U.S. patent application number 12/493805 was filed with the patent office on 2009-10-22 for heating and air-conditioning system for a motor vehicle.
Invention is credited to Wolfgang Kraemer, Gerard Miller.
Application Number | 20090260377 12/493805 |
Document ID | / |
Family ID | 41199967 |
Filed Date | 2009-10-22 |
United States Patent
Application |
20090260377 |
Kind Code |
A1 |
Miller; Gerard ; et
al. |
October 22, 2009 |
HEATING AND AIR-CONDITIONING SYSTEM FOR A MOTOR VEHICLE
Abstract
A heating and air-conditioning system for a motor vehicle,
having at least one running-state system having a heat exchanger
and a blower to supply an air flow across the heat exchanger; and a
stop-state system having a heat carrier loop connected to the
running-state heat exchanger, wherein coolant within the heat
carrier loop can stream through the running-state heating heat
exchanger. The system can include a housing having a stop-state
coolant heater or cooler, a pump to move a coolant through the heat
carrier loop, a controller to control the pump and the
running-state blower (including the use of a temperature sensor), a
power supply, which is available in a stopped state, and a blower
to supply an air flow across the running-state heat exchanger. The
housing can have a connection interface corresponding to
running-state air ducts, whereby retroactive installation of the
system is facilitated.
Inventors: |
Miller; Gerard; (Leonard,
MI) ; Kraemer; Wolfgang; (Munich, DE) |
Correspondence
Address: |
FITCH EVEN TABIN & FLANNERY
120 SOUTH LASALLE STREET, SUITE 1600
CHICAGO
IL
60603-3406
US
|
Family ID: |
41199967 |
Appl. No.: |
12/493805 |
Filed: |
June 29, 2009 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10571698 |
Nov 29, 2006 |
|
|
|
PCT/EP2005/003973 |
Apr 15, 2005 |
|
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|
12493805 |
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Current U.S.
Class: |
62/159 ;
62/434 |
Current CPC
Class: |
B60H 2001/00949
20130101; B60H 1/00885 20130101; B60H 2001/00928 20130101; B60H
1/00207 20130101; B60H 1/32281 20190501 |
Class at
Publication: |
62/159 ;
62/434 |
International
Class: |
F25B 29/00 20060101
F25B029/00; F25D 17/02 20060101 F25D017/02 |
Foreign Application Data
Date |
Code |
Application Number |
Apr 22, 2004 |
DE |
10 2004 019 607.9 |
Claims
1. A heating and air-conditioning system for a motor vehicle,
comprising: at least one running-state system having a heat
exchanger and a blower to supply an air flow across the heat
exchanger; and a stop-state system having a heat carrier loop
connected to the running-state heat exchanger, wherein coolant
within the heat carrier loop can stream through the running-state
heating heat exchanger.
2. The system of claim 1, wherein the running-state system has a
heat carrier loop connected to the heat exchanger.
3. The system of claim 1, wherein the stop-state system heat
carrier loop has a coolant heater, a pump to move a coolant through
the heat carrier loop, a controller to control the pump and the
running-state blower, and a power supply, which is available in a
stopped state.
4. The system of claim 1, wherein the stop-state system heat
carrier loop has a coolant heater and a coolant cooler, a pump to
move a coolant through the heat carrier loop, a controller to
control the pump and the running-state blower, and a power supply,
which is available in a stopped state.
5. The system of claim 3, wherein the stop-state coolant heater and
pump are contained within a housing located in a rear region of the
vehicle cabin interior.
6. The system of claim 3, wherein the stop-state coolant heater and
pump and a stop-state blower to supply an air flow across the
running-state heat exchanger are contained within a housing located
in a rear region of the vehicle cabin interior.
7. The system of claim 3, further comprising a temperature sensor
connected to the controller.
8. The system of claim 6, wherein the running-state system further
comprises ducts to direct the flow of air across a running-state
heat exchanger and into a vehicle cabin interior.
9. The system of claim 8, further comprising an air vent at the
distal end of the ducts.
10. The system of claim 8, wherein the housing has a connection
interface corresponding to the configuration of running-state
ducts, whereby retroactive installation of the system is
facilitated.
11. A heating and air-conditioning system for a motor vehicle,
comprising: at least one running-state system having a blower to
supply an air flow across at least the running-state heat exchanger
and through at least one air duct terminating in a vehicle cabin; a
stop-state system having a heating loop with water heater to
provide heat to heat cooling water streaming into a second heating
heat exchanger; and the running-state blower further supplying a
flow of air across the second heat exchanger.
12. The system of claim 11, wherein the stop state system can
further comprise a module to house the heating loop.
13. The system of claim 12, wherein the module is suitable for
mounting inside the rear of a vehicle cabin.
14. The system of claim 11, further comprising a running-state
blower to supply a flow of air across the second heat exchanger and
through at least one air duct terminating in a vehicle cabin.
Description
CLAIM OF PRIORITY
[0001] The present application is a continuation in part of, and
claims priority to, currently pending U.S. patent application Ser.
No. 10/571,698 filed on Nov. 29, 2006, which is a 35 USC 371
National stage entry of PCT/EP2005/003973 filed Apr. 15, 2005,
which claims priority to German Patent Application No. 10 2004 019
607.9 filed Apr. 22, 2004; the entire contents of each are herein
incorporated by reference for all purposes.
FIELD OF THE INVENTION
[0002] The present invention relates to a heating and
air-conditioning system for the cabin of a motor vehicle, in
particular a utility vehicle, that can heat and cool the cabin of a
motor vehicle during both a running and stopped state
(engine-on/engine-off) in a configuration that allows efficient and
cost effective manufacturing and installation times, while allowing
a broader range of application flexibility and in a smaller overall
unit package size suitable for "after market" installations.
BACKGROUND OF THE INVENTION
[0003] In utility vehicles, trucks in particular, specific
requirements are made on cabin heating and cooling. The inside
cabin of these types of vehicles is generally divided into a front
region and a rear region. The front region typically can include
driver and co-driver seats which are occupied during the
running-state (engine on) of the vehicle. The rear region typically
has a sleeper-cab, which is typically used when the vehicle is in
the stop-state (preferably engine-off). It is thus desirable to
provide the ability to heat and cool the sleeper-cab when the
vehicle is in the stop-state.
[0004] In the art, some concepts have proposed to combine the front
system climate control with the rear system and, in particular, to
drive a common compressor of the air-conditioning system also when
the vehicle is in the stop-state (engine-idling) to cool the rear
region of the vehicle. The disadvantages of this concept are high
fuel consumption, wear and tear of the engine when the vehicle is
in the stop-state (engine-idling), and additional emissions such as
pollutants and noise due to the operation of the engine.
[0005] There have been attempts in the art to address these
disadvantages by providing two exclusive systems. A front system
can be used exclusively during the running-state of the vehicle and
a second self-sufficient system during stop state (engine-off)
status. The second stop-state system can operate with, for example,
an electrically or mechanically driveable compressor that is
supplied with power by an auxiliary motor or an auxiliary battery.
These configurations show advances in the art by addressing some of
these disadvantages in that it can lower fuel consumption, decrease
engine wear, and result in fewer emissions. Nevertheless, the
systems can be complex and expensive.
[0006] Despite these advances, there remains a desire and a need in
the art to integrate a stop-state system to a running-state HVAC
system. Such a system should have a compact design to provide
flexibility to accommodate a variety of truck platforms and vehicle
cabin configurations, while allowing efficient and cost effective
manufacturing and installation. By developing such a stop-state
system, improved profitability is achieved through reduced lead
times for manufacturing and lower inventory costs. Further, such
system should be able to integrate into existing OEM HVAC systems
retroactively. This further improves efficiency and system cost in
that OEM (original equipment manufacturer) systems can be utilized
wherever possible.
SUMMARY OF INVENTION
[0007] The present invention relates to a heating and
air-conditioning system for the cabin of a motor vehicle, in
particular a utility vehicle, that can heat and cool the cabin of a
motor vehicle during a both a running and stopped state
(engine-on/engine-off) in a configuration that allows efficient and
cost effective manufacturing and installation times, while allowing
a broader range of application flexibility and in a smaller overall
unit package size suitable for "after market" installations.
[0008] One embodiment of the present invention is a heating and
air-conditioning system for a motor vehicle, having at least one
running-state system having a heat exchanger and a blower to supply
an air flow across the heat exchanger; and a stop-state system
having a heat carrier loop connected to the running-state heat
exchanger, wherein coolant within the heat carrier loop can stream
through the running-state heating heat exchanger. The running-state
system can also have a heat carrier loop connected to the heat
exchanger.
[0009] Additional features of the present invention can include
within the heat carrier loop a coolant heater or cooler or both, a
pump to move a coolant through the heat carrier loop, a controller
to control the pump and the running-state blower (including the use
of a temperature sensor), and a power supply, which is available in
a stopped state. These additional components can be packaged in a
separate housing configured to be place within the vehicle
interior, such as under the sleeper bed in the rearward region.
[0010] Additional features can also include a blower within the
housing to supply an air flow across the running-state heat
exchanger are contained within a housing located in a rear region
of the vehicle cabin interior. The running-state system can also
have ducts and air vents to direct the flow of air across a
running-state heat exchanger and into a vehicle cabin interior. The
housing can have a connection interface corresponding to the
running-state ducts, whereby retroactive installation of the system
is facilitated.
[0011] In another embodiment of the present invention, an inside of
the motor vehicle is divided into a front region and a rear region,
which can be heated and cooled separately. The heating and
air-conditioning system comprises a front system for heating and
cooling the front region during the running-state of the motor
vehicle, a rear system for heating and cooling the rear region
during the running-state of the motor vehicle, and a stop-state
(engine-on and engine-off) system which is used to heat and cool at
least the rear region when the motor vehicle is in the
stop-state.
[0012] Another embodiment of the present provides a heating and
air-conditioning system for a motor vehicle, which includes at
least one running-state system having a blower to supply an air
flow across at least the running-state heat exchanger and through
at least one air duct terminating in a vehicle cabin; a stop-state
system having a heating loop with water heater to provide heat to
heat cooling water streaming into a second heating heat exchanger.
Here, the running-state blower further supplies a flow of air
across the second heat exchanger. This embodiment can also be
housed in a suitable for mounting inside the rear of a vehicle
cabin. The module can also include its own blower to allow further
aftermarket application.
[0013] Other features of the present invention will become more
apparent to persons having ordinary skill in the art to which the
present invention pertains from the following description and
claims.
BRIEF DESCRIPTION OF THE FIGURES
[0014] The foregoing features, as well as other features, will
become apparent with reference to the description and figure below,
in which like numerals represent elements (note: reference numerals
are two digits, and a whole numbered multiple of 100 are added to
each element indicating identical or similar components, with the
first digit indicating the Figure number), and in which:
[0015] FIG. 1 illustrates a schematic diagram of a first
implementation format of a heating and air-conditioning system
according to the present invention;
[0016] FIG. 2 shows two explanatory illustrations of possible
geometric arrangements of components of a heating and
air-conditioning system according to the present invention;
[0017] FIG. 3 shows a schematic diagram of a second implementation
format of a heating and air-conditioning system according to the
present invention;
[0018] FIG. 4 shows a schematic diagram of a third implementation
format of a heating and air-conditioning system according to the
present invention;
[0019] FIG. 5 shows a schematic diagram of a fourth implementation
format of a heating and air-conditioning system according to the
present invention;
[0020] FIG. 6 shows a schematic diagram of a fifth implementation
format of a heating and air-conditioning system according to the
present invention;
[0021] FIG. 7 shows a schematic diagram of a sixth implementation
format of a heating and air-conditioning system according to the
present invention;
[0022] FIG. 8 shows a schematic diagram of a seventh implementation
format of a heating and air-conditioning system according to the
present invention;
[0023] FIG. 9 shows a schematic diagram of an eighth implementation
format of a heating and air-conditioning system according to the
present invention;
[0024] FIG. 10 shows a schematic diagram of a ninth implementation
format of a heating and air-conditioning system according to the
present invention;
[0025] FIG. 11 shows a schematic diagram of a tenth implementation
format of a heating and air-conditioning system according to the
present invention; and
[0026] FIG. 12 shows a schematic diagram of an eleventh
implementation format of a heating and air-conditioning system
according to the present invention.
[0027] FIG. 13 shows a schematic diagram of a twelfth
implementation format of a heating and air-conditioning system
according to the present invention.
[0028] FIG. 14 shows a housing module of a heating and
air-conditioning system according to the present invention.
[0029] FIG. 15 shows a schematic diagram of a thirteenth
implementation format of a heating and air-conditioning system
according to the present invention.
[0030] FIG. 16 shows alternate module air outlets of a removable
wall of a housing module of a heating and air-conditioning system
according to the present invention.
[0031] FIG. 17 shows a basic prior art OEM HVAC system
schematic.
[0032] FIGS. 18-21 show the various possible introductions of a
heat exchanger and air filter according to the present
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0033] The present invention relates to a heating and
air-conditioning system for the cabin of a motor vehicle, in
particular a utility vehicle, that can heat and cool the cabin of a
motor vehicle during a both a running and stopped state
(engine-on/engine-off) in a configuration that allows efficient and
cost effective manufacturing and installation times, while allowing
a broader range of application flexibility and in a smaller overall
unit package size suitable for "after market" installations.
[0034] The invention is an advancement in the art in that a
stop-state system is integrated into a rear system. Thus, the
overall arrangement of the system is more efficient, since the
stop-state system and the rear system have common components.
[0035] In particular, it is intended that the stop-state system has
a cooling heat exchanger and a cold accumulator and, in so doing
that the cooling heat exchanger, a heating heat exchanger of the
rear system, and an evaporator of the rear system are supplied with
an air flow by the same blower. The cold accumulator of the
stop-state system is charged by an evaporation process in the
region of the cold accumulator during the running-state of the
motor vehicle. The integration of the stop-state system into the
rear system is realizable in this case by supplying a cooling heat
exchanger which communicates with the cold accumulator with air
from the same blower as the evaporator and the heating heat
exchanger of the rear system.
[0036] With this solution, it is further especially beneficial that
the cooling heat exchanger of the stop-state system and the cold
accumulator of the stop-state system are arranged in a heat carrier
circuit through which a heat carrier is conveyed by a pump. The
heat carrier medium can thus withdraw cold stored in the cold
accumulator and transport the cool heat carrier medium to the
cooling heat exchanger through power of an electrically driven
pump. There, air coming from the blower acts upon the cool heat
carrier medium, which is then enabled to flow into the rear region
of the vehicle as cooled air.
[0037] Further, it is especially beneficial that an evaporator of
the front system, an evaporator of the rear system, and a cold
accumulator of the stop-state system communicate with the same
condenser, and that a compressor is provided for the entire heating
and air-conditioning system. It is thus sufficient to provide a
single condenser and a single compressor for operating the entire
system. The cooling agent that is liquidized within the condenser
can reach the evaporator of the front system, the evaporator of the
rear system, and the cold accumulator of the stop-state system in a
valve controlled manner. From these components, the cooling agent
is returned to the solitary compressor of the arrangement.
[0038] However, it is also possible that an evaporator of the front
system and an evaporator of the rear system communicate with the
same condenser, and that the stop-state system comprises its own
condenser and its own compressor. By doing so, the adaptive
complexity compared to the implementation format having only a
single compressor and only a single condenser is increased; but
there is, however, a benefit in flexibility when integrating the
stop-state air-conditioning system. By equipping the stop-state
air-conditioning system with a separate condenser and a separate
compressor, it is possible to fill the stop-state air-conditioning
system separately with cooling agent and add it to the entire
system.
[0039] Further, it can be set up such that an evaporator of the
rear system and a cold accumulator of the stop-state system
communicate with the same condenser, and that the front system
comprises its own condenser and its own compressor. By doing so,
the front system is decoupled from the combined rear stop-state
air-conditioning system. The load of the front system is thereby
reduced; no long cooling agent conduits are necessary between the
front region and the rear region, and the rear stop-state
air-conditioning system can be integrated in a flexible manner
without considering the front system. The compressor of the
combined rear stop-state system can be driven mechanically or
electrically. In the stop-state of the motor vehicle, generally no
operation of the compressor is required, since the cold accumulator
provides the necessary cold for the stop-state
air-conditioning.
[0040] Alternatively, it may be beneficial that the rear system and
the stop-state system comprise a common compressor which is
operable in the stop-state. In this implementation format, a cold
accumulator is dispensable. In the stop-state, the compressor is
operable mechanically or electrically. The power required for this
can, for example, be derived from a sufficiently charged auxiliary
battery or a fuel cell.
[0041] The invention is, moreover, beneficially further developed
in that the stop-state system comprises a cold accumulator, and in
that the stop-state system and the rear system comprise a common
cooling heat exchanger which is communicating with the cold
accumulator via a pump. By this means, a separate evaporator for
the running-state air-conditioning assigned to the rear system is
dispensable, rather than having air-conditioning of the rear region
be conducted during the running-state by interposition of the cold
accumulator.
[0042] Furthermore, it may be set up such that that the stop-state
system and the rear system comprise a common
accumulator-evaporator-heat-exchanger-unit. The cold accumulator
thus serves for storing cold, as a heat exchanger supplied with air
from the blower during the stop-state and as a heat exchanger
supplied with air from the blower during the running-state.
[0043] The invention further concerns a method for heating and
air-conditioning of a motor vehicle with the heating and
air-conditioning system according to the present invention and a
motor vehicle with the heating and air-conditioning system
according to the present invention. By this means, the advantages
and special features of the heating and air-conditioning system
according to the present invention are also implemented within the
scope of a method and a motor vehicle.
[0044] The invention is based on the conclusion that, due to
integration of the stop-state system into the rear system,
additional possibilities for rationalization with regard to the
overall system can be accomplished. Furthermore, this integration
provides the prerequisite for lowering energy consumption and
emissions, as well as for reducing wear and tear of the components
that are involved in comparison with systems with the present state
of technology.
[0045] Turning now to the figures, in the following detailed
description of the preferred implementation format of the present
invention, identical reference numerals (modulo 100) identify
identical or similar components.
[0046] FIG. 1 shows a schematic diagram of a first implementation
format of a heating and air-conditioning system according to the
present invention. FIG. 2 shows two explanatory illustrations of
possible geometric arrangements of components of the heating and
air-conditioning system according to the present invention. The
heating and air-conditioning system 10 comprises a front system 12,
a rear system 14, and a stop-state system 16 wherein the mentioned
systems are combined with each other. This shows, in particular,
that a common compressor 36, a common condenser 34, and a common
accumulator 42 communicate with the evaporator 32 of the front
system 12, the evaporator 24 of the rear system 14, and the cold
accumulator 20 of the stop-state system 16, and in that an air flow
of the same blower 26 acts upon the heating heat exchanger 22 of
the rear system 14, the cooling heat exchanger 18 of the stop-state
system 16, and the evaporator 24 of the rear system 14, which acts
as a cooling heat exchanger of the rear system 14 as shown in FIG.
2. Besides the already mentioned components, the heating and
air-conditioning system 10 comprises a heating heat exchanger 44
for the front system 12 which can be supplied with cooling water
47, an expansion element 46 assigned to an evaporator 32 of the
front system 12, an expansion element 48 assigned to the evaporator
24 of the rear system 14, and an expansion element 50 assigned to a
cold accumulator 20. Besides the already mentioned blower 26, an
additional blower 52 is provided which is able to supply an air
flow to the evaporator 32 of the front system 12 and the heating
heat exchanger 44 of the front system 12. Further, a blower 54 is
provided for supplying the condenser 34 with an air flow. Moreover,
electrically operable magnetic valves 56, 58, and 60 are provided.
In an opened state of the magnetic valves 56, the evaporator 32 of
the front system 12 is supplied with cooling agent, whereas this is
prohibited in a closed state of the magnetic valve 56. In an opened
state of the magnetic valve 58, the evaporator 24 of the rear
system 14 is supplied with cooling agent, whereas this is
prohibited in a closed state of the magnetic valve 58. In an opened
state of the magnetic valve 60, the cold accumulator 20 is supplied
with cooling agent, whereas this is prohibited in a closed state of
the magnetic valve 60. Further, a check valve 62 is provided which
prevents reverse flow of cooling agent in the direction towards the
cold accumulator 20. The cold accumulator 20 and the cooling heat
exchanger 18 are connected with each other via a heat carrier
circuit 28, wherein a pump 30 for conveying a heat carrier medium
through the components is provided. Further, a water heater 64 is
provided which is able to heat cooling water 66 streaming into the
heating heat exchanger 22 of the rear system 14 in order to enable
a stop-state heating operation.
[0047] In the running-state, the compressor 36 is driven by the
engine of the motor vehicle such that the condenser 34 is supplied
with compressed cooling agent. This is then supplied to the
evaporator 32, 24 of the front system 12 and the rear system 14 and
to the cold accumulator 20 via the accumulator 42, dependent on the
state of the magnetic valves 56, 58, and 60. In particular, the
cold accumulator 20 can be charged in this manner with the magnetic
valve 60 being opened. In the stop-state of the vehicle (that is,
when the engine is at rest), the cooling energy can then be
withdrawn from the cold accumulator 20 by operating the pump 30.
This cooling energy can be fed to the rear region of the vehicle in
the form of a cooled air flow via the cooling heat exchanger 18
through an air flow 26 acting upon the same (see FIG. 2).
[0048] FIG. 3 shows a schematic diagram of a second implementation
format of a heating and air-conditioning system according to the
present invention. In this implementation format of the heating and
air-conditioning system 10 according to the present invention, the
front system 12 and the rear system 14 are designed in a comparable
manner, in particular regarding the operation in the running-state,
as the heating and air-conditioning system 10 according to FIG. 1.
No valves are provided for enabling a selective operation of the
front system 12 and the rear system 14 during the running-state. Of
course, this is possible by arranging magnetic valves prior to the
expansion elements 346 and 348.
[0049] The stop-state system 16 is integrated in a different manner
into the heating and air-conditioning system 10 as described in
connection with FIG. 1. The stop-state system comprises an
additional compressor 340, which is preferably electrically
drivable by, for example, electric power directly from the
generator, from a battery (preferably an auxiliary battery), or by
electric power from a fuel cell. Compressed cooling agent is fed
into an additional condenser 338 that is cooled by an additional
blower 370. The compressed cooling agent is then fed to the cold
accumulator 320 via an additional accumulator 348 and an expansion
element 350. The thus conducted charging process of the cold
accumulator 320 is preferably conducted during the running-state of
the vehicle because then sufficient power for operating the
compressor 340 is available. However it is also possible to conduct
a charging process in the stop-state of the vehicle if a sufficient
amount of electric power is available. The discharging of the cold
accumulator 320 is then effected as in the implementation format
according to FIG. 1.
[0050] In the present implementation format according to FIG. 3,
the integration of the stop-state system 16 into the rear system 14
is also characterized, in particular, in that an air flow from a
common blower 326 acts upon the components of the heating heat
exchanger 322 of the rear system 14, the cooling heat exchanger 318
of the stop-state system 16, and the evaporator 324 of the rear
system 14 as illustrated in connection with FIG. 2.
[0051] FIG. 4 shows a schematic diagram of a third implementation
format of a heating and air-conditioning system according to the
present invention. In this illustrated implementation format of the
heating and air-conditioning system 10, a compressor 436 and a
condenser 434 are provided for the operation of the front system
12, and a compressor 440 and a condenser 438 are provided for the
operation of the rear system 14 and the operation of the stop-state
system 16. The front system 12 and the combination of rear system
14 and stop-state system 16 are thus completely decoupled. The
compressor 440, which is in particular electrically driven,
operates preferably in the running-state in order to provide a
running-state air-conditioning of the rear region through the
evaporator 424 and in order to charge the cold accumulator 420. A
discharging is effected again via the heat carrier circuit 428 by
operating the pump 430. Again, it is to be noted, as already
mentioned in connection with FIG. 3, that an operation of the
compressor 440 by all means may also be considered during the
stop-state. Then, a direct cooling of the rear region via the
evaporator 424 with the magnetic valves 458 being opened is
possible and/or a charging of the cold accumulator 420 is possible
with the magnetic valve 460 being opened in order to withdraw this
cooling energy later on from the cold accumulator 420. Again, as
shown in FIG. 2, an air flow from the same blower 426 acts on the
heating heat exchanger 422, the cooling heat exchanger 418, and the
evaporator 424.
[0052] FIG. 5 shows a schematic diagram of a fourth implementation
format of a heating and air-conditioning system according to the
present invention. Here, too, a complete decoupling of the front
system 12 on the one hand and combination of the rear system 14 and
the stop-state system 16 on the other hand is present. The front
system 12 corresponds to that of FIG. 5. In contrast to the
solution according to FIG. 4, the combination of rear system 14 and
stop-state system 16 does not comprise a cold accumulator. Hence,
even in the stop-state air-conditioning, the compressor 540 has to
be operated in order to be able to generate cold within the
evaporator 524. Therefore, it is recommendable to use a compressor
that is electrically or mechanically drivable by an auxiliary motor
for the compressor 540 because this one can be operated by a
battery, in particular an auxiliary battery, or by electric power
from a fuel cell during the stop-state of the vehicle. The heating
heat exchanger 522 is fed with cooling water 566 so, for example,
according to FIG. 4, wherein this can also be achieved for the
purpose of heating during the stop-state by a water heater.
[0053] FIG. 6 shows a schematic diagram of a fifth implementation
format of a heating and air-conditioning system according to the
present invention. The present example of the heating and
air-conditioning system 10 corresponds in a wide extent to the one
which was described in connection with FIG. 5. Differences can be
noted only with respect to the heating means of the front system 12
and the combination of rear system 14 and stop-state system 16. The
front system 12 comprises an air heater 672 that is fed with air by
the blower 652, preferably by bypassing the evaporator 632. Such an
air heater can be configured as, for example, a conventional
fuel-operated auxiliary air heating device. The combination of rear
system 14 and stop-state system 16 comprises an electric heater
674. This is fed with electric power from a vehicle battery, in
particular an auxiliary battery, a fuel cell, or a generator. The
electrical heater 674 is also preferably supplied with an air flow
by the blower 626 by bypassing the evaporator 624.
[0054] FIG. 7 shows a schematic diagram of a sixth implementation
format of the heating and air-conditioning system according to the
present invention. Again, an example is illustrated in which the
front system 12 on the one hand and a combination of rear system 14
and stop-state system 16 on the other hand are decoupled completely
from each other. The front system 12 is constructed in a
conventional manner. In contrast to the implementation format
according to FIG. 4, the combination of rear system 14 and
stop-state system 16 lacks a separate evaporator. On the contrary,
only the cold accumulator 720 is provided as an evaporator of the
cooling circuit. Consequently, also in the running-state if a
cooling of the rear region of the vehicle is desired, the cold
required for cooling is withdrawn from the cold accumulator 720 via
the cooling heat exchanger 718 by the pump 730 via the heat carrier
circuit 728.
[0055] FIG. 8 shows a schematic diagram of a seventh implementation
format of a heating and air-conditioning system according to the
present invention. This corresponds in a large extent to the
implementation format according to FIG. 7. There are differences
with respect to the heater in the combination of the rear system
and stop-state system. In the current example, an air heater 876 is
provided which is supplied with air by a blower 826, preferably by
bypassing the cooling heat exchanger 818. Such an air heater can be
configured as, for example, a conventional fuel-operated auxiliary
air heating device.
[0056] FIG. 9 shows a schematic diagram of an eighth implementation
format of a heating and air-conditioning system according to the
present invention. The implementation format illustrated here of
the heating and air-conditioning system 10 according to the present
invention corresponds to a large extent to the implementation
format according to FIG. 8. In the combination of rear system 14
and stop-state system 16, however, a separate cooling heat
exchanger is omitted. On the contrary, the cold accumulator is
designed as an accumulator-evaporator-heat-exchanger-unit 920 which
can directly be fed with air by the blower 926 for transmitting
cold into the interior of the vehicle. A heating device (not shown)
can also be provided by, for example, a heating heat exchanger
through which cooling water passes, such as, for example, described
in connection with FIG. 7, an air auxiliary heating device, such
as, for example, described in connection with FIG. 8, or an
electric heater, as for example described in connection with FIG.
6.
[0057] FIG. 10 shows a schematic diagram of a ninth implementation
format of a heating and air-conditioning system according to the
present invention. Here, two separate cooling circuits, 1084 and
1086, are provided. Both cooling circuits 1084 and 1086 are
connected with the same evaporator 1076, wherein no mixture of the
material flowing separately through the evaporator 1076 occurs
within the evaporator 1076. The cooling circuit 1086 comprises a
compressor 1040 which is drivable by an auxiliary motor 1080 or an
auxiliary battery 1080. Operation of the auxiliary motor can be
effected as in other implementation formats of the present
invention directly mechanically or in that the auxiliary motor
directly drives the compressor 1040 via a generator or with
interposing a battery that is charged by the generator. The second
cooling circuit 1086 is otherwise complete in the sense that it has
its own condenser 1038, its own accumulator 1082, and its own
expansion element 1078. During the running-state of the vehicle,
the compressor 1036 is generally operated, whereas the compressor
1040 is not operated. In the stop-state of the motor vehicle,
stop-state air-conditioning is conducted due to the compressor 1040
being operated.
[0058] FIG. 11 shows a schematic diagram of a tenth implementation
format of a heating and air-conditioning system according to the
present invention. This one corresponds to a large extent with the
implementation format according to FIG. 10. In contrast to FIG. 10,
no completely separated cooling circuits are provided. The proper
operation of the system with the compressor 1136 being operated, as
well as with the compressor 1140 being operated, is ensured by the
arrangement of check valves 1188, 1190, and 1192. During operation
of the compressor 1036 and during stopping of the compressor 1140,
the check valve 1192 ensures that no flow of cooling agent occurs
via the conduit which bypasses the expansion element 1148, but that
the entire flow proceeds through the expansion element 1148. The
compressor 1140 prevents the flow of cooling agent towards the
condenser 1138. During stopping of the compressor 1136 and during
operating the compressor 1140, the check valve 1190 ensures that
the flow through the expansion element 1178 proceeds towards the
evaporator 1176. The check valve 1188 ensures that no flow occurs
through the evaporator 1132. The compressor 1136 is responsible for
avoiding undesired flows of cooling agent occurring in the
direction towards the condenser 1134.
[0059] FIG. 12 shows a schematic diagram of an eleventh
implementation format of a heating and air-conditioning system
according to the present invention. This one corresponds to a large
extent with the implementation format according to FIG. 10. In
contrast to FIG. 10, however, separate evaporators are provided for
the running-state and the stop-state; namely, the evaporator 1224
for the running-state and the evaporator 1270 for the stop-state.
An integration of the stop-state system 16 into the rear system 14
again shows in particular how the heating heat exchanger 1222 of
the rear system 14, the evaporator 1224 of the rear system 14, and
the evaporator 1270 of the stop-state system 16 are supplied with
an air flow by the same blower 1226, thus comprising, for example,
an arrangement as shown in connection with FIG. 2, that has already
been discussed several times. The cooling heat exchanger 18
according to FIG. 2 is then merely replaced by the evaporator 1276
according to FIG. 12.
[0060] All the illustrative configurations described above can be
built into a system design for the utility vehicle by the vehicle
manufacturer and installed as OEM (original equipment manufacturer)
equipment. A greater challenge exists when these system
configurations are installed after the vehicle has left the
manufacturer. The addition of non-factory parts, accessories, and
upgrades to a motor vehicle (known in the art as "after market"
installations) are desirable for manufacturers of systems of the
instant technology to expand their market and for vehicle operators
that are under increasing regulation to reduce and/or eliminate
engine idle time.
[0061] In the art, it is known that OEM applications frequently are
not efficiently transferable to other vehicle platforms or after
market installations. The present system provides this efficiency
by utilizing some existing OEM systems and designing additional
units for installation that can still provide the desired heat and
coolant output in ever-increasingly smaller available spaces of
vehicle design. Many current vehicle cab designs (particularly the
rear sleeper compartment) are trending to smaller sizes to increase
fuel efficiency.
[0062] The current invention provides a system and method that
maintains the same or lower cost of conventional systems; adequate
heating and cooling to an occupant during engine-off vehicle
status; reduction of installation times; reduction in manufacture
assembly times; and an overall smaller package size.
[0063] Key components of one embodiment of the present invention
can include a heat exchanger (evaporator, chiller, or heating heat
exchanger) with a housing having an air inlet and air outlet and a
control system. Control of the vehicle HVAC (Heating, Ventilation,
and Air Conditioning) system can be achieved by supplying a
separate engine-off controller to supply air flow to external add
on heat exchangers. This controller can be used only when a warm
coolant loop is supplied to the existing HVAC unit via a coolant
heater installed in series with the vehicle's coolant system.
[0064] In one embodiment of the present invention, a supplemental
heat exchanger is placed in line to the vehicle's existing ducting
or HVAC unit air inlet. The heat exchanger is configured to accept
a variety of interchangeable air inlet and air outlet
connections.
[0065] Turning back to FIG. 4, water heater 464 is a part of a heat
exchanger assembly that is in-line with an existing HVAC Module and
can be independently mounted and housed (for example, in a vehicle
sleeper cab) so that heat may be transferred to or from the motor
vehicle interior in the stop state engine-off status
("engine-off"). As shown in FIG. 4 and with more detail in FIG. 13,
a rear system loop 14 could be powered in engine-off status by an
existing vehicle power source, such as a battery, generator, fuel
cell, and the like (though external land-based power is also
possible). Control during engine-off status can also be
accomplished by providing this engine-off power source to energize
circuits normally without power in the engine-off state. This
allows utilization of existing temperature control and blower speed
control. Blower 26 and ducting can be the existing OEM HVAC module
and assembly or by adding a heat exchanger and housing in the
ducting system or connected to the existing HVAC module return
air.
[0066] To illustrate one embodiment of the engine-off heating
system of the present invention, FIG. 13 adds detail to the
embodiment illustrated in FIG. 4. As shown in FIG. 13, rear system
1314 can have a stop state system 1316 having a heating loop 1383
that has water heater 1364 to provide heat to heat cooling water
1366 streaming into heating heat exchanger 1322. Water heater 1364
can be housed in a module 1371 that is suitable for mounting inside
the rear of a vehicle cabin. Module 1371 can also be mounted at
various other vehicle locations and only limited by sound
engineering practices and space availability that would allow
operation of the unit. Module 1371 can also have a pump 1373 and
temperature sensor 1381. Pump 1373 can be activated to move water
or other coolant composition throughout loop 1383. Blower fan 1326
and module 1371 can be powered by power source 1380, for example, a
vehicle battery, alternator or auxiliary motor. It is noted that
other such system configurations are possible within the scope of
the invention. For example, use of a vehicle heat exchanger and
blower can include any existing heat exchanger and blower, such as
those configured for running state or stopped state use.
[0067] For example, water heater 1364 can be controlled during an
engine-off status to adjust blower and temperature using the
vehicle control panel used during engine-on status. The panel could
then be energized to activate of the circuits in an engine-off
status. Power can be taken from existing vehicle low voltage source
(e.g., a battery) and cycled off when not in use to reduce energy
usage. For example, a thermostat could be utilized to cycle a
blower on and off at a predetermined set point. Module 1371 could
be tied into the vehicle control area network or other similar
control systems that controls rear system 1314. Module 1371 can be
configured to use the vehicle control system to regulate blower
1326 speed, pump 1373 speed, and heater 1364. Existing vehicle HVAC
controls used during engine-on state can convert to these
engine-off controls for heat and blower speed. This would allow
seamless operation for a vehicle cabin occupant. Blower 1326 can
direct air from air intake 1377 into the vehicle's existing
ductwork 1363 and air filtration systems 1385, exiting into the
vehicle cabin at vent 1379 via a module air outlet 1387 which is
configured to tie into the vehicle's ductwork.
[0068] Turning now to FIG. 14, there is shown an exploded view of
an embodiment of a heating module 71 (shown as module 1371 in FIG.
13) to house water heater 64. Module 71 housing must be configured
to adapt to various vehicle requirements and environments
including, but not limited to, vehicle size and space availability.
In the illustrated embodiment, a water heater is shown, though it
is understood that a cooling or a combination of heating and
cooling devices can be employed within module 71 to address heating
and/or cooling needs of a vehicle's occupant. Adaptability to motor
vehicle heating requirement and cooling requirement loads must be
configured to adapt to variances in vehicle sizes and insulation
properties. Mounting of module 71 can accommodate different heights
found from the floor of a motor vehicle cabin to bottom of the
sleeper bed (height typically varies from 28 centimeters to 36
centimeters) and location of existing ducting. Therefore, module 71
must anticipate these variances and restrictions. Also, ducting
diameters and shapes are different from the OEMs; therefore, the
attachment points of module 71 to the existing ductwork also should
account for these variances as well. Module mounts 75 can secure
module 70 to the vehicle.
[0069] Module 71 can have a removable wall 65 or removable wall 67
for embodiments where entrance to module 71 is needed from the top
or side respectively. It is noted, though, that the design of the
present invention is not limited to which wall is removed. A
removable wall is needed when connecting the system to a vehicle's
existing HVAC systems. Access to inside of module 71 is necessary
to mount and seal ducts. As shown, water heater (or cooler) 64 has
coolant or refrigerant connections 69 coming out of a side of
module 71, though it is possible to feed these connections to exit
through a bottom of the module and through the vehicle floor (not
shown).
[0070] FIG. 15 illustrates an embodiment of the present invention
wherein the stop state system can provide 1514 can have module 71
(here shown as 1571), which provides and houses blower 1526, heat
exchanger 1522, as well as air intake 1577, air filtration 1585,
and a module air outlet 1587 which is optionally configured to tie
into the vehicle's ductwork 1563. This embodiment eliminates the
need to control the vehicle's blower and/or heat exchanger. Also in
this embodiment, module 1571 is configured for air-inlet and
air-outlet universal connection variances found in the motor
vehicle industry and/or an air inlet and outlet specific to a
vehicle's existing ducting (air distribution arrangement). Air
intake 1577 and air outlet 1587 can be on either side of housing of
module 1571.
[0071] FIG. 16 illustrates some anticipated air outlet 1587
configurations corresponding to known OEM vehicle ducting
configurations and shown as 1587a-d, which can be part of removable
wall 1567. Note that the air outlet example 1587d is configured to
conduct air directly into a vehicle cabin without being
incorporated into the vehicle's HVAC system. This embodiment would
essentially operate then as a stand alone heating and/or cooling
system.
[0072] Other optional features can be included in the system of the
present invention. As illustrated throughout and specifically to
FIG. 4, the present invention can also be part of the overall HVAC
system that features integrating the control loop through the cold
accumulator 20. Air mixing vanes (not shown though known in the
art) also may be part of the enclosure interior to insure air flow
across the heat exchanger. Air intake 77 (1377 in FIG. 13) can be
configured to draw air from the inside the cabin or outside the
cabin. A drain hole (not shown) in the bottom or side of the module
71 housing could be added for removal of condensation during
cooling cycles.
[0073] Various system configurations are possible as to the
location of the heat exchanger 22 (1322 in FIG. 3). For example,
FIG. 17 shows a basic prior art OEM HVAC system schematic including
air blower 26, vehicle vents 79, vehicle ductwork 63, air intake
77. Also shown are an air mixing blade 97 to direct air across the
engine-on heat exchanger 95 and cold exchanger 96. Mixing blade 97
is adjusted based on predetermine heating and cooling needs or
occupant control. FIGS. 18-21 show the various possible
introduction of heat exchanger 22 and air filter 85 of the present
invention.
[0074] While the invention has been described in conjunction with
specific embodiments, it is evident that many alternatives,
modifications, and variations will be apparent to those skilled in
the art in light of the foregoing description. Accordingly, the
present invention attempts to embrace all such alternatives,
modifications, and variations that fall within the spirit and scope
of the appended claims.
* * * * *