Claims:I/We claim,
Claim 1.
A method, to operationally upgrade and augment failed, stalled or broke down civilian machines such as vehicles or other equipment running on combustion type engines - otherwise incapable of operation in extreme environmental conditions, comprising;
(a) Sensing and measuring the environmental causes of said failure;
(b) Computing a precise counterpoise to the said failure;
(c) Administering a transitory intervention that (i) offsets the said causes, and (ii) infuses the requisite power and capacity for system resuscitation;
(d) Repressing the said intervention upon restoration of operation, to conserve on-board resources with maximal economy;
wherein, steps (a) through (d) are executed in automatic and semi-automatic modes, at the user?s option;
further wherein, the said steps are executed by an apparatus that is so light-weight, portable and self-contained that it can be stowed on-board, catering to multiple high power demands –from 400 A upto1500 A, sustainable for at least 10 - 40 seconds each, thereby rendering the said vehicle or equipment totally independent of ground-supported power, and combat-ready for military and support operations at extreme terrains and climes of -40 through +60 degrees C.
Claim 2.
The Apparatus to operationally upgrade and augment failed, stalled or broke down civilian machines such as vehicles or other equipment running on combustion type engines - otherwise incapable of operation in extreme conditions, by executing the
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method as claimed in Claim 1 comprising; a Master Control Unit (MCU)[22], a Slave Unit (SU)[23], An Intelligent Energy Control & Monitoring Circuitry (IECMC) Module [27] and a Power source[16], wherein;
(a) The Master Control Unit (MCU) [22] comprises and initiates;
(i) an environment-sensing module to pick-up temperature values of various field distribution (matrix) points in and around the said Power source;
(ii) A counterpoise computation module for- computing and executing temperature field control, heating of the heater, heat dissipation controllers such as fans, Estimating the system SOC, SOH, actual capacity of system, and peak power - based on its Recordings of historical and failure data, and Analyses of system faults;
(iii) A transitory intervention module for executing I/O functions of detecting ON shift signal; start Charging relay control and pre-charge relay controls to heat or cool the Power source, and to carry out High-voltage relay controls;
(iv) A Repression module for Total voltage and total current detection for the Power source; Realizing a balance control among individual Power units; cutting off the transitory intervention when power-surge demand is quenched;
(b) The Slave Unit (SU)[23] executes;
(i) Acquisition of total voltage, unit voltage, total current, and temperature;
(ii) Dynamic calculation of actual battery capacity and SOC;
(iii) Collecting voltage data of every unit or unit--cluster inside the
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said Power source;
(iv) Intelligent passive equalization, with minimum equalizing current of 50mA, and correction of the equalizing current according to different voltage platforms;
(v) Storage of historical data, and recording of historical fault state;
(vi) One or more communications functions such as vehicle CAN, internal CAN and 485 provided for transmitting collection information and alarm information;
(c) An Intelligent Energy Control & Monitoring Circuitry (IECMC) Module [27]which self-regulates, self-sustains the energy content of the system, to augment the functionalities of the said MCU and SU, comprising;
(i) A thermal management unit[28] that is capable of manipulating the electro-chemical equilibrium of the Power units to achieve Maximum Peak Performance Readiness, through an MPPR driver [29] which is an automatic switch with indicator mechanism that allows surge power draws when Maximum Peak Performance Readiness is reached, in accordance with the ambient extreme weather conditions;
wherein, the said extreme conditions range from -40 through +60 degrees C;
(ii) a High Discharge Electro-Magnetic Attractive Relay-[18] (HDEMAR);
wherein, the said relay executes instantaneous operations without any time
delay;
(iii) a comparative current tracking Hall Effect current sensor[17] which measures the accumulator current of the system;
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wherein, the said IECMC[27] is so designed as to shield [30] and preclude any EMI/ EMC noise that can affect equipment around it, while also being inert to any external electromagnetic noise;
(d) A Power source [16] comprising one or more power units;
wherein, the said power unit is a Secondary, High Power density Pouch cell[33];
further wherein, the said Master[22] and Slave[23] modules and the IECMC[27], effectuate an economical utilization of the resources in the said power units, by ingeniously manipulating its electro-chemical-balance to leverage and surge the power output (range) of the said power source, in a manner that outstrips its manufacturer?s specifications of installed capacity, by more than 85%;
and further wherein, the said Master [22] and Slave [23] modules, and the IECMC[27], in conjunction with its custom-packaging, manipulate the resources in the Power units, and extend the operating temperature-range of the said power source, to outstrip its manufacturer?s specifications of operating temperature range, by more than 65%.
Claim 3.
An Apparatus to operationally upgrade and augment failed, stalled or broke down civilian machines such as vehicles or other equipment running on combustion type engines - otherwise incapable of operation in extreme conditions, as claimed in Claim 2 wherein, the said MCU [22], SCU [23], IECMC [27] and Power source [16] are snuggly nestled in a custom designed capsule of copper, copper coating or copper alloy such that the said capsule neither creates nor contributes to any EMI/EMC noise, thereby ensuring nil interference with the machine?s electronics.
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Claim 4.
An apparatus to power machines and systems requiring high power in the order of 1000 to 1500 A, such as for cranking Light Aircraft engines of HTT-40 or ALH or other 5.5 tonne class aircraft, Battle tanks, Locomotive Railway Engines, or as an emergency portable energy storage device comprising;
1. A Battery Management System (BMS) [21] - for real-time monitoring of the battery voltage, current, temperature and insulation resistance, estimating State of Charge (SOC) and State of Health (SOH) of battery, as well as effectively managing the charging and discharging of the battery pack,
wherein the said BMS also acts like a communication bridge connecting the battery pack [16] and external Load devices - such as a vehicle control unit or grid [12] energy storage host –to update the real-time battery operating state information collected, processed and stored, thereby ensuring battery safety, availability, usability and extended service life;
2. An Intelligent Energy Control & Monitoring Circuitry (IECMC) [27] which self-regulates, self-sustains the energy content of the system, comprising;
(a) a thermal management unit[28] that is capable of manipulating the electro-chemical equilibrium of the Power units to achieve Maximum Peak Performance Readiness, through a MPPR driver [29] which is an automatic switch with indicator mechanism that allows surge power draws when Maximum Peak Performance Readiness is reached, in accordance with the extreme external weather conditions;
wherein, the said extreme conditions range from -40 through +60 degrees C;
(b) a High Discharge Electro-Magnetic Attractive Relay (HDEMAR[14]
wherein, the said relay has no time delay as it executes instantaneous
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operations.
(c) a comparative current tracking Hall Effect current transducer[17]which measures the accumulator current of the system,
wherein, the said IECMC is so designed as a shield [30] to preclude any EMI/ EMC noise that can affect equipment around it and is thereby compliant with the regulatory tests and benchmarks including MIL-STD-461 electromagnetic compatibility (EMC) testing requirements for military equipment as well as electromagnetic susceptibility and emissions testing, while also being inert to any external electromagnetic noise, to meet FCC, DO-160 and other standards for avionics equipment, being a critical requisite for the deployment of any device or apparatus on-board machines and systems such as light aircraft for military combat and support missions;
further wherein, the said IECMC [27] can be remotely programmed and monitored through a (human interface device) HID [31],
and wherein, the said IECMC further enhances the functionality of the BMS;
3. A Master Controller Unit ( MCU) [22] comprising;
A logic control unit, programmed to-
(a) collect monitoring data and detecting data, analyze the said data incisively, judge the current battery fault, and realize early warning and alarm of a battery system, and to execute strategic control measures as necessary;
wherein, by leveraging the said battery monitoring data, the MCU[22] can
carry out SOC estimation and discreteness evaluation for the battery units;
further wherein, the said logic control unit is additionally programmable for;
(b) Detection of Total voltage and total current of a battery pack;
(c) High-voltage relay control;
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(d) Automatically determining and initiating the start relay to heat or cool the battery pack;
(e) Realizing data exchange through human Interface;
(f) Estimating the system SOC, SOH, actual capacity of system, and peak power;
(g) Collecting voltage data of every unit of battery inside the battery pack;
(h) Collecting temperature value of all typical temperature field distribution points inside the battery pack;
(i) Actualizing temperature field control, heat dissipation control through fans inside the pack, heating of heater, etc;
(j) Balance control among battery units;
(k) I/O function, detecting ON shift signal and carry out relevant control;
(l) Support downloading and upgrading host programs for instantaneous new configurations;
(m) Recording of historical data and failure data, and analyses of system faults using data recorder or data-Logger [26];
wherein the said Logic Control Unit is an ARM Processor[24];
4. A Slave Unite (SU)[23] programmed for:
(a) Acquisition of total voltage, unit voltage, total current, and temperature;
(b) Charging relay, discharging relay, and pre-charge relay;
(c) Heat management (such as heating, cooling, and fan);
(d) Dynamic calculation of actual battery capacity and SOC;
(e) Intelligent passive equalization, with minimum equalizing current of 50mA, wherein the equalizing current is corrected according to different voltage platforms;
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(f) Optionally, High capacity for storage of historical data, and recording of historical fault state;
(g) Execute a plurality of communications functions such as vehicle CAN, internal CAN and 485 provided for transmitting collection information and alarm information, etc;
(h) wherein the said Logic Control Unit is an ARM Processor-[25];
5. A Human Interface Device (HID-[31]) comprising a Touch Display human-computer interface for controlling and displaying plurality of operating parameters of said battery management system (BMS-[21]), wherein, real-time calibration is executed to cater to rapidly changing, and extreme environmental conditions;
6. A Power line wiring with Hall Sensor comprising;
A 12PIN plug Connection wherein, the High voltage Relay is connected to positive pole of system power supply or the GND is connected to negative pole of system power supply (alternative);
7. A Communications set-up comprising;
(a) A High Current Discharge Load relay[18] (0 to 1500A);
(b) A Low Current Charge relay [15] (0 to 50A);
(c) A 16PIN plug connection;
(d) A RS485+/485- 485 communication to connect to the human-computer interface;
(e) A Human Interface Device [31]Touch Screen Connected to LCD display;
8. A Current sensor[17] for the purposes of monitoring the real-time current status of the bus bar of battery pack, and for actualizing the BMS? technical functions
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wherein, the Installation Dimension of the said Current sensor features a current detection range of 0 ~ 1500A;
9. A lean Battery-bank comprising a minimum of seven battery Units;
wherein, the said Intelligent Energy Control & Monitoring Circuitry (IECMC-[27],BMS-[21], MCU-[22], SU-[23], in conjunction with the said Communications set-up, effectuate an economical utilization of the resources in the said Battery Units, by ingeniously manipulating its electro-chemical balance to leverage and surge its current and power output range to outstrip its manufacturer?s specifications of installed capacity range, by 85% or more, to cater to high demands of aircraft engines for six or more cranks on a single charge;
Claim 5:
An apparatus as claimed in Claim 4, to power machines and systems requiring high power in the order of 1000A to 1500 A, such as for cranking Light Aircraft engines of HTT-40 or ALH or other 5.5 tonne class aircraft and Battle tanks, stalled owing to extreme climes, further provided with an all-weather sturdiness-packaging comprising;
(a) One or more protection layers of suitable material to arrest vibration of the stack of cells and for protection against any gassing during high current discharge;
(b) One or more protection layers of suitable material for Insulation and heat dissipation and user abuse conditions;
Wherein the said layers (a) and (b) are suitably designed for optimum compression of the said battery cells, snug-fit, while being gas-tight, light-weight and ergonomically suited for handling by a single person and on-board stowing.
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Claim 6:
An apparatus as claimed in Claim 5, to power machines and systems requiring high power in the order of 1000A to 1500 A, such as for cranking Light Aircraft engines of HTT-40 or ALH or other 5.5 tonne class aircraft, stalled owing to extreme climes, provided with an all-weather sturdiness-packaging wherein;
(a) The material used to arrest vibration of the stack of cells and for protection against any gassing during high current discharge is Bakelite Hylam or Hylam sheet;
(b) The material used for Insulation and heat dissipation is Silica;
(c) The material used for robust protection from rough use is FRP (Fiber Reinforced Plastic) or Aluminum enclosure;
wherein, the said apparatus is shaped as a Trolley [Figure 4] for easy handling and stowing, being not more than 30kgs, weighing less than 1/10th of the weight of a Ground-support 180KVA capacity/class Diesel Generator weighing 350 kg otherwise used to crank stalled aircraft engines;
further wherein, the (i) heat generating module, (ii) temperature sensing & control module and (iii) temperature stabilization module of the said apparatus – comprising the said Intelligent Energy Control & Monitoring Circuitry (IECMC)[27] BMS[21],MCU[22], SU[23], in conjunction with the said Communications set-up, and the said packaging, effectuate an economical utilization of the resources in the said Battery Units, by manipulating the resources in the Power units, and extend the operating temperature-range of the said power source, to outstrip its manufacturer?s specifications of operating temperature range, by more than 65%.
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Claim 7:
An apparatus as claimed in Claim 6, to power machines and systems requiring high power in the order of 1000A to 1500A, such as for cranking Light Aircraft engines of HTT-40 or ALH or other 5.5 tonne class aircraft and Battle tanks, stalled owing to extreme climes, provided with an all-weather sturdiness-packaging wherein;
(a) each power unit is a Lithium Polymer Pouch cell[33] with Lithium Nickel Manganese Cobalt Oxide chemistry, providing for a power output of 28V 75Ah;
(b) The leanest configuration is 7 cells in Series, wherein the need for a cell or cells in Parallel arrangement is obviated;
(c) The power units require just 2 hours for a full recharge;
further wherein, the said Intelligent Energy Control & Monitoring Circuitry (IECMC[27]), BMS[21], MCU[22], SU[23], in conjunction with the said Communications set-up, effectuate an economical utilization of the resources in the said Battery Units, thereby extracting up to A1500Aand up to 40KWof power for six or more cranks of up to 10 seconds each, or up to 1200A of 30 seconds each, or 34KW of power or up to 1000A of 40 seconds each, or 28KW, on a single charge, at extreme temperatures ranging from -40 through +60 Degrees C, from a Battery-pack wherein the manufacturer specified Power range limits of 750A or 17KW- 20 KW are outstripped by more than 85% and wherein the manufacturer specified Operating Temperature range limits of -20 through +40 Degrees C, are outstripped by more than 65%;
and further wherein, the said apparatus when installed or stowed on-board, neither alters the aerodynamic profile, nor increases the net-weight, of the said Aircraft or Battle tank, by more than 1%.
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Claim 8:
An apparatus as claimed in Claim 7, to power machines and systems requiring high power in the order of 1000A to 1500A, such as for cranking Light Aircraft engines of HTT-40 or ALH or other 5.5 tonne class aircraft and Battle tanks, stalled owing to extreme climes, wherein the said apparatus is energised by a renewable source such as Solar power [11], thereby rendering it entirely independent of ground supported AC power for subsequent recharges.
Claim 9:
A machine, vehicle or other equipment - incapable of operation in extreme conditions wherein, the Apparatus comprising the Master Control Unit (MCU) [22], Slave Unit (SU) [23], IECMC [27] and Power source [16], as claimed in Claim 2,is installed to operationally upgrade and augment the said machine, system, vehicle or other equipment, to function normally, in extreme environmental conditions of -40 through +60 degrees C, without failing, stalling or braking down due to environmental causes.
Claim 10:
A machine, vehicle or other equipment with high power demand- in the order of 60A up to 1500A - wherein, the Apparatus comprising the Master Control Unit (MCU) [22], Slave Unit (SU) [23], IECMC[27] and Power source[16], as claimed in Claim 2, is installed to operationally upgrade and augment the said machine, system, vehicle or other equipment, to function normally, by supplying power demands ranging from 60A up to 1500A.
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Claim 11:
A machine, vehicle or other equipment as claimed in Claim10, wherein the said
apparatus installed is so handy – stroller-suitcase-like and light - weighing less than
10% of the conventional 350 Kg Diesel powered Ground Power Unit GPU – being
30Kgs, and costing less than 10% of the said INR. 40 Lakh GPU, as to be
comfortably carried by a single hand, and stow-able on-board, and further wherein the
said apparatus does not create or contribute to any EMI/EMC noise, thereby ensuring
nil interference with the electronics of the said machine, system or equipment through
an EMI/EMC shield[30]
Claim 12:
An apparatus as claimed in Claim 4, to power machines and systems requiring high
power in the order of 400A to 1500 A, such as for cranking Light Aircraft engines of
HTT-40 or ALH or other 5.5 tonne class aircraft and Battle tanks, stalled owing to
extreme climes wherein, the Battery-pack configuration comprises;
(i) 75 Ah - High Power density cells with Nickel Manganese Cobalt or
Lithium ion Aluminium composition Pouch cells as the base-block of
construction;
(ii) Employing 7 cells in series and 1 cell in parallel. , Description:Field of the invention
This invention relates to the field of upgrading, augmenting and transforming vehicles and engines otherwise incapable of operation in extreme conditions, to render them combat-ready. More particularly, this invention relates to methods and apparatus that augment civilian aircraft to render them suitable for military combat and support operations in extreme temperatures and terrain.
Background and Problems in prior art
„Military preparedness? is increasingly being considered a priority, globally by nations - big and small – like never before. And in this race, balancing budgets for defence and national security, against other equally pressing internal issues such as health care, education, industrial growth, jobs etc., is a challenge for governments, especially of under-developed and developing nations. This is more so because, aircraft and other support infrastructure meant for military combat are expensive to acquire and maintain, since their purposive construction and design, for the most part, render them unsuitable for use in civilian operations. Another factor that makes military preparedness an exorbitant proposition - particularly for nations where the battlefront/border is characterized by inclement weather conditions or uninhabitable terrain, is that the support infrastructure and equipment too, need to be geared up to be operational in such extreme conditions; which means infrastructure, transport and other equipment used for civilian purposes would be „unready? for military operations in such extreme weather and terrain. As an example, combustion engines that run vehicles, aircraft and other equipment meant for civilian purposes in temperate climates, would not start/crank at polar-regions or at high altitudes due to extreme cold.
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As an example for the purposes of explanation only, and without limiting the scope of the subject matter disclosed and Claimed herein, the 5.5 ton weight class of helicopters such as (but not limited to) Advance Light Helicopters(ALH) and Hindustan Turbo Trainer (HTT40)Aircraft that run on internal combustion/turbo/turbo prop engines, are lightweight aircraft capable of combat and combat-support function in tropical, arid, mild-Mediterranean and temperate zones at relatively low altitudes, besides being suitable for other civilian and commercial operations as well during peace-time, making them a desired choice to invest in, especially for governments with frugal defence-budgets. However, the same class of (5.5 ton weight class) Aircraft fail to serve the combat-support function in polar, cold-tundra climes as well as in high altitudes owing to extreme cold temperatures that drop below -20 degrees, rendering such helicopters/aircraft grossly ineffectual, unavailing and unserviceable therefor.
In large countries such as China, Russia, USA, Canada, Australia, India, Argentina etc., - each with diverse geographies and climatic conditions, vehicles and aircraft such as the said ALH,HTT-40,CHETAK,DORNIER, CHETAL and other Utility Helicopters helicopter/aircraft are ideal choice for combat-support infrastructure since they can be used not only in war-zones but also during peace-time for civilian purposes. However, as mentioned hereabove, the problem of being unable to commission (use) such 5.5 ton weight class helicopters/aircraft by such large countries, for combat-support operations in extreme temperatures that exceed the range of -20-40 through? +40+60 degrees is a predicament/problem that has yet to be overcome.
While there have been make-do attempts to jumpstart aircraft stalled due to extreme temperatures by providing ground-supported power to crank them, such attempts have
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been unsuccessful to render civilian aircraft otherwise incapable of operation in extreme temperatures, combat-ready - primarily because such aircraft engines (to serve in combat-support operations) require a prodigious burst of at least 1000 to 1500A for at least 10seconds each to sustain 34KW to 40KW of power for each engine crank, in extreme cold conditions-which can only be provided – till today, through a rather elaborate ground-supported AC power, generated by Diesel powered Generators that are rather heavy and inefficient, and which are unavailable/scarce and cumbersome to provide for, at very high altitudes and uninhabited terrains. Still further, such prodigious power demand for cranking (combat) aircraft engines especially at high altitude temperatures below -20 degrees C, cannot be provided by light-weight portable batteries as available today.
For example, the temperature (range) at Indian Military (Air Force) base station at high altitudes such as (but not limited to) Siachen , fall much below minus twenty degrees Celsius and go up to a range of -30 to -40 degrees Celsius. At such temperature ranges, IC engines cannot and do not crank as per regular cranking current and duration. Also, auxiliary power sources such as Battery-banks do not work to support the „Higher than normal? cranking current for extended/prolonged duration. This is evident from Battery-manufacturers? specifications printed or embossed on Batteries (or Battery-packs) that categorically specify a range spanning a minimum of up to -20 degrees, through a maximum of up to +40 degrees, for their viable operation.
In the circumstances, the only choice till date for the Indian Military, that employs both indigenous as well as imported Light-aircraft for such operations, is to rely on ground supported AC power from very heavy, bulky and unwieldy Diesel-powered generators wherein a standard 180KVA Diesel Generator that weighs 350-400Kg
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needs at least 4- 5 people to install and operate it, for each engine starting activity. Added to this burden, is regular maintenance demand for such generator to be operational, whereby such frequent maintenance demand renders it rather unreliable at isolated and high altitudes.
Still further, engine-starting at isolated locations is summarily impossible for such light-civilian-aircraft where heavy 350-400Kg diesel generators cannot be transported to, due to mountainous or otherwise difficult terrain and inhospitable environment, , thereby escalating costs of military ops therein.
CN105099215A discloses „an adaptation variety of power supply miniaturization of aircraft ground power supply? wherein the power generator is miniaturized and can be moved from one location of the airport/ground support infrastructure to another. However the said miniaturization (embodiments) cannot be carried on-board light-weight combat aircraft owing to their heavy weight and size dimensions.
US20110133573A1 discloses ground power unit embodiments for aircraft, capable of accepting a wide range of AC input voltages and is capable of providing a range of DC output voltages. However, the said embodiments lack the attributes of full portability owing to their reliance on Ground-supported AC input, besides being unsuited for being carried on-board light aircraft for cranking in extreme weather conditions.
US8179092B2 discloses a Battery Management System (BMS) comprising one or more lithium-ion battery cells, and which is automatically activated only upon connection to the aircraft?s electrical system or to an external power source. However such systems are incapable of catering to the high demand for cranking aircraft engines at extreme temperatures owing to their limitations of chemistry and circuitry.
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US20150380955A1 discloses a Portable Electronic Power Source (System) for Aircraft, the said system comprising Lithium ion cells. However, the portability of the said embodiments as disclosed are limited to ground-support systems and are incapable of catering to the high demand for cranking aircraft engines at extreme temperatures owing to their limitations of chemistry, size, weight and circuitry.
US10246035B2 discloses a vehicle comprising an IC engine, a first battery system and a second battery system wherein, in the event of a start failure, the said second battery is used to jumpstart the engine. The scope of the said disclosure as detailed in the said specification however is limited to ground vehicles requiring relatively low power demands in contrast to the high power demand to crank aircraft engines.
US2019078546A discloses a Portable Multi-Industry Jump Starting System, comprising housing, a rechargeable battery enclosed within the housing, a multi-pin connector, a volt-meter and a switch. Although the disclosure claims to be suitable for application to aircraft, the scope thereof as admittedly disclosed, is limited to portability on the ground-site and for single jumpstarts per charge, which is grossly insufficient to cater to the specific problems and requirements of inclement weather, terrain and multiple cranks per charge for combat at high altitudes and uncharted terrain.
Similarly, the state of the art technology in hybrid vehicles – largely limited to ground vehicles - too, has proven insufficient to cater to this specific demand for cranking aircraft engines in extreme climes.
CN207339343U discloses a Power Supply Unit Of Portable High -Efficient Charge –Discharge, which aims at providing an emergent start power device of portable, short time, heavy current applicable to heavy engines, general aviation ware etc., However, the scope of the embodiments as disclosed in detail are limited to portability at the
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ground-sites only - for charging aircraft, and they are unsuited for being carried on-board light combat aircraft, besides also lacking the capability of providing multiple cranks on a single charge as required by missions wherein the aircraft lands and takes off at varied destinations on a single sortie.
As of the date of this specification, there is no light-weight portable solution that can be carried on-board light aircraft so as to effectively replace the only reliable option used by the armed forces to this day, being –hefty Diesel Generators. This is especially because the typical battery systems available today, to supply the required power for cranking/starting such aircraft in extreme temperatures, are too bulky, heavy and unwieldy to be carried on-board, besides being unsafe, given the proven propensity of Lithium-ion batteries to fire-up or explode.
Another formidable difficulty and danger faced by pilots operating in forward areas and other missions in extreme climes is that a given aircraft would have to land and take-off at multiple destinations on a single mission which warrants a plurality of cranks on each mission, at varied destinations, terrain and climes. And since there is no viable solution available (as of the date of this specification) that can be carried on board a light aircraft to provide multiple cranks, several aircraft getting stranded, marooned and abandoned (until fly-in support arrives) during such missions is a common occurrence, and a problem that military researchers still continue to work on.
Another problem with state of the art solutions available today is, lack of versatility, since the typical solutions/alternatives currently available, for say, extreme cold temperatures, are found ineffective and unsuitable in hot climes.
A further problem with state of the art Battery-bank systems for high output power requirements is that, besides being bulky and heavy, they require inordinately long periods 8-10 hours or more -for charging, while their peak output is restricted to one
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or two engine starts that many times become inconsistent or incommensurate with the starting capability desired by the aircraft engine due to/because of being soaked at very low temperature (-40?C) for extended periods. Additional 3-4 starts capable energy is therefore the minimum need of today?s Combat Machines for operation in conditions prevalent at such extreme weather landing sites.
US20140210399A1 discloses a „Portable electric power source for aircraft? comprising Forty-eight individual cylindrical battery cells, arranged in eight groups of six (6P*8S) for a single crank with peak current of 480A which is grossly insufficient to replace a Ground-supported power sources for multiple cranks. Besides, the said disclosure admittedly claims its embodiment as a “ground power apparatus” which cannot be carried on-board for multiple cranks demanding 1400 A per crank.
Another problem faced with state of the art Battery-bank systems attempting cranking of aircraft engines is that they are inviable in extreme temperatures besides being unsuitable for stowing in light aircraft owing to their bulky construction and circuitry. A further reason for such unsuitability is EMI/EMC noise that interferes with the electronics in the aircraft, which could jeopardise the mission.
US6002240A discloses Self heating batteries at low temperatures comprising a controller, a temperature monitoring circuit, a rechargeable battery, and a heating circuit. The scope of the said disclosure however, owing to its construction and circuitry, is limited for small appliances such as computers, mobiles, laptops etc., wherein the amount of heat required to be generated is relatively less; and the range of operation thereof does not cater to temperatures beyond -20 degrees (which is the upper limit as claimed). The said solution and the method employed therein, is grossly inadequate, deficient and inapplicable to be extended to aircraft engines and to
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temperature ranges of -40 degrees, or for a power requirement of 34KW to 40KW for 10-20 seconds each for every crank of 1500A.
A further problem faced by pilots when attempting to carry such bulky battery-banks on-board light/combat aircraft is that, the CoG (Centre of Gravity) of the aircraft tends to shift, posing a challenge to manoeuvring them in high-risk forward areas.
While there have been attempts to convert civilian Land-vehicles running on combustion engines, into All-electric vehicles by replacing their engines with electric engines, such measures cannot be implemented for aircraft, especially due to the complex recalibrations entailed as to their aerodynamic moment, Centre of Gravity, Centre of Pressure, Neutral point etc., owing to a quantum shift in their weight/mass profile, among other aspects.
And owing to the above (among other) problems – especially with respect to extreme climes and terrain, many a civilian aircraft are rendered unsuitable and redundant for combat-support ops in such extreme conditions, thereby increasing the cost of the gross infrastructure support for military operations for countries such as China, Russia, USA, Canada, Australia, India, Argentina etc., making it evident that in the state of the art, there is no viable solution that can effectively replace and preclude reliance on Ground-supported power sources to provide for multiple-cranking of aircraft engines on long, uncertain, roving& rambling missions over terra incognita.
There is therefore a long-felt and urgent need for an effective method and system to upgrade and augment civilian aircraft for quick readiness, for military combat and support ops, which are otherwise incapable of serving in military-support ops in extreme climes such as high altitudes whereby such vehicles can operate without dependence on ground-supported AC power and by precluding the use of bulky, heavy and unwieldy batteries or Diesel Generators.
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A survey of recent prior art solutions too, clearly indicates that there is no solution as on the date of this application that can effectively replace Ground power from bulky, heavy and unwieldy Diesel generators.
Recent patent disclosures such as US 20140287273 and US 6160373 too are unable to cater to the demands for high power as well as hard-wearing and „high-n-low-temperature-and-storm-resistant?, auxiliary power sources, that can be stowed on-board light-aircraft on military combat and support missions
While US 20140287273 discloses a “Portable Ground Power Source for Starting Aircraft”, admittedly vide the said patent specification, the large number of (i.e., an array of at least 24 cells) in a 3P8S configuration, renders it heavy and bulky; And for that very reason perhaps, the said apparatus as Claimed is admittedly again a ground-power source (affording portability on ground) and therefore cannot be carried on-board light-weight aircraft.
While US 6160373 discloses a “Battery operated cable-less external starting device and methods”, admittedly vide the said patent specification, it caters to a demand of up to no more than 500 A, as against a demand for 1400 A of power for Combat-aircraft engine-cranking.
Last but not the least, a further major drawback with battery-based solutions in prior art that seek to cater to high demand of current/power such as for cranking aircraft engines is that, once they are flat/spent, they again require a ground-powered AC unit for recharge, wherein without exception, the charging periods are long – at least 8 to 10 hours of recharging which is infeasible for combat operations. This is especially owing to the large number/size/capacity the battery units that comprise such battery-banks.
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Being an avid and accomplished researcher in auxiliary power-technology, this inventor set upon himself the task of finding a viable solution to operationally upgrade and augment failed (stalled or broke down) civilian machines and other equipment running on combustion type engines - otherwise incapable of operation in extreme conditions, by engaging in extensive research, analyses and experimentation on Light aircraft used by the Indian Military/Air force.
Objects of the invention
It is therefore the main object of this invention to provide for a method/s and system/s to operationally upgrade and augment civilian vehicles, and other equipment running on engines such as combustion engines - otherwise incapable of operation in extreme weather conditions, and render them combat-ready.
Another main object of this invention is to provide for a method/s and system/s that render civilian vehicles, equipment and the engines therefor, so versatile as to be configurable for operation over a wide range of temperatures ranging from -40 to +60 degrees C.
Another main object of this invention is to provide for a method and system to effectively preclude the dependence on such Ground-supported AC power sources and/or heavy Diesel generators by way of effective and efficient alternatives that can supply cranking-power while being light and portable too.
A further main objective of this invention is to provide for a portable, lightweight and compact substitute (that can be carried on-board light aircraft), to the importable Diesel Generators as Ground-support power sources, to ensure up to at least 6 Cranks for aircraft engines in extreme temperatures and climes and in remote (ramp) operations.
- 12 -
A further main object of this invention is to provide for a portable, lightweight and compact substitute (that can be carried on board light aircraft), to the un-portable Diesel Generators as Ground-support power sources, which is less than one tenth the weight of a standard 180KVA Diesel Generator that weighs about 350Kgs and less than one tenth of the INR. 40 Lakhs Diesel Generators? cost.
A further main object of this invention is to provide for a Power source such as a Batter-bank which is light-weight portable and compact, being capable of supporting up to at least six cranks of current rating 1500A and power of 34 to 40KW each, and which can be charged in less than three hours, and which is programmable configurable for automatic protection against extreme temperatures, short circuits, reverse polarity, under and overvoltage loads.
A further main object of this invention is to provide for methods and systems to simultaneously cater to a unique combination of requirements including, (a) demand for high power bursts for multiple cranks on a single and short duration charge (ii) from on-board-able/stow-able power-sources that can automatically sense and administer the requisite power bursts as and when needed.
Another object of this invention is to provide for an Intelligent Energy Control & Monitoring Circuitry (IECMC), capable of self-configuring batteries for maximum peak performance readiness ( MPPR) to facilitate multiple cranks of aircraft engines at extreme weather conditions of up to at least -40 degrees, while effectively precluding any EMI/EMC noise in conformance with industry benchmarks- RS-485 and CAN communication, to make it readily compatible with most human interface devices used in maintenance and support of such equipments in prime working conditions, and regulatory norms and specifications.
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A further object of this invention is to provide for a water-resistant, portable means for multiple cranks of aircraft engines that can be trolleyed through at least one feet of snow or water or other rugged terrain as envisaged in combat ops and other special missions.
A further object of this invention is to design and implement an auxiliary power source that caters to high power demands in the order of 1500 A such as for multiple aircraft engine cranks, by deploying a battery bank of minimal number of (upto7) cells, with a view to achieve a compact and light-weight device, which is no more than 30 to 35 kgs, including all its circuitry and other components for protection against interference-noise, extreme-weather/temperature and physical damage, so as to enable it to be carried/handled by a single person, and on-board light combat aircraft, without significantly altering the overall weight/mass profile and related aspects such as their aerodynamic moment/drag, Centre of Gravity, Centre of Pressure, Neutral point etc., among others.
A further main object of this invention is to design and implement an auxiliary power source that caters to high power demands in the order of 1500 A such as for multiple aircraft-engine cranks wherein the said auxiliary power source does not depend on ground-powered AC source for recharge – but rather which can be energised by a renewable power source such as solar power, in quick time (i.e., in a fraction of the time taken by other/state of the art high-current/power battery banks).
A further main object of this invention is to provide for a method and apparatus to ingeniously leverage the resources of a rather lean battery-bank for surge-draws of current/power, to supply a contrastingly high demand, wherein the said resources are utilized economically, timely and precisely, in a manner that outstrips the
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manufacturer?s specifications as to the (a) output and (b) operating conditions of the said battery-bank.
Brief description of the working of the invention and inventive step:
Battery development entails a delicate balance between specific power (KW/Kg)and specific energy(KWh/kg). Batteries can be either high-power or high-energy, but not both. Often, manufacturers classify batteries using these categories. Other common classifications are High Durability, meaning that the chemistry has been modified to provide higher battery life at the expense of power and energy.
It is established science therefore that the higher the demand for current to be drawn from a battery in quick time (i.e. in short bursts of time), the larger the volume or size and weight of the battery has to be. That is to say, batteries with higher power densities and energy densities are bigger and heavier. It is obvious therefore (from prior art solutions as well), that for higher power demands for aircraft engine cranking, the total/aggregate volume and therefore weight of battery-banks is rather large. And for this very reason such solutions, though claiming to be „portable?, are limited to „Ground-support? only, wherein their „portability? is restricted to ground stations only, as they cannot be carried on-board light aircraft owing to their large size and heaviness.
Smaller and lighter battery-banks therefore have been found inadequate to supply power demands for multiple aircraft-engine cranks on a single charge.
This researcher however after extensive research and testing, accomplished a surprising endeavour of almost simultaneously achieving high power and high energy from a rather small-sized, lightweight, battery-bank, by intelligently leveraging and manipulating the C-rate (rate at which a battery is charged/discharged based on its
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Capacity), the E-rate (discharge power) and Durability, (longer life) thereby outstripping the Battery-manufacturer?s specifications by at least 85%.
As a first step, the prototype was tested in DRDO-RCI (Defense Research Development Organization- Research Centre Imarat) Hyderabad for power output; Upon satisfactory results as evinced vide Figure 1, a demonstration of the proof of concept was live-tested – in confidence – on HTT40Aircraft {Hindustan Turbo Trainer 40 is India?s Indigenous 2 seater aircraft manufactured by Hindustan Aeronautics Limited, Bengaluru} (Figure 2).The test results confirmed that resources in a battery-bank comprising Lithium Polymer batteries bearing Manufacturer?s specifications indicating a power rating of 750A or 17KW - 20 KW, employed in this invention, were ingeniously leveraged for surge-draws of 1500Aand 34KW up to 40KW to crank the aircraft engine for up to 6 times on a single charge.
Current (A)
Time of load(s) in seconds
No of cranks
Particulars
1500A~ 400A
10
6
Test results vide Figure 1
1500
20
3
Lab tested
1500
30
2
Lab tested
1000
30
4
HTT40 Aircraft Field Trial
This was achieved primarily through (among other aspects/factors) the Intelligent Energy Control & Monitoring Circuitry (IECMC unit) of this invention, that enhances the readiness of select cells of the battery-bank to maximum peak performance readiness? ( MPPR) levels in a certain order/tandem to draw-up current at a „surge-rate? that far exceeds the limits envisaged and published on the
- 16 -
manufacturer?s specifications. The chosen (a) battery profile/type, (b) their arrangement, and (c) the sequence of such draws, (d) alternating with restoration phases, enhanced the total strength and output of the 750A or 17Kw- 20 KW battery-bank, to 1000 - 1200A of 30seconds duration and 28KW up to 34KW?A, to sustain up to 4 cranks for HTT40 Aircraft, on a single charge, that has never before been achieved.
Further, to address engine (crank) failures occasioned by temperatures falling below -20 degrees C, this inventor devised a three pronged approach comprising (i) a heat generating module, (ii) a temperature sensing & control module and (iii) temperature stabilization module;
The „temperature sensing, and control module? continuously senses the ambient temperature and activates the „heat generating module? (when temperatures fall below/rise above a certain threshold), which in turn generates heat/cools, which is continuously monitored and processed in a feedback loop between the said „temperature sensing, and control module? and the „heat generating module?. In addition, the entire set-up is encapsulated in a sturdy capsule made of special material/s that acts like a thermos flask, to efficiently retain and maintain the heat/temperature within, to ensure minimal/frugal utilization of power/resources therefor. This method preserves the system-temperature for extended periods of time with minimal expense of battery generated heating-power; The said set-up as designed by this inventor was successfully tested to provide for cranking support, at an altitude of 12000 feet above sea-level wherein the ambient temperature was -40 degrees C, over and above the manufacturer?s specification that indicate an operating range of no lower than -20 degree C, thereby grossly outstripping its manufacturer specified temperature limits as well. The whole ensemble enabled a relatively high
- 17 -
output from fewer batteries (– therefore, a Lean - smaller and lighter battery-bank), at temperatures that otherwise render them unviable, thereby making it possible for it to be carried on-board light aircraft to remote inclement climes (-40 degrees C) , wherein multiple ( up to at least 6) cranks on a single charge, were successfully demonstrated using HTT-40 Aircraft which are extensively used by Armed Forces – but thus far only in temperate climes, thereby providing for a method and device to upgrade and augment such civilian machines that were otherwise unviable and unsuited for military combat and support ops at extreme temperatures, to combat-readiness.
The said IECMC?s program likewise enables (conversely), rapid charging rate of the said battery-pack as compared to other existing solutions. Likewise the said three-pronged strategy (of temperature management) was also applied and successfully tested for high temperatures of up to +60 degrees, which is 20 degrees beyond the manufacturer?s specifications, besides precluding any interference-noise. Another key feature of this set-up is that it can be recharged on renewable energy such as Solar power, thereby entirely obviating the need for ground-supported AC sources for recharge. The instant embodiment can be (re)charged by two 36W Solar panels [11] in about 2 to 3 hours.
A further significant and mission-critical aspect of this invention is that the said IECMC does not create any EMI/EMC noise that can affect equipment around it. The system has also passed relevant benchmark (ICAT - International Centre for Automotive Technology, the centre at Manesar, Gurugram, India) tests for inertness to any external electromagnetic noise, thereby rendering it safe for being carried on-board light aircraft on military combat and support missions.
IECMC is designed & developed with filters that reduce the EMI/EMC control, so that the following disturbances are overcome:
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Harmonics and Flicker,
Electrical Fast Transients,
Voltage Dips and Interrupts,
Electrical Surge.
Statement and summary of the invention
According to this invention, there is therefore provided a method, to operationally upgrade and augment failed, stalled or broke down civilian machines such as vehicles or other equipment running on combustion type engines - otherwise incapable of operation in extreme environmental conditions, comprising;
(a) Sensing and measuring the environmental cause/s of said failure;
(b) Computing a precise counterpoise to the said failure;
(c) Administering a transitory intervention that (i) offsets the said cause/s, and (ii) infuses the requisite power and capacity for system resuscitation;
(d) Repressing the said intervention upon and restoration of operation, to conserve on-board resources;
Wherein, execution of steps (a) through (d) is automatic and/or semi-automatic, at the user?s option;
further wherein, the said steps are executed by an apparatus that is so light-weight, portable and self-contained that it can be stowed on-board, thereby rendering the said vehicle or equipment totally independent of ground-supported power, and combat-ready for military and support operations at extreme terrains and climes of -40 through +60 degrees C, catering to multiple high power demands - upwards of 1000 A, sustainable for at least 10 seconds each;
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further wherein, the Intelligent Energy Control & Monitoring Circuitry (IECMC), BMS, MCU, SU, in conjunction with the said Communications set-up of this invention, effectuate an economical utilization of the resources of a Lean Battery-bank, thereby extracting up to 1500A and up to 40KW of power for six or more cranks of up to 10 seconds each, on a single charge, at extreme temperatures ranging from -40 through +60 Degrees C, from a Battery-bank wherein the manufacturer specified Power limits of 750A or 17KW- 20KW are outstripped by more than 85% and wherein the manufacturer specified Temperature limits of -20 through +40 Degrees C, are outstripped by more than 65%;
and further wherein the said apparatus when installed or stowed on-board, neither alters the aerodynamic profile, nor increases the net-weight, of the vehicle (Aircraft or Battle tank), by more than 1%;
Explanation:
(a) While the Battery manufacturer?s specification indicates 20KW output, this invention extracts up to 40KW, which outstrips the specification by 100%, hence a conservative claim of „more than 85%?.
(b) While the manufacturer?s specification indicates an operating temperature range of -20 to +40 degrees C (i.e., range: +40 - -20 = 60), this invention ensures peak performance for multiple cranks by extracting up to 40KW, over a Temperature range of -40 to +60 degrees C ((i.e., range: +60 - -40 = 100), which outstrips the specification by (100 – 60)/60X100 = 40/60X100 = 66.66%, hence a conservative claim of „more than 65%?.
It is pertinent to mention that the description of the subject-matter herein (including the example/s or embodiment/s thereof), is meant to merely explain the design,
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construction and method/s by which the invention can be worked, more particularly and especially in a manner that employs (without limitation) the methods, systems and apparatus propounded by the inventor herein, and without limitation as to the obvious alterations, modifications and adaptations of the parts, construction and method/s described; And that the diagrams/drawings herein are not drawn to scale but only serve to schematically explain the construction, broad working concept/s of the invention and represent the broad dimensions, shapes, spatial arrangement and inter- relationships of the parts, without limitation to their interchange-ability or other obvious modifications and/or adaptations and/or combinations. Obvious and rather trivial details that do not warrant specific mention and which are known and obvious to a person skilled in the art are not mentioned and/or explained and/or drawn, while they are very much a part of this invention. The invention can be adapted to other equipment, vehicles, machines and purposes not specifically mentioned herein. The description therefore shall not be construed to unduly limit the intended scope and extent of the invention. The terms „machine? and „vehicle? used in this specification, mean and include devices, systems or apparatus that (i) employ combustion engines; and/or (ii) electric powered engines - including but not limited to -cars, trucks, motorbikes, locomotives, generators, farm equipment and any other equipment, or machinery employed in transport (on land, water and air), power generation, converting, processing or transforming matter and/or energy, manned and unmanned Aerial, Space and Underwater machines and vehicles.
Meanings/full forms of terms/abbreviations used:
The terms „Battery-bank?, „Battery-box? „Battery-pack? and „Main-Battery? have been used interchangeably to mean a set of power units – especially secondary power units employed or harnessed together as a „Power-source [16]. The terms „Environmental
- 21 -
causes? and „extreme climes? used in this specification mean and include extreme environmental or climatic conditions such as very low and very high temperatures, snow, water, passage/transport through rugged terrain etc., wherein generally - machines and equipment, and particularly – combustion type engines and electronic components including batteries and battery-banks, do not and cannot function normally and are susceptible/very likely to stall, cease, fail or break down. The terms/phrases, „ambient temperature?, or „ambient conditions? and „congruent to ambient (external) temperature/weather/conditions?, where the context so warrants (such as when used in the context of the IECMC[27] and Thermal Management Unit[28]), mean/refer to - the Temperature and Conditions created and sustained by this invention that render them conducive for the aircraft/equipment/engines to crank/function despite inclement (external) weather conditions wherein such aircraft/equipment/engines wouldn?t otherwise crank/function.
Wherever the context so warrants, the inventor has preferred to use „functional terms? to describe or refer to the components of the embodiments described herein, with a view to facilitate easier and simpler understanding of the working of the invention by a person skilled in the art. As an example, the „Hall sensor? used in the embodiments has been referred to (with a the „functional term?) as „Current sensor? for ease of understanding for a functional perspective.
Index of (items described) in the drawings:
A. Explanation of the Drawings/Figures:
1.
Figure 1: Test conducted at DRDO-RCI
Test Result Explanation
1. Top line in the graph ( here blue color ) is value of the VOLTAGE drop during
- 22 -
the test.
2. Bottom line in the graph ( here blue color ) is value of the CURRENT drawn
during the test.
3. The X-axis is values of time in steps of 10 seconds.
4. The Y-axis is values in steps of 0.5.
The CURRENT value in Amperes is with multiplication factor of 1000 (e.g. each gap is 0.5 X 1000 Amperes).
The VOLTAGE value in Volts is with multiplication factor of 1 (e.g. each gap is 0.5 X 1 Volts).
5. The Top Graph follows the Voltage Drop through the test
6. The Bottom Graph follows the corresponding Current drawn during the test. The values are marked on the graph for easy reference
2.
Figure 2: Test conducted at/on Hindustan Aeronautics limited - Hindustan turbo Trainer Aircraft (HTT-40 Aircraft)
Test Result Explanation
1. Top line in the graph ( here blue color ) is value of the VOLTAGE drop during
the test.
2. Bottom line in the graph ( here blue color ) is value of the CURRENT drawn
during the test.
3. The X-axis is values of time in steps of 10 seconds.
4. The Y-axis is values in steps of
a. The CURRENT value in Amperes is with multiplication factor of 1000 (e.g.
each gap is 0.5 X 1000 Amperes) .
b. The VOLTAGE value in Volts is with multiplication factor of 1 (e.g.28 X
- 23 -
1 Volts)
5. The Top Graph follows the Voltage Drop through the test
6. The Bottom Graph follows the corresponding Current drawn during the test. The values are marked on the graph for easy reference
3.
Figure 3: Schematic Diagram of the modules and components of Embodiment 1
4.
Figure 4: Drawing of the Under-35kg Trolley version of Embodiment 1:
A – Front view
B – Side view
B. List of key components of Embodiment 1 as depicted in Figures 3 and 4.
S#
Component Name
Chief function(s)
11
Solar Charger Unit
Source for recharging the battery-bank; Includes solar panel and MPPT controller which can be used to charge the Main (Lithium Polymer) battery during sunlight.
12
External Battery Charger
Charges the Main Battery using a Domestic power Supply of 230 V ac that charges the Main Battery of 3 hours? time duration
13
Battery Charge Connector
Connector that user can choose to charge the main battery through either solar charger unit or external battery Charger
14
Charge Current Sensor
Sensor that senses and identifies whether charging the main battery is in normal condition.
15
Charge Relay
Electronic switch that turns off during abnormal situations as sensed from the charge current sensor
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16
25.9V Main Battery
DC power source that is been used to crank the High Powered Engines such as those of Helicopters
17
Discharge Current Sensor
Sensor that senses and identifies the amount of charge that was transferred to the Engine for cranking
18
Discharge Relay
Electronic Switch that turns off during abnormal conditions based on the feedback of IECMC
19
Load Connector
Connector that is used by the end user to engage and disengage with the host equipment
20
12V Auxiliary Battery
DC power source used for supplying power to the BMS ,MCU, SU, IECMC, temperature control module
21
Battery Management System
A system for real-time monitoring of the battery voltage, current, temperature and insulation resistance, estimating State of Charge (SOC) and State of Health (SOH) of battery, as well as effectively managing the charging and discharging of battery pack
22
Master Controller Unit
The MCU collects the monitoring and detecting data of a slave unit, analyses the data incisively, judges the current battery fault, and realizes the early warning and alarm of the battery system, and takes control measures according to control strategy when necessary.
- 25 -
23
Slave Controller Unit
The Slave Controller Unit is the one that drives in contact with the main battery for individual cell monitoring and actuates passive cell balancing unit within the cell series
24
Master ARM Processor
Master ARM processor is the one that executes all the computational functions and processes the data collected by the Master Controller Unit
25
Slave ARM Processor
Slave ARM processor is the one that executes all computational functions and processes the data collected by the Slave Unit
26
Data Logger
Data Logger is the one that stores the data & information of the battery Pack and its sub components
27
IECMC
IECMC is the Control and monitoring circuitry that performs the operations of thermal management, driving the Maximum Peak Performance Readiness (MPPR), EMI /EMC protective filter
28
Thermal Management Unit
This manipulates the temperature of the battery pack to operate at ambient temperature (created and sustained even during extreme climes).
29
MPPR driver
This is an automatic switch with indicator mechanism that allows surge power draws when Maximum Peak Performance Readiness is reached.
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30
EMI /EMC Filter
This filters the EMI /EMC disturbances that occur during communication with the external world
31
Human Interface Display
A Touch screen display that is used to control and monitor the actual status of the battery pack
32
Handle
The portable battery is also handy for ease of transportation from one place to another through a handle
33
Lithium polymer cells
The 7 series of high power cells which forms the 25.9V main battery pack
34
Hylam Sheet
The Hylam sheet is used for high compression of lithium polymer cells and as an electrical insulation of the battery pack from the aluminium enclosure
35
On /Off switch
The mechanical switch that turns on / off the main battery pack that needs to be connected to the high powered Engines
36
SOC display Unit
Displays the state of charge of the main battery pack in percentage and also the available voltage of the battery pack
37
Wheels
The battery pack Apparatus is built in a manner that it can be trolleyed from one location to another using the wheels/casters.
5.
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Figures 5 & 6: Algorithmic Flow-chart of the functional operation of Embodiment 1 which is self-explanatory:
Figure 7: A snap-shot of the Manufacturer’s specifications of the Battery cells used in Embodiment 1, with regard to their (expected) Power output and operating temperature range, which are outstripped by this invention.
DETAILED DESCRIPTION OF THE INVENTION:
EMBODIMENT – 1 (Version-1)
An embodiment that successfully obviated Ground-supported power requirements for multiple cranks of a Turboprop type engine, powering an HTT-40/ALH Aircraft, on a single charge was built comprising the following units/modules;
1.
Battery Management System (BMS)[21]: A system for real-time monitoring of the battery voltage, current, temperature and insulation resistance, estimating State of Charge (SOC) and State of Health (SOH) of battery, as well as effectively managing the charging and discharging of battery pack. It is a bridge connecting the battery pack and external Load devices. The said BMS [21] can communicate with external devices (such as vehicle control unit or grid [11] energy storage host) the real-time battery operating state information collected, processed and stored, thus solving key technical issues such as battery safety, availability, usability and service life;
The BMS[21] is Powered by a 12V Auxiliary Battery [20] for all its control Operations
1.(a).
Intelligent Energy Control & Monitoring Circuitry (IECMC)[27]|:
- 28 -
The BMS?s[21] functionality is further enhanced by the IECMC[27] which is a self-regulating system that can self-sustain the energy content of the system; It is further provided with a thermal management unit[28] that is capable of manipulating the electro-chemical balance/equilibrium of the Power units to achieve Maximum Peak Performance Readiness (MPPR). This MPPR driver [29] which is an automatic switch with indicator mechanism that allows surge power draws when Maximum Peak Performance Readiness is reached, is congruent to the ambient (external weather) conditions which is the main challenge of engine starting, owing to which this embodiment has the ability of engine-start (crank) at very extreme weather conditions.
The IECMC[27] does not create any EMI/ EMC noise that can affect equipment around it. The EMI/EMC filter [30] is responsible for this inertness. Also, the system as designed has passed regulatory benchmarks/tests, is inert to any external electromagnetic noise, which is a critical aspect for the carriage, deployment and use of the product (i.e., embodiment);
The IECMC[27] is so built that it can be monitored remotely through a HID (human interface device - [31] as well as through computers.
The IECMC[27] further comprises a High Discharge Electro-Magnetic Attractive Relay (-HDEMAR-[18]) which has no time delay as it does an instantaneous operation at the time required.
The IECMC is powered by a 12V Auxiliary Battery [20] for all its control Operations
The IECMC[27] also comprises a comparative current tracking Hall Effect current transducer which measures the accumulator current to the aircrafts.
EMI/EMC shield [30]:
MIL-STD-461 outlines EMC testing requirements for military equipment, including electromagnetic susceptibility and emissions testing.
- 29 -
MIL-STD-461 contains relatively stringent electromagnetic compatibility requirements. Devices which are compliant with MIL-STD-461 are typically well-positioned to meet FCC, DO-160 and other standards for avionics equipment, consumer goods and other products.
A specific EMC testing routine is determined by the nature of the device being tested, its intended application and the regulatory requirements governing its use. Electromagnetic phenomena that may be simulated through EMC testing include:
(i) Magnetic fields such as those radiating from electrical wires;
(ii) Voltage drops due to a brownout or other power interruption;
(iii) Electromagnetic surges due to a lightning strike;
(iv) Conducted and radiated electromagnetic noise;
(v) Electrostatic discharges associated with static electricity;
(vi) Fast transients caused by electrical switches, motors and relays, fluorescent
lamp ballasts.
2.
Master Controller Unit ( MCU) - [22]
The MCU [22] comprises an ARM Processor [24] and a Data Logger [26] which collects the monitoring and detecting data of a slave unit, analyses the data incisively, judges the current battery fault, and realizes the early warning and alarm of the battery system, and takes control measures according to control strategy when necessary. By leveraging the battery monitoring data, the MCU [22] carries out SOC estimation and discreteness evaluation for the battery. The MCU [22] is powered by a 12V Auxiliary Battery [20] for all its control Operations
Key Functions of MCU include:
(i) Total voltage and total current detection for battery pack;
(ii) High-voltage relay control [18];
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(iii) Available to judge when to start relay to heat or cool the battery pack;
(iv) Realizing data exchange through human Interface;
(v) Estimating the system SOC, SOH, actual capacity of system, and peak power;
(vi) Collecting voltage data of every cluster/unit of battery inside the battery box;
(vii) Collecting temperature value of all typical temperature field distribution points inside the battery box;
(viii) Realizing temperature field control, heat dissipation control for fans inside box, heating of heater, etc.,
(ix) Realizing the balance control among single battery;
(x) I/O function, detecting ON shift signal and carry out relevant control;
(xi) Supports downloading and upgrading host programs for instantaneous new configurations;
(xii) Records historical data and failure data, and analyses system faults.
3.
Power line wiring with Hall Sensor[17]
(12PIN plug Connection)
High voltage Relay [18] is connected to positive pole of system power supply &
GND is connected to negative pole of system power supply (alternative);
4.
Communication Wiring:
High Current Discharge Load relay [18]: controlled through CAN communication (Operational Current 0 to 1500A)
Low Current Charge relay[15]: controlled through CAN communication (Operational Current 0 to 50A)
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(16PIN plug connection);
485+/485-; 485 communication to connect to computer;
Human Interface Device[31] – Touch Screen Connected to 3.5”LCD display.
5.
Slave Module or Slave Control Unit (SCU) [23] (Cell- Series connection) assists the MCU and executes with Slaver ARM processor[25]:
The Slave Control Unit or SCU[23] is Powered by a 12V Auxiliary Battery [20]for all its control Operations including;
(i) Acquisition of total voltage, unit voltage, total current, and temperature;
(ii) Charging relay, discharging relay, and pre-charge relay;
(iii) Heat management (such as heating, cooling, and fan);
(iv) Dynamic calculation of actual battery capacity and SOC;
(v) Intelligent passive equalization, with minimum equalizing current of 50mA, and the equalizing current is corrected according to different voltage platforms;
(vi) High capacity for storage of historical data, and recording of historical fault state (optional);
(vii) A variety of communications functions such as vehicle CAN, internal CAN and RS485 are provided for transmitting collection information and alarm information, etc.
6.
Display screen, being the Human Interface Device [31] is a human-computer interactive equipment for displaying the running conditions of Battery management system (BMS) [21]. The HID[31] is Powered by a 12V Auxiliary Battery [20] for all its control Operations
- 32 -
Designed in accordance with industrial standards, It is applicable to all environments. It displays a plurality of operating parameters and faults of system on display interface.
7.
Current sensor[17]: It serves the purpose of monitoring the real-time current status of the bus bar of battery pack, and it is the key component for realizing the BMS technical function.
The current sensor of this embodiment features a current detection range of 0 ~ 1500A;
8.
Designed to be robust & sturdy:
This embodiment can be trolleyed [32] through one foot-deep of water (from the ground). This IP 65 enclosure is water proof, allowing for it endure/work in water drenched and snowy conditions;
9.
Other/miscellaneous Technical specifications:
ASPECT
DETAIL
Chemistry of battery bank
Lithium Polymer cells [33]with chemistry
Lithium Nickel Manganese Cobalt Oxide
Type of the battery cells
Pouch Cell
Cell Voltage and capacity
3.7V , 75AH
Total no of cells
7
- 33 -
Parallel/ cascade
Yes
Capacity
28V 75 Ah
Energy Density of cells
159Wh/Kg per cell
Discharge capacity
Doesn?t necessitate parallel requirement of battery packs for a crank with peak current of upto1500A from an individual cell.
With a minimum number of cells (which is 7 in total), can be used for discharge of 1000A peak for 10s.
Battery Management system[21]
ARM processor with relay triggered;
Uses advanced technology with embedded systems ARM processor so damage is reduced
Charger
40A requires 2 hours for full charge.
Communication
RS485/CAN bus with internal control feature through HID [31] (human interface device)
Switch for protection
Electronic Switch through relay control mechanism.
Casing
Aluminium, with wheels in the form of a suitcase, flexible and portable;
570 mm Height; 180 mm breadth; 400 mm thickness;
Weight : 35Kg
Solar powered Recharge
Can be recharged with Solar Power [11], as well as with AC Grid Power [12]
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Figures 3 and 4 depict the schematic of the key modules, their functions and operational configuration, for Embodiment-1 (versions 1 and 2)
EMBODIMENT -1 Version -2:
Auxiliary Power Source built for the purpose of Engine Starting application for aircrafts that need very High Cranking –Pulse Current:
This embodiment (Version -2) is similar to (Version -1), excepting the Salient features enumerated herebelow;
Salient features:
#
The battery built using
High Power rated Cells with NMC (Nickel Manganese Cobalt) composition after scrutiny of performance characteristics to meet such application severity
Alternatively, Lithium ion Aluminium Pouch
? 75 Ah - High Power density cell as base Block of construction
? Configuration (7 cells in series and 1 parallel)
? Interconnection through custom-designed and specifically tooled brass plates as the terminal interconnects with fasteners for rigid current passage.
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cells [33] have been used
1
Battery Management system[21]
? Robust Programmable Electronic Circuit with High Voltage and High Current monitoring components
? A Master & Slave configuration system to included safety and multi redundancy protection
? Sensing features to check and report for safest operation ( assumptions made from prospective customer/ user discussions )
? Data logger to retain any testing trials for analysis and review
? Communication feature through
RS 485/CAN bus for taking on data onto a PC for analysis
2
Power Relay
? Load relay rated for 1500 A[18] ( upto 2000A)
? Charge relay rated for 100A[15]
3
Hall Sensor
Senses the Charge current and report to BMS for Monitoring & protection [14]
Senses the Charge current and report to BMS for Monitoring & protection[17]
4
Human Interface device [31]
? Monitoring system
? Programmable device
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5
Cables and wire harness
90.sqmm multi stranded copper cable for Discharge
6
Connectors
NATO AN 2551 connector
Anderson SB-350A [19]
7
Hylam sheet
To assemble in most optimum compression of the Lithium ion polymer cells[33]
Arrest any vibration and stack the cells from any gassing during high current discharge
8
Silica sheet
Insulators and heat dissipaters
9
FRP enclosure with trolley provision
(Version 1.0)
Alternatively, Sheet metal, to adhere to user abuse condition of operations can also be used
Enclosure and protection from the environment
10
Others
? Hard rubber beading/ water sealing
? Specific designed Studs/spacers,
? External Terminal & insulators to connect our product to existing aircraft wire harness looms;
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? Trolley version – 2:
? A-Length-400mm
? B-Width-180mm
? C-Height-570mm
11
12V Auxiliary Battery
? Used for Powering the Low voltage Components (BMS,IECMC,MCU,SU,HDEMAR,HID)
EMBODIMENT – 2
FIGHTING VEHICLE RATED 1500HP - ENGINE START
An embodiment that successfully obviated ground-supported power was tested – in confidence – on Fighting Vehicle aka indigenous Main Battle Tank named “ARJUN” developed by CVRDE and manufactured by Heavy Vehicle Factory.
The said embodiment/product/version demonstrated that it can serve as Camp Site Station support power requirements for cranking the Diesel Engine of the said vehicle.
Since the components and specifications of this embodiment are already covered by versions 1 and 2 of Embodiment 1 described hereabove, they are not being repeated, in the interest of brevity.
EMBODIMENT – 3:
Another version/adaptation of this invention being PORTABLE ENERGY STORAGE was tested – in confidence - for Support of Aircraft peripherals like the
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on-board Navigation units of Private Jet aircrafts, all sub-systems including the Air Conditioning units on-board. This is valid while the jet aircraft is parked at hanger preparing for readiness before take-off or after landing or while waiting for refuelling or other preparation before taxying. This product was successfully tested by replacing existing Diesel generators that are used presently.
It provided noiseless and pollution free comforts of operations of Leisure and business class aircrafts.
Since the components and specifications of this embodiment are already covered by versions 1 and 2 of Embodiment 1 described hereabove, they are not being repeated, in the interest of brevity.
EMBODIMENT – 4:
An embodiment that successfully obviated ground-supported power for Locomotive Railway Engine for Emergency Engine Starting at Isolated Break down locations.
The product can also serve as Emergency/Disaster Recovery support for power requirements for cranking the Diesel Engines of Trains.
Since the components and specifications of this embodiment are already covered by versions 1 and 2 of Embodiment 1 described hereabove, they are not being repeated, in the interest of brevity.
OTHER/FURTHER ADAPTATIONS EMBODIMENTS:
Without limitation to its scope, its uniqueness to operate at extreme weather temperature conditions with an operating range spanning -40?C to 60?C, this invention makes for an ideal solution for deployment at remote locations, on board Oil & Gas Platforms, Aircraft carriers, hill top/Mountain boarder stations, and for
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various auxiliary applications such as standalone energy supply system, DC electric power source unit utilized for maintenance works, among others; Being a light-weight, handy (small sized and ergonomic design), high-power output, versatile and robust device, this technology can also be variously adapted and used in Manned and Unmanned Aerial, Space and Underwater Vehicles that demand extended runs on a single charge. Prototypes embodying specific adaptations such as those mentioned hereabove, catering to a wide power range from 60A to 1500A, have been developed and tested by this inventor.
NOTE: Although the current output has been mentioned and/or Claimed as 400A through 1500A or 1000A through 1500A, (to highlight the capability of supplying very high power demands), it is pertinent to mention that the embodiments described and claimed herein would also cater to lower power/current demands such as 60A or even lower, such as when the Aircraft or other vehicle or machine concerned is idling or to power systems other than engines, such as Airconditioners or other devices.