Patent Publication Number: US-2021188040-A1

Title: Auxiliary Air-Conditioning System for Over-the-Road Trucks

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application takes priority from U.S. Prov. Pat. 62/305,983 filed Mar. 9, 2016, PCT Application No. PCT/US17/20944 filed Mar. 6, 2017, and, is a continuation-in-part of U.S. Pat. No. 10,717,345 all of which are incorporated in their entirety by reference. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates generally to the augmentation of standard vehicle installed air-conditioning systems. More specifically, the invention relates to a system that is added to a standard vehicle installed air-conditioning system that allows the standard vehicle installed air-conditioning system to cool and condition the air inside the vehicle without operating the engine of the vehicle. This allows the vehicle to be air-conditioned without polluting the air via continuous operation of the vehicle&#39;s (usually) diesel engine. Also, a thermal heating tank is included to warm the electrical components of the system and to ensure improved morning starting of the vehicle&#39;s engine. 
     BACKGROUND OF THE INVENTION 
     Truck drivers haul thousands of pounds of materials thousands of miles every day. Due to state and federal regulations, these drivers can only log certain numbers of hours each day they are on the road. As a result, long-distance truck drivers often sleep in their trucks between service days. Naturally, they require air-conditioning during this off time. Accordingly, most truck drivers operate their main (or a smaller auxiliary) diesel engine simply to power the air-conditioner. Diesel engine technology is cleaner from an emissions point-of-view than it was years before, but it is still relatively dirty. What is needed then is a system that may be affixed to a standard over-the-road truck that allows the operator to limit the amount of time that his main (or auxiliary) diesel engine is running yet still use the air-conditioner as needed during off time between driving sessions. This is the goal of the present invention. Further, since the driver is expected to disable the vehicle&#39;s engine during overnight stays, the invention includes a thermal heating tank plumbed into the truck&#39;s cooling system. The thermal heating tank warms the invention&#39;s batteries and the truck&#39;s engine thus enabling smoother starts. 
     SUMMARY OF THE INVENTION 
     According to one embodiment of the present invention, a system for allowing the operator of an over-the-road truck to operate the air-conditioner installed in the vehicle without the need of operating the truck&#39;s main (or auxiliary) internal combustion engine is disclosed. 
     According to one embodiment, the invention relates to an auxiliary air-conditioning system that: 1) Compresses Freon®; 2) Possesses a condensing coil, 3) Possesses an alternator; and, 4) Possesses an external thermal heating tank interoperating with the cooling system of the engine. 
     The auxiliary air-conditioning is installed in the standard air-conditioning system so that condensed, compressed refrigerant is injected into the standard vehicle installed air-conditioning system prior to the standard expansion valve in the vehicle installed air-conditioning system. Lower pressure, warmer refrigerant is collected from the standard vehicle installed air-conditioning system as it returns from the evaporator coil. This lower pressure, warmer refrigerant is re-pressurized and the cycle repeats. 
     The thermal heating tank is located in close proximity to the batteries contained in the invention and plays a role in securing their thermal stability. The thermal heating tank is also plumbed into the cooling system of the vehicle&#39;s main engine. The thermal heating tank also has an electrical heating element and a pump installed. Both the electrical heating element and the pump are wired to the battery of the invention. Through this arrangement, fluid in the electrical heating tank is warmed and pumped through the engine of the vehicle ensuring better starts even while the engine of the vehicle is disabled. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  shows a block diagram of a prior art air-conditioning system. 
         FIG. 2  shows a block diagram of one embodiment of the present invention used in concert with a prior art air-conditioning system. 
         FIG. 3  shows a block diagram of an additional embodiment of the present invention used in concert with a prior art air-conditioning system. 
     
    
    
     DETAILED DESCRIPTION OF THE EMBODIMENTS 
     Referring now to  FIG. 1 , a block diagram of prior art vehicular mounted air-conditioning system is show. Standard vehicular compressor  14  is mechanically coupled to motor  10  by means of belt  12 . Belt  12  runs in belt guides  11  and  13 . Standard vehicular compressor  14  is energized as needed by means of a clutch in belt guide  13 . Motor  10  is ordinarily the main motor of the vehicle. Such motors are powered by diesel, gasoline, LPG/LNG and so on. Alternately, motor  10  may be an accessory motor and may itself be electric. 
     Standard vehicular compressor  14  compresses the refrigerant. The refrigerant may be any chloro/fluorocarbon compound suitable for the task. Ordinarily, R134A is used in vehicles, but there are numerous other refrigerants currently deployed and/or under development and deployment. For example, HFO-1234yf is currently under wide deployment in vehicular air-conditioning systems. Also, R12, R152A, and R774 (or refrigerant grade CO 2 ) have been used. 
     Compressed R134A is under pressure and is hot. Hot, compressed R134A travels first to condensing coil  16 . Ordinarily, condensing coil  16  is exposed to ambient air where ambient cooling air  17  flows through condensing coil  16  to cool the compressed coolant. Ambient cooling air  17  flows through condensing coil  16  naturally, by moving the condensing coil forward through the atmosphere, or, condensing coil  16  may stay fixed in the atmosphere and ambient cooling air  17  may be forced through condensing coil  16 . Either way, compressed coolant is cooled from the hot state in which it is presented to condensing coil  16 . 
     Cooled, compressed R134A travels next to transfer line  18  and expansion valve  19 . Expansion valve  19  is a flow restricting device that causes a pressure drop in the cooled compressed R134A as cooled, compressed R134A travels through the expansion valve. Upon exiting expansion valve  19 , the R134A is at lower pressure, gaseous, and cold. Simultaneously, the cold R134A gas flows into and through vehicular evaporator coil  20 . Vehicular evaporator coil  20  is associated with an electrically powered blower and ambient air is blown through vehicular evaporator coil  20 . By this means the warm ambient cooled occupant cabin air  21  is cooled while the R134A is heated and forms a warm gas. The warm low-pressure gaseous R134A is routed for recompression by standard vehicular compressor  14  by means of suction line  22 . 
     Referring now to  FIGS. 1 and 2 , one embodiment of the present invention is disclosed. This embodiment of the present invention is constructed to be integrated with a typical vehicular air-conditioner. In this embodiment of the invention, high-pressure line  30   a  is plumbed into the vehicular air-conditioning system on the high-pressure side of expansion valve  19 . Similarly, low-pressure line  30   b  is plumbed into the vehicular air-conditioner on the low-pressure side of vehicular evaporator coil  20 . Also, high-pressure (pumped) coolant line  38   a  is plumbed into the engine&#39;s cooling system at any arbitrary point. Finally, low-pressure coolant return line  38   b  is plumbed into the engine&#39;s coolant system at an arbitrary point thermally opposite the point where high-pressure (pumped) coolant line  38   a  is plumbed into the engine&#39;s cooling system. 
     Fluidic access for R134A to the invention is enabled by electric access valve  30 . When the system is disabled, electric access valve  30  is closed, closing fluidic access by R134A in lines  30   a  and  30   b . When the system is enabled, electric access valve  30  is open, opening fluidic access by R134A in lines  30   a  and  30   b . Fluidic access for coolant to coolant tank  36  is always provided to the cooling system of the engine. As a result the fluid in coolant tank  36  achieves thermal equilibrium with the coolant as it circulates through the engine. 
     When electric access valve  30  is open, hot gaseous R134A in low-pressure line  30   b  is collected by the present invention and routed to compressor  31 . Compressor  31  is powered by electric motor  33  by means of electric clutch  32 . Hot gaseous R134A is compressed by compressor  31  and exits it as high-pressure, high temperature gaseous R134A. This is routed to condensing coil  34  where it travels through a heat exchanger where atmospheric air  35  is blown through condensing coil  34 . This causes the conversion of the high-pressure, high temperature gas to high-pressure, low temperature liquid. 
     This high-pressure, low temperature liquid is routed through electric access valve  30  into high-pressure line  30   a  where it is injected into the vehicular air-conditioning system just prior to expansion valve  19 . At expansion valve  19 , the vehicular air-conditioning system functions as it does when pressurized R134A is created by standard vehicular compressor  14 , i.e. the expansion valve causes a rapid reduction in pressure of the high-pressure, low temperature liquid R134A. When this happens, the high-pressure, low temperature liquid R134A evaporates and forms a lower pressure, lower temperature gas to flow through vehicular evaporator coil  20 . The electric blower associated with vehicular evaporator coil  20  forces warm ambient occupant cabin air  21  through vehicular evaporator coil  20 . This lowers the temperature of warm ambient occupant cabin air  21 . The R134A then returns through electric access valve  30  to be compressed and used again. 
     The system is powered by battery  37 . Battery  37  is wired to alternator  39 . Alternator  39  replaces standard vehicular compressor  14  and serves to charge battery  37 . It will be readily obvious that alternator  39  may be replaced by a conventional generator. Battery  37  is also wired to thermal heating element  36   a  inside coolant tank  36 . Thermal heating element  36   a  is automatically activated to keep coolant in coolant tank  36  at a relatively constant temperature. Battery  37  also powers the pump used to circulate coolant from coolant tank  36  through motor  10  by means of high-pressure (pumped) coolant line  38   a  and low-pressure coolant return line  38   b . Coolant tank  36  is physically associated with battery  37 . This arrangement provides thermal stability to battery  37 . 
     The disclosed embodiment of the invention is mounted on a tractor vehicle or other motorized commercial trucking platform. Ordinarily, the unit is mounted behind the cab of the tractor between the hitch of the tractor and the rear surface of the tractor. Accordingly, the unit is relatively tall and wide yet thin in the dimension from the back of the rear surface of the tractor towards the hitch. This thinness is provided so that the tractor can maneuver when towing a trailer. 
     Referring now to  FIGS. 1, 2, and 3  an additional embodiment of the present invention is disclosed. This embodiment of the present invention is constructed to be integrated with a typical vehicular air-conditioner. In this embodiment of the invention, high-pressure line  30   a  is plumbed into the vehicular air-conditioning system on the high-pressure side of expansion valve  19 . Similarly, low-pressure line  30   b  is plumbed into the vehicular air-conditioner on the low-pressure side of vehicular evaporator coil  20 . Also, high-pressure (pumped) coolant line  38   a  is plumbed into the engine&#39;s cooling system at any arbitrary point. Finally, low-pressure coolant return line  38   b  is plumbed into the engine&#39;s coolant system at an arbitrary point thermally opposite the point where high-pressure (pumped) coolant line  38   a  is plumbed into the engine&#39;s cooling system. 
     Fluidic access for R134A to the invention is enabled by electric access valve  30 . When the system is disabled, electric access valve  30  is closed, closing fluidic access by R134A in lines  30   a  and  30   b . When the system is enabled, electric access valve  30  is open, opening fluidic access by R134A in lines  30   a  and  30   b . Fluidic access for coolant-to-coolant tank  36  is always provided to the cooling system of the engine. As a result, the fluid in coolant tank  36  achieves thermal equilibrium with the coolant as it circulates through the engine. 
     When electric access valve  30  is open, hot gaseous R134A in low-pressure line  30   b  is collected by the present invention and routed to compressor  31 . Compressor  31  is powered by electric motor  33  by means of electric clutch  32 . Hot gaseous R134A is compressed by compressor  31  and exits it as high-pressure, high temperature gaseous R134A. This is routed to condensing coil  34  where it travels through a heat exchanger where atmospheric air  35  is blown through condensing coil  34 . This causes the conversion of the high-pressure, high temperature gas to high-pressure, low temperature liquid. 
     This high-pressure, low temperature liquid is routed through electric access valve  30  into high-pressure line  30   a  where it is injected into the vehicular air-conditioning system just prior to expansion valve  19 . At expansion valve  19 , the vehicular air-conditioning system functions as it does when pressurized R134A is created by standard vehicular compressor  14 , i.e. the expansion valve causes a rapid reduction in pressure of the high-pressure, low temperature liquid R134A. When this happens, the high-pressure, low temperature liquid R134A evaporates and forms a lower pressure, lower temperature gas to flow through vehicular evaporator coil  20 . The electric blower associated with vehicular evaporator coil  20  forces warm ambient occupant cabin air  21  through vehicular evaporator coil  20 . This lowers the temperature of warm ambient occupant cabin air  21 . The R134A then returns through electric access valve  30  to be compressed and used again. 
     The system is powered by a multiplicity of batteries  37   a ,  37   b ,  37   c , and  37   d . Batteries  37   a ,  37   b ,  37   c , and  37   d  are wired to alternators  39   a  and  39   b . Alternators  39   a  and  39   b  occupy the space formerly occupied by the standard vehicular compressor  14  and serve to charge batteries  37   a ,  37   b ,  37   c , and  37   d . It will be readily obvious that alternators  39   a  and  39   b  may be replaced by conventional generators. Batteries  37   a ,  37   b ,  37   c , and  37   d  are also wired to thermal heating element  36   a  inside coolant tank  36 . Thermal heating element  36   a  is automatically activated to keep coolant in coolant tank  36  at a relatively constant temperature. Batteries  37   a ,  37   b ,  37   c , and  37   d  also power the pump used to circulate coolant from coolant tank  36  through motor  10  by means of high-pressure (pumped) coolant line  38   a  and low-pressure coolant return line  38   b . Coolant tank  36  is physically associated with batteries  37   a ,  37   b ,  37   c , and  37   d . This arrangement provides thermal stability to batteries  37   a ,  37   b ,  37   c , and  37   d.    
     This embodiment of the invention may be equipped an integral interiorly operating alternator  50  (or a conventional generator) such that when electric clutch  32  is disengaged from compressor  31  but electric motor  33  is transiently activated the rotational energy generated by electric motor  33  is partially converted back to electric energy and stored in batteries  37   a ,  37   b ,  37   c , and  37   d . By this means the some of the energy transiently generated by electric motor  33  and not used to power compressor  31  is recaptured and stored in batteries  37   a ,  37   b ,  37   c , and  37   d.    
     It will be obvious to those having skill in the art that any number of batteries (including one) may be substituted for batteries  37   a ,  37   b ,  37   c , and  37   d . Similarly, any number of alternators (including one) may be substituted for alternators  39   a  and  39   b . Similarly, it will be obvious to one having skill in the art that the system may be operated using alternating current (AC) or direct current (DC) at any conventional voltage. 
     The disclosed embodiment of the invention is mounted on a tractor vehicle or other motorized commercial trucking platform. Ordinarily, the unit is mounted behind the cab of the tractor between the hitch of the tractor and the rear surface of the tractor. Accordingly, the unit is relatively tall and wide yet thin in the dimension from the back of the rear surface of the tractor towards the hitch. This thinness is provided so that the tractor can maneuver when towing a trailer. Similarly, the unit may be mounted on the step side of the cab unit.