AIR CONDITIONING SYSTEM

Abstract

Implementations of the present invention include systems, methods, and apparatus for improving the fuel efficiency (mpg/kpl) of a motor vehicle during those times when the vehicle air conditioning system is operating. Whenever the driver takes his foot off the gas, or the vehicle engine is otherwise caused to decelerate, the refrigerant compressor clutch engages, allowing the compressor to operate on previously-imparted vehicle waste energy (e.g., imparted by the engine, or by downhill travel.) When the refrigerant pressure reaches a pre-set maximum value, the clutch is deactivated, and the compressor stops. When the refrigerant pressure reaches a pre-set minimum level, the clutch is activated regardless of the existence of vehicle waste energy. When the refrigerant pressure reaches another pre-set level between the aforementioned maximum and minimum levels, in the absence of any vehicle waste energy, the clutch is again deactivated and the compressor stops.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

To further clarify the above and other advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail through the use of the accompanying drawings in which:

FIG. 1 is a block diagram of components of an automotive air conditioning system configured to allow for efficient pressurization of an air conditioning refrigerant;

FIG. 2 is a flow diagram illustrating a method for efficient pressurization of an air conditioning refrigerant in an air conditioning system of an auto vehicle;

FIG. 3 is a logic flow diagram illustrating a method for dynamically pressurizing a refrigerant of an air conditioning system in a dual-mode manner;

FIG. 4 is a graphic illustrating pressurization of a refrigerant utilizing different methods and systems, according to one embodiment of the present invention; and

FIG. 5 is a schematic of a circuit utilized to efficiently pressurize an air conditioning system, according to one embodiment of the present invention.

Claims

1. A dual-mode air conditioning system for use in an automobile comprising: a first refrigerant compression operating mode functioning at or below a first pressure;a second refrigerant compression operating mode functioning at or below a third pressure and at or above a fourth pressure;at least one switch for selecting one of the first and second refrigerant compression operating modes, wherein one of the first and second refrigerant compression operating modes is utilized during deceleration of an engine of the automobile.

2. The dual-mode system as recited in 1, wherein the third pressure comprises an acceleration maximum value.

3. The dual-mode system as recited in 1, wherein the fourth pressure comprises a minimum pressurization value for the dual-mode system.

4. The dual-mode system as recited in 1, wherein the second refrigerant compression operating mode is selected during powering of the automobile by the engine during acceleration or constant speed.

5. The dual-mode system as recited in 1, wherein the first pressure comprises a maximum pressurization value.

6. The dual-mode system as recited in 5, wherein the dual-mode system is configured to engage the first compression mode at any pressure below the first pressure, and further configured to engage the second compression mode at or between the third and fourth pressures.

7. The dual-mode system as recited in 1, further comprising a second pressure that less than the first pressure, wherein the second pressure comprises a deceleration minimum value.

8. The dual-mode system as recited in 7, wherein the first pressure and the second pressure have a higher pressure value than the third pressure and the fourth pressure.

9. The dual-mode system as recited in 7, wherein the dual-mode system is configured to engage the first compression mode at or below the second pressure, and further configured to engage the second compression mode only at or between the third and fourth pressures.

10. The dual-mode system as recited in 1, further comprising a second pressure, wherein the first pressure comprises a maximum pressurization value, the second pressure comprises a deceleration minimum value, the third pressure comprises an acceleration maximum value, and the fourth pressure comprises a minimum pressurization value for the dual-mode system.

11. The dual-mode system as recited in 10, wherein the acceleration maximum value is less than the deceleration minimum value.

12. The dual-mode system as recited in 10, wherein the acceleration maximum value is less than the maximum pressurization value.

13. The dual-mode system as recited in 12, wherein a difference in pressurization between the acceleration maximum value and the maximum pressurization maintains capacity to allow for additional pressurization of a refrigerant during deceleration of the engine.