MOTORCYCLIST APPAREL COOLING SYSTEM

Abstract

An apparel liner that includes first and second panels that define a liner interior and an air inlet. The first panel includes a first set of openings defined therethrough that are in communication with the liner interior. A first airflow path is defined between the air inlet, the liner interior and the first set of openings in the inner panel. A volume of air can flow in through the air inlet, through the liner interior and out through any one of the first set of openings in the first panel. The first panel includes a second set of openings and the second panel includes a first set of openings. Each of the second set of openings is communicated with one of the first set of openings in the second panel. A second airflow path is defined in through the second set of openings and out through the first set of openings in the second panel.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of U.S. Provisional Application No. 62/115,016, filed Feb. 11, 2015 and U.S. Provisional Application No. 62/273,226, filed Dec. 30, 2015, both of which are herein incorporated by reference in their entireties.

FIELD OF THE INVENTION

The present invention relates generally to a cooling system that can be worn by a motorcyclist.

BACKGROUND OF THE INVENTION

Motorcyclists can be exposed to high and low temperatures if they ride in the summer or winter months. Electrically heated riding apparel has made the effects of low temperatures technically easier to deal with than the effects of high temperatures. In summer months, high ambient temperatures, direct sunlight, reflected radiant energy, and high humidity can combine to create intense discomfort or heat stress. A road environment with these conditions can become extremely uncomfortable if riders wear, as they normally do, protective apparel, and the benefit of wind in the rider's jacket can easily disappear when traffic slows or stops.

Further adding to heat stress is the psychological effect brought about by a lack of options for the rider. In other words, if the rider decides to stay in the traffic lane even in the stopped or slow moving situation described above, there are few, if any, actions available to relieve an intense heat sensation. This lack of control is known to decrease tolerance for temperature extremes.

The environmental and apparel conditions noted above are not uncommon, nor are the traffic conditions: 20% of riding can be spent stopped at idle, and it is reasonable to estimate that another 5% is spent at very low speeds, particularly in urban areas. Thus, several factors combine to produce extreme heat sensation affecting riders. Although the experience of severe heat is usually of short-duration at traffic signals and in dense, stop-and-go traffic, summer riding in North American urban areas repeatedly and frequently adds the following to slow speed or stopped episodes: ambient temperature and relative humidity (RH) about 80° F. and 60%, respectively; hot, humid air trapped in the jacket cavity; solar irradiation, with afternoon sun and thin clouds, about 300 watts per square meter (W/m2); and a jacket (e.g., black leather) with high emissivity, absorbing nearly all radiated energy. Other than for the motorcyclist wearing a jacket, these factors are not necessarily oppressive, and a pedestrian in shirt-sleeve attire might find them not overly uncomfortable. However, they can produce nearly unbearable heat for the motorcyclist who wears a jacket and is stopped or moving very slowly. Of course, higher temperature and humidity, and more intense total irradiation add to the heat sensation. The experience of the rider, rather than a mere reading of climate conditions, can be estimated by applying subjective measures of felt temperature, such as Predicted Mean Vote, Standard Effective Temperature, or Apparent Temperature. For example, applying the Apparent Temperature (AT) formulation to the conditions described above, an estimate of the rider's jacket microclimate indicates a felt temperature between 100° and 130° F., which is obviously more severe than the environmental parameters would suggest.

Various specialized shirts, vests and jackets for hot weather riding have been developed. These methods are not responsive to the interaction of factors contributing to extreme felt temperatures, and they generally fail to solve the multi-faceted problem described above. Additionally, many methods require the rider to wear awkward, extra apparel and do not address many riders' strong preference to appear unencumbered by special devices.

A background on composite measures of thermal comfort will now be provided. Combining weather-related variables into a single index is a standard approach to define thermal comfort or heat stress in hot weather. Some frequently cited indices are Predicted Mean Vote, Standard Effective Temperature; Heat Index, Wet Bulb Globe Temperature, Thermohygrometric Index, Universal Thermal Climate Index, Physiological Equivalent Temperature, and Apparent Temperature. More than 100 indices have been developed, although none appear to have been developed specifically for thermal comfort estimates arising from parameters measured inside a person's jacket.

Certain aspects of the listed indices are noted below. A background concept is that mean radiant temperature (MRT) frequently appears as a term in thermal comfort indices; however, it is very difficult to measure in a manner relevant to motorcycling. Solar irradiation is a preferred radiation metric in the present case because it is more consistent across minute-to-minute segments of motorcycle riding than MRT, it can be measured, and it is reasonably predictable from weather service data. Predicted Mean Vote (PMV) involves the four environmental variables that are frequently acknowledged as contributing to heat stress: temperature, radiant heat, humidity, and airflow; furthermore, PMV incorporates two personal variables: metabolic activity and clothing insulation. The degree to which these variables interact and their weights for contribution to comfort is the basis of ASHRAE thermal comfort predictions often used in building design (ANSI/ASHRAE Standard 55).

PMV is very widely used in scaling indoor comfort, and frequently serves as a basis for outdoor formulations. Its historic use is as an indoor metric and, like many indices, uses MRT as an input for radiant energy. Standard Effective Temperature (SET) incorporates MRT as its radiation term. Heat Index (HI) assumes shade conditions and a 5.6 mph wind but does not include a term for wind velocity. It assumes no effect of radiant heat. Wet Bulb Globe Temperature (WBGT) requires substitution of wet bulb depression for a humidity measure, and does not have a direct term for wind velocity. It does include globe temperature, for which temperature at the inner face of a dark colored jacket in the direct sun might be considered a rough analog. Thermohygrometric Index (THI) is similar to HI in that ambient temperature and relative humidity (RH) are the only terms in the formula, although the weights with the terms differ. Universal Thermal Climate Index (UTCI) uses the model from Fiala et al. plus a clothing model. Physiological Equivalent Temperature (PET) also incorporates MRT as its radiation term. Apparent Temperature (AT) has all environmental variables in common with PMV and uses a solar irradiation measure rather than MRT for a radiation input. In a simplified form (using only ambient temperature and relative humidity) AT is the basis for the HI metric used by the National Oceanic and Atmospheric Administration (NOAA) National Weather Service and the Heat Stress Index used by the NOAA National Climatic Data Center. The Apparent Temperature scale appears to be the most suitable for the purposes of the present invention.

SUMMARY OF THE PREFERRED EMBODIMENTS

In accordance with a first aspect of the present invention there is provided an apparel liner that includes first and second panels that define a liner interior and an air inlet. The first panel includes a first set of openings defined therethrough that are in communication with the liner interior. A first airflow path is defined between the air inlet, the liner interior and the first set of openings in the inner panel. A volume of air can flow in through the air inlet, through the liner interior and out through any one of the first set of openings in the first panel. The first panel includes a second set of openings and the second panel includes a first set of openings. Each of the second set of openings is communicated with one of the first set of openings in the second panel. A second airflow path is defined in through the second set of openings and out through the first set of openings in the second panel. In a preferred embodiment, the first panel has an outer surface and an inner surface, the second panel has an outer surface and an inner surface, and a first temperature sensor is disposed on the outer surface of the first panel. Preferably, at least one of an airflow sensor and a relative humidity sensor is disposed on the outer surface of the first panel. In a preferred embodiment, a second temperature sensor is disposed on the outer surface of the second panel.

In a preferred embodiment, the apparel liner also includes a plurality of stitches that connect the first panel to the second panel. Preferably, the apparel liner also includes a spacer fabric disposed in the liner interior between the first and second panels.

In accordance with another aspect of the present invention there is provided a cooling system for an article of clothing that includes a liner having first and second panels that define a liner interior therebetween. The first panel includes a first set of openings defined therethrough that are in communication with the liner interior, and an air inlet for receiving a volume of air. A first airflow path is defined between the air inlet, the liner interior and the first set of openings in the inner panel. The volume of air can flow in through the air inlet, through the liner interior, and out through any one of the first set of openings in the first panel. The cooling system also includes an air source in air flow communication with the liner interior via the air inlet, and a controller for controlling the air source based on communication with a first temperature sensor associated with the liner.

In a preferred embodiment, the cooling system also includes a duct assembly that provides at least a portion of the air flow communication between the air source and the liner interior. The duct assembly includes an air inlet fitting that is secured to the air inlet that has a switch that is in communication with the controller. The switch is closed when the air inlet fitting is secured to the air inlet, and the switch is open when the air inlet fitting is not secured to the air inlet. Preferably, the air inlet fitting is magnetically secured to the air inlet.

In accordance with another aspect of the present invention there is provided a method of controlling a cooling system that includes a liner that defines a liner interior, an air source in air flow communication with the liner interior, and a controller for controlling the air source. The liner is adapted to be positioned between a jacket and a shirt and wherein the liner includes a first outer surface that is adapted to be positioned adjacent the shirt and a second outer surface that is adapted to be positioned adjacent the jacket. The method includes determining an apparent jacket temperature associated with the liner, communicating the apparent jacket temperature to the controller, and controlling the air source. The apparent jacket temperature is determined using at least one of a first temperature sensor positioned on the first outer surface of the liner, an airflow sensor positioned on the first outer surface of the liner, a relative humidity sensor positioned on the first outer surface of the liner, and a second temperature sensor positioned on the second outer surface of the liner. In a preferred embodiment, the apparent jacket temperature is determined using the first temperature sensor and at least one of an airflow sensor positioned on the first outer surface of the liner, a relative humidity sensor positioned on the first outer surface of the liner, and a second temperature sensor positioned on the second outer surface of the liner.

In accordance with another aspect of the present invention there is provided an air inlet fitting that includes a hollow main body portion that defines an inlet and an outlet, at least one magnetic body that is adapted to secure the air inlet fitting to a hollow component, and a magnetically actuated switch. The switch is closed when the air inlet fitting is secured to the hollow component and the switch is open when the air inlet fitting is not secured to the hollow component. In a preferred embodiment, the main body portion includes a flange extending outwardly therefrom and the magnetic body is mounted to the flange. Preferably, the magnetic body is positioned on a first side of the flange and the switch is positioned on a second (opposite) side of the flange. In a preferred embodiment, the inlet defines an inlet axis, the outlet defines an outlet axis and the inlet axis and outlet axis form an angle of between about 45° and about 135°. Preferably, the main body portion includes a stop member extending outwardly therefrom.

The present invention includes a system for forcing ambient air into a two (or more) panel liner. The system includes a method by which a sensor-based estimate of the rider's temperature sensation controls the flow of air from a blower to ventilate the rider's jacket. The ventilating air permeates the rider's shirt and cools the rider through two means; (i) the evaporation of perspiration, and (ii) by exhausting air (hotter and more humid than ambient air) from the jacket cavity. In a preferred embodiment, the system is designed to be mostly hidden from view and visually discrete, including integration into a jacket, so that obvious evidence of a cooling system to other riders is avoided. Preferably, in use, the system's only visible part is a matte black tube of several inches in length. The tube is positioned against the motorcycle seat and the rider's jacket. Therefore, if the seat and jacket are dark-colored, the tube and connecting fittings are visually discrete. The tube can be disconnected and the inlet ring stowed in a few seconds; the two-panel liner can be integrated into the jacket just as any conventional liner would be.

In a preferred embodiment, the two panel liner creates three air gap (microclimate) zones: a liner-jacket zone, a within-liner zone, and a liner-shirt zone. The two-panel liner is attached to the jacket in a manner similar to conventional nylon or polyester liners. In new construction, the liner may be attached at the collar and shoulders by sewing but with the lower aspect—at the waist—only partially attached to permit air to escape from the liner-jacket zone and from the liner-shirt zone. In retrofit, the liner may be attached with hook-and-loop (Velcro) fasteners, buttons or other fasteners. Preferably, the jacket appearance will present no evidence of special cooling apparatus other than an air inlet (hidden when stowed). However, this is not a limitation on the present invention and in other embodiments, the cooling apparatus may be readily viewable to another rider.

Preferably, the panels are sealed at the edges and joined together with a pattern of tack stitches and circular stitches. The two-panel liner is slightly pressurized when the blower is running, because air enters at a slightly higher rate than it exits through the inner-panel holes.

In a preferred embodiment, the liner is perforated with holes (e.g., ⅛″ diameter holes). In a preferred embodiment, about 75% of the holes are defined in the inner panel only and the remaining 25% are cross-holes connecting the liner-shirt zone to the liner-jacket zone. The cross-holes are preferably not open to the space between the inner and outer panels. In use, the cross-holes channel air from the liner-shirt zone to the liner-jacket zone to convey radiant heat by convection out of the liner-jacket zone. Cross holes also increase the movement of air and reduce the pressure in liner-shirt zone to elevate the rate of evaporation. The two-panel liner exploits the presence of three air gaps (microclimate spaces), one on either side of the liner and, additionally, the space between the panels of the liner. Heat transfer across the microclimate spaces is predictable and is effectively reduced by airflow.

In a preferred embodiment, the liner includes sensors. Preferably, the sensors are thin-film type. However, this is not a limitation and the sensors can be other types. In a preferred embodiment, the airflow, dry bulb temperature, and relative humidity sensors are mounted on a small printed circuit board. The board combines sensor, processor, and wireless transmitter functions (referred to herein as an SPT board), and is attached to the outer surface of the inner panel of the two-panel liner, roughly in a position behind or beneath the area of the jacket lapel. However, the SPT board can be attached at any position on the outer surface of the inner panel. Generally, it should be understood that the sensors are most effective if located in the area of the upper, front torso. However, this is not a limitation on the present invention, and the sensors can be located anywhere on or near the liner. Attached in this way, the sensors are exposed to the liner-shirt zone. In another embodiment, the sensors can be separate and not all on the same PCB.

Three types or sources of air movement are relevant to this invention: (i) wind in the environment which is measured as a velocity in meters per second; (ii) air circulating within apparel caused either by wind or by electromechanical blower output, often termed “ventilation” or “ventilating air” and measured in liters per minute (lpm); and (iii) air output of a blower and its progress through tubes, fittings, and defined paths, often termed airflow and frequently measured in cubic feet per minute (cfm). An airflow sensor, of course, will detect air movement irrespective of source, and does not measure ventilation directly. It is assumed that within the jacket cavity, wind-related air movement and blower-related air movement are equivalent. Units in cfm will be stated with corresponding units in lpm. It is also assumed that airflow from the blower is directly transformed into ventilation within the apparel; e.g., 10 cfm (283 lpm) blower output produces 283 lpm ventilation.

The radiant heat sensor is attached to the outer surface of the outer panel and connects to the SPT board with a wire or lead running between the inner and outer panels. The radiant heat sensor is exposed to the liner-jacket zone and is essentially in contact with the jacket shell material (e.g., leather). The radiant heat sensor lead may be disconnected at the board so that the board can be removed from the liner. It is evident from this arrangement that two temperature sensors are used, and the sensors themselves may be technically interchangeable. However, the two sensors produce distinctly interpretable values by virtue of their physical placements in the liner. The sensor on the SPT board is the dry bulb temperature sensor; it is situated roughly behind and beneath the area of the jacket lapel, and is exposed to the liner-shirt zone but protected from the jacket shell material by the liner outer panel, the air gap between liner panels (occupied by the spacer fabric), and the liner inner panel. The sensor some inches away from the SPT board is the radiant heat sensor; it is situated in the liner-jacket zone roughly beneath the back shoulder of the jacket shell material. Situated this way, the radiant heat sensor is mostly unaffected by air movement, it is in a location of most frequent sun exposure relative to other locations on a motorcycle jacket and it is essentially in contact with the jacket shell material.

In a preferred embodiment, the liner includes an inlet funnel attached thereto. The inlet funnel includes an inlet ring that is connectable to an air inlet fitting. Preferably, the inlet funnel and ring are stowable and can fold up behind the rider's jacket waistband so that they are hidden from view. In a preferred embodiment, magnets in the ring and magnetically receptive metal tabs in the liner hold the ring in the stowed position until deployed by the rider. Preferably, the inlet ring has an ergonomic design and is curved in two axes and presents a concave shape against the rider's waist in both the stowed and the deployed positions. In a preferred embodiment, the inlet ring and air inlet fitting connect magnetically and break apart under tension.

The air inlet fitting terminates the air supply tube and mates with the inlet ring. The fitting is a coupling and channels air from the air supply tube into the two-panel liner through the inlet ring and inlet funnel. In an exemplary embodiment, the opening at the end of the fitting that attaches to the air supply tube has an inside diameter of one inch. This opening transitions to an exit opening with exemplary inside dimensions of approximately 2.25×⅜ inches. The exit has a convex and concave aspect along the long axis (forming an elongated, bean-like shape). An airflow area of 0.79 square inches is maintained from the initial inlet end to the bean shaped outlet. The fitting's exit shape is ergonomically designed: when connected to the inlet ring (and the inlet ring is assembled into the two-panel liner), the concave aspect of the fitting is in position against the user's torso. In a preferred embodiment, the fitting changes the direction of airflow 90°. However, other angle changes are possible. Barbs on the fitting's inlet sleeve hold the fitting to the corrugated air supply tube; the fitting can swivel on the tube end after it is attached to the tube. In a preferred embodiment, the air inlet fitting includes magnetically receptive strips that are bonded to a flange on the fitting. These strips are attracted to magnets in the body of the inlet ring and hold the fitting to the inlet ring.

Preferably, the fitting/inlet ring connection is a ‘breakaway’ type, such that when tension is applied to the connection the two components will separate. In a preferred embodiment, a magnetic reed (or other type of) switch is positioned on the surface of the fitting or incorporated into the body of the fitting. The reed switch closes when it is physically close to the inlet ring; that is, when the inlet fitting is connected to the inlet ring. The reed switch is connected by wires and connectors (on the surface of the air supply tube and bulkhead connector) to the motor controller. Closure of the reed switch enables the motor controller circuit and the user interface device to operate. Thus, the user can enable or disable the system by connecting or disconnecting the inlet fitting to the inlet ring, and the blower motor and thermoelectric cooler (TEC) will not operate if the inlet fitting is accidentally pulled away from the inlet ring.

In a preferred embodiment, a bulkhead fitting passes airflow from the air blower duct inside a saddlebag or inside a piece of motorcycle luggage to the air supply tube outside the saddlebag or luggage. The bulkhead fitting has a magnetic joint by which the air supply tube attaches to it, so that the joint pulls apart under tension.

Preferably, the system includes a wireless receiver and motor controller that exist on a single board. The receiver communicates wirelessly with the SPT board and with the user interface device. The main component of the motor controller is a wireless relay that receives signals from the SPT board. When the SPT board produces a signal to run the blower motor, the relay pulls, 12 volt power crosses the contacts and the motor starts; when the SPT board produces a signal to stop the blower motor, the relay releases and the motor stops. The SPT board operates at all times when a system master switch is set to ‘On,’ but the SPT board signals may be overridden when the user selects Manual mode on his/her interface device (described below).

In an exemplary embodiment, the wireless receiver, motor controller and related components (e.g., circuitry, antennae, relays, terminals) are assembled in an enclosure occupying a space of approximately eight cubic inches. In use, the enclosure is concealed from view in a saddlebag, motorcycle luggage or other housing. The enclosure has connections for input power, output power to the blower motor and TEC, and the failsafe loop.

In a preferred embodiment, the receiver and motor controller board includes leads or contacts that permit the installation of a failsafe circuit or loop. In operation, the motor drives a blower and a duct is connected to the blower. The ducted airstream passes through a bulkhead fitting, through the air supply tube, and through the inlet fitting. The inlet fitting incorporates a reed switch that closes when in proximity to the magnets in the inlet ring. When the inlet fitting is connected to the inlet ring, all functions of the receiver and motor controller and user interface can operate. When the inlet fitting is disconnected from the inlet ring, the circuit is opened, the battery power master switch goes to off, and the blower and TEC stop. A failsafe override can be provided. In this embodiment, a switch is provided on the receiver/motor controller electronics board to override the failsafe feature. When the override is selected, all functions of the user interface device can operate even if the inlet fitting is disconnected from the inlet ring. The battery power master switch can be controlled by the user interface device or by manual input.

The sensor module is one function of the SPT board; it receives and integrates sensor signals and provides necessary battery power to the sensors. A replaceable battery (e.g., coin battery) is preferably also incorporated into the SPT board.

In the invention, a subjective measure of thermal comfort (referred to herein as “apparent jacket temperature” or “AJT”) is used to express the interaction of several variables detected by sensors in a jacket cavity. AJT is calculated by the processor function of the SPT board. Two pragmatic objectives underlie this method: i. The first objective is to obtain a function that is useful for controlling a blower ventilating the jacket cavity; and ii. The second objective is to provide information that is useful to the rider if he or she wishes to monitor conditions within apparel.

The present invention includes a first method to determine apparent jacket temperature. In a preferred embodiment of the invention, the sensor module receives inputs from four sensors. In another embodiment, as few as one or more than four sensors can be used. In the four sensor embodiment, the first temperature sensor is positioned on the inner panel of the two-panel liner and reads dry bulb temperature in the liner-shirt zone. The humidity sensor is positioned on the inner panel of the two-panel liner and reads the relative humidity in the liner-shirt zone. The airflow sensor is positioned on the inner panel of the two-panel liner and reads airflow in the liner-shirt zone. The second temperature sensor is positioned on the outer panel of the two-panel liner and reads temperature in the liner-jacket zone, i.e., the inside face of the jacket material. Preferably, the second temperature sensor is the same type as the first temperature sensor, but the output data is treated to produce an estimate of solar irradiation (described below).

Sensor integration in the invention differs from AT by measuring parameters inside a jacket, but produces a composite measure like AT to indicate a condition in the jacket cavity, called apparent jacket temperature (AJT) herein. In a preferred embodiment, AJT=−1.8+1.07Tdb+2.4P−0.92A+0.044i. The variables being Tdb, P, A, and i. Tdb is dry bulb temperature; a temperature measure without the contribution of humidity, and is detected by the first temperature sensor. P is water vapor pressure in kiloPascals (kPa), detected by the humidity sensor, and assumes that water vapor pressure in kPa is represented by the humidity sensor when P is a conversion of sensor output to vapor pressure using the following: P=rh/100×6.105×exp (17.27×T/(237.7+T)). The equation above gives P in hectopascals (hPa); to convert to (kPa), divide P by 10.

Variable A is ventilation of the jacket cavity in liters per minute (lpm) rather than air in velocity in meters per second (m/s) and is detected by the airflow sensor sampling an assumed volume and positioned on the inner panel of the two-panel liner. It is the volume and rate of air moving throughout the liner-shirt zone. The sensed parameter is correlated with airflow in the liner-jacket and within-liner zones but does not directly detect ventilation in these two zones. The measure further assumes that the elevation for sampling ventilation is zero. It will be appreciated that this is exemplary and in other embodiments the measurements can be based on the metric system.

In the present invention, it is known that air within a certain range of volume, pressure, and flow rate, and forced through a specific distribution pattern within the jacket microenvironment will produce air movement over the rider's shirt (and throughout other air gaps) and yield cooling effects. Many conditions affect the cooling sensation of moving air, such as ambient air temperature, humidity, moisture on the skin, and speed of the moving air. However, the exact relationship between (a) thermal comfort affected by indoor air movement or outdoor wind and (b) thermal comfort affected by air moving in the cavity of a jacket is unknown. Nevertheless, an assumption is possible, and the data relevant to this assumption relate wind speed in meters per second (m/s) to ventilation in liters per minute (lpm).

In the microclimate spaces beneath apparel, it is common to assess the effects of air volume and rate of exchange rather than air speed. Air blown into ventilating garments produces various benefits in hot weather, including longer exercise times, lower skin temperature, decreased fabric vapor resistance, and improved comfort. In humid conditions, 350 lpm of ambient air may be the minimum required to remove heat that would otherwise be trapped by protective garments. Therefore, the point is to generate maximum ventilation close to 350 lpm and equivalent to that achieved at motorcycle speeds from 0 to about 20 mph; beyond this speed, any blower effect is overwhelmed by the air blown into the jacket (at the collar, sleeve cuffs, and waistband) by movement of the motorcycle. The volume and rate of ventilation in garments has been examined in relation to exchanging air in the microclimate space. Forced ventilation garments often use relatively small exchange rates of ambient or cooled air (e.g., 10-200 lpm), while higher exchange rates are observed not with forced air apparatus but with air movement produced by wind in the environment (e.g., 1400 lpm, with very permeable garments allowing air to move through openings such as the collar and waistband and through the fabric. Garments with low permeability, such as leather motorcycle jackets, do not benefit from air moving through the fabric but obtain ventilation only by airflow through openings, and therefore exhibit less total ventilation in the wind.

The system taught herein does not operate as a thermostatic system; instead, the system in automatic mode responds to categories of felt temperature with a limited number of step changes in airflow. In a preferred embodiment, the blower delivers enough air to ventilate not just the liner-shirt zone, but also the within-liner zone and the liner-jacket zone. Blower rpm is nominal only, as blower characteristics vary.

The speed control and/or relays controlling the blower motor preferably produce a ‘slow start’ regardless of the speed setting. Also, the motor is preferably fuse-protected. Airflow increases directly with blower motor speed so, depending on the characteristics of the blower and its motor, MT can be related to motor speed with a linear rule, for example, to simply adjust blower speed continuously according to MT. However, the most rapid decrease in AJT is achieved with airflow at or near the highest calculated level (producing ventilation of about 428 lpm throughout the liner and related zones), and maintained at that level until AJT is no longer decreasing (about 5 minutes). Nevertheless, in order to conserve battery power a rule moderates blower motor speed in the automatic mode.

The sensor module integrates inputs continuously. The motor controller polls the sensor module for AJT once every 5 seconds (or at any interval between 1 second and 10 minutes), associates a motor rpm with the obtained AJT, and maintains the speed until the next poll. If AJT is greater than a preceding poll, blower rpm is set to the speed producing about 428 lpm. If AJT is sufficiently less than a preceding poll to classify the value into a lower heat index category, blower rpm is set to a level associated with that category. In the table below, a decrease in blower rpm of 10% is ordered for any AJT that occurs in a lower thermal category. Other logic is possible.

TABLE
Exemplary airflow produced by blower
according to category of AJT
				Airflow
				Produced in
				CFM (Venti-
Fahrenheit	Celsius	Category	Classification	lation in LPM)
80-89	26.7-31.7	I	Very Warm	11	(311)
90-104	32.2-40.0	II	Hot	12	(340)
105-129	40.6-53.9	III	Very Hot	13.6	(385)
130 &	54.4 and	IV	Extremely	15	(428)
above	above		Hot

It will be understood that the blower supplies air, filtered for dust and debris, to the two-panel liner. In an exemplary embodiment, it is a radial type, producing about 72 cfm (2040 lpm) free airflow and 0.5 psi static pressure (at zero airflow). The blower draws approximately 10 amps, and operates on a 12 vDC motorcycle battery/alternator system. At 12K rpm, air volume and flow rate are sufficient to overcome drag and turbulence, maintain the two-layer liner in an inflated condition, and ventilate the liner-shirt zone at 428 lpm. The blower has sufficient spare capacity to produce higher airflows in manual control operation. The type of blower is not a limitation on the present invention and any type of blower can be used.

Air entering the blower volute is inevitably, but slightly, compressed, and this compression may increase air temperature by about 2° F. A thermoelectric cooler is positioned in the intake airstream to remove heat from the air, lowering the temperature by about 2° F. In an exemplary embodiment, the thermoelectric cooler draws about 3 amps at 12 vDC. The purpose of the thermoelectric cooler is not to chill the air delivered to the jacket cavity, but rather to prevent air from gaining heat above ambient levels.

A user interface device is provided so the rider can control the system. The interface device is the interface by which a rider controls the ventilation system. An exemplary user interface device is shown in the drawings, but the design is not a limitation. The user interface device can be mounted on a motorcycle handlebar with an appropriate holder. If the motorcycle is stopped and assuming safe use, the rider can hold the wireless control in one hand and operate its switches with his/her thumb. The interface can be designed as a smartphone application or as a purpose-designed device. The interface communicates with receiver components in the receiver and motor control unit. In a preferred embodiment, wireless frequency is FCC approved for consumer use. In another embodiment or second method, the user interface device can be a hardwired control set having the same control and indicator features as the wireless device.

In another preferred embodiment of the present invention, an alternative form of apparent jacket temperature (AJTa) where only two terms vary: airflow and dry bulb temperature can be used. In this embodiment, the values for radiant heat and humidity are treated as constants, where the humidity-related value (i.e., vapor pressure) is 2.5 kPa, and the radiant heat-related value is 400 W/m2. The form for AJTa with constants is AJTa=−1.8+1.07T+2.4(2.5)−0.92v+0.044(400). Simplified, AJTa=1.07T−0.92v+21.8.

In another embodiment, only an airflow sensor is active on the SPT board, and temperature, humidity and radiant heat sensors are omitted. Thus, the system operates only in response to the level of sensor-detected ventilation and without regard to estimates of felt temperature. In automatic mode, thresholds are established for the sensor and controller functions. If ventilation at the sensor is less than 10 lpm (again assuming the sampling of a default volume), the blower motor runs at a speed producing an airflow of about 15 cfm (428 lpm ventilation through the liner); that is, at a sufficiently high speed producing ventilation effective for reducing heat stress. If ventilation at the sensor is greater than 428 lpm, the blower motor is stopped (the motorcycle's road speed of approximately 15 mph produces ventilation greater than 428 lpm). Other relationships between ventilation and blower output are possible; for example, for the purpose of conserving battery power.

In another embodiment, no sensors are installed in the two-panel liner and the user interface is a hardwired control set having only a manual on/off control for the blower. A speed control may be included. A thermoelectric cooler is included in the intake airstream to maintain ambient air temperature. The pneumatic coupling to the inlet ring has magnetic attachment and may include electrical contacts. The air inlet ring is hidden when it is in the stowed position.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a system in accordance with a preferred embodiment of the present invention;

FIG. 2 is an illustration of the system of FIG. 1 in use with a jacket and a motorcycle;

FIG. 3 is a front perspective view of a liner of the system of FIG. 1 positioned between jacket material and shirt material;

FIG. 4 is a rear perspective view of a liner of the system of FIG. 1 positioned between jacket material and shirt material;

FIG. 5 is an exploded perspective view of the air inlet funnel and associated components;

FIG. 5A is a bottom perspective view of the inlet ring;

FIG. 6 is a perspective view of the air inlet funnel and associated components;

FIG. 7 is an illustration showing the movement of the air inlet funnel from the deployed position to the stowed position;

FIG. 8 is an exploded view of the duct assembly;

FIG. 9 is a perspective view of the air inlet fitting; and

FIG. 10 is an elevational view of the user interface device.

Like numerals refer to like parts throughout the several views of the drawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following description and drawings are illustrative and are not to be construed as limiting. Numerous specific details are described to provide a thorough understanding of the disclosure. However, in certain instances, well-known or conventional details are not described in order to avoid obscuring the description. References to one or an embodiment in the present disclosure can be, but not necessarily are references to the same embodiment; and, such references mean at least one of the embodiments.

Reference in this specification to “one embodiment” or “an embodiment” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the-disclosure. The appearances of the phrase “in one embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are described which may be requirements for some embodiments but not other embodiments.

The terms used in this specification generally have their ordinary meanings in the art, within the context of the disclosure, and in the specific context where each term is used. Certain terms that are used to describe the disclosure are discussed below, or elsewhere in the specification, to provide additional guidance to the practitioner regarding the description of the disclosure. For convenience, certain terms may be highlighted, for example using italics and/or quotation marks: The use of highlighting has no influence on the scope and meaning of a term; the scope and meaning of a term is the same, in the same context, whether or not it is highlighted.

It will be appreciated that the same thing can be said in more than one way. Consequently, alternative language and synonyms may be used for any one or more of the terms discussed herein. No special significance is to be placed upon whether or not a term is elaborated or discussed herein. Synonyms for certain terms are provided. A recital of one or more synonyms does not exclude the use of other synonyms. The use of examples anywhere in this specification including examples of any terms discussed herein is illustrative only, and is not intended to further limit the scope and meaning of the disclosure or of any exemplified term. Likewise, the disclosure is not limited to various embodiments given in this specification.

Without intent to further limit the scope of the disclosure, examples of instruments, apparatus, methods and their related results according to the embodiments of the present disclosure are given below. Note that titles or subtitles may be used in the examples for convenience of a reader, which in no way should limit the scope of the disclosure. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. In the case of conflict, the present document, including definitions, will control.

It will be appreciated that terms such as “front,” “back,” “top,” “bottom,” “side,” “short,” “long,” “up,” “down,” “aft,” “forward,” “inboard,” “outboard” and “below” used herein are merely for ease of description and refer to the orientation of the components as shown in the figures. It should be understood that any orientation of the components described herein is within the scope of the present invention.

FIGS. 1-9 show a cooling system 10. In the description herein the cooling system 10 is used to cool a motorcycle rider. However, this is only exemplary and not a limitation on the present invention. As shown in FIG. 1, in a preferred embodiment, the cooling system 10 generally includes a liner 12, a duct assembly 14, a blower assembly 16, and a motor controller 18. FIG. 2 shows the cooling system 10 used with a jacket 200 and a motorcycle 202 (only the rear wheel is shown). The liner 12 is secured inside the jacket 200. The motorcycle includes an enclosure 20 thereon (e.g., a saddlebag) that houses the blower assembly 16, and motor controller 18. The duct assembly 14 extends from the jacket 200, to the enclosure 20 and to the blower assembly 16.

With reference to FIGS. 3-6, the liner 12 will now be described. FIG. 3 shows the liner 12 positioned between the user's shirt 204 and the jacket 200. It will be appreciated that the liner 12 is typically stitched or otherwise secured to the inner surface of the jacket 200. However, this is not a limitation and the liner 12 can be a separate component. In a preferred embodiment, the liner includes first and second or inner and outer panels 22 and 24 that define a liner interior 26 therebetween. In a preferred embodiment, as shown in FIGS. 3 and 4, a spacer layer or spacer fabric 27 is positioned between the inner and outer panels 22 and 24. Preferably the inner and outer panels 22 and 24 are sealed (e.g., stitched) together about their peripheries (FIG. 3 does not show the peripheries stitched together so that the liner interior 26 and spacer fabric 27 can be seen). The inner panel 22 includes a first set of openings 28 defined therethrough that are in communication with the liner interior 26. The liner 12 also includes an air inlet 30 for receiving a volume of air. The air inlet 30 can be defined in the inner panel 22, the outer panel 24 or it can be defined between the two panels. A first airflow path is defined between the air inlet 30, the liner interior 26 and the first set of openings 28 in the inner panel 22. This allows air to flow in through the air inlet 30, through the liner interior 26, and out through any one of the first set of openings 28 in the inner panel 22.

In a preferred embodiment, the inner panel 22 also includes a second set of openings 32 defined therein and the outer panel 24 includes a corresponding first set of openings 34 defined therein. Each of the second set of openings 32 in the inner 22 panel is communicated with one of the first set of openings 34 in the outer panel 24. As a result, a second airflow path is defined such that air flows in through the second set of openings 32 in the inner panel 22 and out through the first set of openings 34 in the outer panel 24 (or vice versa). In an exemplary embodiment, the openings in the inner and outer panels are aligned with one another and a circular stitch 35 is used to secure the inner and outer panels together. In another embodiment, a tunnel that extends between the inner and outer panels 22 and 24 and through the liner interior 26 can be provided.

As shown in FIGS. 3 and 4, it will be appreciated that by positioning the liner 12 between the user's jacket material 200 and shirt 204 that three different zones are defined. One zone is the liner interior 26 (also referred to herein as the “within-liner zone”). Another zone is defined between the shirt 204 and the inner panel 22 (referred to herein as the “liner-shirt zone 36”). Yet another zone is defined between the jacket 200 and the outer panel 24 (referred to herein as the “liner-jacket zone 38”). It will be appreciated that the first airflow path allows air to come in through the air inlet 30, into the liner interior 26, out through the first set of openings 28 in the inner panel 22 (as shown by the straight arrows in FIG. 3) and into the liner-shirt zone 36 where it can permeate the user's shirt 204 and flow over the user's skin for cooling. It will be appreciated that in the second airflow path, air that is already in the liner-shirt zone 36 flows through the second set of openings 32 in the inner 22 panel (as shown by the squiggly arrows in FIG. 3), through the first set of openings 34 in the outer panel 24 and into the liner-jacket zone 38 (as shown by the squiggly arrows in FIG. 4).

In a preferred embodiment, the system 10 includes at least one and preferably a plurality of sensors. Preferably the sensors are associated with the liner 12. However, in another embodiment, the sensors can be attached to the rider's shirt 204 or jacket 200. In a preferred embodiment, the liner 12 includes a first temperature sensor 40, an airflow sensor 42, a relative humidity sensor 44 and a second temperature sensor 46. Preferably, the first temperature sensor 40, airflow sensor 42, and relative humidity sensor 44 are mounted on a small printed circuit board that combines sensor, processor, and wireless transmitter functions (referred to herein as an SPT board 48) and is attached to the outer surface 22a of the inner panel 22, as shown in FIG. 3. Positioned in this way, the sensors are exposed to the liner-shirt zone 36. In another embodiment, the sensors can be separate and not all on the same PCB (as shown in FIG. 1).

In a preferred embodiment, the second temperature sensor 46 is a radiant heat sensor and is attached to the outer surface 24a of the outer panel 24 and connects to the SPT board 48 with a wire or lead running between the inner and outer panels 22 and 24. The second temperature sensor 46 is exposed to the liner-jacket zone 38 and is essentially in contact with or closely adjacent to the jacket shell material 200. As shown in FIG. 1 and described below, the SPT board 48 communicates wirelessly with the motor controller 18 or may communicate electrically with the motor controller 18 along the physical route of wiring 49.

As shown in FIGS. 3-6, the air inlet 30 can be an inlet funnel that is made of fabric or the like. In another embodiment, the air inlet 30 can be cylindrical or other shape. In another embodiment, the air inlet 30 can be made of a rigid material, such as plastic. Preferably, the inlet funnel 30 is sewn to the inner and/or outer panels 22 and 24 such that the inlet funnel 30 has an inlet 50 and an outlet 52. In use, the inlet funnel 30 is secured to a component of the ducting assembly 14. To provide this connection, the inlet funnel 30 is provided with an inlet ring 54 and complementary collar 26. As described below, the inlet ring 54 is connectable to an air inlet fitting 62. As shown in FIGS. 5 and 6, the inlet ring 54 includes a flange 58 that extends upwardly therefrom and through the inlet 50 of the inlet funnel 30. The bottom fabric of the inlet funnel 30 wraps around the collar 26, as shown in FIG. 6 is secured between the bottom surface of collar and the top surface of the inlet ring 54 and then turns up and is secured between the inner surface of the collar 26 and the outer surface of the flange 58. In a preferred embodiment, the bottom of the inlet ring 54 includes magnets 60 on the bottom thereof that provide connection generally to the duct assembly 14, as described below.

As shown in FIG. 7, in a preferred embodiment, the inlet funnel 30 and inlet ring 54 are stowable and can fold up behind the rider's jacket waistband so that they are hidden from view when not in use. In a preferred embodiment, the magnets 60 in the inlet ring 54 and magnetically receptive metal tabs (not shown) in the liner 12 hold the inlet ring 54 in the stowed position until deployed (moved to the deployed position) by the rider. Preferably, as shown in FIG. 5, the inlet ring 54 has an ergonomic design and is curved in two axes and presents a concave shape against the rider's waist in both the stowed and the deployed positions. As shown in FIG. 5, the top of the inlet ring 54 is concave and the far side is concave. In a preferred embodiment, the inlet ring 54 and air inlet fitting 62 connect magnetically and break apart under tension. It will be appreciated that the inlet ring 54 can include other connections for connecting to the air inlet fitting 62 other than magnets, e.g., snap fit, friction fit, Velcro, snaps, buttons, tabs and the like.

FIG. 6 shows the inlet ring 54 and inlet funnel 30 in the deployed position. To move them to the stowed position, the inlet ring 54 (and collar 26) are rotated upwardly approximately 270° (as shown in FIG. 7), toward the inside of the liner 12. In the stowed position, the concave top side of the inlet ring 54 (where the flange 58 is located) faces the rider's body. The magnets 60 on the convex side (the bottom) of the inlet ring 54 are secured to magnets on the upper aspect of the air inlet fitting 62 (e.g., magnetically receptive strips described below).

FIGS. 8-9 show the duct assembly 14 and the components thereof. In a preferred embodiment, the duct assembly 14 generally includes the air inlet fitting 62, an air supply tube 64 and a bulkhead coupling 66 that provides connection between the air supply tube 64 and an air blower duct 68 (see FIG. 1) that is positioned in the enclosure 20 and connects to the blower assembly 16. The bulkhead coupling 66 can be any coupling that allows the air supply tube 64 to connect to the enclosure 20 and ultimately the blower assembly 16. In a preferred embodiment, the bulkhead coupling 66 includes magnetic coupling for easy disconnection in the event of a crash or a rider walking away with the ducts still connected. It will be appreciated that the duct assembly 14 provides air flow communication between the blower assembly 16 air source and the liner interior 26.

FIG. 9 shows the air inlet fitting 62, which generally includes a main body portion 70 that defines an inlet 72 and an outlet 74, a stop member 76 near the inlet 72 and a flange 78 near the outlet 74. In a preferred embodiment, the flange 78 includes magnetically receptive strips 80 or the like on the top thereof that interact with the magnets 60 on the inlet ring 54 to connect the air inlet fitting 62 to the inlet ring 54. In another embodiment, the magnets can be on the air inlet fitting and the magnetically receptive strips can be located on the inlet ring or air inlet funnel. The term “magnetic body” is used herein generally to represent either an actual magnet or a magnetically receptive metal or other body. In a preferred embodiment, the air inlet fitting's outlet shape is ergonomically designed so that when it is connected to the inlet ring 54 (and the inlet ring 54 is assembled into the liner 23), air inlet fitting 62 has a concave shape such that it is positioned against the user's torso. In a preferred embodiment, the fitting changes the direction of airflow 90°. However, other angle changes are possible. Barbs 82 on the air inlet fitting's inlet sleeve hold the fitting to the corrugated air supply tube 64. The air inlet fitting 62 can swivel on the end of the air supply tube 64 when attached thereto.

In a preferred embodiment, the air inlet fitting 62 includes a switch 84 that communicates to the controller 18 whether the inlet fitting 62 and inlet ring 54 are connected. Preferably, the switch 84 is a magnetic reed switch that is positioned on the surface of the air inlet fitting 62 or incorporated into the body of the air inlet fitting 62. The reed switch 84 closes when it is physically close to the inlet ring 54; that is, when the inlet fitting 62 is connected to the inlet ring 54 (due to the magnets 60). The reed switch 84 is connected by wires and connectors (on the surface of the air supply tube 64 and bulkhead coupling 66) to the motor controller 18. Closure of the reed switch 84 enables the motor controller circuit and the user interface device (described below) to operate. Thus, the user can enable or disable the system by connecting or disconnecting the inlet fitting 62 to the inlet ring 54. The blower motor assembly and components thereof will not operate if the inlet fitting 62 is accidentally pulled away from the inlet ring 54.

As shown in FIG. 8, the outlet end of the air supply tube 64 connects to the air inlet fitting 62 and the inlet end connects to the bulkhead coupling 66. Generally, the bulkhead coupling 66 passes airflow from the air blower duct 68 inside the enclosure 20 (e.g., saddlebag or luggage) to the air supply tube 64 outside the enclosure 20. As shown in FIG. 8, in a preferred embodiment, the bulkhead coupling 66 includes an outside portion 86 and an inside portion 88. The outside portion 86 receives the air supply tube 64 on the outlet end thereof. The inlet end of the outside portion 86 includes a magnetically receptive ring 90 or the like that mates with magnets 92 on the inside portion 88. This provides a magnetic joint by which the air supply tube 64 can pull away from the enclosure 20 under tension. In another embodiment, the magnets can be on the outside portion and the magnetically receptive ring on the inside portion. The inside portion 88 is mounted in an opening in the enclosure 20.

As shown in FIG. 1, the blower assembly 16 includes a motorized air supply or blower 94 (with blower duct 68), a filter 96, and a thermoelectric cooler 98. It will be appreciated that the air entering the blower volume (after passing through the filter 96) is slightly compressed, which increases the air temperature by about 2° F. The thermoelectric cooler 98 is positioned in the intake airstream to remove heat from the air, lowering the temperature by about 2° F. It should be understood that in one embodiment the purpose of the thermoelectric cooler 98 is not to chill the air delivered to the liner 12, but rather to prevent air from gaining heat above ambient levels. The blower assembly 16 is in electrical communication with the motor controller 18 as described below. In another embodiment, the thermoelectric cooler 98 can be used to chill or cool the air delivered to the liner 12.

As shown in FIG. 1, the system 10 also includes the motor controller 18. In a preferred embodiment, the motor controller 18 includes a wireless receiver for receiving the sensor signals from the SPT board 48 and the user input from a user interface device 102. The wireless receiver relays signals to the motor controller 18, which turns the blower 94 on or off, as necessary. In a preferred embodiment, the SPT board 48 operates at all times when a system master switch is set to “on,” but the SPT board 48 signals may be overridden when the user selects manual mode on the user interface device 102.

In a preferred embodiment, the system includes a failsafe loop or circuit. As described above, the inlet fitting 62 preferably includes a switch 84 that closes when in proximity to the magnets 60 in the inlet ring 54. When the inlet fitting 62 is connected to the inlet ring 54, all functions of the receiver, motor controller 18 and user interface device 102 can operate. When the inlet fitting 62 is disconnected from the inlet ring 54, the circuit is opened, the master switch goes to off, and the blower 94 and thermoelectric cooler 98 stop and cannot be operated. The master switch can be controlled by the user interface device 102 or by manual input.

As shown in FIG. 10, in a preferred embodiment, the user interface device 102 includes a three position master switch 104 that includes off, automatic and manual positions, a push button 106 and a dial 108 for manual control of the blower speed. In use, the user can place the system 10 in manual mode (using the user interface device 102) and can run the blower 94 as desired or the user can switch the system 10 to automatic mode, wherein the blower 94 is turned on and off based on input from the sensors.

In the off position, the switch in the receiver is switched off so that no power is available to the blower motor 94 or cooler 98. Power to the receiver is preferably still available so the user interface device 102 can communicate with the receiver/motor controller 18. In the automatic position, the blower motor 94 relay is released according to input from the SPT board 48. In an exemplary embodiment, the user can select stop on the dial 108, however, all speed settings above “stop” are bypassed and the blower motor 94 is controlled based on the SPT board signals. The SPT board 48 controls the blower motor 94. Blower motor speed control is disabled in the automatic function (there is no user selection of speed). If the blower motor 94 is activated by SPT input, the cooler 98 also starts.

When the switch is in the manual position, speed control using the dial 108 is enabled and the user can select “stop” or any speed setting.

Exemplary embodiments of the calculations involved with the sensors are described above in the Summary section. In a preferred embodiment, generally, the first temperature sensor 40 reads temperature (e.g., dry bulb temperature) in the liner-shirt zone 36, the relative humidity sensor 44 reads relative humidity in the liner-shirt zone 36, the airflow sensor 42 reads airflow in the liner-shirt zone 36 and the second temperature sensor 46 reads temperature in the liner-jacket zone 38; e.g., the inside face of jacket material. The readings are communicated from the SPT board 48 to the controller 18 (via wiring 49 or wirelessly). The controller 18 then controls the blower 94 turning it on or off as necessary to maintain the desired temperature or rate of ventilation (set within a predetermined range) in the liner-shirt zone 36. Any or all of the sensors can be omitted in other embodiments. For example, in a simplified embodiment, the second temperature, airflow and relative humidity sensors can be omitted. It will be appreciated that the manual speed can be controlled by a thumbwheel, slider switch, up and down buttons or the like. Button 106 is used to turn the cooler 98 on and off when the switch 104 is in manual mode or position. A light 110 (e.g., LED) can be used to indicate if the button 106 is on or off.

Unless the context clearly requires otherwise, throughout the description and the claims, the words “comprise,” “comprising,” and the like are to be construed in an inclusive sense, as opposed to an exclusive or exhaustive sense; that is to say, in the sense of “including, but not limited to.” As used herein, the terms “connected,” “coupled,” or any variant thereof, means any connection or coupling, either direct or indirect, between two or more elements; the coupling of connection between the elements can be physical, logical, or a combination thereof. Additionally, the words “herein,” “above,” “below,” and words of similar import, when used in this application, shall refer to this application as a whole and not to any particular portions of this application. Where the context permits, words in the above Detailed Description of the Preferred Embodiments using the singular or plural number may also include the plural or singular number respectively. The word “or” in reference to a list of two or more items, covers all of the following interpretations of the word: any of the items in the list, all of the items in the list, and any combination of the items in the list.

The above-detailed description of embodiments of the disclosure is not intended to be exhaustive or to limit the teachings to the precise form disclosed above. While specific embodiments of and examples for the disclosure are described above for illustrative purposes, various equivalent modifications are possible within the scope of the disclosure, as those skilled in the relevant art will recognize. Further, any specific numbers noted herein are only examples: alternative implementations may employ differing values, measurements or ranges.

The teachings of the disclosure provided herein can be applied to other systems, not necessarily the system described above. The elements and acts of the various embodiments described above can be combined to provide further embodiments. Any measurements described or used herein are merely exemplary and not a limitation on the present invention. Other measurements can be used. Further, any specific materials noted herein are only examples: alternative implementations may employ differing materials.

Any patents and applications and other references noted above, including any that may be listed in accompanying filing papers, are incorporated herein by reference in their entirety. Aspects of the disclosure can be modified, if necessary, to employ the systems, functions, and concepts of the various references described above to provide yet further embodiments of the disclosure.

These and other changes can be made to the disclosure in light of the above Detailed Description of the Preferred Embodiments. While the above description describes certain embodiments of the disclosure, and describes the best mode contemplated, no matter how detailed the above appears in text, the teachings can be practiced in many ways. Details of the system may vary considerably in its implementation details, while still being encompassed by the subject matter disclosed herein. As noted above, particular terminology used when describing certain features or aspects of the disclosure should not be taken to imply that the terminology is being redefined herein to be restricted to any specific characteristics, features or aspects of the disclosure with which that terminology is associated. In general, the terms used in the following claims should not be construed to limit the disclosures to the specific embodiments disclosed in the specification unless the above Detailed Description of the Preferred Embodiments section explicitly defines such terms. Accordingly, the actual scope of the disclosure encompasses not only the disclosed embodiments, but also all equivalent ways of practicing or implementing the disclosure under the claims.

Accordingly, although exemplary embodiments of the invention have been shown and described, it is to be understood that all the terms used herein are descriptive rather than limiting, and that many changes, modifications, and substitutions may be made by one having ordinary skill in the art without departing from the spirit and scope of the invention.

Claims

1. An apparel liner comprising:

first and second panels that define a liner interior therebetween, wherein the first panel includes a first set of openings defined therethrough that are in communication with the liner interior, and

an air inlet for receiving a volume of air, wherein a first airflow path is defined between the air inlet, the liner interior and the first set of openings in the inner panel, whereby the volume of air can flow in through the air inlet, through the liner interior, and out through any one of the first set of openings in the first panel,

wherein the first panel includes a second set of openings defined therein and the second panel includes a first set of openings defined therein, wherein each of the second set of openings in the first panel is communicated with one of the first set of openings in the second panel, wherein a second airflow path is defined in through the second set of openings in the first panel and out through the first set of openings in the second panel.

2. The apparel liner of claim 1 wherein the first panel has an outer surface and an inner surface, wherein the second panel has an outer surface and an inner surface, and wherein a first temperature sensor is disposed on the outer surface of the first panel.

3. The apparel liner of claim 2 wherein at least one of an airflow sensor and a relative humidity sensor is disposed on the outer surface of the first panel.

4. The apparel liner of claim 3 wherein a second temperature sensor is disposed on the outer surface of the second panel.

5. The apparel liner of claim 1 further comprising a plurality of stitches that connect the first panel to the second panel.

6. The apparel liner of claim 1 further comprising a spacer fabric disposed in the liner interior between the first and second panels.

7. A cooling system for an article of clothing, the cooling system comprising:

a liner that includes first and second panels that define a liner interior therebetween, wherein the first panel includes a first set of openings defined therethrough that are in communication with the liner interior, and an air inlet for receiving a volume of air, wherein a first airflow path is defined between the air inlet, the liner interior and the first set of openings in the inner panel, whereby the volume of air can flow in through the air inlet, through the liner interior, and out through any one of the first set of openings in the first panel,

an air source in air flow communication with the liner interior via the air inlet, and

a controller for controlling the air source based on communication with a first temperature sensor associated with the liner.

8. The cooling system of claim 7 wherein the first panel has an outer surface and an inner surface, wherein the second panel has an outer surface and an inner surface, and wherein the first temperature sensor is disposed on the outer surface of the first panel.

9. The cooling system of claim 8 wherein at least one of an airflow sensor and a relative humidity sensor is disposed on the outer surface of the first panel.

10. The cooling system of claim 8 wherein the first panel includes a second set of openings defined therein and the second panel includes a first set of openings defined therein, wherein each of the second set of openings in the first panel is communicated with one of the first set of openings in the second panel, wherein a second airflow path is defined in through the second set of openings in the first panel and out through the first set of openings in the second panel.

11. The cooling system of claim 10 wherein a second temperature sensor is disposed on the outer surface of the second panel.

12. The cooling system of claim 8 further comprising a duct assembly that provides at least a portion of the air flow communication between the air source and the liner interior, wherein the duct assembly includes an air inlet fitting that is secured to the air inlet, wherein the air inlet fitting includes a switch that is in communication with the controller, wherein the switch is closed when the air inlet fitting is secured to the air inlet, and wherein the switch is open when the air inlet fitting is not secured to the air inlet.

13. The cooling system of claim 12 wherein the air inlet fitting is magnetically secured to the air inlet.

14. A method of controlling a cooling system that includes a liner that defines a liner interior, an air source in air flow communication with the liner interior, and a controller for controlling the air source, wherein the liner is adapted to be positioned between a jacket and a shirt and wherein the liner includes a first outer surface that is adapted to be positioned adjacent the shirt and a second outer surface that is adapted to be positioned adjacent the jacket, the method comprising the steps of:

determining an apparent jacket temperature associated with the liner, wherein the apparent jacket temperature is determined using at least one of a first temperature sensor positioned on the first outer surface of the liner, an airflow sensor positioned on the first outer surface of the liner, a relative humidity sensor positioned on the first outer surface of the liner, and a second temperature sensor positioned on the second outer surface of the liner,

communicating the apparent jacket temperature to the controller, and

controlling the air source.

15. The method of claim 14 wherein the apparent jacket temperature is determined using the first temperature sensor and at least one of an airflow sensor positioned on the first outer surface of the liner, a relative humidity sensor positioned on the first outer surface of the liner, and a second temperature sensor positioned on the second outer surface of the liner.

16. An air inlet fitting comprising:

a hollow main body portion that defines an inlet and an outlet,

at least one magnetic body that is adapted to secure the air inlet fitting to a hollow component, and

a magnetically actuated switch, wherein the switch is closed when the air inlet fitting is secured to the hollow component, and wherein the switch is open when the air inlet fitting is not secured to the hollow component.

17. The air inlet fitting of claim 16 wherein the main body portion includes a flange extending outwardly therefrom, wherein the magnetic body is mounted to the flange.

18. The air inlet fitting of claim 17 wherein the magnetic body is positioned on a first side of the flange and the switch is positioned on a second side of the flange.

19. The air inlet fitting of claim 18 wherein the inlet defines an inlet axis and the outlet defines an outlet axis, wherein the inlet axis and outlet axis form an angle of between about 45° and about 135°.

20. The air inlet fitting of claim 19 wherein the main body portion includes a stop member extending outwardly therefrom.