Note: Descriptions are shown in the official language in which they were submitted.
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REMOTE CONTROL VEHICLE HEATING AND COOLING SYSTEM
Technic Field: This invention relates to heating and cooling apparatus for
vehicles and, more particularly, to remote controlled apparatus for providing
auxiliary cooling and heating for vehicles without running the vehicle's
engine.
In hot weather, the interior of the passenger compartment of
a vehicle becomes uncomfortably hot. In cold weather, the reverse is true;
that is,
the interior becomes uncomfortably cold. Most vehicles include systems for
heating
air during cold weather. Air conditioning systems for cooling passenger
compartment air are also common. Vehicular air heating and cooling systems
conventionally rely upon operation of the vehicle's engine to function.
Accordingly,
a period of discomfort is normal at the start of a trip in either hot or cold
weather
conditions. Most heating systems require a hot engine, and in either case, a
period
of operation is required to alter the temperature of the air in the passenger
compartment.
Various proposals have been made to alleviate the period of discomfort
normally experienced under hot and cold weather driving conditions due to the
air
temperature within the passenger compartment of a vehicle. U.S. Patent
3,455,403,
for example, discloses a radio transmitter system for remotely starting an
automotive
vehicle. One objective of the disclosed system is to provide a remote control
means
for climatically conditioning the interior of the vehicle. U.S. Patent
3,745,919
utilizes an electric motor powered by batteries to drive the compressor of an
air
conditioning system of a vehicle. The benefit of this arrangement is said to
be that it
enables separation of the compressor of the system from the vehicle engine.
U.S.
Patent No. 3,885,398 discloses an air conditioning system for recreational
vehicles
that can be operated by a battery powered electric motor, rather that the
vehicles
engine. U.S. Patent No. 4,274,265 discloses a car-mounted air conditioner
which is
computer controlled to cool or warm air to a preselected range. U.S. Patent
No.
4,531,379 describes an auxiliary power system for a vehicle air conditioner
and
heater. This auxiliary system functions when the main engine of the vehicle is
not
operating. U.S. Patent Nos 4,947,657 and 5,177,978 disclose other auxiliary
air
conditioning systems operated by various power mechanisms other than the
vehicle
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engine. U. S. Patent No. 5,333,678 discloses an auxiliary power unit and
system
structured to provide heat or cooled air to the cab of a vehicle when the
engine is
running or not running. Other U.S. Patents which disclose technology generally
relevant to providing heated or cooled air to a passenger space include Nos.
3,072176; 3,841,108;4,575,003;5,187,349 and 5,226,294.
In spite of the expedients available, no satisfactory system has yet been
devised whereby the interior of a passenger compartment may be reliably
adjusted
prior to occupancy at the volition of a future occupant.
DISCLOSURE fjF INVENTION
According to this invention, a motor vehicle is provided with self contained,
auxiliary heating and cooling systems. These systems are capable of operating
without running the main engine of the vehicle, and ideally rely upon a power
supply
which is isolated from the battery required for starting the vehicle.
Activation of
either of these systems is effected remotely, preferably by dialing a receiver
associated with the vehicle from any telephone. This invention thus enables a
future
occupant of a passenger compartment of a vehicle to simply call the vehicle in
advance, and instruct the vehicle to establish comfortable temperature
conditions
within the compartment prior to the occupant's arrival.
Basically, the invention comprises a remote control system, which may also
be timed, for actuating an air conditioning compressor and blower system for
cooling
the interior of a vehicle prior to starting the engine of the vehicle in hot
weather.
Generally, the compressor will be an auxiliary unit of smaller capacity than
the
compressor of the main air conditioning system of the vehicle. The system also
provides an auxiliary heating mechanism for warming the vehicle's interior and
engine in cold weather. The heating mechanism typically comprises resistive
heater
elements mounted in air circulation ducts.
Remote operation of the heating and cooling systems may be accomplished by
means of any convenient transmission and receiving system, most notably a
telephonic system. Conventional telephones, cell phones and telephonic pager
units
are examples of presently preferred remote control elements for use with this
invention.
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Broadly, the invention may be considered to constitute an improvement to
vehicles equipped with primary and auxiliary heating systems and primary and
auxiliary cooling systems. The primary heating and cooling systems are
conventionally structured and arranged for operation in association with
operation of
an internal combustion engine of the vehicle. The auxiliary heating and
cooling
systems of such vehicles are often structured and arranged for operation
independent
of operation of the internal combustion engine of the vehicle. This invention
provides an improved control system for such auxiliary heating and cooling
systems
which permits a future occupant of the vehicle to precondition the traveling
compartment of the vehicle prior to occupancy. The improvement basically
includes
first electronic circuitry, operably associated with the auxiliary heating and
cooling
systems to effect selective enablement and disablement of either of those
auxiliary
systems in response to electronic control signals applied to that first
electronic
circuitry. Second electronic circuitry, operable from locations remote from
the
vehicle, is constructed and arranged to generate selected control signals, and
to apply
those control signals to the first electronic circuitry. The second electronic
circuitry
may be partially mounted to the vehicle, but in any case is addressable from a
remote
location, either telephonically or by means of some other form of transmitter
device.
It is within contemplation that the second electronic circuitry may comprise a
signal generating component associated with the first electronic circuitry,
but
addressable telephonically from a remote location. The second electronic
circuitry is
nevertheless structured and arranged to generate the requisite control signals
and to
apply those control signals to the first electronic circuitry.
As currently envisioned, a preferred embodiment of the invention includes a
control module with first electronic circuitry, including a receiver, operably
associated with the auxiliary heating and cooling systems to effect selective
enablement and disablement of either of those systems in response to
electronic
control signals applied to the receiver; and a remote communication module
with
second electronic circuitry, including a transmitter, operable from locations
remote
from the vehicle, constructed and arranged to generate selected control
signals, and to
transmit those control signals to the receiver. Of course, either of the first
or second
electronic circuitries may include additional signal generating components. It
is also
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within contemplation that a portion of the second circuitry may be housed with
the
first electronic circuitry, and that the first and second such circuitries may
share
certain components. The remote activation of this invention is achievable
through a
variety of configurations. The remote communication module may comprises a
conventional telephone, for example. In any case, it may be structured to be
hand
carried; for example, in the nature of a cellular telephone.
Ideally, the control module comprises drive circuitry constructed and arranged
to operate at least one of the auxiliary heating and cooling systems for an
interval
commencing at a predetermined time of day, or alternatively commencing upon
the
receipt of a control signal initiated by the remote communication module. It
is also
within contemplation to utilize a thermostat in circuit with the control
module so that
auxiliary heating and/or cooling will be supplied as needed to maintain the
interior of
the vehicle within a prescribed temperature range. In some instances,
thermostatic
control may be relied upon without regard to remote activation signals from
the
communication module.
In the drawings, which illustrate what is currently regarded as the best mode
for carrying out the invention:
FIG. 1 is a schematic representation of a system of the invention;
FIGS 2 and 3 are schematic representations of an alternative arrangement of
the compressor component of FIG. 1;
FIGS. 4 and 5 are schematic representations of alternative arrangements of the
control module component of FIG. 1;
FIG. 6 is a schematic representation similar to FIGS 2 and 3;
FIG. 7 is a schematic representations of the heater component of FIG. 1;
FIG. 8 is a schematic representation similar to FIGS.2, 3 and 6;
FIGS. 9 and 10 are schematic representations, similar to FIG. 6, of
alternative
arrangements.
FIG. 11 is a block diagram of a typical system of the invention.
FIG. 12 is a schematic diagram of practical circuitry for a relay center of
the
control module of FIG. 1; and
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FIG. 13 is a schematic diagram of practical circuitry for a remote pager
transmitter component.
FIG. 1 illustrates a typical timed and remote controlled heating and cooling
system, generally 10, for a vehicle (not shown). The vehicle includes a main
engine,
generally 11, and an air conditioning compressor, generally 24. The air
conditioning
compressor 24 is connected to the vehicle engine 11 by means of a crankshaft
pulley
and a belt 16, which extends to a pulley 18. The pulley 18 is connected to a
clutch
10 20, which is in turn connected to a shaft 22 of the air conditioning
compressor 24. In
standard operation, when the vehicle engine 11 is operating, the crankshaft
pulley 15
powers the air conditioning compressor 24 through the belt 16, the pulley 18,
and the
clutch 20.
Two fluid flow lines (hoses or conduits) 25 and 28 are connected to the
15 compressor 24. The line 25 may is assumed for purposes of illustration to
function as
a high pressure supply line; it extends to a condenser coil 26 and then to an
evaporator coil 27 disposed within a blower duct, generally 40. The line 28 is
thus
considered as a low pressure (or suction) return line for the vehicle air
conditioning
system.
As illustrated, a pair of heater hoses 34 and 36 are connected to the engine
11.
Hot water from the engine cooling system flows in the supply hose 30 to a heat
exchanger or heater core 34, also located within the duct work 40 for heating
the
interior of the vehicle. The return hose 36 completes the circulation loop of
the
heating system. A valve 32 controls the flow of water through the heater core
34. A
second pair of hoses 12 and 14 are also shown connected to the engine 11. The
hoses
12 and 14 circulate coolant between the block of the engine 11 and a radiator
13 for
cooling the engine during vehicle operation.
A conventional vehicle battery 50 is illustrated with a ground conductor 52
and a supply conductor 54, usually extending from the positive pole of the
battery 50.
According to the invention, this battery is connected to power the standard
electrical
operations typical of automotive vehicles. An auxiliary battery 60 is shown
connected to the vehicle ground through a conductor 62.
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The apparatus of the present invention includes a control module 70 which
controls the operation of the various elements for the timed and remote
auxiliary
cooling and heating of the vehicle. The control module includes a temperature
sensor
72, which may be a simple thermometer disposed within the vehicle passenger
compartment. The temperature sensor 72 senses the temperature in the vehicle,
and
the control module 70 controls the cooling system and the heating system in
response
to preset or predetermined temperature parameters. These parameters may be set
by
any interested person; generally a regular occupant or operator of the vehicle
in
which the apparatus is disposed.
A receiver antenna 74 is also included with the control module 70. The
purpose of the receiver antenna 74 is to receive a transmitted control signal
for
appropriately actuating the apparatus from a remote location. Either the
cooling
system or the heating system may be activated, depending upon the ambient
temperature conditions. Assuming a cooling situation, one in which the air
conditioning compressor 24 is operated for purposes of cooling the vehicle, a
conductor 76 extends from the control module 70 to the blower 42 within the
duct
system. The blower 42 operates in response to an appropriate current or signal
on the
conductor 76 to circulate air cooled by the evaporator 27. A conductor 80
extends
from the control module 70 to a relay 82. The relay 82 controls current flow
from the
battery 60 on a conductor 84 and a conductor 86 to a motor 90 which operates
the air
conditioning compressor 24. Connected to the motor 90 is a pulley 92, and the
pulley
92 is connected by a belt 94 to a pulley 96. The pulley 96 is in turn
connected to the
shaft 22 of the air conditioning compressor 24.
When cooling is called for, the appropriate control signals originate within
the
control module 70 to actuate the motor 90 to power the compressor 24 and the
blower
42. With the compressor 24 operating, the standard air conditioning system
events
occur, including air blown by the blower 42 through the duct work 40 to cool
the
interior of the vehicle.
The motor 90 may also be used as a generator to charge the auxiliary battery
60 when the air conditioning compressor is operating. That is, with the motor
90
connected to the shaft 22 of the compressor 24, when the clutch 20 is engaged
to
connect the pulley 14 to the pulley 18 through the belt 16, the shaft 22 is
rotated, and
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with it the pulley 96 is rotated. With the pulley 96 connected by the belt 94
to the
pulley 92 on the motor shaft 90, the motor 90 is turned into a generator and
provides
a charging current to the battery 60 through a conductor 88. The conductor 88
extends from the conductor 86 to the positive terminal of the battery 60.
The control module 70 typically operates on a predetermined time cycle, such
as a fifteen minute "on" time of operation of either the cooling system or the
heating
system, commencing with a transmitted "start" signal. The control module 70
may
further include a clock timer 78 which may be preset to operate the cooling
system or
the heating system, commencing at a particular time, rather than in response
to a
remote signal. For example, a person who gets off work at 5 :00 p. m. may
desire to
have the cooling system turned on at 4:45 p.m. in the summer and the heating
system
turned on at 4:35 PM. in the winter.
For heating purposes, the control module 70 is connected to a relay 112 by a
conductor 110. The relay 112 is connected to the battery 60 through a
conductor 114.
A conductor 116 extends from the relay 112 to a resistive heater strip or
element 120
disposed within the duct system 40. Again, the blower 42 is actuated through
the
conductor 76 by the control module ?0 to circulate air heated by the heater
strip 120.
An appropriate signal on the conductor 110 allows current from the battery to
flow
through the relay 112 to the resistive heater strip 120. With the resistive
heater strip
or element 120 providing heat, the heated air is circulated within the
vehicle. A
typical "on" interval for the auxiliary heating system is about ten minutes to
about
thirty minutes, depending up operator preferences and ambient conditions.
FIG. 2 illustrates an alternative method of operating the air conditioning
compressor 24. Rather than using the motor 90, the conductor 86 extends
directly to
an auxiliary electric motor 130. The motor 130 is connected to the shaft 22 of
the air
conditioning compressor 24. Thus, the use of the motor 130 obviates the
necessity for
the motor 90, with its pulley and belt system, and the pulley 96 connected to
the shaft
22 of the compressor 24. The motor 130 may also be used as a generator to
provide
a charging current for the battery 60.
FIG. 3 comprises a schematic representation of an alternate power apparatus
for the air conditioning compressor 24. As shown by Fig.3, the motor 130 is
connected directly to the shaft 22 of the air conditioning compressor 24. The
motor
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130 is also connected directly to the air conditioning compressor 24 in lieu
of the
pulley 18 and belt 16 and the clutch 20, as shown in Fig. 2. That is, the
motor 130
comprises the prime power source for the air conditioning compressor 24,
regardless
of whether the motor 130 is controlled by the regular air conditioning
controls in the
vehicle, as when the vehicle is operating, or whether the motor 130 is under
the
control of the control module 70. Using the electric motor 130 as the prime
power
source for the air conditioning compressor 24 obviates the use of the pulley
18 with
its engine drive belt 16 and the clutch 20.
FIG. 4 illustrates, schematically, the use of a remote transmitter 142
controlled by the operator of the vehicle in which the apparatus is installed.
A radio
signal from the transmitter 142 is received by the antenna 74 and is
transmitted to a
receiver module 140 which is part of the control system 70. From the receiver
140,
an appropriate signal actuates either the cooling system or the heating
system, as
appropriate.
FIG. 5 illustrates another actuation system which may be used in addition to
the transmitter 142. A pager 144 is included within, or connected to, the
control
system 70 and specifically connected to the receiver 140. The pager 144 is
actuated
by a call from a telephone 146. When the pager 144 receives the incoming call
from
the telephone 146, it provides an output signal to the receiver 140 to actuate
either the
cooling system or the heating system, as appropriate.
Because a typical transmitter 142 may have a limited range from the receiver
140, the use of a telephonic radio signal using the pager 144 may be
advantageous.
The pager, which generally functions as a receiver, may receive a telephonic
signal
from a distance substantially greater than the effective range of a
conventional
transmitter 142.
FIG. 6 comprises a schematic representation of another alternate embodiment
for operating the compressor 24. An auxiliary internal combustion engine 160
is
connected to a hydraulic pump 170 for operating a hydraulic motor 180 which is
connected to the shaft 22 of the air conditioning compressor 24. The auxiliary
internal combustion engine 160 may be located remotely from the engine, if
desired,
with a pair of hoses or conduits 172 and 174 extending between the pump 170
and
the motor 180. An alternator 190 may also be connected to the auxiliary
internal
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combustion engine 160 to provide electric power for the system. A pair of
conductors
192 and 194 are shown extending from the alternator 190. The conductor 192 is
a
positive conductor and the conductor 194 is illustrated as a ground conductor
by
which the alternator is connected to the vehicle ground. The auxiliary
internal
combustion engine 160 may also be used to supply heat for heating the vehicle
engine
12 under winter conditions. The auxiliary internal combustion engine i60 is
thus
defined as a water cooled engine, in which the cooling jacket includes a pair
of hoses
or conduits which may be connected by tee connections to the hoses 12 and 14
of the
vehicle engine 11, shown in Fig. 1. Thus, the cooling jacket for the engine
160 is
connected to the cooling jacket in the block of the engine 12 whereby the
engine 12 is
warmed by circulating the water through the hoses 162 and 164. In the winter
time
this use of the heat generated by the engine 160 is put to good advantage, and
in the
summer time, the reverse occurs. That is, the cooling system for the engine 11
is also
used to cool the engine 160 by the circulation of the water through the
radiator 13 for
the engine 11.
FIG. 7 is a schematic representation of an alternate system for providing heat
for the engine Ii under winter conditions. A tank 210 is shown with a
resistive
heating element 222 disposed therein. The tank 210, filled with water, is
connected
by a conduit or hose 230 to a pump 232, and the pump 232 is in turn connected
to a
conduit 234 which extends to a tee 236. The tee 236 is connected in the heater
hose
line 36 between the vehicle engine and the heater core 32. The pump 232 is, of
course, an electrical pump. Both the heater element 222, with its conductor
220, and
the pump 232 are controlled by the control module 70. A conductor 220 is shown
extending to the element 222 and a conductor 233 is shown extending to the
pump
232. The conductors 220 and 233 are similar to the conductors 116 and 86 for
the
heater element 120 and the motor 90, respectively, of Fig. 1. Appropriate
relays
controlled by the control module 90 and related conductors, etc., are not
shown.
A return conduit or line 238 is connected by a tee 240 to the conduit or hose
between the engine 11 and the heater valve 34. A valve 34 controls the flow of
30 water from the conduit 30 to the heater core 34. The valve 32 is the
conventional
heater valve which controls the heater of the vehicle by controlling the flow
of water
through the core 34. With the tees 236 and 240, and the conduits 234 and 238,
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respectively, the water from the tank 210 is pumped by the pump 232 through
the
vehicle block to warm the vehicle engine 11. Obviously, if desired, the tees
236 and
240 could be placed in the lines 12 and 14, which extend from the block of the
engine 11 to the radiator 13, as discussed above. The particular connection of
the
tank 210 with its conduits will be appropriate for the location of the tank
210 and the
amount of space found in a vehicle, whether under the hood, in the trunk, etc.
For
trucks, motor homes, and the like, all the elements discussed herein may be
located
as appropriate, depending on the space limitations, etc.
It should be understood that an internal combustion engine 160 is illustrated
by Fig. 6 and an electric motor 90 is illustrated in Fig. 1 by way of example,
only.
The selection of a particular power plant in any particular instance will
depend upon
design constraints and preferences imposed by space limitations or other
factors
inherent in the particular application at hand.
FIG. 8 schematically represents another alternate embodiment of the apparatus
of the present invention in which an electric motor 250 is connected to an
auxiliary
air conditioning compressor 260. From the auxiliary air conditioning
compressor
260, a conduit 262 extends to a tee 264 connected to a conduit 25. A second
conduit
266 extends from the compressor 260 to a tee 268 in the line 28. The conduit
262
constitutes a high pressure line, and the conduit 266 constitutes a suction or
return
line for the compressor 260. In the embodiment of Fig. 8, the compressor 260
may
be located remotely from the vehicle engine 12 and the primary air
conditioning
compressor 24. The auxiliary compressor 260 is simply connected directly to
the
fluid-carrying lines of the compressor 24 in lieu of powering the compressor
24 by
either the motor and pulley arrangement illustrated in Fig. 1, or the motor
2S arrangement of Fig. 2, Fig .3, and Fig. 6. The compressor 24 is the primary
compressor, coupled to the engine 11.
In the embodiments of Figs. 1, 2, 3, and 6, the vehicle air conditioning
compressor 24 is run by an auxiliary motor of some type connected to the air
conditioning compressor 24. In the embodiment of Fig. 8, the auxiliary air
conditioning compressor 260 is tied in to the lines 25 and 28 of the
compressor 24,
but may be located at a remote location, such as in the trunk of a vehicle, or
at any
appropriate or desirable location in a motor home, truck, bus, or the like.
Operation
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of the compressor 260 and its motor 250 are controlled by the control module
70..
That is, the operation of the motor 250, which in turn causes the operation of
the
compressor 260, may either be on a preset timed basis or in response to a
remotely
generated signal. In any event, a predetermined operating time is generally
incorporated in the control program of the system.
FIG. 9 comprises a schematic representation of another alternate embodiment
280 of the present invention. The apparatus of Fig. 9 may be incorporated in a
system generally similar to that illustrated in Fig. 1, but many of the
elements shown
in Fig. 1 are omitted from Fig. 9 for purposes of clarity. As shown in Fig.9,
the
vehicle engine 11 is connected to the primary air conditioning compressor 24
through
a belt 16. Pulleys 15 and 18 are shown, along with the clutch 20 and shaft 22.
From
the primary compressor 24, the conduit 25 extends to an auxiliary air
conditioning
compressor 282. The compressor 282 is driven by a motor 284. The motor 284 may
be an electric motor, such as the motor 250 of Fig. 8, or it may be a
hydraulic
motor, such as the hydraulic motor 180 of Fig. 6. The hydraulic motor of Fig.
6 is
powered by a pump 170 which is in turn powered by an auxiliary internal
combustion
engine 160. Thus, the elements of Fig. 6 may be applied to the auxiliary
compressor
282 of Fig. 9, if desired.
From the auxiliary compressor 282, a conduit 286 extends to the condenser
26. From the condenser 26, a conduit 288 extends to the evaporator 27. From
the
evaporator 27, the conduit 28 extends to the low pressure side of the primary
compressor 24. As in the embodiment of Fig. 1, the evaporator 27 is shown in a
duct 40, and a blower 42 provides for a flow of air through the duct 40 for
cooling
the vehicle in which the apparatus 280 is disposed.
The auxiliary compressor 282 is in series with the primary compressor 24.
The series arrangement of the apparatus 280 has advantages over a parallel
arrangement of compressors when the same condenser and same evaporator are
used.
In a parallel arrangement, because different compressors are active during
respective
modes of operation, the length of the active Freon lines and the amount of
active
Freon is different during those respective modes of operation. Accordingly,
the
system is not optimally efficient in each mode of operation. During operation,
lubricating oil and Freon may accumulate in the inactive lines and compressor,
at the
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expense of the active system. During at least one mode of operation, the
active
system cannot be assured of the proper amount of Freon and lubricating oil
required
for efficient operation and to prevent failure of the active compressor due to
inadequate lubrication.
S By connecting the auxiliary compressor in series with the vehicle
compressor,
the Freon and lubricating oil flows through both compressors and all of the
Freon
lines. Accordingly, the same length of Freon lines is active in each mode of
operation, thus maintaining efficiency by minimizing the puddling of Freon and
lubricating oil.
FIG. 10 discloses an alternate embodiment 300 of the apparatus 280 of Fig. 9.
The apparatus 300 includes the same general elements illustrated in Fig. 9,
except
that a pair of check valves 302 and 3 12 are disposed about the auxiliary
compressor
282 and primary compressor 284, respectively. The check valves are in parallel
with
the compressors to decrease pressure losses through the inactive compressor.
At the
same time, the check valves do not appreciably affect the system operation in
either
mode.
A tee 306 is disposed in the conduit 25 and tee 308 is disposed in the conduit
208. A conduit 304 extends between the conduit 25 and the conduit 286 in
parallel
with the auxiliary compressor 282. A check valve 302 is disposed in the
conduit 304.
Another tee 318 is disposed in the conduit 25 and a tee 316 is disposed in the
conduit
28. A conduit 314 extends between the tees 316 and 318 and a check valve 312
is
disposed in the conduit 314. Thus, the check valve 302 is in parallel with the
auxiliary compressor 282, and the check valve 312 is in parallel with the
primary
compressor 24. In all other respects, the apparatus 300 is substantially
identical to the
apparatus 280, with the compressors 24 and 282 in series with each other.
Again, the
motor 284 may be an electric motor, as shown in Fig. 8 with the electric motor
250
driving the auxiliary compressor 260, or the motor 284 may be a hydraulic
motor,
such as the motor 180 illustrated in Fig. 6 for powering the compressor 24.
The two embodiments 280 and 300 include the control module 70, the
auxiliary heating element 120 in the duct 40, and their respective elements,
as
discussed in conjunction with Fig.l and Fig. 5. Moreover, the tank 210 of Fig.
7
may also be incorporated into the system, all as discussed previously in this
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disclosure. Essentially, the embodiments 280 and 300 simply illustrate the two
compressors, the primary compressor 24 and the auxiliary compressor 282,
disposed
in a series relationship rather than in a parallel relationship.
Fig. 11 illustrates in block diagram format a typical practical embodiment of
the invention. Elements designated by capital letters are conventionally
included in
most vehicles as they arrive from the factory; specifically: a factory engine
cooling
fan, A; a factory heater blowing fan, B; a factory air conditioning condenser,
C; a
factory air conditioning compressor, D and a factory air conditioning
evaporation
coil, E. Components provided in accordance with this invention are designated
by
Roman numerals, and include: a one-way valve, I; a auxiliary heating coil. II;
an
auxiliary air conditioning compressor, IIi; an electric motor, IV; an
auxiliary battery
pack, V; a relay center, VI; a pager board, VII and a control switch, VIII.
The
factory fans A, B and the auxiliary heater II are interconnected with the
relay center
VII by electrical conductors 320, 321, 321, respectively. Power is supplied by
the
auxiliary battery pack V to the relay center VI via conductors) 325. The
conductors
illustrated by Figure 11, as is the case with the drawings generally, may
comprise
cable sets, individual wires or conductive busses or strips, as best serves
the structural
circumstances of the overall assembly. The relay center VI is further
conductively
connected, as shown through conductors 327, 329, 330, to the auxiliary air
conditioning compressor III and its drive motor IV. Other conductors 335, 337
interconnect the relay center VI to the pager board VII and control switch
VIII. The
factory air conditioning lines 341, 343, 345 are supplemented by auxiliary air
conditioning lines 351, 353
In operation, the control switch VIII functions merely to enable or disable
the
auxiliary heating and cooling system of the invention. The pager board VII,
while it
often includes an internal clock to activate the system, is structured and
arranged to
function in response to a transmitted control signal. Upon receipt of such a
signal, it
generates control signals to activate the auxiliary heating or cooling
components of
the system through the relay center VI.
FIGS. 12 and 13 illustrate practical electronic circuits for the relay center
VI
and pager board VII of FIG. 11. The diagrams identify commercially available
components and specify practical values for generic components. The Reference
in
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this disclosure to details of the preferred or illustrated embodiments is not
intended to
limit the scope of the appended claims, which themselves recite those details
regarded
as important to the invention.
INDLTSTIZTAL APPLICABIhITY
The apparatus of this invention is useful in connection with all types of
industrial, public and private conveyances, including, without limitation,
trucks,
heavy equipment, passenger cars, busses and any other vehicular equipment
which
includes a passenger (including operator) compartment.
