 1 wherein the cooling unit includes a pressurized discharge system comprising an exhaust compartment from which warm air can be discharged through a discharge outlet such that the warm air discharged through the discharge outlet has a super-atmospheric pressure.

26. The cooling unit ofclaim 25 wherein the super-atmospheric pressure is greater than 1.5 atmospheres.

27. The cooling unit ofclaim 1 wherein the housing has one or more outlet vents adapted to pass cool air from inside the housing to the interior of the armored vehicle.

28. The cooling unit ofclaim 27 wherein the cooling unit has a cool air circuit and a warm air circuit, a warm air blower is adapted to move air along the warm air circuit, and a cool air fan is adapted to move air along the cool air circuit.

29. The cooling unit ofclaim 28 wherein cool air from the cool air circuit passes through said one or more outlet vents when being delivered to the interior of the armored vehicle.

30. The cooling unit ofclaim 29 wherein the cooling unit has a discharge outlet through which warm air from the warm air circuit is adapted to pass when being discharged from the cooling unit to outside the armored vehicle.

31. The cooling unit ofclaim 1 wherein a refrigeration circuit is located within the housing, the refrigeration circuit comprising the following components:

i. the compressor or pump;

ii. the energy transfer tube apparatus; and

iii. an evaporator.

32. The cooling unit ofclaim 31 wherein the cooling unit has a cool air circuit and a warm air circuit, the housing has a first compartment and a second compartment, the warm air circuit is in the first compartment, the cool air circuit is in the second compartment, and the energy transfer tube apparatus, a condenser, or both are located in the first compartment such that air moving along the warm air circuit passes over the energy transfer tube apparatus, the condenser, or both.

33. The cooling unit ofclaim 32 wherein the evaporator is in the second compartment.

34. The cooling unit ofclaim 32 comprising a warm air blower configured to cause air to pass over the energy transfer tube apparatus, the condenser, or both and to remove heated air from the first compartment, and a cool air fan configured to cause air to pass over the evaporator and to remove cooled air from the second compartment.

35. The cooling unit ofclaim 31 wherein the refrigeration circuit is provided with an accumulator.

36. The cooling unit ofclaim 35 wherein the accumulator is located on the refrigerator circuit between the pump or compressor and the evaporator.

37. A cooling unit for an armored vehicle, the unit including:

b. a compressor or pump located within the housing; and

c. an energy transfer tube apparatus in which inner and outer rotating fluid flows can be established so as to transfer energy from the inner flow to the outer flow, the energy transfer tube apparatus being located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump, the energy transfer tube apparatus having a flow separator that mechanically separates the inner and outer flows in the energy transfer tube apparatus, the flow separator being configured to divert the outer flow along an outer pathway while the inner flow is channeled along an inner pathway.

38. The cooling unit ofclaim 37 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

39. The cooling unit ofclaim 38 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

40. The cooling unit ofclaim 39 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

41. A cooling unit for an armored vehicle, the cooling unit including a housing adapted to pass cool air from inside the housing to an interior of the armored vehicle, the cooling unit being equipped to provide both an output of greater than 12,000 BTU/hr and a coefficient of performance of greater than 2.25 while the vehicle is in an environment in which the ambient temperature is 125° F., the cooling unit having a compressor or pump located within the housing, and an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows, the energy transfer tube apparatus being located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump.

42. The cooling unit ofclaim 41 wherein the coefficient of performance is greater than 2.4.

43. The cooling unit ofclaim 41 wherein the coefficient of performance is at least about 2.48.

44. The cooling unit ofclaim 41 wherein the cooling unit has a single discharge outlet through which warm air is adapted to pass when being discharged from inside the cooling unit to outside the armored vehicle, the discharge outlet having a cross-sectional area that is no greater than about eight square inches

45. The cooling unit ofclaim 41 wherein the energy transfer tube apparatus has a flow separator that mechanically separates inner and outer flows in the energy transfer tube apparatus, the flow separator being configured to divert the outer flow along an outer pathway while the inner flow is channeled along an inner pathway.

46. The cooling unit ofclaim 45 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

47. The cooling unit ofclaim 46 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

48. The cooling unit ofclaim 47 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

49. A cooling unit for an armored vehicle having a vehicle interior of between about 500 and about 800 cubic feet, the cooling unit being equipped to overcome a heat load of at least about 12,000 BTU/hr, the cooling unit including a housing adapted to pass cool air from inside the housing to the interior of the armored vehicle, a compressor or pump located within the housing, and an energy transfer tube apparatus in which at least two rotating fluid flows can be established so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows, the energy transfer tube apparatus being located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump, the cooling unit having an output of at least 15,000 BTU/hr.

50. The cooling unit ofclaim 49 wherein the cooling unit can provide said output of at least 15,000 BTU/hr while the vehicle is in an environment in which the ambient temperature is 125° F.

51. The cooling unit ofclaim 49 wherein the output is at least 19,000 BTU/hr.

52. The cooling unit ofclaim 49 wherein the energy transfer tube apparatus has a flow separator that mechanically separates inner and outer flows in the energy transfer tube apparatus, the flow separator being configured to divert the outer flow along an outer pathway while the inner flow is channeled along an inner pathway.

53. The cooling unit ofclaim 52 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

54. The cooling unit ofclaim 53 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

55. The cooling unit ofclaim 54 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

56. The cooling unit ofclaim 49 wherein the cooling unit has a single discharge outlet through which warm air is adapted to pass when being discharged from inside the cooling unit to outside the armored vehicle, the discharge outlet having a cross-sectional area that is no greater than about four square inches

57. A method of cooling an interior of an armored vehicle equipped with a cooling unit, the cooling unit including a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump, the method comprising operating the cooling unit so as to pass cool air from inside the housing to the interior of the armored vehicle, wherein said operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows.

58. The method ofclaim 57 wherein the method includes operating the cooling unit in first and second operating modes, wherein the armored vehicle has a vehicle power system, the method comprises using the vehicle power system to power the cooling unit, and the method includes operating the cooling unit at a first electric current level when in the first operating mode, and operating the cooling unit at a second electric current level when in the second operating mode, said first electric current level being greater than said second electric current level.

59. The method ofclaim 58 wherein the method includes using a limiting device to limit operation of the cooling unit to said second electric current level when in the second operating mode.

60. The method ofclaim 57 wherein the cooling unit includes a pressurized discharge system comprising an exhaust compartment from which warm air is discharged through a discharge outlet such that the warm air discharged through the discharge outlet has a super-atmospheric pressure.

61. The method ofclaim 60 wherein the super-atmospheric pressure is greater than 1.5 atmospheres.

62. The method ofclaim 57 wherein the energy transfer tube apparatus has a flow separator that mechanically separates inner and outer rotating fluid flows in the energy transfer tube apparatus, the flow separator diverting the outer flow along an outer pathway while channeling the inner flow along an inner pathway.

63. The method ofclaim 62 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

64. The method ofclaim 63 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

65. The method ofclaim 64 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

66. A method of cooling an interior of an armored vehicle equipped with a cooling unit, the cooling unit including a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump, the method comprising operating the cooling unit so as to pass cool air from inside the housing to the interior of the armored vehicle, the cooling unit providing an output of greater than 12,000 BTU/hr and having a coefficient of performance of greater than 2.25, wherein said operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows.

67. The method ofclaim 66 wherein the coefficient of performance is greater than 2.4.

68. The method ofclaim 66 wherein the coefficient of performance is at least about 2.48.

69. The method ofclaim 66 wherein the cooling unit is equipped to provide both said output of greater than 12,000 BTU/hr and said coefficient of performance of greater than 2.25 even when the armored vehicle is in an environment in which the ambient temperature is 125° F.

70. The method ofclaim 66 wherein the vehicle interior being cooled is between about 500 and about 800 cubic feet.

71. The method ofclaim 66 wherein the cooling unit has a single discharge outlet through which warm air passes from inside the cooling unit to outside the armored vehicle, the discharge outlet having a cross-sectional area that is no greater than about eight square inches.

72. The method ofclaim 66 wherein the energy transfer tube apparatus has a flow separator that mechanically separates inner and outer flows in the energy transfer tube apparatus, the flow separator diverting the outer flow along an outer pathway while channeling the inner flow along an inner pathway.

73. The method ofclaim 72 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

74. The method ofclaim 73 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

75. The method ofclaim 74 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

76. A method of cooling an interior of an armored vehicle equipped with a cooling unit, the vehicle interior having between about 500 and about 800 cubic feet, the cooling unit being equipped to overcome a heat load of at least about 12,000 BTU/hr, the cooling unit including a housing, a compressor or pump located within the housing, and an energy transfer tube apparatus located within the housing and being configured to receive fluid directly or indirectly from the compressor or pump, the method comprising operating the cooling unit so as to pass cool air from inside the housing to the interior of the armored vehicle, the cooling unit providing an output of at least 15,000 BTU/hr, wherein said operation of the cooling unit includes establishing at least two rotating fluid flows in the energy transfer tube apparatus so as to transfer energy from one of the rotating fluid flows to another of the rotating fluid flows.

77. The method ofclaim 76 wherein the cooling unit is equipped to provide said output of at least 15,000 BTU/hr even when the armored vehicle is in an environment in which the ambient temperature is 125° F.

78. The method ofclaim 76 wherein the output is at least 19,000 BTU/hr.

79. The method ofclaim 76 wherein the energy transfer tube apparatus has a flow separator that mechanically separates inner and outer rotating fluid flows in the energy transfer tube apparatus, the flow separator diverting the outer flow along an outer pathway while channeling the inner flow along an inner pathway.

80. The method ofclaim 79 wherein the inner pathway extends along a central axis of the energy transfer tube apparatus, and the outer pathway is spaced radially outward of the inner pathway.

81. The method ofclaim 80 wherein the energy transfer tube apparatus is configured such that, after the flow separator mechanically separates the inner and outer flows, those flows are combined into a single stream before leaving the energy transfer tube apparatus.

82. The method ofclaim 81 wherein said single stream extends along the central axis of the energy transfer tube apparatus.

83. The method ofclaim 76 wherein the cooling unit has a single discharge outlet through which warm air passes from inside the cooling unit to outside the armored vehicle, the discharge outlet having a cross-sectional area that is no greater than about four square inches.