CA1179480A - Method and apparatus for cleaning the air supplied to an operator-protection or motor-vehicle cabin - Google Patents
Method and apparatus for cleaning the air supplied to an operator-protection or motor-vehicle cabinInfo
- Publication number
- CA1179480A CA1179480A CA000368413A CA368413A CA1179480A CA 1179480 A CA1179480 A CA 1179480A CA 000368413 A CA000368413 A CA 000368413A CA 368413 A CA368413 A CA 368413A CA 1179480 A CA1179480 A CA 1179480A
- Authority
- CA
- Canada
- Prior art keywords
- air
- filter
- chemisorption
- vehicle
- cabin
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02A—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE
- Y02A50/00—TECHNOLOGIES FOR ADAPTATION TO CLIMATE CHANGE in human health protection, e.g. against extreme weather
- Y02A50/20—Air quality improvement or preservation, e.g. vehicle emission control or emission reduction by using catalytic converters
- Y02A50/2351—Atmospheric particulate matter [PM], e.g. carbon smoke microparticles, smog, aerosol particles, dust
Landscapes
- Air-Conditioning For Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The invention relates to a method and an apparatus for cleaning air supplied to an operator-protection or motor-vehicle cabin, the apparatus including at least one filter comprising an air-permeable carrier material, on and/or in which there are chemisorption and/or catalyst compounds. It is the purpose of the invention to provide a method and an apparatus which will afford simple and effective cleaning of the air supplied and, at the same time, long service-lives for the chemisorption and/or catalyst compounds used, and thus for the filter also. Thus some or all of the air to be cleaned is heated before being passed to the filter or filters. The apparatus comprises one or more heating devices arranged in the path of the complete or partial flow of air to be cleaned and in front of the filter or filters.
The filter device may be switched on under congested traffic or smog conditions, thus partly or wholly eliminating the conventional ventilation.
The chemisorption filter may be switched out of the inflow, to allow the filter to be flushed with air.
The invention relates to a method and an apparatus for cleaning air supplied to an operator-protection or motor-vehicle cabin, the apparatus including at least one filter comprising an air-permeable carrier material, on and/or in which there are chemisorption and/or catalyst compounds. It is the purpose of the invention to provide a method and an apparatus which will afford simple and effective cleaning of the air supplied and, at the same time, long service-lives for the chemisorption and/or catalyst compounds used, and thus for the filter also. Thus some or all of the air to be cleaned is heated before being passed to the filter or filters. The apparatus comprises one or more heating devices arranged in the path of the complete or partial flow of air to be cleaned and in front of the filter or filters.
The filter device may be switched on under congested traffic or smog conditions, thus partly or wholly eliminating the conventional ventilation.
The chemisorption filter may be switched out of the inflow, to allow the filter to be flushed with air.
Description
~L~79~
This invention provides a method for cleaning air supplied to an operator-protection or motor vehicle cabin, wherein a housing communicates with said cabin, a means is used to induce a flow of air through said housing into said cabin, atleast one chemisorption filter is used through which the flow of air in said housing transverscs, and at least one heating device is disposed upstream of said filter in the path of at least part of the air flow to be cleaned, to heat all or part of said air flow.
It is known to incorporate dust filters in the fresh air inlet ducts in motor-vehicle cabins. Although these filters retain any dust carried along in the air, they cannot meet the requirements of active protection of the occupants of the cabin against pollutants contained in the air. In the case of high density traffic in particular~ the air drawn into the cabin contains, among other things, hydrocarbon (~IC) compounds, nitrogen oxides (N0x), acid gases, for example sulphur dioxide, and other sulphur compounds, carbondioxide and carbon monoxide. Although it is known that pollutants of this kind may be removed from the air with chemi-sorption compounds, the use of these in connection with the supply of fresh air to motor-vehicle cabins has always been limited by the complex design and the cost involved. The same applies to operator-protection cabins, into which polluted air may also enter.
The p~esent invention seeks to eliminate the above-mentioned disadvant-ages and to provide a method and an apparatus of the type mentioned at the begin-ning thereof which will provide simple and effective cleaning of the air supplied and, at the same time, a long service-life for the chemisorption and/or catalystcompounds used in the filters.
This may be achieved by heating all or part of the air to be cleaned and then passing it to the ~ilter or filters. Preheating the flow, or flows, or air, prevents moisture from being deposited onto the filters, such moisture ' having a very negative effect upon the action of the chemisorption and/or catalyst compounds. It is known that some chemisorption or catalyst compounds for example those used to convert C0 into C02~ or for separating N0X and la -hydrocarbon compounds, are very negatively affected by moisture.
According to one aspect of the invention the filter unit as a whole is arranged so that it does not lie within the natural flow of the fresh air, and that the air is drawn in at a location remote from the normal air intake which is usually at the front of the vehicle; this involves deflecting the flow of air, as a result of which the water droplets are not drawn into the filter because of the low suction velocity.
According to another aspect of the invention, in which the built-in filter used to separate N0x, HC and C0 is regenerated in situ, some of the air drawn in flushes the chemisorption filter by means of a duct and a fan, thus regenerating and reactivating the chemisorption compounds and driving the moisture out of, for example, the silica-gel and C0 catalysts. Some of the air drawn in (outside air, preferably heated, may be used)may be used to reverse-flush the chemisorption filter, preferably without interrupting the flow of fresh air to the cabin.
In the case of operator-protection or motor-vehicle cabin filters it is known to use hopcalite compounds f.or separating C0; however, as air polluted with C0 flows therethrough, the hopcalite usually absorbs moisture which destroys its separating ability.
In order to keep the hopcalite active, for the purpose of separating CO rom areas where men are at work, it is proposed, according to the invention, to adjust the water vapour pressure of the air to above the point at which moisture is picked up by the hopcalite and therefore by the absorption-layer and/or any additional chemisorption layers used to eliminate N0x and HC
compounds.
The above adjustment may be achieved by heating the chemisorption compounds, e.g. hopcalite. In certain cases, this involves a temperature of , about 50C. }lowever, such a temperature is unsuitable for a human environment.
In order to avoid this, the apparatus may be arranged so tha-t the in-flowing air to be cleaned is heated by the unit, along and/or with the chemisorp-tion compounds or the like, and the ascending heated air is cooled down again by the refrigerating capacity of the unit, from 50 to 30C, for example, depending on the efficiency of the unit.
This method ensures that the chemisorption compounds, or the like, have longer service-lives and, that the clean air returns to the circuit at a low temperature.
According to one embodiment of the invention, the incoming air to be cleaned, is passed at its natural temperature, through chemisorption and filter-compounds, in order to eliminate acid gases, hydrocarbons, and solids such as dust etc., and only then is the air heated to such an extent that the water vapour pressure is sufficiently above the moisture pick-up point of the subsequent catalyst compounds used to convert C0 into C02. The air, freed from pollutants after flowing through the catalyst compounds, is then fed to a cooling zone which cools it down for use in the cabin.
According to a further aspect of the invention, there is provided an apparatus for purifying the air fed to an operator-protection or motor vehicle cabin, said apparatus comprising a housing communicati.ng with said cabin, means for inducing a flow of air through said housing and from said housing into said cabin, at least one chemisorption filter in said housing traversed by said flow, and at least one heating device disposed in the path of at least part of the air flow to be purified upstream of said filter.
The invention will be further described with reference to the accompany-ing drawings showing, by way of example, preferred embodiments of the C .,, : ' ~
;
invention, in which:
Figure 1 shows a partly cut away side elevation of a motor vehicle using an apparatus according to the invention;
Figure 2 is a diagrammatic representation of a part of an apparatus according to the invention;
Figure 3 is a view of another design of an apparatus according to the invention;
Figure 4 is a diagrammatic representation of another design according to the invention, Figure 5 is a diagrammatic representation of another design according to the invention;
Figure 6 is a partly cut away side elevation of a motor vehicle with an apparatus according to the invention;
Figure 7 is a diagrammatic representation of another design according to the invention;
Figure ~ is a diagrammatic representation of another design according to the invention;
Figure 9 is a side elevation of the rear end of a motor vehicle with an apparatus according to the invention;
Figure 10 is a diagrammatic side elevation of the rear seat of a motor vehicle;
Figure 11 is a view of the head-rests of two adjacent rear seats according to Figure 10;
Figure 12 is a side elevation of the rear seat of a motor vehicle; and Figure 13 is a partly cut away side elevation of a motor vehicle with an apparatus according to the invention.
In the embodiment shown in Figures 1 and 2, 1 represents the trunk of .~
., ~
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a motor vehîcle containing a chemisorption filter pa~k 2. The latter preferably consists of tubular elements which are inserted one into the other, are preferably double-walled, and are f;tted with webs to limit, or prevent displacement of the chemisorption or catalyst compounds which it contains.
Air intake pipe 3 is located in a protected area at the rear of the vehicle.
Heater 4 is located at the inlet end and fan 5 at the outlet end of the filter.
The chemisorption filter itself is marked 6, the filter tubes, inserted one into the other, being filled with different compounds, for example. Located near the outlet end is another heater 7. Air line 8 serves to carry air from the rear into the motor-vehicle cabin. Ventilation of the passenger com-partment may be effected from the rear, for example, or laterally, or from behind the rear head-rests, as indicated by arrow 9. Located on the dashboard of the vehicle is a congestion or smog key 10 which is switched on in the event of heavy pollution by other vehicles. 11 is a waste air outlet through which part of the recirculated air may escape from the passenger compartment.
As a result of arranging the chemisorption filter, for example in the trunk or in the vicinity of the rear seat, there is no need to increase the size of the usually very restricted engine compartment. Incorporation of the chemisorption filter into the engine hood area may interfere with the configuration of the vehicle, thus affecting streamlining.
According to the invention, ventilation is controlled sothat by actuating a key, known as a smog or congested traf~ic key, air no longer enters the vehicle through the conventional inlet ducts; nor, as in certain types of vehicle, is the supply of air from the outside shut off, i.e. the air already in the vehicle, possibly heated or cooled by an air-conditioning unit, being merely recirculated, thus becoming intolerable to the occupants.
Instead, a certain amount of air enters through air inlet3c~dpasses through , ~L7~4~C~
chemisorption pack 2 into the interior of the vehicle, as shown at 9, or through air line 8, so that fresh air, -free from pollutants, is supplied to the occupants, while an amount of air, corresponding approximately to the amount of clean air thus supplied, escapes from the interior of the vehicle through waste-air outlet 11. The air is heated appropriately by heater 4, so that little moisture reaches ~he chemisorption filter compounds or catalyst compounds.
The direction of rotation of fan 5 can be reversed. Thus when smog key 10 is actuated in a certain way, the fan draws air from the interior of the vehicle. This air, used to regenerate filter 6, is preferably heated to a very high temperature, 60C or more, for example. As compared with the ventilating phase, fan 5 provides only a small amount of air in the reverse direction for regenerating filter 6.
The type of ventilation provided by the invention makes it possible for the vehicle to be ventilated conventionally in the absence of traffic congestion. In city traffic, or congested highway traffic, air may be injected into the passenger compartment -through the chemisorption filter. When filtra-tion is not needed, the filter may be regenerated. This ensures that the filter will have a very long service life since, in normal passenger-vehicle use, only 10 to 20% of driving time is spent under congested or city traffic conditions.
In this design, ventilation of motor vehicle cabins is carried out in such a ma~mer that, under congested traffic conditions, the normal supply of fresh air is shut off, the desired cold or warm air being circulated, and chemically cleaned air being pumped into the passenger compartment. A required amount of recirculating air escapes from the compartment and the occupants are constantly supplied with fresh air.
~7~
In the design according to Figure 3, 21 is the unfiltered fresh air supply. Arranged in the approximately ~-shaped tubular part is a control flap 22 which admits either unfiltered fresh air or causes the supply of fresh air to pass through chemisorption filter 25. Fan 23 passes the air, in the direction of arrow 24, into the passenger-compartment and passes flushing air, in the direction of arrow 26, for the regeneration of the chemisorption filter 25. Control flap 27 makes it possible to use fresh air only or hot air to regenerate and activate chemisorption filter 25. The j hot air is introduced through a line 28.
The ventilation system is connected to a normal fan or air-conditioning unit in such a manner that the air drawn in is made directly available without passing through the chemisorption filter or, under city traffic or congested traffic conditions, is passed at will through filter 25.
In the design according to Figure 4~ 31 indicates the inflowing air and 32 the chemisorption-filter pack preceded by a heating and cooling device 33, preferably in the form of a Pelletier element. The heating and cooling device comprises cooling ribs 34 arranged in the air outlet duct 36.
~leating ribs 35 are provided in air inlet duct 31. This arrangement produces considerable heating of the chemisorption compound, thus preventing the depositing of moisture from the air flowing therethrough. So that the cleaned air will not be too hot, the devices for heating the chemisorption compounds, or the like are incorporated into the system as a whole in such a malmer that the inflowing air to be cleaned is heated by the unit alone or with the chemisorption compounds or the like, while the outflowing air is cooled by the refrigerating action of the unit, thus providing a drop in temperature from 50 to 30C
In the design according to Figure 5, only air or compounds which are to convert C0 catalytically into C02 are heated, in order to reduce the amount ~7~
of heating required.
In this figure, 41 indicates the incoming polluted air which passes through chemisorption compounds 42 in order to eliminate acid gases such as S02, NOX and hydrocarbons, for example, and also solid pollutants in the form of dust. Duct 43 acts as the receiver for pre-cleaned gas which is fed to heating surface 44, for example heated ribs. The preheated gas passes thence through catalyst layer 45, consisting of hopcalite, for example, where C0 is converted into C02. Clean, breathable air 46, emerging from catalyst layer 45 and still hot, is passed through ribs 47 for cooling and for subsequent use as breathable air. 48 indicates a combined heating and cooling unit, one end of which heats up the precleaned air by means of heating surfaces 44, while the other end cools the air down by cooling ribs 47. A conventional Pelletier element may be used for this purpose.
The incoming air, containing pollutants, is first forced or drawn through the chemisorption compounds in order to eliminate acid gases, solid substances and llydrocarbons. It is then heated until the water vapour pressure of the air is above the moisture absorption point of the catalyst, passed through the catalyst and then cooled down. Thus, during summer operation, this unit may also be used to provide air-conditioning. The air is preferably heated to about 50C, so that the catalyst does not become inactivated by mois-ture absorption as the air flows therethrcugh.
It is known that sunny, rainy, foggy and cold weather greatly affect the humidity of the incoming air. The degree to which chemisorption compounds are sensitive to moisture absorption differs considerably, the C0 catalyst, in particular, being highly sensitive to moisture, so that chemisorption declines very sharply even when a small amount of moisture is absorbed.
In order to exclude almost completely the absorption of moisture, the housing of the chemisorption filter according to Figure 6 is encapsulated ~79~
and located in the natural heating area of the engine.
This ensures that the incoming air is heated to a grea~er or lesser degree, depending upon the design, thus preventing the release of moisture to the chemisorption compounds, and ensuring that chemisorption is not affected by atmospheric humidity. Furthermore, after the engine has been switched off, radiation ensures that the filter housing and chemisorption compounds are constantly subjected to a drying and regenerating process, so that the said compounds are completely dry and active whenever the vehicle begins a new journey. This arrangement eliminates the need for any external energy in the form of heaters or heater-coils requiring additional powerJ
reducing engine performance, and thus increasing costs. The natural heating obtained by locating the encapsulated filtering device in the heated vicinity of the engine is sufficient to increase the service life of the chemisorption filter by a multiple, thus making this arrangement an economi-cal proposition.
Figure ~'5 illustrates a motorized passenger-venicle comprising an encapsulated filter 53 in engine-bay 52, the supply of fresh air being indicated by arrow 5~1. Arrow 55 indicates the flow of cleaned air, through the filter, hec~ted by engine-heat, to the interior of the vehicle.
During hot summer weather, the fact that the air is heated by between l and 2C, for example, is unimportant, whereas in winter weather it may even be desirable. In this design, encapsulated filter-media, not affected by engine odour or exhaust gas, are fitted in the area subjected to waste heat from the engine, the said filter-media being replaceable in layer form and being supplied with fresh air from outside the engine-bay. Since this air is heated to some extent, it contains less moisture as it flows through the chemisorption compounds and emerges as clean air for use by the occupants of ,,~,5 794~6) the passenger compartment.
In the design according to Figure 7, only an advance moisture-absorption layer is regenerated and only a small volume of air ;s heated to a very high temperature. This air expels the moisture and is exhausted to atmosphere by means of a fan. This makes it possible to keep the amount of energy required for heating very small. In order to prevent the fan from being damaged by the high temperatures, the design thereof is such that, cluring regeneration, it draws in secondary air with the hot primary air.
This cools the air sufficiently to prevent the fan from being damaged. In this design, 61 is the complete chemisorption filter and 62 indicates the multi-layer chemisorption compounds preceded by a drying layer 63 serving to absorb moisture. Reversible fan 64 injects more air into the chemisorption filter than it draws out when it rotates in the opposite direction. Arrows 65 indicate the large volume of air forced through chemisorption filter 62 for ventilating the cabin, while arrows 66 indicate the substantially smaller volume of air drawn out of the cabin and heated, preferably by a heater-coil 68, to such an extent that it carries the moisture from drying layer 63 to fan 64. Opening 67 ensures that cool air is also drawn in to ensure that fan 64 does not become unduly hot.
Advance drying layer 63, which is heated separately by heater-coil 68 supplied from the battery and/or the lighting generator, ensures that the small amount of heat provided merely regenerates advance drying layer 63. In this arrangement the chemisorption and catalyst compounds 62 need not be heated to the high temperature sufficicnt to regenerate the drying layer, for example to above 90C, i.e. it i5 not necessary to heat up volume 66 of regenerating air.
In this design, a separate drying layer 63 is provided in front of the cllemisorption and catalyst compounds. Heater-coil 68 serves, on the one 7~
hand to heat up the incoming fresh air as desired, for example to 20 or 30C
and, on the other hand, when fan 64 is rotating in the opposite direction, to heat up the small amount of air required during the regenerating phase, in such a manner as to expel the moisture.
The design according to Figure 8 is a further development of that in Figure 7. In order to avoid, during the regenerating phase, having to draw the moist air from the cabin, through the chemisorption and catalyst compounds, for heating and subsequently regenerating the drying layer, a secondary air flap 79 is provided. In Figure 8, 71 indicates the complete chemisorption and catalyst filter, while 72 indicates the multilayer chemisorption and catalyst compounds. These precede drying layer 73 used to absorb moisture.
Reversible fan 74 injects more air into the filter than is drawn out during the regenerating phase. Arrows 75 indicate the amount of air drawn through the filter to ventilate the cabin. The substantlally smaller amount of secondary air 76, drawn from the cabin and made very hot by heater 78, flows through drying layer 73 from the rear, the moisture from this layer being carried away by fan 74. Cooling air may be drawn in through aperture 77, so that fan 74 does not become unduly hot.
Depending upon its location, secondary air flap 79 makes it possible to draw in secondary air 76 in front of chemisorption and catalyst compounds 72. This air then passes, without releasing its moisture, to heater 78.
Thus heated, it regenerates drying layer 73. With this design, moist air need not be drawn, during the regenerating phase, through filter compounds 72.
Instead, secondary air 76 is drawn in, beside the filter compounds, through flap 79 and heater 78 for the regeneration of drying layer 73. The drying and filtering compounds, and the supply of secondary air, may all be preceded by a dust filter, e.g. a felt filter, in order to eliminate foreign substances, such as dust from the compounds.
,~, -11 -~ ~7~
Figure 9 illustrates a design in ~hich the filter device is arranged in the trunk of a motor vehicle, so that provision oF an air inlet requires no external changes to the vehicle, inlet aperture 81 being located at the back of the trunk, behind the licence plate 82. Located between the trunk and the licence plate are spacers 83, so that air, indicated by arrow 84 can enter unimpededly and, as far as persons outside are concerned, unseen behind the licence plate into the trunk, passing through hoses therein to the filter device, and thence to the passenger compartment.
Figures 10 to 12 illustrate designs in which, instead of the filter devices being arranged in the trunk or engine-bay of the vehicle, use is made of the seat head rests, preferably those of the rear seat, for cleaning the air. The design may use individual or dual head rests, the outer shell being well upholstered in the area supportin~ the occupant's head.
The head rests on the rear seat of the vehicle are marked 91 and are connected to suction lines 92. Arrows 93 indicate the flow of clean air to the passenger compartment. Outlet line 94 is used for regeneration of the chemisorption compo~mds, not shown. Fan 100 is situated in the trunk, in order to keep tlle noise near the head rests as low as possible. In Figure 11, fan 95 is arranged centrally between head rests 96,97, but additional fans 98,99 may also be arranged externally of the head rests. The head rests have ample upholstering as a protection against impact.
In the design according to Figure 12, the rear surface of head rest 102 comprises air outlet apertures 101 facing towards the rear window. With fan 95 arranged centrally between the head rests, ample protection against impact is provided, with little danger of injury from the fan.
Figure 13 illustrates a particularly compact arrangement of the filter device. In this case the device is located in the area behind the ....
rear head rests, the so-called parcel area. In this way, the already restricted trunk and engine-bay areas are not still further restricted.
In this figure, 111 indicates the passenger vehicle and 112 the rear seat thereof. Filter 113 is located on the cover behind the rear seat head rests, the so-called parcel area. Inlet line 114, preferably with a built-in fan, runs rearwardly inside the trunk.
This invention provides a method for cleaning air supplied to an operator-protection or motor vehicle cabin, wherein a housing communicates with said cabin, a means is used to induce a flow of air through said housing into said cabin, atleast one chemisorption filter is used through which the flow of air in said housing transverscs, and at least one heating device is disposed upstream of said filter in the path of at least part of the air flow to be cleaned, to heat all or part of said air flow.
It is known to incorporate dust filters in the fresh air inlet ducts in motor-vehicle cabins. Although these filters retain any dust carried along in the air, they cannot meet the requirements of active protection of the occupants of the cabin against pollutants contained in the air. In the case of high density traffic in particular~ the air drawn into the cabin contains, among other things, hydrocarbon (~IC) compounds, nitrogen oxides (N0x), acid gases, for example sulphur dioxide, and other sulphur compounds, carbondioxide and carbon monoxide. Although it is known that pollutants of this kind may be removed from the air with chemi-sorption compounds, the use of these in connection with the supply of fresh air to motor-vehicle cabins has always been limited by the complex design and the cost involved. The same applies to operator-protection cabins, into which polluted air may also enter.
The p~esent invention seeks to eliminate the above-mentioned disadvant-ages and to provide a method and an apparatus of the type mentioned at the begin-ning thereof which will provide simple and effective cleaning of the air supplied and, at the same time, a long service-life for the chemisorption and/or catalystcompounds used in the filters.
This may be achieved by heating all or part of the air to be cleaned and then passing it to the ~ilter or filters. Preheating the flow, or flows, or air, prevents moisture from being deposited onto the filters, such moisture ' having a very negative effect upon the action of the chemisorption and/or catalyst compounds. It is known that some chemisorption or catalyst compounds for example those used to convert C0 into C02~ or for separating N0X and la -hydrocarbon compounds, are very negatively affected by moisture.
According to one aspect of the invention the filter unit as a whole is arranged so that it does not lie within the natural flow of the fresh air, and that the air is drawn in at a location remote from the normal air intake which is usually at the front of the vehicle; this involves deflecting the flow of air, as a result of which the water droplets are not drawn into the filter because of the low suction velocity.
According to another aspect of the invention, in which the built-in filter used to separate N0x, HC and C0 is regenerated in situ, some of the air drawn in flushes the chemisorption filter by means of a duct and a fan, thus regenerating and reactivating the chemisorption compounds and driving the moisture out of, for example, the silica-gel and C0 catalysts. Some of the air drawn in (outside air, preferably heated, may be used)may be used to reverse-flush the chemisorption filter, preferably without interrupting the flow of fresh air to the cabin.
In the case of operator-protection or motor-vehicle cabin filters it is known to use hopcalite compounds f.or separating C0; however, as air polluted with C0 flows therethrough, the hopcalite usually absorbs moisture which destroys its separating ability.
In order to keep the hopcalite active, for the purpose of separating CO rom areas where men are at work, it is proposed, according to the invention, to adjust the water vapour pressure of the air to above the point at which moisture is picked up by the hopcalite and therefore by the absorption-layer and/or any additional chemisorption layers used to eliminate N0x and HC
compounds.
The above adjustment may be achieved by heating the chemisorption compounds, e.g. hopcalite. In certain cases, this involves a temperature of , about 50C. }lowever, such a temperature is unsuitable for a human environment.
In order to avoid this, the apparatus may be arranged so tha-t the in-flowing air to be cleaned is heated by the unit, along and/or with the chemisorp-tion compounds or the like, and the ascending heated air is cooled down again by the refrigerating capacity of the unit, from 50 to 30C, for example, depending on the efficiency of the unit.
This method ensures that the chemisorption compounds, or the like, have longer service-lives and, that the clean air returns to the circuit at a low temperature.
According to one embodiment of the invention, the incoming air to be cleaned, is passed at its natural temperature, through chemisorption and filter-compounds, in order to eliminate acid gases, hydrocarbons, and solids such as dust etc., and only then is the air heated to such an extent that the water vapour pressure is sufficiently above the moisture pick-up point of the subsequent catalyst compounds used to convert C0 into C02. The air, freed from pollutants after flowing through the catalyst compounds, is then fed to a cooling zone which cools it down for use in the cabin.
According to a further aspect of the invention, there is provided an apparatus for purifying the air fed to an operator-protection or motor vehicle cabin, said apparatus comprising a housing communicati.ng with said cabin, means for inducing a flow of air through said housing and from said housing into said cabin, at least one chemisorption filter in said housing traversed by said flow, and at least one heating device disposed in the path of at least part of the air flow to be purified upstream of said filter.
The invention will be further described with reference to the accompany-ing drawings showing, by way of example, preferred embodiments of the C .,, : ' ~
;
invention, in which:
Figure 1 shows a partly cut away side elevation of a motor vehicle using an apparatus according to the invention;
Figure 2 is a diagrammatic representation of a part of an apparatus according to the invention;
Figure 3 is a view of another design of an apparatus according to the invention;
Figure 4 is a diagrammatic representation of another design according to the invention, Figure 5 is a diagrammatic representation of another design according to the invention;
Figure 6 is a partly cut away side elevation of a motor vehicle with an apparatus according to the invention;
Figure 7 is a diagrammatic representation of another design according to the invention;
Figure ~ is a diagrammatic representation of another design according to the invention;
Figure 9 is a side elevation of the rear end of a motor vehicle with an apparatus according to the invention;
Figure 10 is a diagrammatic side elevation of the rear seat of a motor vehicle;
Figure 11 is a view of the head-rests of two adjacent rear seats according to Figure 10;
Figure 12 is a side elevation of the rear seat of a motor vehicle; and Figure 13 is a partly cut away side elevation of a motor vehicle with an apparatus according to the invention.
In the embodiment shown in Figures 1 and 2, 1 represents the trunk of .~
., ~
~79~
a motor vehîcle containing a chemisorption filter pa~k 2. The latter preferably consists of tubular elements which are inserted one into the other, are preferably double-walled, and are f;tted with webs to limit, or prevent displacement of the chemisorption or catalyst compounds which it contains.
Air intake pipe 3 is located in a protected area at the rear of the vehicle.
Heater 4 is located at the inlet end and fan 5 at the outlet end of the filter.
The chemisorption filter itself is marked 6, the filter tubes, inserted one into the other, being filled with different compounds, for example. Located near the outlet end is another heater 7. Air line 8 serves to carry air from the rear into the motor-vehicle cabin. Ventilation of the passenger com-partment may be effected from the rear, for example, or laterally, or from behind the rear head-rests, as indicated by arrow 9. Located on the dashboard of the vehicle is a congestion or smog key 10 which is switched on in the event of heavy pollution by other vehicles. 11 is a waste air outlet through which part of the recirculated air may escape from the passenger compartment.
As a result of arranging the chemisorption filter, for example in the trunk or in the vicinity of the rear seat, there is no need to increase the size of the usually very restricted engine compartment. Incorporation of the chemisorption filter into the engine hood area may interfere with the configuration of the vehicle, thus affecting streamlining.
According to the invention, ventilation is controlled sothat by actuating a key, known as a smog or congested traf~ic key, air no longer enters the vehicle through the conventional inlet ducts; nor, as in certain types of vehicle, is the supply of air from the outside shut off, i.e. the air already in the vehicle, possibly heated or cooled by an air-conditioning unit, being merely recirculated, thus becoming intolerable to the occupants.
Instead, a certain amount of air enters through air inlet3c~dpasses through , ~L7~4~C~
chemisorption pack 2 into the interior of the vehicle, as shown at 9, or through air line 8, so that fresh air, -free from pollutants, is supplied to the occupants, while an amount of air, corresponding approximately to the amount of clean air thus supplied, escapes from the interior of the vehicle through waste-air outlet 11. The air is heated appropriately by heater 4, so that little moisture reaches ~he chemisorption filter compounds or catalyst compounds.
The direction of rotation of fan 5 can be reversed. Thus when smog key 10 is actuated in a certain way, the fan draws air from the interior of the vehicle. This air, used to regenerate filter 6, is preferably heated to a very high temperature, 60C or more, for example. As compared with the ventilating phase, fan 5 provides only a small amount of air in the reverse direction for regenerating filter 6.
The type of ventilation provided by the invention makes it possible for the vehicle to be ventilated conventionally in the absence of traffic congestion. In city traffic, or congested highway traffic, air may be injected into the passenger compartment -through the chemisorption filter. When filtra-tion is not needed, the filter may be regenerated. This ensures that the filter will have a very long service life since, in normal passenger-vehicle use, only 10 to 20% of driving time is spent under congested or city traffic conditions.
In this design, ventilation of motor vehicle cabins is carried out in such a ma~mer that, under congested traffic conditions, the normal supply of fresh air is shut off, the desired cold or warm air being circulated, and chemically cleaned air being pumped into the passenger compartment. A required amount of recirculating air escapes from the compartment and the occupants are constantly supplied with fresh air.
~7~
In the design according to Figure 3, 21 is the unfiltered fresh air supply. Arranged in the approximately ~-shaped tubular part is a control flap 22 which admits either unfiltered fresh air or causes the supply of fresh air to pass through chemisorption filter 25. Fan 23 passes the air, in the direction of arrow 24, into the passenger-compartment and passes flushing air, in the direction of arrow 26, for the regeneration of the chemisorption filter 25. Control flap 27 makes it possible to use fresh air only or hot air to regenerate and activate chemisorption filter 25. The j hot air is introduced through a line 28.
The ventilation system is connected to a normal fan or air-conditioning unit in such a manner that the air drawn in is made directly available without passing through the chemisorption filter or, under city traffic or congested traffic conditions, is passed at will through filter 25.
In the design according to Figure 4~ 31 indicates the inflowing air and 32 the chemisorption-filter pack preceded by a heating and cooling device 33, preferably in the form of a Pelletier element. The heating and cooling device comprises cooling ribs 34 arranged in the air outlet duct 36.
~leating ribs 35 are provided in air inlet duct 31. This arrangement produces considerable heating of the chemisorption compound, thus preventing the depositing of moisture from the air flowing therethrough. So that the cleaned air will not be too hot, the devices for heating the chemisorption compounds, or the like are incorporated into the system as a whole in such a malmer that the inflowing air to be cleaned is heated by the unit alone or with the chemisorption compounds or the like, while the outflowing air is cooled by the refrigerating action of the unit, thus providing a drop in temperature from 50 to 30C
In the design according to Figure 5, only air or compounds which are to convert C0 catalytically into C02 are heated, in order to reduce the amount ~7~
of heating required.
In this figure, 41 indicates the incoming polluted air which passes through chemisorption compounds 42 in order to eliminate acid gases such as S02, NOX and hydrocarbons, for example, and also solid pollutants in the form of dust. Duct 43 acts as the receiver for pre-cleaned gas which is fed to heating surface 44, for example heated ribs. The preheated gas passes thence through catalyst layer 45, consisting of hopcalite, for example, where C0 is converted into C02. Clean, breathable air 46, emerging from catalyst layer 45 and still hot, is passed through ribs 47 for cooling and for subsequent use as breathable air. 48 indicates a combined heating and cooling unit, one end of which heats up the precleaned air by means of heating surfaces 44, while the other end cools the air down by cooling ribs 47. A conventional Pelletier element may be used for this purpose.
The incoming air, containing pollutants, is first forced or drawn through the chemisorption compounds in order to eliminate acid gases, solid substances and llydrocarbons. It is then heated until the water vapour pressure of the air is above the moisture absorption point of the catalyst, passed through the catalyst and then cooled down. Thus, during summer operation, this unit may also be used to provide air-conditioning. The air is preferably heated to about 50C, so that the catalyst does not become inactivated by mois-ture absorption as the air flows therethrcugh.
It is known that sunny, rainy, foggy and cold weather greatly affect the humidity of the incoming air. The degree to which chemisorption compounds are sensitive to moisture absorption differs considerably, the C0 catalyst, in particular, being highly sensitive to moisture, so that chemisorption declines very sharply even when a small amount of moisture is absorbed.
In order to exclude almost completely the absorption of moisture, the housing of the chemisorption filter according to Figure 6 is encapsulated ~79~
and located in the natural heating area of the engine.
This ensures that the incoming air is heated to a grea~er or lesser degree, depending upon the design, thus preventing the release of moisture to the chemisorption compounds, and ensuring that chemisorption is not affected by atmospheric humidity. Furthermore, after the engine has been switched off, radiation ensures that the filter housing and chemisorption compounds are constantly subjected to a drying and regenerating process, so that the said compounds are completely dry and active whenever the vehicle begins a new journey. This arrangement eliminates the need for any external energy in the form of heaters or heater-coils requiring additional powerJ
reducing engine performance, and thus increasing costs. The natural heating obtained by locating the encapsulated filtering device in the heated vicinity of the engine is sufficient to increase the service life of the chemisorption filter by a multiple, thus making this arrangement an economi-cal proposition.
Figure ~'5 illustrates a motorized passenger-venicle comprising an encapsulated filter 53 in engine-bay 52, the supply of fresh air being indicated by arrow 5~1. Arrow 55 indicates the flow of cleaned air, through the filter, hec~ted by engine-heat, to the interior of the vehicle.
During hot summer weather, the fact that the air is heated by between l and 2C, for example, is unimportant, whereas in winter weather it may even be desirable. In this design, encapsulated filter-media, not affected by engine odour or exhaust gas, are fitted in the area subjected to waste heat from the engine, the said filter-media being replaceable in layer form and being supplied with fresh air from outside the engine-bay. Since this air is heated to some extent, it contains less moisture as it flows through the chemisorption compounds and emerges as clean air for use by the occupants of ,,~,5 794~6) the passenger compartment.
In the design according to Figure 7, only an advance moisture-absorption layer is regenerated and only a small volume of air ;s heated to a very high temperature. This air expels the moisture and is exhausted to atmosphere by means of a fan. This makes it possible to keep the amount of energy required for heating very small. In order to prevent the fan from being damaged by the high temperatures, the design thereof is such that, cluring regeneration, it draws in secondary air with the hot primary air.
This cools the air sufficiently to prevent the fan from being damaged. In this design, 61 is the complete chemisorption filter and 62 indicates the multi-layer chemisorption compounds preceded by a drying layer 63 serving to absorb moisture. Reversible fan 64 injects more air into the chemisorption filter than it draws out when it rotates in the opposite direction. Arrows 65 indicate the large volume of air forced through chemisorption filter 62 for ventilating the cabin, while arrows 66 indicate the substantially smaller volume of air drawn out of the cabin and heated, preferably by a heater-coil 68, to such an extent that it carries the moisture from drying layer 63 to fan 64. Opening 67 ensures that cool air is also drawn in to ensure that fan 64 does not become unduly hot.
Advance drying layer 63, which is heated separately by heater-coil 68 supplied from the battery and/or the lighting generator, ensures that the small amount of heat provided merely regenerates advance drying layer 63. In this arrangement the chemisorption and catalyst compounds 62 need not be heated to the high temperature sufficicnt to regenerate the drying layer, for example to above 90C, i.e. it i5 not necessary to heat up volume 66 of regenerating air.
In this design, a separate drying layer 63 is provided in front of the cllemisorption and catalyst compounds. Heater-coil 68 serves, on the one 7~
hand to heat up the incoming fresh air as desired, for example to 20 or 30C
and, on the other hand, when fan 64 is rotating in the opposite direction, to heat up the small amount of air required during the regenerating phase, in such a manner as to expel the moisture.
The design according to Figure 8 is a further development of that in Figure 7. In order to avoid, during the regenerating phase, having to draw the moist air from the cabin, through the chemisorption and catalyst compounds, for heating and subsequently regenerating the drying layer, a secondary air flap 79 is provided. In Figure 8, 71 indicates the complete chemisorption and catalyst filter, while 72 indicates the multilayer chemisorption and catalyst compounds. These precede drying layer 73 used to absorb moisture.
Reversible fan 74 injects more air into the filter than is drawn out during the regenerating phase. Arrows 75 indicate the amount of air drawn through the filter to ventilate the cabin. The substantlally smaller amount of secondary air 76, drawn from the cabin and made very hot by heater 78, flows through drying layer 73 from the rear, the moisture from this layer being carried away by fan 74. Cooling air may be drawn in through aperture 77, so that fan 74 does not become unduly hot.
Depending upon its location, secondary air flap 79 makes it possible to draw in secondary air 76 in front of chemisorption and catalyst compounds 72. This air then passes, without releasing its moisture, to heater 78.
Thus heated, it regenerates drying layer 73. With this design, moist air need not be drawn, during the regenerating phase, through filter compounds 72.
Instead, secondary air 76 is drawn in, beside the filter compounds, through flap 79 and heater 78 for the regeneration of drying layer 73. The drying and filtering compounds, and the supply of secondary air, may all be preceded by a dust filter, e.g. a felt filter, in order to eliminate foreign substances, such as dust from the compounds.
,~, -11 -~ ~7~
Figure 9 illustrates a design in ~hich the filter device is arranged in the trunk of a motor vehicle, so that provision oF an air inlet requires no external changes to the vehicle, inlet aperture 81 being located at the back of the trunk, behind the licence plate 82. Located between the trunk and the licence plate are spacers 83, so that air, indicated by arrow 84 can enter unimpededly and, as far as persons outside are concerned, unseen behind the licence plate into the trunk, passing through hoses therein to the filter device, and thence to the passenger compartment.
Figures 10 to 12 illustrate designs in which, instead of the filter devices being arranged in the trunk or engine-bay of the vehicle, use is made of the seat head rests, preferably those of the rear seat, for cleaning the air. The design may use individual or dual head rests, the outer shell being well upholstered in the area supportin~ the occupant's head.
The head rests on the rear seat of the vehicle are marked 91 and are connected to suction lines 92. Arrows 93 indicate the flow of clean air to the passenger compartment. Outlet line 94 is used for regeneration of the chemisorption compo~mds, not shown. Fan 100 is situated in the trunk, in order to keep tlle noise near the head rests as low as possible. In Figure 11, fan 95 is arranged centrally between head rests 96,97, but additional fans 98,99 may also be arranged externally of the head rests. The head rests have ample upholstering as a protection against impact.
In the design according to Figure 12, the rear surface of head rest 102 comprises air outlet apertures 101 facing towards the rear window. With fan 95 arranged centrally between the head rests, ample protection against impact is provided, with little danger of injury from the fan.
Figure 13 illustrates a particularly compact arrangement of the filter device. In this case the device is located in the area behind the ....
rear head rests, the so-called parcel area. In this way, the already restricted trunk and engine-bay areas are not still further restricted.
In this figure, 111 indicates the passenger vehicle and 112 the rear seat thereof. Filter 113 is located on the cover behind the rear seat head rests, the so-called parcel area. Inlet line 114, preferably with a built-in fan, runs rearwardly inside the trunk.
Claims (26)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A method for cleaning air supplied to an operator-protection or motor-vehicle cabin, wherein a housing communicates with said cabin, a means is used to induce a flow of air through said housing into said cabin, at least one chemisorption filter is used through which the flow of air in said housing transverses, and at least one heating device is disposed upstream of said filter in the path of at least part of the air flow to be cleaned, to heat all or part of said air flow.
2. A method according to claim 1, wherein under congested-traffic or smog conditions, the cabin of the motor vehicle is not conventionally ventilated, the fresh-air supply ducts being closed and a fan, until then used to inject fresh air into the cabin, being used purely to circulate the air in the cabin, while a specific amount of air drawn in through another fan unit, is added, through the chemisorption filter, at a positive presure, to the circulating cabin air, and a corresponding amount of air is vented to atmosphere through an air outlet, and wherein the air thus drawn in may be heated as required by said heater before entering the chemisorption filter, and may be still further heated by a further heater, the fan being designed in such a manner that it can either inject fresh air into the motor-vehicle cabin or, in the absence of pollutants in the environment and in the air supply, it can draw air conventionally, through the normal ducts, at a reduced flow rate in a reverse flow system, out of the motor-vehicle cabin, this air being heated to a high temperature by the further heater and being used to regenerate the chemisorption filter, in such a manner that moist air passes to atmosphere through the air outlet and the filter is regenerated and is again available for the next chemi-sorption process.
3. A method according to claim 1 or 2, wherein air is drawn in at a position remote from the normal air intake.
4. A method according to claim 1 or 2, wherein air is either drawn in through a fresh air duct containing no chemisorption filter or, if the ambient air contains pollutants, through a chemisorption filter, said filter being disconnected at will from the flow of fresh air and flushing air being used to expel the moisture from the chemisorption compounds and thus to dry them to ensure that they remain active.
5. A method according to claim 1 or 2, wherein some of the air drawn in is used for reverse flushing the chemisorption filter, and in that fresh air may be used simultaneously for reverse flushing the chemisorption filter, without interrupting the supply of fresh air to the motor-vehicle cabin line.
6. A method according to claim 1 or 2, wherein the chemisorption compounds, and/or the incoming air to be cleaned, are heated using a in order to raise the vapour pressure of the air to be cleaned to such an extent that obsorption of moisture be said compounds is almost or completely prevented.
7. A method according to claim 1 or 2, wherein the air drawn in, to be freed from pollutants is displaced by a blower via an intake channel and is first passed, at the prevailing temperature, through chemisorption and filter compounds where it is freed from acid gases, hydrocarbons, and solid substances such as dust, etc., after which it is fed via a following channel to a Pelletier element heating device and is heated, until the water vapour pressure of the air is sufficiently above the moisture absorption point of the subsequent catalyst compounds to convert CO into CO2, this pollutant-free air, after passing through the catalyst compounds, being passed to a zone wherein the Pelletier element, fitted with cooling ribs, cools it down to a temperature suitable for the operator-protection or motor-vehicle cabin.
8. An apparatus for purifying the air fed to an operator-protection or motor vehicle cabin, said apparatus comprising a housing communicating with said cabin, means for inducing a flow of air through said housing and from said housing into said cabin, at least one chemisorption filter in said housing traversed by said flow, and at least one heating device disposed in the path of at least part of the air flow to be purified upstream of said filter.
9. The apparatus according to claim 8 wherein the filter is a chemisorption filter for a passenger motor vehicle disposed in a trunk of the vehicle, said means including an intake pipe disposed at a side remote from an exhaust pipe of the vehicle in the bumper region.
10. The apparatus defined in claim 8 or claim 9 wherein the chemisorption filter comprises tubular telescoping hollow bodies betwen two walls of which chemisorption and catalyst masses are disposed and wherein said housing is provided with webs for braking a sliding of the masses.
11. The apparatus according to claim 8 or 9 wherein a switching device is provided which upon smog loading automatically allows for fresh air intake only via the filter and further air intake processes can be effected via a control key so that a blower can suck air to charge the filter on the suction side regeneratively with air in connection with the heating device and/or, for a regeneration cycle the blow being adjusted for a smaller air amount.
12. The apparatus according to claim 8 wherein said device is part of a unit which includes means which heats at the incoming air side the air to be purified and the chemisorption masses and means which cools the purified air on the output side.
13. The apparatus according to claim 12 wherein said unit includes a Peltier-element provided with cooling fins.
14. The apparatus according to claim 12 or 13 wherein the Peltier-element forms a separating wall between an intake air channel and an output air channel.
15. The apparatus according to claim 8 or 13 wherein the outside air to be sucked in is displaced by a blower via an intake channel and the air is passed over chemisorption masses for the deposition of the acid gases SO2, NO2, hydrocarbons and solids and is fed via a following channel to a heated surface which is provided with ribs in order to be further necessarily guided through a catalyst comprising hopaclite heated above 50°C, the air then being cooled in a clean air channel via following cooling fins, the heating and cooling power being provided by combination Peltier elements disposed between a heating surface and a cooling surface.
16. The apparatus according to claim 8 or 9 wherein the filter is provided as a capsule protected against smell and harmful waste gases from a vehicle engine area and containing inside chemisorption masses as exchangeable layers, said filter being disposed in a heat irradiation region of the vehicle engine are for being warmed up and the filter being provided outside of a compartment for the engine with fresh air intake means, where the fresh air is somewhat warmed and flows into a passenger area of the vehicle with low relative humidity.
17. The apparatus according to claim 8 or 9 for a vehicle wherein chemi-soption and catalyst masses are separated from a preceding drying filter by way of a heating coil, and a blower assures that substantially less regeneration air is sucked in than fresh air for venting the cabin over a drying layer part of the chemisorption filter and that cooling air is sucked in at the same time for cooling the blower, humid air being vented with the blower to the outside out of the vehicle.
18. The apparatus according to claim 8 or 9 for a vehicle wherein a switchable secondary air flap is disposed in a suck in direction from the cabin behind chemisorption and catalyst masses of said filter and the flap allows the sucking in of the secondary air, which is heated via a heating device in order to dry the drying layer and to remove the humid air via the blower to the outside.
19. The apparatus according to claim 8 wherein a dust-filtering device is provided in the path of air traversing the filter.
20. The apparatus according to claim 8 wherein a secondary air r` flap is coupled with a switching of the direction of rotation of a blower forming said means.
21. The apparatus according to claim 8 for a vehicle wherein a vent opening included in said means is disposed behind the license plate at the vehicle tail.
22. The apparatus according to claim 21 wherein the license plate is disposed at a distance of several millimeters from a stop metal sheet in the region of the trunk in order to provide free passage for the intake air.
23. The apparatus according to claim 8 for a passenger vehicle wherein the filter is provided as a head rest) at a rear region of a seat bench, with corresponding upholstery.
24. The apparatus according to claim 8 for a passenger vehicle wherein the filter has a blower which is formed in a head rest, is not disposed in the area of the heat support but in an area between heat rest support points.
25. The apparatus according to claim 8 for a passenger vehicle wherein the filter is formed as a head rest such that a side disposed opposite to the head support side is provided as an air exit side with corresponding openings in the region of a tail window of the vehicle.
26. The apparatus according to claim 8 for a passenger vehicle wherein the filter is disposed in and/or on a storage area behind a rear head rest and the intake air to be filtered is sucked in from a rear area of the vehicle.
Applications Claiming Priority (14)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19803001210 DE3001210A1 (en) | 1980-01-15 | 1980-01-15 | Ventilation air filter for vehicle interior - is in rear seat head restraints with fan in boot |
| DEP3001210.3 | 1980-01-15 | ||
| DE19803001336 DE3001336A1 (en) | 1980-01-16 | 1980-01-16 | Filter for air ventilating car interior - is arranged in rear window ledge and connected to fan drawing air from boot space |
| DEP3001336.6 | 1980-01-16 | ||
| DE19803001393 DE3001393A1 (en) | 1980-01-16 | 1980-01-16 | Moisture-absorbing layer in vehicle air filter - is sepd. from gas-absorbing layers by regenerating heater |
| DEP3001393.5 | 1980-01-16 | ||
| DE19803004675 DE3004675A1 (en) | 1980-02-08 | 1980-02-08 | Purified air feed esp. into automobile - heats air before filter to improve sorption and catalytic effects |
| DEP3004675.4 | 1980-02-08 | ||
| DEP3006323.1 | 1980-02-20 | ||
| DE19803006323 DE3006323A1 (en) | 1980-02-20 | 1980-02-20 | Purified air feed esp. into automobile - heats air before filter to improve sorption and catalytic effects |
| DE19803018695 DE3018695A1 (en) | 1980-05-16 | 1980-05-16 | Purified air feed esp. into automobile - heats air before filter to improve sorption and catalytic effects |
| DEP3018695.9 | 1980-05-16 | ||
| DEP3028433.4 | 1980-07-26 | ||
| DE19803028433 DE3028433A1 (en) | 1980-07-26 | 1980-07-26 | Purified air feed esp. into automobile - heats air before filter to improve sorption and catalytic effects |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1179480A true CA1179480A (en) | 1984-12-18 |
Family
ID=27561359
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000368413A Expired CA1179480A (en) | 1980-01-15 | 1981-01-13 | Method and apparatus for cleaning the air supplied to an operator-protection or motor-vehicle cabin |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1179480A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9987581B2 (en) | 2015-06-22 | 2018-06-05 | Agco International Gmbh | Vehicle filter system |
-
1981
- 1981-01-13 CA CA000368413A patent/CA1179480A/en not_active Expired
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US9987581B2 (en) | 2015-06-22 | 2018-06-05 | Agco International Gmbh | Vehicle filter system |
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| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |