Abstract:
The present invention includes a novel fuel management and auxiliary power system and apparatus having a control module in control of auxiliary equipment and accessories and climate control functions of a vehicle, while the vehicle&#39;s engine is not running. The system of this invention is capable of detecting warning states and providing status indicators to an operator on a graphical user interface. At the graphical user interface, the operator is capable of initiating start up of the system and accessing status and historical technical data of the system.

Description:
FIELD OF THE INVENTION  
       [0001]    This invention relates to an improved fuel and maintenance management system for public service vehicles. More particularly, the present invention relates to fuel saving systems utilizing an integrated auxiliary battery and management system to provide power to auxiliary equipment when the vehicle&#39;s engine is not in operation. 
       BACKGROUND OF THE INVENTION  
       [0002]    Recently, the severity of the air pollution, occasioned by noxious gases, such as NO x , CO and CO z , in the exhaust of automobiles and other motor vehicles has been increasing. As a result, individual automobile companies, in compliance with exhaust emission restrictions, have developed various types of low-emission and fuel economic vehicles. However, while these advances may produce lower levels of pollution, they do not address the constant fuel consumption waste that is often necessary for public service vehicles as those vehicles are used in regular working shifts. Additionally, the increasing prices of gas have caused havoc with municipalities to keep fleet vehicles in operation, as they face budgetary constraints. 
         [0003]    On these working shifts, it is often necessary to leave a vehicle idling with the engine running to power auxiliary equipment in the vehicle. For example, in public service vehicles, such as police cars, it is necessary to keep the vehicle idling to power equipment, as the officer is on a call or monitoring highway traffic. More specifically, because the officer is in need of equipment, such as sirens, CB radios, radar, climate controls, air conditioning and computers, the officer is forced to leave the vehicle&#39;s engine on and idling for extended periods of time. Research has shown that, while the average police vehicle&#39;s 230 HP engine is idling to provide electrical power to this equipment, only approximately 2.68 HP or 2000 Watts is actually needed. This research has also shown that while this engine is idling for 2 hours, it consumes approximately 1 gallon of fuel. This type of use is a significant cause of the budgetary constraints and amounts to significant amounts of wasted fuel each day while fleet vehicles operate and idle. These increased budgetary constraints become particularly important as the cost of fuel rises and becomes more unpredictable. For example, in a larger public municipalities having 600 fleet vehicles (assuming for this example: (a) 200 vehicles/per 8 hour shift, (b) idling (on average) 4 hours per shift and (c) $2.00/per gallon of fuel), this equates to $800 per shift or $2400 per day in fuel consumed only to provide power to the auxiliary equipment. Over the course of a year, this use can easily cost a public municipality upwards of $1 M in fuel waste during the idling periods used in this example. Accordingly, there is a need for a system that can reduce the engine idle time of public service vehicles, thus reducing fuel consumption, while providing the power necessary to run equipment used during a normal working shift. 
         [0004]    While these costs may not affect larger municipalities as significantly as smaller municipalities, there are other factors in this type of use that can have significant additional effects on the budgets of these entities. For example, because an engine is constantly running in this idling manner, engine maintenance is substantially more frequent than the average vehicle. Accordingly, the maintenance frequency and costs of public service vehicles are significantly higher than the average vehicle simply because the engine run/idle times are significantly more frequent. Finally, because of the engine run time required in normal public service use, the life cycle of a public service vehicle is shortened. As a result, municipalities are required to replace vehicles more frequently. Therefore, there is also a need for a system that is capable of reducing the maintenance cycle and increasing the life cycle of a public service vehicle. 
       SUMMARY OF INVENTION 
       [0005]    The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed innovation. This summary is not an extensive overview, and it is not intended to identify key/critical elements or to delineate the scope thereof. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is presented later. 
         [0006]    To resolve the problems mentioned above, an object of the present invention is to provide a fuel saving apparatus and system that can, in combination with a control module provide power to vehicle cooling systems and auxiliary equipment, for extended periods of time, while the vehicle engine is not in operation. 
         [0007]    It is another object of the present invention to provide a rechargeable battery system connected to the fuel saving system and apparatus, such that when the vehicle&#39;s engine is in operation, the fuel saving apparatus may be recharged for use at later time. 
         [0008]    It is yet another object of the present invention to have efficient DC motors electrically connected to the fuel saving apparatus and system so that minimal electrical load is needed to power the vehicle&#39;s auxiliary equipment. 
         [0009]    It is yet another object of the present invention to provide an efficient mechanical connection between the vehicle&#39;s engine and the fuel saving apparatus such that the fuel saving apparatus does not cause unnecessary load on the engine when the engine is in operation and the fuels saving apparatus is installed on the vehicle. 
         [0010]    Finally, the present invention efficiently enables a vehicle to use auxiliary power produced by the system and to utilize this auxiliary power for extended periods of time. 
         [0011]    Still other objects of the present invention will become readily apparent to those skilled in this art from the following description wherein there is shown and described the embodiments of this invention, simply by way of illustration of the best modes suited to carry out the invention. As it will be realized, the invention is capable of other different embodiments and its several details are capable of modifications in various obvious aspects all without departing from the scope of the invention. Accordingly, the drawing and descriptions will be regarded as illustrative in nature and not as restrictive. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0012]    Various exemplary embodiments of this invention will be described in detail, wherein like reference numerals refer to identical or similar components, with reference to the following figures, wherein: 
           [0013]      FIG. 1  is a schematic block diagram of the hybrid-idle system and apparatus of the present invention, as it is installed in a vehicle. 
           [0014]      FIG. 2  is an expanded schematic block diagram of a first hybrid-idle system and apparatus of the present invention. 
           [0015]      FIG. 3  represents a block diagram depicting an exemplary embodiment of the first hybrid-idle system according to this invention. 
           [0016]      FIG. 4  represents a block diagram depicting one exemplary embodiment of a connection method between the systems control module and the graphical user interface according to this invention. 
           [0017]      FIG. 5  is an expanded schematic block diagram of a second hybrid-idle system and apparatus of the present invention. 
           [0018]      FIG. 6  represents an exemplary method of operation for the first hybrid-idle system according to this invention. 
       
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0019]    The claimed subject matter is now described with reference to the drawings. In the following description, for purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the claimed subject matter. It may be evident, however, that the claimed subject matter may be practiced with or without any combination of these specific details, without departing from the spirit and scope of this invention and the claims. 
         [0020]    As used in this application, the terms “component”, “module”, “system”, “interface”, or the like are generally intended to refer to a computer-related entity, either hardware, a combination of hardware and software, software, or software in execution. For example, a component may be, but is not limited to being, a process running on a processor, a processor, an object, an executable, a thread of execution, a program, and/or a computer. By way of illustration, both an application running on a controller and the controller can be a component. One or more components may reside within a process and/or thread of execution (and/or control programs) and a component may be localized on one computer and/or distributed between two or more computers. As another example, an interface can include input/output (I/O) components as well as associated processor, application, and/or API components, and can be as simple as a command line or a more complex Integrated Development Environment (IDE). 
         [0021]    Furthermore, the claimed subject matter may be implemented as a method, apparatus, or article of manufacture using standard programming and/or engineering techniques to produce software, firmware, hardware, or any combination thereof to control a computer to implement the disclosed subject matter. The term “article of manufacture” as used herein is intended to encompass a computer program accessible from any computer-readable device, carrier, or media. For example, computer readable media can include but are not limited to magnetic storage devices (e.g., hard disk, floppy disk, magnetic strips . . . ), optical disks (e.g., compact disk (CD), digital versatile disk (DVD) . . . ), smart cards, and flash memory devices (e.g., card, stick, key drive . . . ). Additionally it should be appreciated that a carrier wave can be employed to carry computer-readable electronic data such as those used in transmitting and receiving electronic instructions or in accessing a network such as the Internet or a local area network (LAN). Of course, those skilled in the art will recognize many modifications may be made to this configuration without departing from the scope or spirit of the claimed subject matter. 
         [0022]    Moreover, the word “exemplary” is used herein to mean serving as an example, instance, or illustration. Any aspect or design described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other aspects or designs. Rather, use of the word exemplary is intended to present concepts in a concrete fashion. As used in this application, the term “or” is intended to mean an inclusive “or” rather than an exclusive “or”. That is, unless specified otherwise, or clear from context, “X employs A or B” is intended to mean any of the natural inclusive permutations. That is, if X employs A; X employs B; or X employs both A and B, then “X employs A or B” is satisfied under any of the foregoing instances. In addition, the articles “a” and “an” as used in this application and the appended claims should generally be construed to mean “one or more” unless specified otherwise or clear from context to be directed to a singular form. 
         [0023]      FIG. 1  is a schematic block diagram showing the configuration of the hybrid-idle system and apparatus  10  according to an embodiment of the invention, as installed in a vehicle. 
         [0024]    The hybrid-idle system and apparatus  10 , when installed into a vehicle, allows the vehicle operator to switch off the vehicle engine  11  and provide power to all auxiliary vehicle equipment. In the preferred application, the hybrid-idle system and apparatus  10  provides an adequate amount of power to operate the vehicle equipment for extended periods of time. Operation of each component shown in  FIG. 1  will be described in greater detail in  FIG. 2 .  FIG. 1  is presented simply to provide an overview of the preferred installation of the hybrid-idle system and apparatus  10 . However, it should be appreciated that different system and installation configurations are available without departing from the scope of this invention. Also, it should be appreciated that substitute and equivalent components of the hybrid-idle system and apparatus  10  may be necessary to fit the particular installation application. For example, the DC deep cycle battery  13  may be substituted with traditional DC batteries to fit the particular installation. 
         [0025]    In the engine bay of the vehicle, as shown in  FIG. 1 , the hybrid-idle system and apparatus  10  has a brushless DC motor  12  that is mechanically connected to an air conditioner (A/C) compressor  16  previously existing on vehicle engine  11 . The mechanical connection between the brushless DC motor  12  and air conditioner (A/C) compressor  16  is accomplished using a v-belt and pulley system  15 . Also contained in the engine bay is a system control module  17  which provides operation, switching and control of the hybrid-idle system and apparatus  10 . The system control module  17  is electrically and bi-directionally connected to graphical user interface  14  contained in the vehicle cabin. The graphical user interface  14  serves as an input and display terminal for the operator so that the status, operation, programming and input for the hybrid-idle system and apparatus  10  can be controlled by the operator at the graphical user interface  14 . The graphical user interface  14  may also display of the charge levels of the DC deep cycle battery  13 , power consumption levels and fuel savings calculations of the hybrid-idle system and apparatus  10 . The graphical user interface  14  may additionally provide an administrator mode where technicians can access diagnostic and configuration settings from a diagnostic port or via a wireless connection with a laptop computer (not shown) or the like. The graphical user interface  14  and the system control module  17  may also be implemented by use of the on-board computer system already installed in the vehicle. For example, the monitoring and display as described above may be provided by the Drive Connected™ system produced by Hughes Telematics, Inc. of Atlanta, Ga. 
         [0026]    As described in further detail below with respect to  FIG. 2 , the DC deep cycle battery  13  is electrically connected to provide power to the brushless DC motor  12 , graphical user interface  14 , system control module  17  and other components of the hybrid-idle system and apparatus  10 . While the DC deep cycle battery  13  is shown in the trunk bay of the vehicle, it should be appreciated that the DC deep cycle battery  13  could be located anywhere in the vehicle. Finally, while the preferred embodiment described herein depicts DC deep cycle battery  13  separate from the existing vehicle battery (not shown), it should be appreciated that the hybrid-idle system and apparatus  10  could receive electrical power from the existing vehicle battery without departing from the scope of this invention. However, the preferred embodiment provides the DC deep cycle battery  13  so that the hybrid-idle system and apparatus  10  does not cause unnecessary drain on the existing vehicle battery, to provide more efficient operation and to ease installation of the hybrid-idle system and apparatus  10 . 
         [0027]    In operation, the operator may, for example, park the vehicle with the auxiliary equipment and engine running. When the operator activates the hybrid-idle system and apparatus  10  and then shuts off the vehicle&#39;s engine, the hybrid-idle system and apparatus  10  then immediately provides power to the auxiliary equipment in the vehicle. 
         [0028]    Other methods to activate the hybrid-idle system and apparatus  10  are also available without departing from the scope of this invention. For example, the hybrid-idle system and apparatus  10  may be automatically activated; using an automatic mode, when the hybrid-idle system and apparatus  10  detects the vehicle&#39;s engine has been shut off. This automatic activation may be dependent on the time of day or the day of the week. For example, when in an automatic mode, the hybrid-idle system and apparatus  10  may be programmed to detect, using a work schedule function that the operator is not on a working shift and override the automatic activation function. 
         [0029]      FIG. 2  provides a more detailed explanation of the operation of the first embodiment of the hybrid-idle system and apparatus  10  and each of its components, according to this invention. As described above, once the operator shuts off the vehicle&#39;s engine, the hybrid-idle system and apparatus  10  immediately provides power to the auxiliary equipment and accessories  21  via the DC deep cycle battery  13 . Next, the system control module  17  then determines the status of the climate controls in the vehicle and decides whether to activate the air conditioner (A/C) compressor  16  or the heating module  26  and the vehicle&#39;s cabin air blower motor. 
         [0030]    If the heating module  26  is needed, the system control module  17  activates the heating module  26  and awaits adjustment of the climate controls or a system shutdown command from the operator at the graphical user interface  14 . 
         [0031]    If the air conditioner (A/C) compressor  16  is needed, as determined by the system control module  17 , the hybrid-idle system and apparatus  10  then reads the status of high and low pressure sensors (not shown) contained within the A/C pressure sensor  20  to ensure that there aren&#39;t dangerous levels of pressure already in the vehicle&#39;s air conditioning lines (not shown). If the pressure measurements from the A/C pressure sensor  20  are within acceptable limits, the system control module  17  will activate the brushless DC motor  12  by providing electrical power from the DC deep cycle battery  13 . 
         [0032]    Upon activation, the brushless DC motor  12  produces rotational force and torque to turn a connector between the brushless DC motor  12  and the v-belt and pulley system  15 . The specific type of connector and coupling between the brushless DC motor  12  and v-belt and pulley system  15  can be any well known connector suitable for provide rotational force to the v-belt and pulley system  15 , such as, but not limited to, a direct drive shaft. 
         [0033]    As shown in  FIG. 2 , the v-belt and pulley system  15  includes a first gear  23  and a second gear  22  that are coupled together using a v-belt  24 . The v-belt  24  can be any now known or later developed automobile drive/timing belt. Tension is provided on the v-belt  24  during operation of the hybrid-idle system and apparatus  10  by the bearing idler belt tensioner  18 . As the brushless DC motor  12  begins to spin and generate torque at the first gear  23 , the bearing idler belt tensioner  18  provides tension to the v-belt  24  such that the brushless DC motor  12  can over come the frictional forces and load provided by mechanical connection between the second gear  22  and the air conditioner (A/C) compressor  16 . The rotational motion of the first gear  23  is transmitted to the second gear  22  through the v-belt  24 . 
         [0034]    For those who have expertise in the field, it is obvious that other parts could be added to or reconfigured on this system to improve efficiency and/or simplify the control strategy. For example, the first gear  23  may be smaller than the second gear  22  to provide an efficient and small loss gear ratio for the hybrid-idle system and apparatus  10 . Also, as shown in  FIG. 2 , a one-way clutch  25  may be added on the connection between the second gear  22  and the air conditioner (A/C) compressor  16 . The purpose of the one-way clutch  25  is to engage and disengage the rotation of the second gear  22  and to keep the v-belt and pulley system  15  from moving during normal operation and driving. 
         [0035]    In this embodiment and example, the second gear  22  is coupled to the one-way clutch  25 . When engaged, the one-way clutch  25  transmits the rotational force from the second gear  22  to the air conditioner (A/C) compressor  16 . The one-way clutch  25  serves as an over-running clutch allowing torque transmission from the one-way clutch  25  to the air conditioner (A/C) compressor  16 , while blocking torque and vibration transmission from other rotating parts when the hybrid-idle system and apparatus  10  is not in operation. This configuration provides efficiency and nominal frictional losses through the mechanical connections. 
         [0036]    The one-way clutch  25  can be engaged electrically, hydraulically, or electro-hydraulically. For example, the one-way clutch  25  can receive a control signal from the system control module  17  via the A/C clutch control  19 . The control signal may be a pulse width modulated signal to engage, partially engage, and disengage, the one-way clutch  25  based on operating conditions input by the operator using graphical user interface  14 , or due to override conditions, as described herein. The A/C clutch control  19  engages and disengages the one-way clutch  25  from the air conditioner (A/C) compressor  16  as indicated by the control signal from the system control module  17 . 
         [0037]    The A/C clutch control  19  may also provide pressure measurements of the one-way clutch  25  as provided by the bearing idler belt tensioner  18 . The A/C clutch control  19  can output the pressure measurements to the system control module  17  to determine if the bearing idler belt tensioner  18  has achieved a minimum amount of tension on the v-belt  24  as the brushless DC motor  12  begins to spin. If the pressure on the one-way clutch  25  is above a predetermined range, the system control module  17  may provide a control signal to the A/C clutch control  19  to engage the one-way clutch  25 . If the pressure measurements are below the range, the system control module  17  determines that the one-way clutch  25  has not engaged and a backup procedure can be performed, such as measuring the pressure again and providing additional control signals attempting to engage the one-way clutch. If there continues to be an error, the clutch is not engaged and the operator is notified of the problem on the graphical user interface  14 . 
         [0038]    Once the operator has resumed normal operation (re-started) of the vehicle engine, the system control module  17  senses the restart and disables the one-way clutch  25  and cuts electrical power from the DC deep cycle battery  13  to the auxiliary equipment and accessories  21  and brushless DC motor  12 . 
         [0039]    In an additional embodiment, as the vehicle engine is in its normal operation state, the system control module  17  sends a control signal to a switch to electrically connect the DC deep cycle battery  13  to the existing vehicle alternator  26  for recharging the DC deep cycle battery  13 . Once the DC deep cycle battery  13  has reached the desired charge level, the system control module  17  may disconnect the vehicle alternator  26  from the DC deep cycle battery  13 . 
         [0040]      FIG. 3  shows one exemplary embodiment of the connection between the system control module  17  and the graphical user interface  14  of  FIG. 2 . The graphical user interface  14  includes an operator input system  130 . As shown in  FIG. 3 , one or more user input devices  150  are connected to the operator input system  130  via one or more communication links  142 . The one or more user input devices  150  can be any known or later-developed device usable to input data and/or commands, such as a keyboard, a mouse, a voice recognition system, a digital ink pen, a trackball, a track pad or the like. The operator input system  130  is connected to a CPU  110  of the system control module  17  either directly over a link  132  or over links  122  and  112  and a transmission network  120  of the system control module  17 . 
         [0041]    The bidirectional links  112 ,  122 ,  132  and  142  and the transmission network  120  can be any now known or later-developed device or system usable to connect the one or more user input devices  150  and the CPU  110  to the operator input system  130 , including, but not limited to, a direct cable connection, a connection over a wide area network or a local network, a connection over an intranet or a connection over an extranet, a connection over the Internet, a wireless connection, or a connection over any other distributed processing network or system. In general, the links  112 ,  122 ,  132  and  142  and the transmission network  120  can be any appropriate known or later-developed connection system and/or structure for transferring information, such as computer readable program code, a carrier wave and/or any other type of executable program or instruction. 
         [0042]    The CPU  110  contains a hybrid-idle program  111 . Program and status data, such as text, can be retrieved by the operator input system  130  from the hybrid-idle program  111  through CPU  110  and collaboratively shared by the components of the operator input system  130 . It should be appreciated that CPU  110  can be a local or remotely located computer, or any other known or later-developed system usable to generate electronic data. Similarly, the CPU  110  can be any suitable device that stores and/or transmits electronic system and status data, such as a client or a server of a network. The CPU  110  can be integrated with the operator input system  130  or may be remotely connected to the operator input system  130 , such as over the transmission network  120 . 
         [0043]    It should also be appreciated that the hybrid-idle program  111  is preferably dynamically implemented on a general-purpose computer, for example CPU  110 . However, the hybrid-idle program  111  can also be implemented on a special purpose computer, a programmed microprocessor or microcontroller and peripheral integrated circuit elements, an ASIC or other integrated circuit, digital signal processor, hardwired electronic or logic circuit such as discrete element circuit, programmable logic device such as PLD, PLA, FPGA or PAL, or the like. In general, any device capable of supplying appropriate hybrid-idle data that can be used. 
         [0044]      FIG. 4  shows one exemplary embodiment of various components of the hybrid-idle program  111  according to this invention. As shown, the hybrid-idle program  111  includes an input/output interface  133 , controller  138 , memory  134 , and database  149 , each interconnected by one or more bidirectional data/control buses or application programming interfaces  136 . As further shown in  FIG. 4 , one or more operator input devices  170  are connected over one or more links  132  to the input/output interface  133 . The operator input device  170  includes the user input device  150  and the operator input system  130  from  FIG. 3 . Additionally, CPU  110  is connected over communication link  112  to the input/output interface  133 . 
         [0045]    It should be understood that each of the circuits or routines shown in  FIGS. 4 and 5  could be implemented as portions of suitably programmed general-purpose computer. Alternatively, each of the circuits or routines in  FIGS. 3 and 4  could be implemented as physically distinct hardware circuits within an ASIC, or using FPGA, PDL, PLA or PAL, digital signal processor, or using discrete logic elements or discrete circuit elements. The particular form of each of the circuits or routines shown in  FIGS. 3 and 4  will take is a design choice and will be obvious and predictable to those skilled in the art. 
         [0046]    Each of the links  112  and  132  can be implemented using any known or later developed device or system for connecting the one or more operator input devices  170  and CPU  110 , respectively to the hybrid-idle program  111 , including direct cable connection, connection over wide area network, local network or storage area network, connection over an intranet, connection over the Internet, or connection over any other distributed processing network or system. In general, each of the links  112  and  132  can be any known or later developed connection system or structure usable to connect the one or more operator input devices  170  and CPU  110  to the hybrid-idle program  111 . 
         [0047]    The input/output interface  133  inputs operator input data from the CPU  110  and/or the one or more operator input devices  170  and outputs data to a display such as shown by the graphical user interface  14  in  FIGS. 1-3 , and  5 . The input/output interface  133  also outputs the system and programming data to one or more of the controller(s)  138 , the memory  134 , and the database  149 . 
         [0048]    The memory  134  can store one or more computer readable control routines used by the controller  138  to operate the hybrid-idle program  111 . One should also understand that the operation of the hybrid-idle program vehicle engine  111  also includes all of the control functions described above with respect to the system control module  17  of  FIGS. 1 ,  2  and  5 . 
         [0049]    The memory  134  can be implemented using any appropriate combination of alterable, volatile or non-volatile memory or non-alterable, or fixed, memory. The alterable memory, whether volatile or non-volatile, can be implemented using any one or more of static or dynamic RAM, floppy disk and disk drive, writable or re-writable optical disk and disk drive, hard drive, flash memory or the like. Similarly, the non-alterable or fixed memory can be implemented using any one or more of ROM, PROM, EPROM, EEPROM, an optical ROM disk, such as CD-ROM or DVD-ROM disk, and disk drive or the like. 
         [0050]    The controller  138  can be implemented as single special purpose integrated circuit (e.g., ASIC) each having main or central processor section for overall, system-level control, and separate sections dedicated to performing various different specific computations, functions and other processes under the control of the central processor section. The controller  138  can also be implemented as single microprocessor circuit or plurality of separate dedicated or programmable integrated or other electronic circuits or devices, e.g., hardwired electronic or logic circuits such as discrete element circuits or programmable logic devices. The controller  138  also preferably includes other circuitry or components, such as memory devices, relays, mechanical linkages, communications devices, etc., to affect desired control and/or input/output functions. 
         [0051]    The database  149  can be implemented using any hardware or software means capable of producing collection of data structured and organized in disciplined fashion so that access to the information of interest is possible. The database structure can be stored in any now known or later developed way of structure, such as comma delineated. 
         [0052]      FIG. 5  provides a detailed explanation of the operation of the second embodiment of the hybrid-idle system and apparatus  210  and each of its components. The configuration of the second embodiment of the hybrid-idle system and apparatus  210  is substantially similar to the first embodiment of the hybrid-idle system and apparatus  10  and includes all of the features and functionality of the hybrid-idle system and apparatus  10 . The hybrid-idle system and apparatus  210  integrates a magnetic clutch  225  for engaging the drive shaft as shown in  FIG. 5 . Although at least two clutch arrangements are shown and described herein, it is to be understood that various other clutch configurations may be employed, such as for example, a disc clutch, a hydraulic clutch, a conical clutch, a jaw or claw type clutch, a spiral or ratchet type clutch, and/or any other type of clutch now known or later discovered in accordance with this invention. Again, like the first embodiment described above, once the operator shuts off the vehicle&#39;s engine, the hybrid-idle system and apparatus  210  immediately provides power to the auxiliary equipment and accessories  221  via the DC deep cycle battery  213 . Next, the system control module  217  then determines the status of the climate controls in the vehicle and decides whether to activate the air conditioner (A/C) compressor  216  or the heating module  226  and the vehicle&#39;s cabin air blower motor. 
         [0053]    If the heating module  226  is needed, the system control module  217  activates the heating module  226  and awaits adjustment of the climate controls or a system shutdown command from the operator at the graphical user interface  214 . 
         [0054]    If the air conditioner (A/C) compressor  216  is needed, as determined by the system control module  217 , the hybrid-idle system and apparatus  210  then reads the status of high and low pressure sensors (not shown) contained within the A/C pressure sensor  220  to ensure that there aren&#39;t dangerous levels of pressure already in the vehicle&#39;s air conditioning lines (not shown). If the pressure measurements from the A/C pressure sensor  220  are within acceptable limits, the system control module  217  will activate the brushless DC motor  212  by providing electrical power from the DC deep cycle battery  213  and energizes magnetic clutch  225  to cause it to engage. The magnetic clutch  225  is engaged by energizing magnetic components within its housing causing the clutch to engage. 
         [0055]    Upon activation, the brushless DC motor  212  produces rotational force and torque to turn a connector between the brushless DC motor  212  and the v-belt and pulley system  215 . The specific type of connector and coupling between the brushless DC motor  212  and v-belt and pulley system  215  can be any well known connector suitable for provide rotational force to the v-belt and pulley system  215 , such as, but not limited to a direct drive shaft. 
         [0056]    As shown in  FIG. 5 , the v-belt and pulley system  215  includes a first gear  223  and a second gear  222  that are coupled together using a v-belt  224 . The v-belt  224  can be any now known or later developed automobile drive/ timing belt. Tension is provided on the v-belt  224  during operation of the hybrid-idle system and apparatus  210  by the bearing idler belt tensioner  218 . As the brushless DC motor  212  begins to spin and generate torque at the first gear  223 , the bearing idler belt tensioner  218  provides tension to the v-belt  224  such that the brushless DC motor  212  can over come the frictional forces and load provided by mechanical connection between the second gear  222  and the air conditioner (A/C) compressor  216 . The rotational motion of the first gear  223  is transmitted to the second gear  222  through the v-belt  224 . 
         [0057]    For those who have expertise in the field, it is obvious that other parts could be added to or reconfigured on this system to improve efficiency and/or simplify the control strategy. For example, the first gear  223  may be smaller than the second gear  222  to provide an efficient and small loss gear ratio for the hybrid-idle system and apparatus  210 . Also, as shown in  FIG. 5 , a magnetic clutch  225  may be added on the connection between the second gear  222  and the air conditioner (A/C) compressor  216 . The purpose of the magnetic clutch  225  is to engage and disengage the rotation of the second gear  222  and to keep the v-belt and pulley system  215  from moving during normal operation and driving. 
         [0058]    In this embodiment and example, the second gear  222  is coupled to the magnetic clutch  225 . When engaged, the magnetic clutch  225  transmits the rotational force from the second gear  222  to the air conditioner (A/C) compressor  216 . The magnetic clutch  225  allows torque transmission from the magnetic clutch  225  to the air conditioner (A/C) compressor  216 , while blocking torque and vibration transmission from other rotating parts when the hybrid-idle system and apparatus  210  is not in operation and the magnetic clutch  225  is disengaged. This configuration provides efficiency and nominal frictional losses through the mechanical connections. Torque is transmitted in the magnetic clutch  225  by engagement of teeth where large torque is transmitted. 
         [0059]    The brushless DC motor  212  at this point will spin in a direction that is opposite to the rotational direction of the engine and transfer rotational force to the magnetic clutch  225 . For example, the magnetic clutch  225  can receive a control signal from the system control module  217  via the A/C clutch control  219 . The control signal may be a pulse width modulated signal to engage, partially engage, and disengage, the magnetic clutch  225  based on operating conditions input by the operator using graphical user interface  214 , or due to override conditions, as described herein. The A/C clutch control  219  engages and disengages the magnetic clutch  225  from the air conditioner (A/C) compressor  216  as indicated by the control signal from the system control module  217 . 
         [0060]    The A/C clutch control  219  may also provide pressure measurements of the magnetic clutch  225  as provided by the bearing idler belt tensioner  218 . The A/C clutch control  219  can output the pressure measurements to the system control module  217  to determine if the bearing idler belt tensioner  218  has achieved a minimum amount of tension on the v-belt  224  as the brushless DC motor  212  begins to spin. If the pressure on the magnetic clutch  225  is above a predetermined range, the system control module  217  may provide a control signal to the A/C clutch control  219  to engage the magnetic clutch  225 . If the signal is below the range, the magnetic clutch  25  is assumed to have not been engaged and a backup procedure can be performed, such as measuring the pressure again and providing additional control signals attempting to engage the magnetic clutch  225 . If the pressure measurement is not within the predetermined range, the magnetic clutch  225  is not allowed to engage and the operator is notified of the problem on the graphical user interface  214 . 
         [0061]    Once the operator has resumed normal operation (re-started) of the vehicle engine, the system control module  217  senses the restart and disables the magnetic clutch  225  and cuts electrical power from the DC deep cycle battery  213  to the auxiliary equipment and accessories  221  and brushless DC motor  212 . 
         [0062]    In an additional embodiment, as the vehicle engine is in its normal operation state, the system control module  217  sends a control signal to a switch to electrically connect the DC deep cycle battery  213  to the existing vehicle alternator  226  for recharging the DC deep cycle battery  213 . Once the DC deep cycle battery  213  has reached the desired charge level, the system control module  17  may disconnect the vehicle alternator  226  from the DC deep cycle battery  213 . 
         [0063]      FIG. 6  represents an exemplary method for the operation of the hybrid-idle system and apparatus according to this invention. As shown in  FIG. 6 , operation of the method begins at step S 100 , and continues to step S 200 , where the system control module detects the shut off of the vehicle engine. The method then proceeds to step S 200 . 
         [0064]    At step S 200 , the system control module closes a connection between the dc deep cycle battery and the auxiliary equipment and accessories. This provides power to the auxiliary equipment and accessories. The process then proceeds to step S 300 . At step S 300 , the system control module will detect the vehicle&#39;s climate control settings to determine whether to activate the heat or the air conditioner (A/C) compressor. If the detection indicates that the heating system should be activated, the process continues to step S 350  where the heating system is activated. The process then continues to step S 1050  where the system control module will look for a command indicating a heating malfunction or an end command from the operator via a graphical user interface. 
         [0065]    Otherwise, at S 300 , if the system control module determines that the air conditioner (A/C) compressor should be activated, the process continues to step S 400 . 
         [0066]    At step S 400 , the system control module will read the status of the A/C pressure lines from an A/C pressure sensor. The process then continues to step S 500 . At step S 500 , the system control module will determine if the pressures read from the A/C Pressure sensor are within a predetermined range. If the pressures are within the predetermined range, the process continues to S 600 . 
         [0067]    Otherwise, if the pressures are not within the predetermined range the process continues to step S 900  where a warning of the fault is notified to the operator via the graphical user interface. Here, the system control module will await action from the operator, such as a request to recheck the pressures measured at the A/C Pressure sensor or a request to end the operation. If a request to end operation is given the process ends at step S 1200 . From there, the operator may again restart the hybrid-idle system and apparatus. 
         [0068]    At step S 600  the system control module will send a control command to provide power to the brushless DC motor and send a command to the A/C clutch control to engage the one-way clutch. From there, the process proceeds to step S 700 . 
         [0069]    At step S 700  the system control module will instruct the A/C clutch control to read the tension on the one-way clutch as provided by the operation of the brushless DC motor and the v-belt and pulley system connected to the air conditioner (A/C) compressor. The process then proceeds to step S 800  where the system control module will determine if the tension is within a predetermined range. If the tension is within the predetermined range, the process continues to S 1000 . 
         [0070]    Otherwise, if the pressures are not within the predetermined range the process continues to step S 900  where a warning of the fault is notified to the operator via the graphical user interface. Here, the system control module will await action from the operator, such as a request to recheck the pressures measured at the A/C Pressure sensor or a request to end the operation. If a request to end operation is given the process ends at step S 1200 . From there, the operator may again restart the hybrid-idle system and apparatus. 
         [0071]    At step S 1000 , the system control module will check for any other faults or requests by the operator to shut down the system. If no faults or end requests are received, the process jumps back to step S 700  to periodically check the tension on the one-way clutch. 
         [0072]    If there has been a fault or an end request by the operator, the process continues to step S 1100  where the system control module will deactivate the one-way clutch and then cut the power to the brushless DC motor. 
         [0073]    Finally, the process ends at step S 1200 . 
         [0074]    What has been described above includes examples of the claimed subject matter. It is, of course, not possible to describe every conceivable combination of components or methodologies for purposes of describing the claimed subject matter, but one of ordinary skill in the art can recognize that many further combinations and permutations of such matter are possible. Accordingly, the claimed subject matter is intended to embrace all such alterations, modifications and variations that fall within the spirit and scope of the appended claims. Furthermore, to the extent that the term “includes” is used in either the detailed description or the claims, such term is intended to be inclusive in a manner similar to the term “comprising” as “comprising” is interpreted when employed as a transitional word in a claim.