U.S. patent application number 10/375308 was filed with the patent office on 2004-09-02 for automotive air conditioning refrigerant charging apparatus.
Invention is credited to Dudley, Newton Howard.
Application Number | 20040168463 10/375308 |
Document ID | / |
Family ID | 32907787 |
Filed Date | 2004-09-02 |
United States Patent
Application |
20040168463 |
Kind Code |
A1 |
Dudley, Newton Howard |
September 2, 2004 |
Automotive air conditioning refrigerant charging apparatus
Abstract
An automotive air conditioning refrigerant charging apparatus.
In a described embodiment, an automotive air conditioning
refrigerant charging apparatus includes an R-134a system quick
connect connector, a pressure gauge and a refrigerant can valve.
The pressure gauge and the valve are simultaneously and permanently
connected to the quick connect connector.
Inventors: |
Dudley, Newton Howard;
(Blum, TX) |
Correspondence
Address: |
KONNEKER & SMITH P. C.
660 NORTH CENTRAL EXPRESSWAY
SUITE 230
PLANO
TX
75074
US
|
Family ID: |
32907787 |
Appl. No.: |
10/375308 |
Filed: |
February 27, 2003 |
Current U.S.
Class: |
62/292 ;
62/77 |
Current CPC
Class: |
F25B 2345/001 20130101;
F25B 45/00 20130101; B60H 1/00585 20130101 |
Class at
Publication: |
062/292 ;
062/077 |
International
Class: |
F25B 045/00 |
Claims
What is claimed is:
1. An automotive air conditioning refrigerant charging apparatus,
comprising: a quick connect connector operative to connect to a low
pressure service port of an R-134a air conditioning system; a
pressure gauge; and a refrigerant can valve, the pressure gauge and
valve being connected simultaneously to the quick connect
connector.
2. The apparatus according to claim 1, wherein the pressure gauge
and valve are connected to the quick connect connector using at
least one hose.
3. The apparatus according to claim 1, wherein a first hose is
connected between the pressure gauge and the quick connect
connector, and wherein a second hose is connected between the valve
and the pressure gauge.
4. The apparatus according to claim 3, wherein the first hose is
connected between the quick connect connector and a T-fitting
connected to the pressure gauge, and wherein the second hose is
connected between the T-fitting and the valve.
5. The apparatus according to claim 1, wherein the pressure gauge
is permanently connected to the quick connect connector.
6. The apparatus according to claim 1, wherein the valve is
permanently connected to the quick connect connector.
7. The apparatus according to claim 1, wherein the pressure gauge
and the valve are each permanently connected to the quick connect
connector.
8. An automotive air conditioning refrigerant charging apparatus,
comprising: a quick connect connector operative to connect to a low
pressure service port of an R-134a air conditioning system; a
pressure gauge; and a refrigerant can valve, at least one of the
pressure gauge and valve being permanently connected to the quick
connect connector.
9. The apparatus according to claim 8, wherein both of the pressure
gauge and valve are permanently connected to the quick connect
connector.
10. The apparatus according to claim 8, wherein the pressure gauge
and the valve are connected simultaneously to the quick connect
connector.
11. The apparatus according to claim 8, wherein the pressure gauge
and valve are connected to the quick connect connector using at
least one hose.
12. The apparatus according to claim 8, wherein a first hose is
connected between the pressure gauge and the quick connect
connector, and wherein a second hose is connected between the valve
and the pressure gauge.
13. The apparatus according to claim 12, wherein the first hose is
connected between the quick connect connector and a T-fitting
connected to the pressure gauge, and wherein the second hose is
connected between the T-fitting and the valve.
14. An automotive air conditioning refrigerant charging apparatus,
comprising: a quick connect connector operative to connect to a low
pressure service port of an R-134a air conditioning system; a
pressure gauge; a refrigerant can valve; and a T-fitting connected
to each of the quick connect connector, the pressure gauge and the
valve.
15. The apparatus according to claim 14, wherein at least one of
the pressure gauge and valve is permanently connected to the
T-fitting.
16. The apparatus according to claim 14, wherein both of the
pressure gauge and valve are permanently connected to the
T-fitting.
17. The apparatus according to claim 14, wherein the pressure gauge
and the valve are connected simultaneously to the T-fitting.
18. The apparatus according to claim 14, wherein the pressure gauge
and valve are connected to the quick connect connector using at
least one hose.
19. The apparatus according to claim 14, wherein a first hose is
connected between the pressure gauge and the quick connect
connector, and wherein a second hose is connected between the valve
and the pressure gauge.
20. The apparatus according to claim 19, wherein the first hose is
connected between the quick connect connector and the T-fitting,
and wherein the second hose is connected between the T-fitting and
the valve.
Description
BACKGROUND
[0001] The present invention relates generally to automotive air
conditioning systems and, in an embodiment described herein, more
particularly provides an automotive air conditioning refrigerant
charging apparatus.
[0002] Current automotive air conditioning systems generally
utilize an R-134a refrigerant. These air conditioning systems will
require charging with refrigerant, or recharging with refrigerant
if the system has been serviced or a leak has occurred. It would be
advantageous for a person to be able to conveniently charge an
automotive air conditioning system with refrigerant in these
circumstances and others.
[0003] Unfortunately, present refrigerant charging apparatus are
not convenient to use. One such apparatus requires the user to
interchange a pressure gauge with a valve multiple times in a
dangerous and complicated checking/charging/verifying procedure
during its use. The apparatus is cumbersome, complicated and
dangerous for a novice or unskilled mechanic to use.
[0004] Therefore, it may be seen that it would be desirable to
provide an improved automotive air conditioning refrigerant
charging apparatus.
SUMMARY
[0005] In carrying out the principles of the present invention, in
accordance with an embodiment thereof, an automotive air
conditioning refrigerant charging apparatus is provided which does
not require interchanging elements thereof during its use, and
which is more convenient and less dangerous to use.
[0006] In one aspect of the invention, an automotive air
conditioning refrigerant charging apparatus is provided. The
apparatus includes a quick connect connector operative to connect
to a low pressure service port of an R-134a air conditioning
system, a pressure gauge, and a refrigerant can valve. The pressure
gauge and valve are connected simultaneously to the quick connect
connector.
[0007] In another aspect of the invention, an automotive air
conditioning refrigerant charging apparatus is provided in which at
least one of the pressure gauge and valve is permanently connected
to the quick connect connector. Preferably, both the pressure gauge
and the valve are permanently connected to the quick connect
connector.
[0008] In yet another aspect of the invention, an automotive air
conditioning refrigerant charging apparatus is provided which
includes a quick connect connector operative to connect to a low
pressure service port of an R-134a air conditioning system, a
pressure gauge, a refrigerant can valve, and a T-fitting connected
to each of the quick connect connector, the pressure gauge and the
valve. Preferably, the pressure gauge is connected directly to the
T-fitting, and hoses are used to connect between the T-fitting and
each of the quick connect connector and the valve.
[0009] These and other features, advantages, benefits and objects
of the present invention will become apparent to one of ordinary
skill in the art upon careful consideration of the detailed
description of a representative embodiment of the invention
hereinbelow and the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] FIG. 1 is a schematic diagram of a prior art refrigerant
charging apparatus being used to charge an automotive air
conditioning system; and
[0011] FIG. 2 is a schematic elevational view of an automotive air
conditioning system charging apparatus embodying principles of the
present invention.
DETAILED DESCRIPTION
[0012] Schematically illustrated in FIG. 1 is a prior art
refrigerant charging apparatus 10 connected to an automotive air
conditioning system 12. The air conditioning system 12 includes a
compressor 20, a high pressure line 22 and a low pressure line 24.
An accumulator 26 is interconnected in the low pressure line 24.
The accumulator 26 has a service port 28 thereon for charging the
system 12 with refrigerant. In some other systems, the service port
28 may be located in another portion of the low pressure line
24.
[0013] The apparatus 10 includes a hose 14 having connectors 16, 18
at opposite ends. The connector 16 is a conventional "quick
connect" connector of the type used to connect to R-134a air
conditioning system service ports. The quick connect connector 16
is not threaded to the service port 28, but is instead secured by
manipulating an external sleeve to engage a series of balls with a
recess on the service port. The other connector 18 is an internally
threaded member.
[0014] The apparatus 10 is designed so that either a pressure gauge
30 or a refrigerant can valve 32 may be threaded to the connector
18. For this purpose, each of the pressure gauge 30 and the valve
32 has an externally threaded portion which mates with the
internally threaded connector 18. The valve 32 is additionally
provided with internal threads (not visible in FIG. 1) to mate with
an externally threaded top end of a can of refrigerant 34.
[0015] To use the apparatus 10, a person must first connect the
gauge 30 to the connector 18, and then connect the connector 16 to
the low pressure line 24 service port 28. It would be very
dangerous to first connect the connector 16 to the service port 28,
since this would allow refrigerant at high pressure to escape from
the air conditioning system 12 through the open end of the hose 14
at the connector 18. Thus, a particular order of steps must be
followed by the user of the apparatus 10 to avoid possible injury
or damage.
[0016] After connecting the gauge 30 to the connector 18, and then
connecting the connector 16 to the service port 28, the air
conditioning system 12 is operated, for example, by starting the
automobile to which the air conditioning system is attached and
turning on the air conditioning system. The user can now read the
operating pressure in the low pressure line 24 on the gauge 30 in
order to determine whether additional refrigerant is needed.
[0017] If additional refrigerant is needed, the air conditioning
system 12 must be turned off and the apparatus 10 disconnected from
the service port 28. The pressure gauge 30 is unthreaded from the
connector 18. The valve 32 is then threaded onto the top of the
refrigerant can 34. Then, with the can 34 attached to the valve 32,
the valve is threaded into the connector 18. It will be readily
appreciated that this portion of the procedure is very cumbersome,
prone to error and inconvenient for the user.
[0018] With the can 34 connected to the valve 32, and the valve
connected to the connector 18, the connector 16 is then connected
to the service port 28. The air conditioning system 12 is again
turned on, and the valve 32 is opened to permit refrigerant to flow
from the can 34 into the low pressure line 24. Note that, at this
point (while refrigerant is being flowed into the system 12), the
user is unable to determine whether sufficient refrigerant has been
added to the system, whether still more refrigerant needs to be
added, or whether too much refrigerant has already been added.
[0019] Once the refrigerant has been transferred from the can 34
into the system 12, the valve 32 is closed and the air conditioning
system is again turned off. The apparatus 10 is disconnected from
the system 12, and the gauge 30 is substituted for the valve 32 in
the connector 18. The connector 16 is again connected to the
service port 28, and the air conditioning system 12 is again turned
on. The user can then verify whether sufficient refrigerant has
been added to the system 12 by reading the pressure gauge 30.
[0020] If more refrigerant needs to be added, then the system 12
will need to be turned off again, the apparatus 10 disconnected
from the system, another can of refrigerant 34 threaded onto the
valve 32, the valve substituted for the gauge 30 in the connector
18, the connector connected to the service port 28, and the air
conditioning system turned back on again. This process of
connecting, disconnecting, threading and unthreading various
elements of the apparatus 10 may need to be repeated multiple times
to achieve a desired level of refrigerant in the system 12, and
each time the process is performed a particular sequence of steps
must be followed in order to prevent the inadvertent escape of
pressurized refrigerant. These problems are solved, or at least
substantially reduced, by the present invention.
[0021] Turning now to FIG. 2, an automotive air conditioning
refrigerant charging apparatus 40 embodying principles of the
invention is representatively and schematically illustrated. The
apparatus 40 is specifically designed for use with air conditioning
systems (such as the system 12 described above) which utilize
R-134a refrigerant. For this purpose, the apparatus 40 is provided
with a quick connect connector 42 for connection to the service
port 28, and a valve 44 having internal threads (not visible in
FIG. 2) for connection to the refrigerant can 34.
[0022] Note that the valve 44 is preferably connected permanently
to a hose 46 of the apparatus 40. Due to the construction of the
apparatus 40, there is no need for the valve 44 to be interchanged
on the hose 46 with any other element of the apparatus, or for the
valve itself to be repeatedly connected and disconnected from the
hose.
[0023] An opposite end of the hose 46 is connected, via a T-fitting
48, to a pressure gauge 50. This connection between the hose 46 and
the gauge 50 is also preferably a permanent connection, since there
is no need to disconnect and reconnect the gauge, or to substitute
it with any other element of the apparatus 40.
[0024] Another hose 52 is connected between the T-fitting 48 and
the connector 42. Thus, both the pressure gauge 50 and the valve 44
are connected to the connector 42 at the same time, enabling a user
to monitor pressure in the system 12 while the valve is also
connected and available to add refrigerant to the system.
Preferably, the hose 52 is permanently connected between the
T-fitting 48 and the connector 42.
[0025] In use, the apparatus 40 is connected to the air
conditioning system 12 when the system is turned off. With the
valve 44 closed, a can of refrigerant 34 threaded into the valve.
The connector 42 is then connected to the service port 28 and the
system 12 is turned on. At this point, pressure in the low pressure
line 24 may be monitored using the gauge 50. The valve 44 may then
be opened to permit refrigerant to flow from the can into the
system 12.
[0026] Pressure in the low pressure line 24 may be conveniently
monitored using the gauge 50 during the process of adding
refrigerant. For example, the valve 44 may be closed after only a
partial can of refrigerant 34 has been added, and the gauge 50
checked to see whether a sufficient amount of refrigerant has been
added, while the system 12 remains turned on.
[0027] There is no need to interchange the gauge 50 with a valve,
as in the prior art system illustrated in FIG. 1, when it is
desired to add refrigerant, or to interchange the valve with the
gauge when it is desired to check the pressure in the low pressure
line 24. Furthermore, there is no need to repeat this process
multiple times when it is necessary to add more than one can of
refrigerant 34 to the system 12.
[0028] Thus, it will be readily appreciated that the apparatus 40
is more convenient, easier to operate, less dangerous and less
prone to error than prior refrigerant charging apparatus.
[0029] Of course, a person skilled in the art would, upon a careful
consideration of the above description of a representative
embodiment of the invention, readily appreciate that many
modifications, additions, substitutions, deletions, and other
changes may be made to this specific embodiment, and such changes
are contemplated by the principles of the present invention.
Accordingly, the foregoing detailed description is to be clearly
understood as being given by way of illustration and example only,
the spirit and scope of the present invention being limited solely
by the appended claims and their equivalents.
* * * * *