Abstract:
The disclosure describes a system for operating an air conditioning compressor from alternative sources. The system includes primary and secondary torque supply sources, each in communication with the input shaft of an air conditioning compressor by first and second respective pulley belts.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    Traditionally, an operator of an automobile that desired the comfort of air-conditioning within the cabin of the automobile required one to run the engine in order to have air conditioning. Indeed, the traditional method of providing input torque to the air conditioning compressor was by transmitting power from the automobile&#39;s engine. Consequently, running (or idling) the engine was generally required in order to enjoy the comfort of air conditioning. Conversely, air condition was traditionally unavailable when the engine was not running. 
         [0002]    The invention disclosed addresses this problem with the traditional state of the art. The inventive system incorporates an alternate means for providing power to activate a standard automotive air conditioning unit. 
       SUMMARY OF THE INVENTION 
       [0003]    The invention is a system for operating a mounted automobile air conditioning compressor from alternative sources. The system will include a primary torque supplying source and a secondary torque supplying source. The system also requires an air conditioning compressor having a rotatable input compressor shaft, and a coil mounted to the compressor so that it encircles the compressor shaft. 
         [0004]    Additionally, the invention also includes a means for inducing current within the coil. Running current through the coil creates an energized state whereby a magnetic field is emitted from the coil. Preferably, an ultra-high magnetic attraction is created. 
         [0005]    Moreover, the inventive system will include a pair of sheaves, each mounted to the rotatable input shaft of the compressor. The first sheave is axially mounted about the rotatable compressor shaft to enable rotation of the first sheave relative the compressor shaft. The second sheave is affixed to the rotatable input compressor shaft in such a way to prohibit rotation of the second sheave relative the compressor shaft. In short, turning the one (second sheave or shaft) also turns the other. Analogously, the second sheave will also have a second groove formed on a radial surface of the second sheave. 
         [0006]    A first pulley belt engages the first sheave; this transmits rotation from the primary torque supplying source to the first sheave. Analogously, a second pulley belt engages the second sheave, and consequently imparts torque to the compressor shaft. 
         [0007]    The system also includes a deformable gap positioned between the first sheave and second sheaves when the coil is in a de-energized state. However, when the coil is in the energized state (by running current through it), the magnetic field biases a clutch plate of the second sheave into frictional engagement with the first sheave to impart rotating torque to the compressor shaft. 
         [0008]    When the coil is in the non-energized state, the first sheave may rotate freely about the compressor shaft. Thus, if the primary torque supply source is transmitting rotation via the first pulley belt, the first sheave might “spin” about the stationary input compressor shaft. However, when the coil is energized, the first clutch plate attached to the second sheave is pulled into frictional engagement with the first sheave, thereby causing the second sheave to rotate along with the first, which in turn imparts rotating torque to the input compressor shaft. 
         [0009]    In a preferred embodiment, the first magnetic coil includes a hollow portion radially encompassing the hub of the first sheave. The coil and hollow portion are cooperatively formed so that the coil fits loosely within the hollow portion. 
         [0010]    Preferably, the primary source includes an internal combustion engine; of course, a standard diesel engine with an auxiliary power shaft works well within the inventive system. Additionally, the secondary torque source may include a battery powered DC electric motor, an AC motor powered by a AC/DC inverter, or even a small internal combustion engine. 
         [0011]    in a preferred embodiment of the invention, a switch enables the current source to selectively induce the magnetic field, and thereby activate the clutching mechanism that will turn both sheaves. Of course, the switch should be activatable from the interior of the automobile. 
         [0012]    Further, the system may also include a gate switch for placing the coil in the de-energized state upon activation of the secondary torque source. Indeed, if the secondary torque source is imparting rotation to the input compressor shaft, it is important that the first sheave be left to freewheel about the input compressor shaft to avoid an undue load on the secondary torque source. 
         [0013]    The secondary source preferably derives its power from a power source independent of the engine, such as a motor generator, battery pack or the like. Generally, the secondary torque source will also include a shaft of its own, and at least one sheave mounted to this shaft and positioned to engage a second pulley. In a preferred embodiment, a clutch means is coupled to the sheaves; preferably a double clutching mechanism that includes a respective magnetic coil in cooperation with each sheave. 
         [0014]    Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the invention when considered in conjunction with the accompanying drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0015]      FIG. 1  is a schematic diagram detailing the relationship of the primary source, secondary source, and the compressor, according to the principles of the invention. 
           [0016]      FIG. 2  is an exploded view isolating the components of the invention that are associated with the compressor. 
           [0017]      FIG. 3  is a cross-sectional view isolating the components of the invention that are associated with the compressor, shown with the first magnetic coil in a de-energized state. 
           [0018]      FIG. 3A  is a cross-sectional view isolating the components of the invention that are associated with the compressor, shown with the first magnetic coil in an energized state. 
           [0019]      FIG. 4  is an exploded and perspective view isolating the components of the invention that are associated with the secondary source. 
           [0020]      FIG. 5  is a cross-sectional view isolating the components of the invention that are associated with the secondary source. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0021]      FIG. 1  is a schematic diagram showing the integral components of the inventive system  10 . The system  10  will include a primary power source  12  configured to transmit torque to a drive disc  16  through a primary shaft  14 . The primary power source  12 , commonly a diesel engine or standard automobile engine, will rotate a drive disc  16  in order to transmit rotating torque through first pulley  18  to a first sheave  22  that is mounted around a compressor shaft  24  of a standard air-conditioning compressor  20 . A second pulley  26  is also mounted about the compressor shaft  24  and in very close proximity to the first sheave  22 . 
         [0022]    The compressor shaft  24  then transmits energy to the compressor, enabling the refrigeration system within the standard compressor to operate. An electrical switch  23  is in communication with a electrical clutch mechanism (discussed hereinafter) which will enable the compressor shaft  24  to be turned by either the first sheave  22  (when clutch is activated) or the second sheave  26  (when clutch is inactive). 
         [0023]    Still referring  FIG. 1 , the system  10  will also include a secondary source  30  having a secondary shaft  36  configured to turn a drive disc  34 , which transmits torque to the second sheave  26  by a second pulley  28 . Typically, the secondary source can be any type of torque-producing motor, such as an electric motor, a small internal combustion engine, or even a motor/generator, as shown and discussed hereinafter. 
         [0024]    In a first embodiment of the invention, the system  10  is well suited to have a secondary source  30  that operates from an auxiliary power source that is independent of the primary power source  12 . When the secondary source  30  is independent of the primary power source  12 , the system  10  enables operation of the air-conditioning compressor  20  without the primary power source  12 . 
         [0025]      FIG. 2  shows an exploded view isolating the parts of the compressor and a magnetic clutch mechanism. As shown, the compressor shaft  24  transmits torque to the compressor  20 . A coil plate  37  is mounted to the compressor  20  and is connected by a cord  39  to the switch  23  (as in  FIG. 1 ) that enables selective enactment of the magnetic coil  38 . As shown, the compressor shaft  24  passes through a hollow interior portion of the magnetic coil  38 . The first sheave  22  will also bear a hollow interior portion that envelops the outer portion of the magnetic coil  38  to allow the first sheave  22  is mounted about the coil  38  and is free to rotate relative the shaft  24  and the magnetic coil  38  that is integral with the coil plate  37  mounted directly to the compressor  20 . The first sheave  22  may be mounted about the compressor shaft  22  using a hub bearing  44  that affixes the first sheave  22  to the compressor shaft  24 , yet allows the sheave  22  to spin. This configuration allows a relative rotation of the first sheave  22  about the shaft  24  when the clutch (explained hereinafter) is in a de-energized state. 
         [0026]    Still referring to  FIG. 2 , the inventive system will include a second sheave  26  bolted securely to a first clutch plate  40  that is coupled to the compressor shaft  24 . Consequently, the first clutch plate  40  and second sheave  26  are affixed to the shaft  24  to prevent relative rotation of the second sheave  26  with respect to the compressor shaft  24 . Of course, the first clutch plate  40  and second sheave  26  may be integrally formed as a single, monolithic one-piece structure, even though depicted as distinct parts. In any regard, the best mode of the invention requires an absence of relative rotation between the compressor shaft  24  and the second sheave  26 . 
         [0027]      FIG. 3  shows a cross sectional view detailing the spatial relationship of the first sheave  22  with the second sheave  26  when the first magnetic coil  38  is de-energized. As shown, the first sheave  22  is rotatably attached to the compressor shaft  24  by means of a bearing hub  44  that is mounted to the compressor shaft  24 . The magnetic coil  38  extends outwardly from the coil plate  37  and fits within a hollowed out portion of the first sheave  22 . 
         [0028]    Still referring to  FIG. 3 , the clutch plate  40  is coupled to a face of the second sheave  26  and positioned such that a small gap g separates the clutch plate  40  from the face of the first sheave  22 . When the magnetic coil  38  is in a de-energized state, a gap G separates the clutch plate  40  of the second sheave  26  from the first sheave  22 . 
         [0029]    Still referring to  FIG. 3 , each of the first  22  and second sheaves  26  bear radial grooves to receive pulley belts (as shown in  FIG. 1 ) for the transmission of rotating torques to the compressor. For example, the first sheave  22  will receive rotating torque from a pulley belt  18  ( FIG. 1 ) driven by the primary source  12  (as in  FIG. 1 ). Conversely, the second sheave  26  will receive rotating torques from a pulley belt  28  ( FIG. 1 ) that engages the secondary source  30 . 
         [0030]      FIG. 3A  shows a cross sectional view detailing the spatial relationship of the first sheave  22  with the second sheave  26  when the first magnetic coil  38  is energized. When the magnetic coil  38  is energized, the clutch plate  40  of the second sheave  26  is pulled into contact first sheave  22 , thereby eliminating the gap G separating the first  22  and second  26  sheaves. The frictional engagement of these parts ( 22 ,  26 ) prevents relative movement of the first sheave  22  with respect to the second sheave  26 . Consequently, when the first magnetic coil  38  is energized, the first sheave  22  and second sheave  26  will rotate together in unison. Because the second sheave  26  is coupled to the compressor shaft to inhibit relative rotation, energizing the first coil  38  will impart torque to the compressor  20  via the compressor shaft  24 . 
         [0031]      FIG. 4  shows an exploded and perspective view giving greater detail of the parts the secondary source  30  that is shown in  FIG. 1  in this embodiment, the secondary source  30  ( FIG. 1 ) is a motor generator  60  with a double magnetic clutch mechanism mounted to its shaft  36 . The attachment assembly bears a mounting plate  61  coupled to a second magnetic coil  62 . 
         [0032]    Still referring to  FIG. 4 , a first bearing hub  64  and a second bearing hub  74  are each mounted on a hollow clutch shaft  82 , which is mounted over and affixed to the shaft  59  of the secondary source  60 . Each of these hubs  64 ,  74  allows relative rotation of its outer race with respect to its inner diameter. To wit, a third sheave  64  is coupled to the first hub  64  such that the third sheave  64  may rotate relative the hollow clutch shaft  82 . In like manner, a fourth sheave  72  is coupled to bearing hub  76  such that the secondary sheave  72  is free to rotate relative the hollow clutch shaft  82 . 
         [0033]    A face of the third sheave  66  has an annular cavity formed to accommodate the annular shape of a second magnetic coil  62  that is coupled to the mounting plate  61 . In like manner, a face of the fourth sheave  72  bears an annular cavity that is formed to accommodate the annular cavity of a third magnetic coil  76  that is affixed to a mounting plate  78 . This distal mounting plate  78  may be affixed to the frame of the truck for stability. Alternatively, rods or screws (not shown) may pass from mounting plate  78  and affix to the mounting plate  61 , thereby forming a cage that encloses and protects the sheaves  64 ,  72  that are affixed to the hollow clutch shaft  82 . 
         [0034]    Still referring to  FIG. 4 , a pair of clutch plates  68 ,  70  are coupled about the shaft  82  to prevent relative rotation of each plate  68 ,  79  relative the motor generator shaft  36 . A second clutch plate  68  is positioned adjacent the third sheave  64  such that a small gap or clearance exists between the face of the second clutch plate  68  and a face of the third sheave  64 . Analogously, a third clutch plate  70  is affixed to the hollow clutch shaft  82  and positioned adjacent the fourth sheave  72  such that a small void separates the face of the third clutch plate  70  and the fourth sheave  72 . 
         [0035]      FIG. 5  shows a cross-sectional view of the attachment assembly that is shown in  FIG. 4 . As shown in  FIG. 5 , the secondary source is  30  (see  FIG. 1 ) includes a motor/generator  60  having a mounting plate  61  coupled to it. The shaft  36  of the motor generator  60  passes through the circular void of the second magnetic coil  38  and its mounting plate  37 . The respective bearing hubs  64 , 74  of the sheaves  66 ,  72  are each mounted to the shaft  82  to allow relative rotation of each sheave  66 , 72  with respect to the shaft  36 . 
         [0036]    Still referring to  FIG. 5 , a second magnetic coil  62  is mounted to the mounting plate  61  such that it is received within the annular ring formed within the third sheave  66 . In like manner, a second coil  76  is mounted to a plate  78  such that it is received within the annular ring within the fourth sheave  72 . 
         [0037]    As in  FIG. 5 , second clutch plate  68  is affixed to the motor generator shaft  36  and is positioned thereon such that a small gap g separates the clutch plate  68  from the third sheave  66 . This small gap g is present when primary coil  62  is in a de-energized state. When the second coil  62  is energized, however, the magnetic field induced by the second coil  62  pulls the second clutch plate  68  into frictional engagement with the third sheave  66 , compelling the clutch plate  68  and the third sheave  66  to rotate together with the shaft  36 . Consequently, energizing the primary coil  62  restricts rotation of the third sheave  66  relative the shaft  36 , forcing the third sheave  66  and the motor generator shaft  36  to rotate in unison. As such, energizing the second coil  62  enables torques to be transmitted to and from the motor generator shaft  36  via the third sheave  66 . 
         [0038]    Still referring to  FIG. 5 , a third clutch plate  70  is mounted and affixed to the hollow clutch shaft  82 , which is affixed to the motor generator shaft  36  to prevent rotation of the third clutch plate  70  relative the shaft  36 . The third clutch plate is positioned such that a small gap g separates the third clutch plate  70  from the fourth sheave  72 . This small gap is present when secondary coil  76  is in a de-energized state. When the third coil  76  is energized, however, the induced magnetic field pulls the third clutch plate  70  into frictional engagement with the fourth sheave  72 , compelling the third clutch plate  70  and the fourth sheave  72  to rotate together with the shaft  36 . Consequently, energizing the second coil  76  restricts relative rotation of the secondary sheave  72  and the shaft  36 , thereby enabling the transfer of rotating torques to and from the shaft  36  via a pulley belt in combination with the fourth sheave  72 . 
         [0039]    In order to understand the workings of the system  10 , it will be helpful to juxtapose  FIGS. 1 and 5  and view the two simultaneously. Viewing  FIG. 5  and  FIG. 1  together, the fourth sheave bears a pulley belt  28  that also engages the second sheave  26  that is affixed to the compressor shaft  24 . When the primary source  12  (of  FIG. 1 ) is not running, the motor generator  60  will drive the compressor  29  ( FIG. 1 ) by imparting rotating torque from fourth sheave  72 , through pulley belt  28 , and to the second sheave  26 , which of course will turn the compressor shaft  24 . 
         [0040]    Still referring to  FIGS. 5 and 1  together, when the primary source  12  ( FIG. 1 ) is running, however, the compressor  20  ( FIG. 1 ) is driven by the primary source  12  ( FIG. 1 ) by a first pulley belt  18  ( FIG. 1 ) that passes from the primary source  12   FIG. 1 ), and engages the first sheave  22  ( FIG. 5 ), which imparts rotation to the compressor shaft  24  ( FIG. 5 ). 
         [0041]    Still referring to  FIGS. 1 and 5  together, the pulley belt  18  that transmits torque from the primary source to the compressor  20  also engages the third sheave  66 , which is affixed to the motor generator shaft  36  ( FIG. 5 ). Thus, energizing the second coil  62  ( FIG. 5 ) enables rotating torque to be transmitted from the primary source  12  ( FIG. 1 ) to the motor generator  60 . When this occurs, rotating torque is RECEIVED by the motor/generator  60 ; in this instance, the motor generator  60  becomes a generator that can store electromotive energy that can operate the electrical system. In a preferred embodiment, a motor/generator  60  of this invention can replace the standard alternator/generator of the known internal combustion arrangement. 
         [0042]    Having described in detail the invention, it is to be understood that this description is for illustrative purposes only. The scope of the invention shall be limited only by claims which precisely set forth and metes and bounds of the invention.