Alternate-powered HVAC system and method for vehicles and heavy equipment

Abstract

An alternate-powered heating, ventilation, and air conditioning (HVAC) for a vehicle or heavy equipment is configured to provide cool or heated air to a cabin area with the main engine (3) off. The alternate-powered HVAC system includes an DC electric motor (27) that receives power from batteries (51). The DC electric motor (27) is connected to an existing air conditioner (AC) compressor (1) of the vehicle by a compressor drive having an inline reduction gear to provide alternate-powered HVAC when the main engine (3) is off. The DC electric motor (27) is connected to the compressor drive via a dual phase magnetic clutch (38) or a centrifugal clutch (43). The compressor drive provides power to the AC compressor (1) of the vehicle such that the AC may operate while the DC electric motor (27) is operating.

Description

ALTERNATE-POWERED HVAC SYSTEM AND METHOD FOR VEHICLES AND HEAVY EQUIPMENTCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of United States Provisional Patent Application No. 63 / 660,888 filed on June 17, 2024, which is hereby incorporated by reference for all purposes as if fully set forth herein.FIELD OF THE INVENTION

[0002] The subject matter disclosed herein relates to a no-idle, alternate-powered solution for heating, ventilation, or providing cool air within a vehicle (or heavy equipment) using the vehicle's climate control or heating, ventilation, air conditioning (HVAC) system.BACKGROUND OF THE INVENTION

[0003] A heating, ventilation, and air conditioning (HVAC) system is a highly crucial component of a truck when it is moving down the road, and possibly even more so while it is parked with the driver still inside of it. This is because these trucks roll in all kinds of weather, and the HVAC systems must be able to accommodate driver comfort. The daily loading and unloading of freight at warehouses, distribution centers, and port terminals often requires driver to sit staged for several hours. Operating the primary truck engine while it is parked to power the HVAC system is not only inefficient from a financial standpoint but also wastes precious natural resources and contributes to harmful emissions. In the US, heavy-duty vehicles account for 4% of the vehicles, but are responsible for over 20% of the total transportation petroleum use.

[0004] An HVAC system is also highly crucial component of buses. Buses typically idle for extended periods, specifically to power the HVAC system, prior to loading passengers. Operating the primary bus engine while it is parked to power the HVAC system is not only inefficient from a financial standpoint but also wastes precious natural resources and contributes to harmfulemissions. Idling in school zones or other urban environments increases the necessity to find an alternate solution to idling the primary bus engine.

[0005] An HVAC system is also highly crucial component of heavy machinery. Cranes, for example, will typically idle for over 5 hours during 10-hour work shifts. Operating the crane engine while not in use to power the HVAC system is not only inefficient from a financial standpoint but also wastes precious natural resources and contributes to harmful emissions.

[0006] The above information disclosed in this Background section is only for understanding of the background of the inventive concepts and, therefore, it may contain information that does not constitute prior art.SUMMARY OF THE INVENTION

[0007] An alternate power source for heating, ventilation, and air conditioning (HVAC) system configurable within a vehicle having a main engine and an enclosed cabin area is disclosed. The alternate power source for the HVAC system includes an alternate set of batteries and an electric motor coupled to the existing AC compressor. The electric motor activates the existing AC compressor via a clutch and gear during operation. The air conditioning compressor is activated to provide cooled air when the electric motor is energized, and the "dual phase" magnetic clutch or centrifugal clutch is engaged by rotation.

[0008] An alternate-powered HVAC system configurable within a vehicle having a main engine and an enclosed cabin area is also disclosed. Cooled air is supplied within the cab using an air conditioning compressor within the vehicle. The alternate-powered HVAC system includes a DC electric motor directly coupled to the AC compressor. The electric motor receives power from an alternate set of lithium batteries via a pulse controller during operation. The alternate- powered HVAC system powers the existing air conditioning compressor that is ordinarily belt driven by the engine within the vehicle as configured by receiving the mechanical power from the DC electric motor via the clutch during periods when the engine is not running. The airconditioning compressor is activated to provide cooled air when the electric motor is energized, and cab cooling is required.

[0009] A method for operating an air conditioning compressor in a vehicle having a main engine and an enclosed cabin area is further disclosed. The method includes activating an electric motor directly coupled to the AC compressor. The air conditioning compressor provides cooled air when the electric motor is energized, and cab cooling is required. Cab heating is addressed by using heating elements mounted in the existing heater ducts and powered by the alternate batteries and pulse controller.

[0010] The disclosed embodiments implement an alternative power source operating on a day cab (semi-truck) primary HVAC component. While the embodiments discussed below will be described in conjunction with the drawings, it is understood that the following description is also applicable across other vehicles, buses and heavy equipment, and is not intended to limit the present invention to any one embodiment. On the contrary, the following description is intended to cover alternatives, modifications, and equivalents as may be included within the spirit and scope of the appended claims.

[0011] Due to the "condensed" configuration of the day cab truck, neither diesel powered, nor battery powered existing Auxiliary Power Unit (APU) systems identified in prior art could be installed on day cabs unless the passenger seat was removed and / or right door access was blocked. Thus, there is a need for a method by which the factory installed HVAC systems found on semi-trucks may be powered by an alternate system, not requiring the use of the primary truck engine, but still be able to fit into the day cab truck. This embodiment of a day cab compatible alternate HVAC system should be installed at the truck manufacturer as optional or standard equipment but could be provided as an aftermarket kit for field installation.

[0012] The disclosed embodiments provide alternate power that integrates with the truck's factory installed or primary HVAC. The disclosed embodiments enable the application, or the use, of a directly coupled 48VDC electric motor via a clutch and possibly a reduction gear,depending on the output specifications of said motor, to the existing factory installed AC compressor thus creating an "engine off" mode that performs as good or better than the existing "engine idle" mode. Since this embodiment receives its power via batteries, it emits no waste products that pollute the environment or disrupt the climate, thus offering a zero-emission substitution for idling the main engine or even running a small alternate diesel engine.

[0013] The disclosed embodiments use an integrated approach. This disclosed embodiment includes a method of powering the truck's existing, factory installed HVAC components with the clean, environmentally friendly power source, a battery powered electric motor, instead of the truck's main drive engine. Whether built-in to the truck's design (OEM) or installed once the truck is in service (after market), by using the disclosed embodiments, truck occupants will get the full performance of the truck's factory installed HVAC system. In fact, certain of these components, namely the condensation collection system will enhance the factory installed, primary HVAC system performance by providing additional cooling performance. Like the windshield wiper delay switch, this concept gives the truck designer / builders of the day cab semitruck an alternate-powered HVAC system that can effectively become standard equipment rather than an "add on" system.

[0014] These, as well as other embodiments, aspects, advantages, and alternatives, will become apparent to those of ordinary skill in the art by reading the following detailed description, with reference where appropriate to the accompanying drawings. Further, this summary and other descriptions and figures provided herein are intended to illustrate embodiments by way of example only and, as such, numerous variations are possible. For instance, structural elements and process steps may be rearranged, combined, distributed, eliminated, or otherwise changed, while remaining with the scope of the disclosed embodiments.BRIEF DESCRIPTION OF FIGURES

[0015] The features of the disclosure believed to be novel and the elements characteristic of the invention are set forth with particularity in the appended claims. The figures are for illustrationpurposes only and are not drawn to scale. The disclosure itself, however, both as to organization and method of operation, can best be understood by reference to the description of the preferred embodiment(s) which follows, taken in conjunction with the accompanying drawings in which:

[0016] FIG. 1 illustrates a side view of a vehicle having a day cab arrangement according to one or more embodiments of the present disclosure;

[0017] FIG. 2A illustrates an end view of a gear cup and drive gear used in an in-line reduction gear in accordance with one or more embodiments of the present disclosure;

[0018] FIG. 2B illustrates a separated side view of an in-line reduction gear in accordance with one or more embodiments of the present disclosure;

[0019] FIG. 3 illustrates a schematic cross-sectional view of a "dual phase" clutch in accordance with one or more embodiments of the present disclosure;

[0020] FIG. 4A illustrates a schematic cross-sectional side view of a centrifugal clutch in accordance with one or more embodiments of the present disclosure;

[0021] FIG. 4B illustrates a schematic end view of a centrifugal clutch in accordance with one or more embodiments of the present disclosure;

[0022] FIG. 4C illustrates a schematic cross section view of a friction shoe from FIG. 4B in accordance with one or more embodiments of the present disclosure;

[0023] FIGS 5A and 5B illustrate a battery relay in the "on" and "off" positions, respectively, in accordance with one or more embodiments of the present disclosure;

[0024] FIGS. 6A, 6B, and 6C illustrate a block diagram of a alternate-powered HVAC system in the "on," "off," and "heat" modes, respectively, in accordance with one or more embodiments of the present disclosure; and

[0025] Figure 7 illustrates a condensation collection system in accordance with one or more embodiments of the present disclosure.DETAILED DESCRIPTION OF THE INVENTION

[0026] The embodiments of the present disclosure can comprise, consist of, and consist essentially of the features and / or steps described herein, as well as any of the additional or optional ingredients, components, steps, or limitations described herein or would otherwise be appreciated by one of skill in the art.

[0027] The following discussion omits or only briefly describes conventional features of the disclosed technology that are apparent to those skilled in the art. Reference to a particular embodiment does not limit the scope of the claims attached hereto. Additionally, any examples set forth in this specification are intended to be non-limiting and merely set forth some of the many possible embodiments for the appended claims. Further, particular features described herein can be used in combination with other described features in each of the various possible combinations and permutations. A person of ordinary skill in the art would know how to use the instant invention, in combination with routine experiments, to achieve other outcomes not specifically disclosed in the examples or the embodiments.

[0028] Unless otherwise specifically defined herein, all terms are to be given their broadest possible interpretation including meanings implied from the specification as well as meanings understood by those skilled in the art and / or as defined in dictionaries, treatises, etc. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art in the field of the disclosed technology. It must also be noted that, as used in the specification and the appended claims, the singular forms "a," "an," and "the" include plural referents unless otherwise specified, and that the terms "includes" and / or "including," when used in this specification, specify the presence of stated features, elements, and / or components, but do not preclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof.Additionally, methods, equipment, and materials similar or equivalent to those described herein can also be used in the practice or testing of the disclosed technology.

[0029] The devices of the present disclosure may be understood more readily by reference to the following detailed description of the embodiments taken in connection with the accompanying drawing figures, which form a part of this disclosure. It is to be understood that this application is not limited to the specific devices, methods, conditions or parameters described and / or shown herein, and that the terminology used herein is for the purpose of describing particular embodiments by way of example only and is not intended to be limiting. All spatial references, such as, for example, proximal, distal, horizontal, vertical, top, upper, lower, bottom, left and right, are for illustrative purposes only and can be varied within the scope of the disclosure. For example, the references "upper" and "lower" are relative and used only in the context to the other, and are not necessarily "superior" and "inferior."

[0030] It will further be understood that, although the terms "first," "second," "third," and the like may be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. Thus, "a first element" discussed below could be termed "a second element" or "a third element," and "a second element" and "a third element" may be termed likewise without departing from the teachings herein.

[0031] Various examples of the disclosed technology are provided throughout this disclosure. The use of these examples is illustrative only, and in no way limits the scope and meaning of the invention or of any exemplified form. Likewise, the invention is not limited to any particular preferred embodiment(s) described herein. Indeed, modifications and variations of the invention may be apparent to those skilled in the art upon reading this specification, and can be made without departing from its spirit and scope. The invention is therefore to be limited only by the terms of the claims, along with the full scope of equivalents to which the claims are entitled.

[0032] FIG. 1 illustrates a schematic side view of a vehicle having a day cab arrangement according to one or more embodiments of the present disclosure. A typical configuration of a day cab 12 is illustrated, showing the relative placement of some of the components of such an embodiment, including a transmission tail housing 13, fuel tank 15, and exhaust after-treatment unit 16. Specifically, an embodiment may include a direct current (DC) electric motor 27 with either a "dual phase" clutch 38 or a centrifugal clutch 43 mounted on the AC compressor 1 with an extended and splined shaft 45 (See FIGS. 3 and 4A), and an electric fan 18 replacing an engine driven unit, such as to draw air across the AC condenser 5.

[0033] In the event that a DC electric motor 1 of the proper output, namely 15 ft-lbs of torque and an RPM of 3600 + / -200 at 48VDC, cannot be produced with current technology, the in-line reduction gear (IRG) detailed in FIGS. 2A and 2B has been designed for motor outputs of as low as 5 ft-lbs of torque and up to 10,000 rpm, providing the 15 ft-lbs of torque at 3200 + / -200 RPM.

[0034] FIGS. 2A and 2B illustrate schematic views of an in-line reduction gear 23 in accordance with an embodiment of the present disclosure. FIG. 2A is an open-end view of the gear cup 31 with internal teeth. In an embodiment, it may, for example, be 0.562" (9 / 16") deep and have 36 internal gear teeth that are 0.500" (1 / 2") deep. A drive gear 32 is mounted on the motor shaft 30 and is shown having 12 teeth producing a 3:1 ratio. The number of teeth on either drive gear 32 or gear cup 31 can be adjusted to produce the optimal reduction as determined by final testing.

[0035] To reduce noise, the teeth on drive gear 32 and / or gear cup 31 can be helically cut, or the unit can be made from a sturdy polymer such as Delrin (Polyoxymethylene (POM), also known as acetal, polyacetal, and polyformaldehyde). The gear cup 31 in an example is approximately 2" across with a 0.100" to 0.125" wall thickness, depending on material used. The gear cup 31 may have a splined hub or other suitable means of attaching to the clutch of choice Note that anywhere in this disclosure where splines are called for, except the floating clutch plate, atapered shaft with keyway and retaining nut may be substituted where torque requirements allow, thereby reducing manufacturing cost.

[0036] In FIG. 2B, the DC motor 27 with its drive gear 32 and gear cup 31 are shown separated for purposes of explanation. Both shafts 29 and 30 will typically have support bearings 33 to bear the side loads created by the physics of gear teeth forcing themselves apart. The number of teeth and their relative size can be varied on both the drive gear 32 and the gear cup 31 to produce the optimal ratio needed and to match the amount of torque transferred. The drive gear 32 of the DC electric motor 27 may be cut or forged directly onto the motor shaft 30 or could be a splined gear fitted to the motor shaft 30.

[0037] FIG. 3 illustrates a schematic cross-sectional side view of the 48VDC electric motor 27 coupled to the existing AC compressor 1 (with extended shaft 45) using the "dual phase" clutch 38 of the present disclosure. The "dual phase" clutch 38 functions by first having an extended shaft 45 on the AC compressor 1 that is splined to accept a floating friction disk 41 with its splined hub. The main pulley 42 that receives its motive force from the engine 3 via a belt will be spinning as the main engine 3 is operating. A strong electromagnet 39 mounted underthe pulley 42, when energized, creates enough force to pull the floating disk 41 on to the pulley 42 face, creating enough friction to transfer the spinning motion to the AC compressor 1 so as to cause the AC compressor to operate.

[0038] In the second phase of operation, the electromagnet 39 mounted on the face of the 48 VDC electric motor 27 would be energized pulling the floating clutch plate 41 against the clutch friction plate / pulley 42 mounted on the 48VDC electric motor 27 output shaft, transferring the rotational motion to the AC compressor 1 causing operation. Support bearings may be utilized to allow the various rotating parts to function properly.

[0039] FIG. 4A illustrates a schematic side view of the 48VDC electric motor 27 coupled to the existing AC compressor 1 using a centrifugal force clutch 43 as an alternative embodiment to the "dual phase" clutch 38 of the present disclosure.

[0040] FIG. 4B illustrates a schematic end view of the centrifugal force clutch 43. The center hub 50 is splined onto and can be spun by the 48VDC electric motor 27 to create the centrifugal force that causes the shoes 47 to expand outward at a designed RPM. In an embodiment, the designed RPM may be about 750 RPM. The shoes 47 have guide rods or vanes 46 that are affixed to the center hub 50 being spun by the 48VDC electric motor 1 , allowing them to move freely out and back in as acted upon by centrifugal force or spring 48 tension. As the shoes 46 expand outward and contact the drum 44, the friction created causes it to spin. The spinning drum 44 is splined onto the AC compressor 1 shaft 45, which causes the AC compressor 1 to operate. As voltage is reduced to the 48VDC electric motor 27, the motor 1 will correspondingly decelerate. In this embodiment, when the RPM drops below 750, the spring 48 will overcome the centrifugal force and retract the shoes 47, allowing the AC compressor 1 to stop.

[0041] FIGS. 5A and 5B illustrates the battery relay 55 in both the "on" and "off" positions, respectively. All components in the power of serial side of the 4-pole, double throw relay 55 should be capable of transmitting 100 amps continuous. The components in the charging side (below the solenoid 53 in FIGS. 5A and 5B) of the 4-pole, single throw side should have a capacity of l / 8th of the truck's alternator output 58 plus a safety factor, for example 50%. However, all switching will be in a "no-load" condition, so there is no special requirement for the contacts in the "make-break" cycle. In this embodiment, a 12VDC battery charger 56 of the type typically plugged into standard 110 VAC power will be included with a male plug 57 mounted in a socket at a convenient location so the driver 10 can plug into any extension cord at the end of the day, thus having all 8 (truck and alternate) batteries topped of for the next day's dispatch. This charger 56 should be 80 amps with overcharge protection and maintenance mode.

[0042] FIG. 5A illustrates the battery relay 55 in the "on" position. This is the position the relay achieves when 12VDC power is applied to its magnetic coil (solenoid). When power is applied, two results occur; (1) the 4 alternate power batteries 51 become connected in series and the positive connection to the pulse motor controller 54 is established; and (2) the negative side of the 4 alternate power batteries become isolated. This completes a 48VDC circuit to the controller54, isolating it from the rest of the truck systems. In this configuration, the main system controller 60 can signal the motor controller54 to provide up to 48VDC (voltage determines RPM) to the DC electric motor 27 to ultimately provide the user with the air conditioning desired. In this mode, the main controller 60 can monitor the condition of the alternate 51 and primary 58 batteries and first provide warning to the operator of a low reserve condition and to start the main engine, and if ignored would ultimately de-energize the relay 55, shutting down the AC part of the system. This feature may use an "auto start" of the main engine in certain applications, with safeties to prevent the auto start when the truck is unmonitored. This monitor / warning / shut down feature may also be active when heating was being utilized.

[0043] FIG. 5B illustrates the battery relay 55 in the "off" or default position. When 12VDC power is removed from the solenoid 53, the internal spring moves the control shaft back to the "off" or charging position. When this occurs, the serial and the motor controller 54 connections are opened, deactivating the 48VDC potential output created by the serial connection. On this side of the relay 55, the action is single pole-double throw (on-on), therefore the primary pole is now latched, completing the circuit to the positive side of the trucks charging system 58. On the opposite side of the relay 55, the action is single pole-single throw, thereby completing the circuit from the batteries 51 negative pole to the trucks ground 55a or common system. Once these 2 connections are made, the 4 alternate power batteries 51 become connected to the trucks system in parallel and will add power to the truck for starting and begin to charge once the main engine 3 is operating.

[0044] FIGS. 6A, 6B, and 6C illustrate block diagrams of the alternate-powered HVAC and other components used within the vehicle to provide climate control according to the disclosed embodiments.

[0045] FIG. 6A illustrates the alternate-powered HVAC in the "ON" configuration. The 8-pole relay 55 is activated, 12VDC applied, closing the circuit that connects the 4 alternate batteries 51 in series and the circuit that supplies positive 48VDC to the pulse motor controller 54 and opensthe positive circuits to the truck's systems 58. The 4 circuits that connect the batteries 51 negative poles to the truck's common ground 55a are opened, isolating the 48VDC system. The llOvac male plug 57, battery charger 56, truck engine 3, and charging system 58 are off, locked out by the system controller 60. The main system controller 60, integrated with the truck's HVAC controls (OEM) or stand-alone (aftermarket), after monitoring the occupant's 10 requirements can start feeding voltage to the DC electric motor 27, via the relay 69, causing the motor 1 to rotate. At about 750 rpm, either the system controller 60 would activate the second phase of the "dual phase" clutch 38 (controller 60 connection shown in dashed line) or the centrifugal clutch 43 would engage, turning the AC compressor 1. The turning AC compressor 1 then generates freon pressure, which can be monitored by the system controller 60, which can then activate the electric fan 18 via its controller 61 as needed to cool the AC condenser 5. As the occupant 10 adjusts his / her requirements, the system controller 60 will adjust HVAC output until it senses battery condition (truck's 58 or alternate 51) 5% above the minimum requirements to start the main engine 3. The system controller 60 will then give the first warning to start the main engine 3. If the first warning is ignored, the controller 60 will lower the input to the DC electric motor 1 to zero, depowering the 8-pole relay 55, and shutdown the electric engine fan 18 at the 2% over minimum mark, effectively shutting down the alternate-powered HVAC and preventing a "disabled truck" situation. This feature may use an "auto start" of the main engine in certain applications, with safeties to prevent the auto start when the truck is unmonitored. This monitor / warning / shutdown system would also be active in the heat mode (see FIG. 6C).

[0046] As the alternate-powered HVAC has the HVAC (cooling) in operation keeping the occupant 10 comfortable, condensation will be created, and collected by the condensation catch basin 70 and pump 71 unit. This collected water will be pumped to super cool the AC condenser 5, making the entire HVAC system more efficient, allowing for reduced energy input lengthening battery cycle life. This system may remain active during main engine 3 operation and travel (see FIG. 7).

[0047] FIG. 6B illustrates the alternate-powered HVAC in the "OFF or CHARGE" configuration. The 8-pole relay 55 is deactivated, moving the positive circuits of the 4 alternate batteries 51 to connections with the truck's systems 58, both power and charging, connecting all 8 batteries in parallel. This deactivation happens in one of two processes: (1) If the operator 10 selects a temperature that requires no AC compressor 1 operation, the system controller 60 will reduce the voltage to the DC electric motor 1 to zero and the electric motor will accordingly drop to zero rpm, then deactivate the 8-pole relay 55; or (2) If the operator 10 elects to start the main engine 3 or otherwise shut down the alternate-powered HVAC, he / she will select the "OFF" position on the operator interface (part of controller 60) signaling the system to perform the deactivation process. If the 8-pole relay 55 deactivation has been completed and the main engine 3 is "OFF", the system controller 60 will then allow the llOvac battery charger 56 to charge the batteries 51 and 58, after the truck has been parked and the charger plugged in 57.

[0048] FIG. 6C illustrates the alternate-powered HVAC in the heating configuration, supplying the heat energy the occupant 10 calls for. In activating heat mode, the system controller 60 may signal the Pulse DC motor controller 54 to reduce voltage to the DC electric motor 27 to zero as described in FIG. 6B, and then signal the relay 69 to activate making the power connection from the Pulse DC controller 54 to the HVAC duct heating elements 48 located in the typical heating or floor vents. Power or voltage may be ramped up thus creating a heated air temperature as determined by the differential between the cab 67 temperature and the operator's 10 set point and may be continuously adjusted by the system controller as reference temperatures changed. This heated air temperature as established by the two reference temperatures may be charted based on final testing. The cooler air moved by the truck's blower 65 may pass through the heating element(s) 68 and be warmed to the target as discussed above. The controller 60 may signal the Pulse DC controller 54 to put out up to 48VDC providing ample heating energy, hence, the heating element(s) 68 should be sized to be able to provide excess BTUs at maximum voltage.

[0049] FIG. 7 illustrates the condensation collection system. In a typical air-cooled unit, the evaporation of a small amount of water dispensed into the cooling fin of the heat exchangercreates a significant increase in heat dispersion. Although varying with relative humidity, condensation is always produced by the cooling of ambient air as in any air conditioning system. The condensation catch basin and pump system 69 of the present disclosure collects this normally wasted water by directing its flow into the catch basin 70. As the level rises, the level sensor 74 activates the pump motor 72, causing the pump 71 to push the condensation water into the AC condenser 5 through conducting tubes. A copper or aluminum dispersion tube 77 distributes the water across the top of the AC condenser 5, lowering the temperature of the AC output as well as helping to control the AC freon pressure, all of which enhance cooling. A timer 73 may be set to reduce the water level in the catch basin 70 without emptying it, allowing for more cycles of the pump 71 and reducing wasted water. Relief ports 75 drilled into the upper end of the catch basin 70 may prevent condensation from backing up into the evaporator should the system be deactivated orfail. In some embodiments, a switch 76 may be provided to activate and / or deactivate the system. 12VDC positive from the switch 76 may provide positive current to the sensor 74 and timer 73. The motor 72 may receive its positive 12VDC signal from the timer 73, while all items would be grounded to the truck's ground 55a. This system can normally remain active during main engine 3 operation.

[0050] From an operational perspective, once the driver 10 shuts down the main engine, the ignition key would be rotated or stopped at the accessory or an alternate HVAC position, depending on the final design. This position would power the alternate-powered HVAC's functions. The driver 10 would then select the cab 67 temperature desired, which in some embodiments (OEM) may have been already selected. The driver then sits back and relaxes. The system controller 60 would read the cab 67 and the selected temperature and determine if cooling or heating were needed, the responsiveness of which could be made adjustable, by the user or fleet, with potentiometers or some other control mode - even software adjustment with a smart phone app. In either case, the 8-pole relay 55 may be powered creating a 48VDC power source isolated from the truck's systems.

[0051] If cooling is required, the controller 60 may signal the Pulse DC controller 54 to ramp up the voltage to the DC electric motor 27, having the DC electric motor 1 turn the clutch 38 or 43 which would be spin the AC compressor 1 producing freon pressure, liquefying the freon which would evaporate in the truck's evaporator 63 removing heat energy from the air moved by the Cab's HVAC Blower 65, thus sending cooled, conditioned air to the cab 67, keeping the occupant 10 comfortable.

[0052] If heat is required, the controller 60 may first signal the relay 69 to make a connection, connecting the 48VDC heating element 68, then signal the Pulse DC controller 54 to ramp up the voltage to the 48VDC heating element 68 producing heat that would be picked up by the air moved by the cab's HVAC Blower 65 sending warmed air into the cab 67, keeping the occupant 10 comfortable.

[0053] If the driver 10 is exiting the truck as at the end of the day, he may turn the key to the "off" position and the controller 60 will go through a shutdown procedure, enabling the batteries to be externally charged for the next day's operation.

[0054] Reference will now be made in detail to specific embodiments of the present invention. Examples of these embodiments are illustrated in the accompanying drawings. Numerous specific details are set forth in order to provide a thorough understanding of the present invention and present multiply options to solve problems or enhance function, space requirements, weight and complexity, reliability, and / or cost. While the embodiments will be described in conjunction with the drawings, it is understood that the following description is not intended to limit the present invention to any one embodiment. On the contrary, the following description is intended to cover alternatives, modifications, and equivalents as may be included within the spirit and scope of the appended claims.

[0055] The disclosed embodiments include a DC electric motor 27 to drive the air conditioning (AC) compressor 1 via a clutch 38 or 43 and in-line reduction gear 23, if needed. The disclosed embodiments also may implement a "dual phase" magnetic clutch 38 or a centrifugal clutch 43to connect / disconnect from the AC compressor 1 when the main engine 3 of the vehicle is in operation. The "dual phase" magnetic clutch 38 or a centrifugal clutch 43 may be used to connect and disconnect the DC electric motor 1 to the existing AC compressor 1, depending on which HVAC power source is to be utilized, the alternate-powered (i.e., the electrically-powered no-idle HVAC) or the main engine 3. This action may also be accomplished more automatically using the centrifugal clutch 43 detailed in illustration FIG. 4B.

[0056] In some embodiments, to accomplish powering the truck's existing HVAC system, a DC electric motor 27 turning the truck's existing AC compressor 1 is used. The truck's HVAC system will then function as if the truck's main engine 3 were running. In further embodiments, when the truck's engine 3 is started, the alternator 58 will provide 12VDC power to recharge the alternate power batteries 51 as well as the truck's main batteries 58. It would be prudent to use a 150-amp minimum, 225-amp preferable alternator in this embodiment. As a supplement to function and reliability, an 80 amp, 12VDC battery charger 56 may be included to facilitate full charging of all 8 batteries when off duty, then automatically maintain full charge via a maintenance circuit. A mounted, socket type male llOvac plug 57 may be mounted externally in the driver 10 door area to provide ease of powering the charger 58. This component would be considered necessary as the typical duty cycle of the day cab truck contains a much higher percentage of idle (waiting or engine off) time than moving (engine on) time. The system could also be provided with an "auto shut off" for the main engine and "auto activate" for the for the Green Comfort Solution II should excess idling be sensed.

[0057] In some embodiments, the truck's AC compressor 1 is turned by the electric motor 27 through the "dual phase" magnetic clutch 38 or centrifugal clutch 43 and will provide freon pressure in the truck's existing AC system as the electric fan 18 pulling air through the AC condenser 5 removes the heat energy. In some embodiments, when only minimal air conditioning is required, the controller 60 may reduce the RPM of the DC electric motor 27, thereby reducing the RPM / output of the AC compressor 1, and using only the energy necessary.

[0058] In some embodiments, since the DC electric motor 27 will have the ability to operate from 1 to 10,000 (typical) rpm, its connection to the AC compressor 1 may use an in-line reduction gear 23 in accordance with the present disclosure, allowing the AC compressor 1 to correspondently operate between 1 and 3600 rpm, where the "dual phase" magnetic clutch 38 would be controlled by the controller 60 or the centrifugal clutch 43 could be set-up (sprung) to engage at approximately 750 rpm (geared or direct drive) DC electric motor 27, allowing a positive connect-disconnect below the AC compressor's 1 minimum effective operating speed.

[0059] In some embodiments, to provide heat in cold conditions, the DC electric motor 27 will be deactivated, and electric heating element(s) 68 located in the truck's heating duct(s) 66 will provide cabin heat. This could be accomplished with a single central element, or multiply smaller elements located in each of the heating ducts 66, or a combination of both. The heating element(s) 68 could be powered by the alternate system's batteries if 48VDC elements were used, or all 8 batteries if the elements were 12VDC, however, due to factors like wire conductor size and element sizing, 48VDC elements are recommended and identified in the remainder of this embodiment. For the typical time interval of up to 4 hours of "engine off" alternate system heater operation, maintaining main engine temperature control should not be a factor even in cold conditions, however, could be included. An engine block heater could be included in conjunction with the external battery charging system (56 and 57).

[0060] In some embodiments, the alternate-powered HVAC system is used in conjunction with components on a day cab semi-truck having a main engine 3 and cab area 67. These embodiments also may include a DC electric motor T1 coupled to the AC compressor 1 via an inline reduction gear 23, to be disposed inside the main engine compartment, mounted to the engine and using a reverse mounted AC compressor 1 as space and configuration allows.

[0061] Some embodiments also may include a system controller 60 (aftermarket), or programmed into the truck's existing ECM (OEM), monitoring and / or controlling the 8-pole battery relay 55, 48VDC motor controller 60, freon pressure, 12VDC controller 61 (electric fan18) and evaporator 63 temperatures, cabin 67 temperature and set point (user interface), clutch38, battery charger 56, alternate batteries 51 and the truck's batteries 58, etc.

[0062] In some embodiments, the DC electric motor 27 may be 48VDC utilizing the power of 4- 12 VDC batteries 51 wired in series. These batteries 51 should be lithium type with a minimum of 180-amp hour rating and be wired through the battery relay 55 unit shown in FIG. 5. NOTE: In sleeper truck application where 34 hours engine off time is needed, the alternate battery count could be 8, with a corresponding larger alternator and battery charger 56, respectively. The 8 alternate batteries would be parallel wired in sets of 2 providing higher capacity at 12 VDC per set. This sleeper truck application may also be accomplished by expanding the Green Comfort Solution II to utilize 6 alternate batteries and a 72 VDC electric motor 27 and heating elements (68) and expanding the battery relay 55 to accommodate the 72VDC components.

[0063] The battery relay 55 allows for serial connection to produce 48VDC for motor function and heating elements in some embodiments, as well as parallel connection for charging and truck system operation. The motor's 1 output may be from 15 ft-lbs of torque and an RPM of 3600 +-200 at 48VDC to 5 ft-lbs of torque at 10,000 rpm, providing the 15 ft-lbs of torque at 3200 +- 200 RPM using the in-line reduction gear (IRG) detailed in FIGS. 2A and 2B.

[0064] The system controller 60 may reduce the voltage to the 48VDC electric motor 27 to allow the AC compressor 1 to produce only the performance requested by the operator. This precise control of the DC motor 27 may be accomplished by a pulse type controller 54 capable of receiving 48VDC and putting out from 0 to 48VDC and 100 amps.

[0065] In some embodiments, the engine driven radiator / condenser fan would be replaced by an electric fan 18 controlled by a 12VDC pulse controller 61. This would allow minimum (lowest utilized energy) air flow to be produced and provide proper cooling. This feature would be in either the engine on (moving) mode or in the engine off (stationary) mode when the Green Comfort Solution II was handling HVAC. In some embodiments, an occupant 10 override to produce more air flow may be deemed practical.

[0066] In some embodiments, the alternate-powered HVAC system may be installed on a day cab semi-truck. In some embodiments, the alternate-powered HVAC system provides heating capability by electric heating element(s) 68 located in the truck's heating duct(s) 66, powered by the alternate batteries 51 (48VDC elements) or all batteries (12VDC elements, as above- not recommended), will provide cabin heat.

[0067] FIG. 1 depicts a schematic side view of a typical vehicle having a day cab arrangement according to the disclosed embodiments. In some embodiments, the vehicle is a day cab, semitruck, or tractor-trailer cab. Vehicle includes the alternate-powered HVAC system (alternate power hybrid HVAC), disclosed in greater detail below and in figure explanations, that powers the existing HVAC system for the vehicle.

[0068] Vehicle includes a main engine 3, located forward of a cab 67 area. When operating, the main engine 3 generates power to operate systems within vehicle, such as the HVAC system. The alternate-powered HVAC, as disclosed, is configured to provide HVAC within the vehicle, specifically to operate the HVAC system typically installed in the vehicle. The vehicle also needs to be equipped with an alternate-powered HVAC system lock out and / or warning to start the main engine should system batteries approach starting threshold as described in FIG. 6A.

[0069] The vehicle also includes wheels having tires 20 (FIG. 1). These features show that vehicles are mobile and change locations frequently. Thus, the vehicle may not have ready access to a power source outside vehicle. When moving, the vehicle may rely on the main engine 3 to provide power to the components and systems.

[0070] DC electric motor 27 may operate when the main engine 3 is not operating to provide power to the HVAC system of vehicle (FIG. 1). The main rotary output of the DC electric motor 27 is connected to the AC compressor 1 via a clutch 38 or 43 and an inline reduction gear 23, if needed (FIG. 2B).

[0071] Chassis batteries 58 and alternate batteries 51 may be recharged by the main engine anytime the truck needs to be moved or in the event of a "start engine" alarm based on low battery charge condition. Complete battery charging may take place when the truck is plugged in as detailed in FIG. 6B.

[0072] The alternate-powered HVAC system also may include a main system controller 60 (FIGS. 6A and 6B) to ensure proper operation of the cooling and heating of the vehicle 67. System controller 60, detailed above, may be configured to operate with controls of vehicle (FIG. 1). System controller 60 may be utilized by the user 10 to operate and control the alternate-powered HVAC system to vary heat and cooling, as detailed in FIGS. 6A-6C.

[0073] The system controller 60 is connected to the 48VDC motor controller 54 which controls the DC electric motor 27, which in turn controls the operation of the alternate-powered HVAC system in cooling mode. System controller 60 would also be monitoring AC freon pressure, temperature set point, and actual cabin temperature to control engine electric fan 18 and DC electric motor 27 to provide operator with only the cooling performance needed to bring wasted energy to a minimum. Monitored temperatures also allow for control of the electric cabin heating unit(s) 68.

[0074] Efficient cooling production may be enhanced using a system that collects condensation water from an existing component within the vehicle. The vehicle (FIG. 1) may include cab AC evaporator 63 within cab area. The condensation is collected and moved through condensation lines to condensation catch basin and pump 64. Condensation catch basin and pump 64 (FIG. 6A) allows for water cooling of main radiator 4 and AC condenser 5 by using the condensation from the evaporator 63 and spraying it into AC condenser 5. Intermittent water cooling of the AC condenser 5, which is normally air cooled, provides for higher efficiency heat removal providing for higher performance AC and lower freon pressure. During normal main engine 3 operation, the condensation catch basin and pump system would still be active, enhancing AC performanceand since the cooling air stream passes through the AC condenser 5 and then through the main radiator 4, enhanced main engine 3 cooling would also exist.

[0075] In some embodiments, condensation catch basin and pump 64 may operate as follows. The condensation is collected, and a sensor 74 activates a pump motor 72 when the water reaches the sensor 74. The pump 71 is activated for three (3) seconds using a timer 73, emptying the contents of the basin 70 into the AC condenser 5, thereby cooling it as the water of the condensation evaporates. The timer 73 setting should be set to not empty the basin 70 so the basin 70 volume should provide water flow cycles (collect / dispense) as often as possible based on atmospheric humidity. This feature lowers the temperature of the freon, which causes a more efficient evaporation in the evaporator 63. The evaporator 63 exhaust temperature is lowered, thereby providing cooler cabin air. The basin 70 of condensation catch basin and pump 64 will have relief holes so as not to allow water to backup into the evaporator 63 should the system be inactive.

[0076] To ensure proper operation and cooling of the air conditioning system within vehicle (FIG. 1), main system controller 60 provides for operation of electric AC condenser / radiator fan 18 to cool the main radiator 4 and AC condenser 5 of vehicle while the main engine 3 is operational.

[0077] In some embodiments, the main system controller 60 may be built into the engine control module (ECM) of vehicle (FIG. 1), performing all functions of the controller 60 without the need for a separate controller unit, thereby becoming part of the vehicle. Main system controller 60 may be used to automatically control the alternate-powered HVAC system, varying heat and cooling production to suppling what the operator 10 calls for.

[0078] In current production, the HVAC of the vehicle (FIG. 1), particularly air conditioning, is governed by engine RPM required for vehicle speed. As such, there may be over capacity to perform at high RPM and correspondingly lower performance at lower RPM, especially when idle or parked. To compensate, these systems cycle the AC compressor 1 on and off, or mix in outside air, actually heating the air. A conventional AC compressor 1 may be engaged to cool down toorapidly, then be deactivated to prevent an evaporator freezing condition, which stops the system from functioning. Not only does this waste capacity, but it also does not dehumidify the air, which results in a humid or "clammy" feeling.

[0079] The disclosed embodiments use main system controller 60 to control the DC electric motor 27 at an optimal RPM to drive AC compressor 1 to the RPM necessary to get higher performance without waste and humid air. In some embodiments, the system may get up to eight (8) degrees Fahrenheit lower temperature. The disclosed embodiments also reduce energy consumption and emit ZERO emissions, thereby resulting in an improved system that is also environmentally friendly, or green.

[0080] The disclosed embodiments provide an efficient cooling operation accomplished in the following manner: in a conventional vehicle air conditioning system, the compressor 1 cycles off at forty-two degrees Fahrenheit (42°F) and re-engages forty-nine degrees Fahrenheit (49°F). In the case of the disclosed embodiments, the main system controller 60 monitors the evaporator 63 exhaust temperature and adjusts the RPM of the compressor 1, adjusting output. Doing so maintains an evaporator 63 exhaust temperature as low as approximately thirty-four degrees Fahrenheit (34°F) when conditions permit. This temperature provides a safe margin above freezing but is still eight degrees Fahrenheit (8°F) below the conventional minimum temperatures of forty-two degrees Fahrenheit (42°F). This feature produces a temperature that is elevenpoint-five degrees Fahrenheit (11.5°F) below the average evaporator 63 discharge temperature.

[0081] The disclosed embodiments may be utilized by a user in a simple and effortless manner with little or no training. The user would procure the alternate-powered HVAC system from conventional procurement channels such as semi-truck manufacturers, aftermarket equipment integrators, mail order and internet supply houses and the like. It may be provided as standard or optional equipment on a new vehicle as well as being made available as an add-on kit for an existing vehicle. The disclosed embodiments envision a stand-alone embodiment as well as an embodiment where Green Comfort Solution II is built within vehicle.

[0082] After procurement and prior to utilization, the alternate-powered HVAC system may be installed upon vehicles using general guidance as supplied. Interconnections to existing mechanical and electrical connections of the vehicle would be made. Such connections include but are not limited to chassis batteries 58, the air conditioning compressor 1 would be replaced with an extended shaft model 1 / 45, possibly configured for reverse mounting, as well as replacing the engine driven fan with an electric fan 18. The controller 60 would have to be "wired" to monitor and control various systems as shown in FIGS. 6A-6C. At this point in time, the alternate- powered HVAC system is ready for utilization.

[0083] During utilization of the alternate-powered HVAC system, the following procedure would be initiated: after vehicle is parked, and the user wishes to remain in cab area, the user would secure the vehicle in a normal manner except that the key is left in an the "ON" or "Accessory" position. On an OEM embodiment, there be a "accessory powered HVAC position," Next, the alternate-powered HVAC system would be activated using main system controller 60 and selecting his or her 10 desired level of comfort, the system controlled 60 would then supply cooling or heat as necessary with no excess either hot or cold.

[0084] As a result of the AC conditioning compressor 1 being driven by an electric motor, acceptable heating and cooling levels inside the cab area are maintained. This feature is achieved without operating the main engine 3, thereby saving fuel consumption as well as wear and tear on main engine 3, along with NO harmful emissions / environmental impact. After use of the alternate-powered HVAC system, it is deactivated using the main system controller 60 as described in FIG. 6B. At this point in time, the vehicle may remain parked and plugged in 57, or main engine 3 may be started allowing the resumption of travel which would also recharge the batteries.

[0085] While the present disclosure has been particularly described, in conjunction with specific preferred 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. It is thereforecontemplated that the appended claims will embrace any such alternatives, modifications and variations as falling within the true scope and spirit of the present disclosure.Table of Elements(1) Air Conditioning Compressor(2) Drive Clutch Bell Housing(3) Main Engine(4) Radiator for Main Engine(5) Air Conditioning Condenser(10) Driver(11) Frame Rail(13) Transmission Tail Housing(15) Fuel Tank(16) Exhaust After-treatment Unit(18) Electric Multi-purpose Fan(19) Main Drive Transmission(20) Wheel and Tire(22) Electric Power From 48VDC Motor Controller(23) IRG - Inline Reduction Gear(27) 48 VDC Motor(29) IRG Drive Shaft(30) Motor Shaft(31) IRG (23) Gear Cup, internal teeth(32) IRG (23) Drive Gear(33) Support Bearings(38) Dual Phase Clutch(39) Electro-magnetic Coil(40) Clutch Friction Plate(41) Floating Clutch Plate or Friction Disk(42) Main Pulley and Friction Plate, drives AC compressor (01) from main engine (03)First found in Figure 4, Centrifugal Clutch(43) Centrifugal Clutch Unit(44) Outer Drum(45) AC Compressor (01) Splined Shaft(46) Shoe (47) Guides, rods or vanes(47) Centrifugal Clutch Friction Shoes(48) Clutch Shoe (47) Retracting Spring(49) Spring (48) Guide Channel(50) Splined Hub in Outer Drum (44)(51) Alternate Power Batteries, 1,2,3, and 4(52) Terminals, lOOamp(53) 12VDC Solenoid(54) 48VDC Pulse Motor Controller(55) Relay: 4 Pole, Double Throw (on-on), 4 Pole, Single Throw (on-off), CommonActivation by 12VDC Solenoid- Here after referred to as 8-pole relay (55)(55a) Truck System Ground(56) llOvac Battery Charger(57) llOvac Male Plug(58) Truck's Original Batteries and Charging System(60) System Controller(61) 12VDC Pulse Motor Controller for Fan (18)(63) Truck Cab Air Conditioning Evaporator(64) Condensation Catch Basin and Pump Unit(65) Cab HVAC Blower(66) Cab HVAC Duct(s)(67) Cab of Truck, Occupant Area(68) 48VDC Heating element(s)(69) Relay: Single pole, Double Throw, (on-on), Activated redirects power from theDC / RG / Hydraulic unit (14) to the 48VDC heating element(s) (68)(70) Condensation Catch Basin(71) Condensation Water Pump(72) Pump Motor(73) Timer(74) Water Level Sensor(75) Overflow / Backup Preventer Relief Port(76) SPST Switch(77) Copper or Aluminum Dispersion Tube(78) Tube(77) End Plug

Claims

CLAIMSWhat is claimed is:

1. An alternate-powered heating, ventilation, and air conditioning (HVAC) system configurable within a vehicle or heavy equipment having a main engine, an enclosed cabin area, and an air conditioner having an air conditioning (AC) compressor that is ordinarily driven by a belt-driven pulley on the AC compressor receiving power from the main engine when the main engine is activated, the alternate HVAC system comprising: a direct current (DC) electric motor; and a compressor drive mechanically connected to the DC electric motor and the AC compressor, the compressor drive including a clutch to selectively drive the AC compressor; wherein the AC compressor is activated to provide cooled air when the electric motor is activated and the main engine is not activated.

2. The alternate-powered HVAC system of claim 1, wherein the clutch is a centrifugal clutch configured to engage at a specified RPM of the DC electric motor.

3. The alternate-powered HVAC system of claim 1, wherein the clutch is a dual phase magnetic clutch.

4. The alternate-powered HVAC system of claim 3, wherein the dual phase magnetic clutch includes a floating friction plate and an electromagnet on the belt-driven pully on the AC compressor to draw the floating friction plate into contact with the pully when the electromagnet is energized.

5. The alternate-powered HVAC system of claim 1, wherein the compressor drive further includes an in-line reduction gear.

6. The alternate-powered HVAC system of claim 5, wherein the clutch is a centrifugal clutch configured to engage at a specified RPM of the DC electric motor.

7. The alternate-powered HVAC system of claim 5, wherein the clutch is a dual phase magnetic clutch that includes a floating friction plate and an electromagnet on the belt-driven pully on the AC compressor to draw the floating friction plate into contact with the pully when the electromagnet is energized.

8. The alternate-powered HVAC system of claim 1, further comprising an in-line electric heater disposed within the ventilation system to heat the enclosed cabin area.

9. The alternate HVAC system of claim 1, further comprising a controller coupled to the DC electric motor and the clutch, wherein the controller monitors at least one parameter within the alternate-powered HVAC system when the electric motor is activated to control the DC electric motor and the clutch.

10. An alternate-powered heating, ventilation, and air conditioning (HVAC) system configurable within a vehicle or heavy equipment having a main engine, an enclosed cabin area, and an air conditioner having an air conditioning (AC) compressor that is ordinarily driven by a belt-driven pulley on the AC compressor receiving power from the main engine when the main engine is activated, the alternate HVAC system comprising: a direct current (DC) electric motor, where the motor receives power from at least one dedicated battery; an electric fan configured to receive power from the at least one dedicated battery and draw air across an AC condenser; and a compressor drive connected to the DC electric motor and the AC compressor, wherein the compressor drive is configured to provide mechanical power to operate the AC compressor with the DC electric motor when the DC electric motor is activated.

11. The alternate-powered HVAC system of claim 10, further comprising a controller operable to drive the electric fan and drive the AC compressor with the DC electric motor to provide air conditioning when the main engine is not operating.

12. The alternate-powered HVAC of claim 11, wherein the electric fan is a variable speed electric fan controlled by a 12VDC pulse controller.

13. The alternate-powered HVAC of claim 12, wherein the compressor drive further includes a clutch to selectively drive the AC compressor with the DC electric motor.

14. A method for providing air conditioning (AC) to a vehicle or heavy equipment having a main engine, an enclosed cabin area, and an air conditioner having an AC compressor that is ordinarily driven by a belt-driven pulley on the AC compressor receiving power from the main engine when the main engine is activated, the method comprising: activating a direct current (DC) electric motor coupled to the AC compressor through an inline reduction gear, activating a compressor drive to drive the AC compressor with the DC electric motor.

15. The method of claim 14, wherein activating the compressor drive further includes activating a clutch to selectively connect the DC electric motor to drive the AC compressor.

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