WASTE ENERGY REGENERATION SYSTEM FOR NON-HYBRID VEHICLES

Abstract

A conventional vehicle can be turned into a semi-hybrid vehicle using an ultra capacitor, a self-charging motor, and a number of different other components configured to maximize usage of vehicle waste kinetic energy. In one implementation, detected deceleration of the semi-hybrid vehicle causes the self-charging motor to pass electrical power to the ultra capacitor. In one implementation, the self-charging motor can also be used to further decelerate, or brake, the vehicle. After deceleration, such as upon accelerating the vehicle, the self-charging motor initially draws power from the ultra capacitor to add torque to the drive shaft, which can significantly reduce required fuel consumption. In another implementation, the semi-hybrid vehicle is configured to differentially engage refrigerant compressor power sources so that the refrigerant compressor can be synchronized with a mechanical power source before engaging. This can minimize or eliminate jerking of the vehicle during air conditioner compressor engagement.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present invention is a continuation-in-part of U.S. patent application Ser. No. 11/531,642, filed Sep. 13, 2006, entitled “AIR CONDITIONING SYSTEM OPERATING ON VEHICLE WASTE ENERGY,” which is a continuation-in-part of U.S. patent application Ser. No. 11/468,555 (now U.S. Pat. No. 7,216,495), filed Aug. 30, 2006, entitled “AIR CONDITIONING SYSTEM,” and a continuation-in-part of U.S. patent application Ser. No., 11/456,199 filed Jul. 8, 2006, entitled “AIR CONDITIONING SYSTEM OPERATING ON VEHICLE WASTE ENERGY,” which claims the benefit of priority to U.S. Provisional Patent Application No. 60/813,611, filed on Mar. 2, 2006, entitled “AIR CONDITIONING SYSTEM.” The entire contents of each of the above-mentioned applications is incorporated by reference herein.

BACKGROUND OF THE INVENTION

1. The Field of the Invention

Implementations of the present invention relate in part to apparatus and methods for increasing fuel efficiency in any automobile by using vehicle waste kinetic energy.

2. Background and Relevant Art

Most vehicles today are equipped to cool and dehumidify cabin air for the comfort of the driver and passengers using an air conditioning system that employs a refrigerant compressor. In general, the refrigerant compressor passes compressed refrigerant to an air conditioning system expansion valve, which cools cabin air through an air box heat exchanger. Use of the compressed refrigerant at the air box heat exchanger, however, reduces the refrigerant pressure or compression, and results in a need for the air conditioning compressor to begin recompressing refrigerant once again. Thus, the vehicle's air conditioning system compressor is configured to cycle on and off to continually compress and re-compress refrigerant, depending on present refrigerant pressurization values.

In conventional vehicles, the air conditioning system engages or disengages the refrigerant compressor through a clutch, which, in turn, is coupled both to a rotating shaft (e.g., drive shaft) in the vehicle, as well as to one or more pressure sensors. When the one or more pressure sensors identify that the refrigerant pressure has reached a predetermined pressure level (high or low, depending upon the specific design of the system), the clutch engages the shaft, which allows the compressor to translate energy from the shaft to pressurize refrigerant. When the one or more pressure sensors identify that the refrigerant pressurization has reached another level (e.g., a maximum predetermined pressure is reached on the compressor discharge side), the clutch disengages, causing cessation of refrigerant pressurization at the compressor.

This process of engaging and disengaging refrigerant compression activities is typically sufficient to maintain an adequate flow of refrigerant through the expansion valve, which thus provides a continual supply of cool air in the vehicle. This process, however, can only continue in most vehicles so long as the engine is running (and the air conditioning system is turned on) so that the shaft to which the refrigerant compressor is coupled can rotate. As such, there is generally no way for conventional vehicular air conditioning compressors to receive power and pressurize refrigerant when the vehicle's engine is not running (i.e., and a corresponding shaft is not rotating).

In addition to the foregoing, almost all vehicles include an electrical system that is equipped with a vehicle battery, as well as an alternator or generator to charge the vehicle battery. In general, the vehicle battery is used to start and operate the vehicle engine (and associated ignition apparatus), as well as operate the vehicle lights, fans, electronics, etc., and/or other accessories that can provide comfort and safety to the occupants. Much like the refrigerant compressor, the alternator is also configured to translate rotational mechanical power, albeit into electrical power (rather than compression forces). The alternator then provides the translated electrical power to the vehicle electrical loads and the vehicle battery at varying rates, as dictated by the system voltage control unit.

The operations of the alternator/battery system and the clutch/refrigerant compressor system are thus independently controlled. In particular, operation of the alternator depends on the state of voltage and the electrical loads in the vehicle electrical system, while operation of the air conditioning refrigerant compressor depends on the state of refrigerant pressurization. In addition, although both systems ultimately draw power from the same source (i.e., the engine), both systems operate at pseudo-random times and are not coordinated with other events. Specifically, conventional vehicles do not power the refrigerant compressor with the vehicle battery, and the vehicle alternator/generator typically engages the engine differently (and with different clutch mechanisms) from where the air conditioning system engages the engine.

In addition, not only are both systems essentially independent, but the amount of power drawn by these two systems can cause the engine to consume a significant, additional amount of fuel on their behalf. This continues to be a vehicle fuel efficiency problem, particularly as the sizes and horsepower of newer cars continue to diminish. This differential in power used by the air conditioning system compared to the size of the vehicle can be particularly acute with newer smaller cars. In such cases, the mere turning on of the air conditioning system can jerk or jolt the car, and create sufficient additional drag on the engine to slow down the vehicle.

Accordingly, there are a number of configurations with conventional vehicles that can significantly hinder both fuel efficiency and overall performance.

BRIEF SUMMARY OF THE INVENTION

Implementations of the present invention solve one or more problems in the art with systems, apparatus, and methods configured to mitigate fuel economy issues in conventional vehicles, and to improve performance where air conditioning systems and alternator/generator/battery charging systems are used. In particular, implementations of the present invention include systems, apparatus, and methods that can improve vehicle performance (acceleration) by removing drag from the engine during the times that the vehicle is accelerating.

For example, implementations of the present invention are configure to store electrical energy regenerated from vehicle waste kinetic energy during braking. This energy, previously lost as heat (e.g., in the vehicle brakes), is now saved as electrical power and re-used to assist in accelerating the vehicle back to speed. Furthermore, this energy can be used in conjunction with specialized control of the operation of the vehicle alternator/generator and the air conditioning compressor to improve vehicle performance by removing drag (e.g., caused by the air conditioning system and/or the alternator) during vehicle acceleration.

To these and other ends, implementations of the present invention also include use of an ultra-capacitor configured to store electrical energy regenerated from vehicle waste kinetic energy. This vehicle waste kinetic energy is available each time a person releases the gas pedal, and/or engages the vehicle brakes. Upon resuming vehicle speed, or accelerating, the vehicle engages the ultra-capacitor to draw out the electrical energy thus saved, to provide additional vehicle power until the ultra-capacitor is depleted. In addition, implementations of the present invention include the use of vehicle battery power to speed up and synchronize the refrigerant compressor shaft with rotation of the drive shaft before engaging the drive shaft clutch to power the refrigerant compressor.

For example, a “semi-hybrid,” conventional vehicle configured to regenerate and utilize mechanical waste energy from vehicle waste kinetic energy can include a self-charging motor mechanically coupled to a vehicle shaft, where the vehicle shaft is also coupled to a combustion engine. The semi-hybrid vehicle can also include a vehicle battery and an ultra capacitor, which generally operate on separate circuitry, but are nevertheless both electrically coupled to the self-charging motor at least partly through a controller(s). In addition, the semi-hybrid vehicle can include a controller module configured to direct electrical power, which is generated by the self-charging motor in response to rotation by the vehicle shaft, to be stored in one of the vehicle battery or to the ultra capacitor, depending on the presence of vehicle waste kinetic energy.

In addition, a method of increasing fuel efficiency through use of vehicle mechanical waste energy can involve identifying vehicle waste kinetic energy, and engaging a self-charging motor. The self-charging motor translates mechanical energy from a rotating shaft into electrical power representing the vehicle waste kinetic energy. In addition, the method can involve storing the electrical power representing the vehicle waste kinetic energy in an ultra capacitor, and, after the vehicle waste kinetic energy is no longer detected, engaging the self-charging motor with the electrical power stored in the ultra capacitor.

Furthermore, another implementation of a semi-hybrid vehicle configured to utilize mechanical waste energy can include a self-charging motor mechanically coupled to a combustion engine via a first clutch and to a refrigerant compressor via a second clutch. The semi-hybrid vehicle can also include a transmission PTO coupled to the self-charging motor via the first clutch. In addition, the semi-hybrid vehicle can include a controller module electrically coupled to a vehicle battery, to the ultra capacitor, and to the self-charging motor. The controller module is also configured to operate the refrigerant compressor through the self-charging motor using vehicle waste kinetic energy provided, as available, from one of the transmission PTO, the vehicle battery, or the ultra capacitor.

Additional features and advantages of exemplary implementations of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by the practice of such exemplary implementations. The features and advantages of such implementations may be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims. These and other features will become more fully apparent from the following description and appended claims, or may be learned by the practice of such exemplary implementations as set forth hereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to describe the manner in which the above-recited and other advantages and features of the invention can be obtained, a more particular description of the invention briefly described above will be rendered by reference to specific embodiments thereof which are illustrated in the appended drawings. Understanding that these drawings depict only typical embodiments of the invention and are not therefore to be considered to be 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. 1A illustrates an overview schematic diagram in accordance with an implementation of the present invention of a single source air conditioning system configured to compress refrigerant with waste energy;

FIG. 1B illustrates an overview schematic diagram in accordance with an implementation of the present invention of a dual-source air conditioning system configured to compress refrigerant, and to further charge battery power;

FIG. 2A illustrates a schematic diagram in accordance with an implementation of the present invention of an electrical circuit configured to engage refrigerant compression in response to detected low refrigerant pressure values and/or to detected waste energy;

FIG. 2B illustrates a schematic diagram in accordance with an implementation of the present invention representing potential after-market modifications to an existing air conditioning system circuitry to thereby enable compression in response to detected waste energy;

FIG. 3A illustrates a set of pressure values and response actions in accordance with an implementation of the present invention for operating an air conditioning system with single and dual-source functionality;

FIG. 3B illustrates a graph of refrigerant pressure versus time during one instance of operation in accordance with an implementation of the present invention;

FIG. 4 illustrates a schematic overview of one or more components that can be used to retrofit a conventional vehicle's air conditioning system to operate principally on waste energy sources in accordance with an implementation of the present invention; and

FIG. 5A illustrates schematic diagram of an after-market refrigerant pressure switch in accordance with an implementation of the present invention that is configured to be easily added to a vehicle's existing air conditioning system;

FIG. 5B illustrates a schematic diagram of one or more after-market components in accordance with an implementation of the present invention configured to add an additional refrigerant reservoir, such as illustrated in FIG. 4, to a vehicle's existing air conditioning system;

FIG. 6A illustrates a schematic overview of one or more components in accordance with one implementation of the present invention in which the components are used to enhance engine fuel efficiency during stop and go vehicle motions, as well as eliminate or minimize jerk when initially engaging an air conditioning system; and

FIG. 6B illustrates an additional or alternative implementation of the system illustrated in FIG. 6A, wherein the vehicle battery and ultra capacitor are independent electrical circuits controlled through separator controllers connected to the controller module.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Implementations of the present invention extend to systems, apparatus, and methods configured to mitigate fuel economy issues in conventional vehicles, and to improve performance where air conditioning systems and alternator/generator/battery charging systems are used. In particular, implementations of the present invention include systems, apparatus, and methods that can improve vehicle performance (acceleration) by removing drag from the engine during the times that the vehicle is accelerating.

For example, implementations of the present invention are configure to store electrical energy regenerated from vehicle waste kinetic energy during braking. This energy, previously lost as heat (e.g., in the vehicle brakes), is now saved as electrical power and re-used to assist in accelerating the vehicle back to speed. Furthermore, this energy can be used in conjunction with specialized control of the operation of the vehicle alternator/generator and the air conditioning compressor to improve vehicle performance by removing drag (e.g., caused by the air conditioning system and/or the alternator) during vehicle acceleration.

To these and other ends, implementations of the present invention also include use of an ultra-capacitor configured to store electrical energy regenerated from vehicle waste kinetic energy. This vehicle waste kinetic energy is available each time a person releases the gas pedal, and/or engages the vehicle brakes. Upon resuming vehicle speed, or accelerating, the vehicle engages the ultra-capacitor to draw out the electrical energy thus saved, to provide additional vehicle power until the ultra-capacitor is depleted. In addition, implementations of the present invention include the use of vehicle battery power to speed up and synchronize the refrigerant compressor shaft with rotation of the drive shaft before engaging the drive shaft clutch to power the refrigerant compressor.

As will be appreciated more fully herein, the principles described herein can be performed on conventional, non-hybrid vehicles with a number of relatively simple (and relatively low-cost) components, both mechanical and electrical. For example, implementations of the present invention include a number of mechanical components for coupling refrigerant compressor or air brake compressor (e.g., of a truck or bus) operations to moving components of a vehicle. In addition, implementations of the present invention include a number of electrical components for driving or operating the various mechanical components, including electrical detectors, electrical switches, microprocessors, motors, batteries (e.g., for dual source operations), and the like. Furthermore, implementations of the present invention provide after-market kits comprising these and other components that can be used to easily retrofit existing vehicle air conditioning systems for the use of waste energy when engaging compression/re-charging functions.

FIG. 1A illustrates an overview schematic diagram in accordance with an implementation of the present invention of a “single mode” air conditioning system 100a configured to primarily engage passive (e.g., “waste”) energy sources (e.g., a decelerating axle) in order to compress refrigerant. As shown, air conditioning system 100a generally comprises a refrigeration means 105a that includes a number of components configured to exchange energy between warm air and cool, expanded refrigerant, and pass the ultimately cooled incoming air to passenger compartment 103. For example, FIG. 1A shows that refrigeration means 105a comprises compressor 110, which, in turn, is coupled to high pressure refrigerant reservoir 115, and to low pressure refrigerant reservoir 120.

As implied by their names, the refrigerant in refrigerant high pressure reservoir 115 will generally be in a state of greater compression than that in low pressure refrigerant reservoir 120. The specific refrigerant pressure(s) in reservoirs 115 and 120, however, can vary from one operating environment to the next. Furthermore, the specific type of refrigerant can also vary from one implementation to the next. For example, a manufacturer can select any refrigerant, such as one designed to cool when expanded, including such commonly known refrigerants as “FREON,” R-12, and/or R-134.

In any event, FIG. 1A also shows that refrigeration means 105a comprises a condenser/heat exchanger 125. Generally, refrigerant exits refrigerant reservoir 115 at a point 123, and enters condenser/heat exchanger 125. For example, air conditioning system 100a can direct recently-compressed refrigerant from reservoir 115 to condenser/heat exchanger 125 via point 123. Condenser/heat exchanger 125, in turn, reduces the temperature of the compressed refrigerant.

FIG. 1A also shows that air conditioning system 100a directs the refrigerant from condenser/heat exchanger 125 to air box heat exchanger 135, such as at point 127. Air box heat exchanger 135, in turn, is generally configured with any number of components to exploit an effective temperature sink between incoming air 133 and refrigerant. For example, air box heat exchanger 135 comprises any number of components configured to facilitate countercurrent heat exchange between the relatively hot incoming air 133 and the relatively cool refrigerant. In at least one implementation, heat exchanger 135 includes, for example, a plurality of coils, tubing, or other known heat exchange components, and further includes refrigerant expansion valve 130 (or orifice tube).

In at least one implementation, expansion valve 130 is configured to cause the refrigerant to expand into a relaxed state. Specifically, the type of refrigerant chosen is such that the relaxed state is also a much cooler state than when the refrigerant is compressed. In particular, the temperature of the expanded refrigerant is significantly lower than the temperature of incoming air 133, whether drawn from the external environment of the motor vehicle, and, in some cases, whether drawn from within passenger compartment 103. This difference in temperature between incoming air 133 and the expanded refrigerant effectively creates a heat sink on the expanded refrigerant side. This heat sink on the expanded refrigerant side ultimately provides the cooling functionality of air conditioning system 100a.

In particular, air box heat exchanger 135 provides a temperature gradient for both the incoming air and for the expanded refrigerant as each passes through in opposite directions. For example, as incoming air 133 enters heat exchanger 135, the air first comes in contact with the expanded refrigerant that has been cooled since it first entered expansion valve 130. As such, the incoming air experiences at least some heat transfer at its entry point, and further experiences additional heat transfers as it encounters cooler refrigerant along the remainder of heat exchanger 135. As a result, the incoming air at point 137 is in a much cooler state than when it entered air box heat exchanger 135. Similarly, the expanded refrigerant at point 143 is at a higher temperature state than when first exiting expansion valve 130.

Upon exiting air box heat exchanger 135, the air conditioning system 100a directs refrigerant from point 143 to point 147, and ultimately into low pressure reservoir 120. In general, points 143 and 147 will be understood herein to represent the “low pressure side” of system 100a (or of the refrigeration means), since the refrigerant compression/pressurization of the refrigerant at these points is generally lower than that at points 123 and 127. The converse, of course, is that points 123 and 127 will be understood herein to represent the “high pressure side” of system 100a (or of the refrigeration means).

Notwithstanding these generalized representations and/or designations, one will appreciate that the pressurization of the refrigerant within system 100a (as well as 100b, 400, etc.) can cycle from high to low on any given low or high pressure side. For example, as the expanded refrigerant passes points 143 and 147 (i.e., the “lower pressure side” of system 100a) and gathers in low pressure reservoir 120, the pressure within low pressure reservoir 120 will increase. Similarly, as air conditioning system 100a directs the compressed refrigerant out of high pressure reservoir 115, its volume decreases in this reservoir, and ultimately so does its pressurization level.

Accordingly, air conditioning system 100a can measure the low or high pressure sides to determine whether to turn on the compressor to congress the refrigerant. For example, FIG. 1A shows an implementation in which air conditioning system 100a includes compression driving means 107a for appropriately coupling energy sources to the refrigeration means 105a. In particular, FIG. 1A shows that driving means 107a includes a controller (e.g., magnetic clutch controller 140), which, Kin turn, is coupled to pressure switch 150. FIG. 1A also shows that pressure switch 150 is connected in this case to the low pressure side (143, 147) of refrigeration means 105. In one implementation, pressure switch 150 is configured to open or close a connection with magnetic clutch controller 140 based on pressure values (or pass pressure values thereto). The controller 140 (also referred to as “magnetic clutch controller 140”), in turn, can engage refrigerant compression functions based in part on what is detected by pressure switch 150.

For example, magnetic clutch controller 140 could identify from pressure switch 150 (e.g., via opening or closing of a switch) that pressure on the low pressure side of refrigeration means is too high, and thus that compressor 110 needs to be started. In one exemplary operation, this can involve magnetic clutch controller 140 opening a connection (or sending one or more electronic signals thereto) with magnetic clutch 145, which thus engages magnetic clutch 145. Of course, magnetic clutch controller 140 could also be configured with microprocessors and software designed to make these determinations based on a combination of data points received from pressure switch 150 (i.e., rather than the opening or closing of a specific switch).

In one implementation, therefore, compression driving means 107a-c can include “engagement means,” which comprise one or more “engagement components,” such as at least controller 140 and clutch 145 (or the like). In addition, the compression driving means 107a-c can also include a “pressurization system,” which comprises engagement means, and further comprises electronic means (e.g., switches, detectors, A processors, electronic storage, circuitry, etc.) for engaging refrigerant pressurization through the engagement means.

In any event, when magnetic clutch 145 engages, magnetic clutch 145 harnesses pulley 113b, which is rotating due to coupling with an engine fan (not shown) axle/shaft 153 of engine 155 via pulley 113a and belt 117 (e.g., a notched belt). This engagement further causes axle 157 within compressor 110 to rotate. Rotation of axle 157 further provides compressor 110 energy, which compressor 110 can translate to compress the refrigerant from its pressurization value in the low pressure reservoir 120 to its pressurization value in the high pressure reservoir 115. Conversely, and by reverse mechanisms, magnetic clutch controller 140 can also be configured to stop compression by, for example, disengaging magnetic clutch 145. For example, magnetic clutch controller 140 might identify (e.g., via pressure switch 150) that the refrigerant pressurization has reached a lower threshold value (or that the high pressure side has reached a maximum high pressure value).

As previously mentioned, air conditioning system 100a can further be configured so that refrigerant compression functions occur during deceleration periods (as well, in some cases, in response to certain refrigerant pressure thresholds, discussed hereinafter). For example, air conditioning system 100a can be configured to engage and translate power from engine 155 when determining that the vehicle is presently decelerating. Accordingly, FIG. 1A shows at least one way of detecting deceleration using, for example, accelerator switch 160. In particular, FIG. 1A shows an implementation in which magnetic clutch controller 140 is coupled to accelerator switch 160, which, in turn, is coupled to a vehicle gas pedal 165.

In such an implementation, magnetic clutch controller 140 can be configured to determine deceleration by identifying information from accelerator switch 160. For example, accelerator switch 160 identifies when there has been a release from gas pedal 165, and sends this information in the form of electronic instructions to magnetic clutch controller 140. Alternatively, this detection by accelerator switch 160 opens or closes an electronic switch in an electrical connection with magnetic clutch controller 145. The reverse could be true when accelerator switch 160 detects added pressure to gas pedal 165 to stop compressor action. In one implementation, therefore, “deceleration” is defined herein as a state of reduction in fuel sent to the engine, a reduction of power output from the engine, or a state of no acceleration, based on fluctuations on gas pedal 165.

In alternative or additional implementations, “deceleration” can also or alternatively be based on any number of other detected values or actions. For example, magnetic clutch controller 140 can be configured to identify deceleration when the vehicle drive shaft torque is in the opposite direction compared with its direction during acceleration (i.e., detecting “reverse torque.”) Magnetic clutch controller 140 can also be configured in some cases to determine deceleration periods when detecting application of vehicle brakes (e.g., via coupling of brakes with accelerator switch 160 or a brake switch—not shown). Magnetic clutch controller 140 can still further be configured to identify deceleration when engine 155 is no longer powering any vehicle movement at all, such as when the vehicle is moving downhill primarily in response to gravity and momentum. Magnetic clutch controller 140 can yet still further be configured to identify deceleration through the use of an axial accelerometer (not shown) that shows negative acceleration. In such a case, the vehicle could even be accelerating (e.g., downhill) even though the engine itself is actually decelerating, or providing no torque at all.

In one method of operation, therefore, a user begins to drive and fluctuate gas pedal 165 for various acceleration and driving speed requirements. When the user releases the gas pedal even momentarily, compression driving means 107a of air conditioning system 100a detects deceleration and immediately engages refrigeration means 105 to compress refrigerant. Specifically, magnetic clutch 145 immediately engages the engine fan axle (via pulleys 113a-b and belt 117), which is still rotating albeit at a decelerating rate since no engine power is being applied (or decreasingly applied). This engagement, in turn, causes compressor 110 to engage axle 157, which provides direct rotational energy that can be translated to compress refrigerant in reservoir 120.

Since the air conditioning system 100a immediately (or almost immediately) begins compressing refrigerant in response to release from gas pedal 165 (or other appropriate deceleration determinations), refrigerant pressurization will generally remain above a useful operating threshold. This generally tends to be the case since the refrigerant pressure will have been recharged in bits and pieces in response to the driver's use of the gas pedal, such as during city driving. One will appreciate, nevertheless, that, with some vehicles, refrigerant pressure may still reach a sub-optimal value during extended periods of constant speed (where little if any deceleration is detected). For example, a driver may maintain fuel input to the engine at a relatively constant rate (e.g., hold the gas pedal at a constant pressure/level, maintain a “cruise control” speed value, etc.)

Accordingly, a “single-source” (i.e., single waste energy-source) air conditioning system 100a operating in accordance with implementations of the present invention can still compress refrigerant using engine 155. In particular, air conditioning system 100a can simply engage engine 155 power (as done conventionally) when detecting that refrigerant pressure is too low and/or when there is no detected waste energy. In one implementation, therefore, air conditioning system 100a can ensure that refrigerant is always compressed to at least a minimum value for operating the vehicle air conditioning system effectively, even though primarily using waste energy to compress refrigerant.

By contrast, a “dual-source” air conditioning system 100b in accordance with implementations of the present invention comprises two or more passive energy sources (or sources of mechanical waste energy) that can be used to compress refrigerant without directly harnessing active engine 155 power. For example, FIG. 1B illustrates an implementation in which compression driving means 107b is configured to use waste mechanical energy not only to drive refrigeration means 105b, but also to drive battery charging apparatus. In particular, FIG. 1B shows that both compressor 110 and self-charging motor 175 can both be coupled to axle 157. Thus, when magnetic clutch controller 140 engages magnetic clutch 145 (e.g., during deceleration), compressor 110 and self-charging motor 175 can both translate energy from rotating axle 157 (i.e., when the vehicle is in motion).

In addition to compressing refrigerant, this coupling with rotating axle 157 allows self-charging motor 175 to charge a battery (e.g., 180). One will appreciate that such coupling can provide the principal vehicle battery power (and/or additional sources for charging a battery) compared with what a conventional vehicle alternator might provide, without necessarily incurring added fuel costs to recharge the battery. While this can be especially the case where a separate battery is used, such a A configuration can still provide fuel savings (equal in most cases) when using the same battery (e.g., 180) since only one of the two or more recharging sources (e.g., self-charging motor 175 and vehicle alternator 185) relies on active engine 155 power (i.e., alternator 185).

One will also appreciate that the charging of a battery (e.g., 180) can also be done in a “dual-mode” manner. For example, if compressor 110 operation depletes the charge of battery 180 to a critically low threshold value, magnetic clutch controller 140 can simply engage magnetic clutch 145 again, so that self-charging motor 175 recharges the battery using engine 155 power. Where the air conditioning system is not in operation, the vehicle may be configured to re-charge the battery with alternator 185 as needed. As a result, and as similarly described with respect to dual-mode air conditioning systems described herein, a vehicle can also be configured so that it charges its battery(ies) during air conditioner operation primarily with mechanical waste energy, and only resorts to engine 155 power within certain upper or lower battery charge thresholds.

In any event, one will appreciate that this additional, available battery power can be used for a wide variety of other functions. For example, if little deceleration has been detected (e.g., constant driving speeds, during vehicle stoppage, or if the engine has been turned off) and refrigerant pressure drops to too low of a value, self-charging motor 175 can simply reverse its electric field and operate compressor 110 on battery power. One will appreciate in at least some cases, therefore, that the vehicle air conditioning system can thus operate for longer periods of time at constant driving speeds (little or no deceleration detected) without using engine 155 to compress refrigerant. Furthermore, this also means that the vehicle can operate air conditioning system 100b for a much longer time than previously available without engaging engine 155 power when the vehicle is stopped, and/or the engine has been turned off.

In addition to the foregoing, FIG. 1B also illustrates an implementation in which compression driving means 107b can be configured to harness waste energy only indirectly from engine 155. This contrasts with other implementations in which compression driving means 107b directly harness power from engine 155, such as, for example, being directly coupled to the engine fan axle. For example, FIG. 1B shows that pulley 113b can be alternatively coupled via belt 117 to different pulley 113c, which, in turn, is connected to axle 170. In general, axle 170 will include any type of vehicle axle that is directly connected to the vehicle driving wheels without passing through any torque converter, or other slippage devices, and continues to rotate after engine 155 has stopped providing force or torque. For example, a vehicle drive shaft or transmission shaft will continue to rotate during deceleration, or downhill travel, even though the rotation of the engine fan axle (e.g., 153) is decelerating, or is not rotating at all.

Accordingly, axle 170 can include a vehicle drive shaft, or can include a transmission shaft, such as one typically located between the vehicle drive shaft and a transmission fluid coupling or torque converter. This can also allow direct and efficient translation of vehicle waste kinetic energy through the vehicle's tires, which can be particularly helpful since such translation of waste energy can occur without any transmission slippage losses at all. Similar to FIG. 1A, therefore, magnetic clutch controller 140 can engage magnetic clutch 145 during deceleration. Rather than engaging engine 155 directly, however, magnetic clutch 145 immediately engages drive (or transmission) shaft 170. During deceleration, the energy received from the still rotating drive shaft 170 (albeit decelerating) can be translated to power compressor 110, and thus pressurize refrigerant.

FIGS. 2A and 2B illustrate exemplary electronic schematics of pressure switches (e.g., 150) and accelerator/decelerator switches that can be used to accomplish both the single and/or dual source functions described with respect to FIGS. 1A and 1B. In particular, FIG. 2A illustrates a schematic diagram of an electronic circuit 200a, which shows an electronic connection between magnetic clutch 145 and accelerator switch 160. In one implementation, accelerator switch 160 (as well as any of the other switches described herein) can comprise a Single Pole, Double Throw (“SPDT”) switch, which provides alternating contact between two contacts, such as an accelerate contact and a decelerate contact.

For example, accelerator switch 160 can be configured to contact the accelerate contact when engine 155 is accelerating; while, when engine 155 is decelerating, accelerator switch 160 would contact the decelerate contact. As previously mentioned, this toggling between accelerate/decelerate contacts can occur in response to a wide range of detectable acceleration/deceleration events, including detections of changes in drive shaft torque, or the like.

In addition, FIG. 2A shows that electronic circuit 200a comprises an efficiency switch 215 that can only be traversed when accelerator switch 160 is toggled to an accelerate contact. Efficiency switch 215, in turn, can be configured so that it only closes the electrical connection when refrigerant pressure (as determined from high or low pressure side calculations) in air conditioning system 100a is outside of a preset or required, enveloped value (e.g., minimum high pressure side value, maximum low pressure side value). In the illustrated example, therefore, efficiency switch 215 is A configured to close when the refrigerant pressurization is less than an exemplary pressure of about 200 psi. By contrast, FIG. 2A shows that efficiency switch can open when the refrigerant pressure exceeds an exemplary pressure of about 250 psi, which, of course, does not allow for further compressor 110 engagement and resultant refrigerant pressurization. Thus, efficiency switch 215 can ensure that engine 155 power is used to operate compressor 110 only in relatively limited cases.

FIG. 2A also shows that electronic circuit 200a can be configured with similar logic on the deceleration side, albeit configured to ensure that compressor engagement occurs at virtually any refrigerant pressure below a certain maximum value for system designs. As shown, for example, electronic circuit 200a on the deceleration side includes pressure switch 150, which is configured to close at pressures lower than an exemplary (and relatively high) threshold value of about 390 psi. Setting the switch to close at this high of a value virtually ensures that pressure switch 150 will remain closed in most cases, almost by default. In addition, FIG. 2A shows that pressure switch 150 opens at pressures greater than the exemplary upper value of about 400 psi. Accordingly, despite being closed virtually by default, electrical circuit 200a can still prevent magnetic clutch 145 from engaging and causing pressurization of refrigerant beyond system limits (e.g., about 400 psi in this exemplary case.)

In addition to the above-described efficiency switch 215 and pressure switch 225, FIG. 2A also shows that electronic circuit 200a can further include a thermal shut-off switch 230. In general, thermal shut-off switch 230 ensures that there is no clutch 145 engagement when engine 155 (or other relevant motor vehicle component) is overheating, or approaching a high temperature design limit. In addition, FIG. 2A shows that electrical circuit 200a can comprise grounds 220 and 235. In general, ground 220 connects with magnetic clutch 145, and ground 235 connects with thermal switch 230; and both grounds 220, 235 are configured to maintain a safe electrical connection with system components.

FIG. 2B illustrates a schematic overview of alternate electronic circuit 200b, such as may be used to modify a conventional air conditioning system to utilize vehicle waste energy to operate the compressor. In this example, pressure switch 240 and thermal shut-off switch 230a can represent pre-existing components of a standard, vehicle air conditioning system. By contrast, secondary pressure switch 150 and accelerator switch 160 represent in this case after-market components that a user can add to the standard air conditioning system.

In the illustrated embodiment, conventional pressure switch 240 can be configured to actuate magnetic clutch 145 only when the refrigerant pressurization is less than an exemplary minimum threshold value of 200 psi. For example, FIG. 2B shows that pressure switch 240 is configured to close (and engage magnetic clutch 145) only when the refrigerant pressurization is detected to be at or below about 200 psi. By contrast, after-market secondary pressure switch 150 is configured to stay closed in almost all cases, except at relatively high upper threshold pressures of about 390 to about 400 psi. As such, after-market secondary pressure switch 150 can provide a bypass to the generally-open pressure switch 240. Furthermore, both secondary switch 150 and standard switch 240 will be closed at pressures at or below the exemplary minimum threshold of about 200 psi.

Accordingly, FIG. 2B also shows that electrical circuit 200b can further comprise after-market accelerator switch 160. FIG. 2B shows that accelerator switch 160 can be configured to close only when detecting deceleration (e.g., the driver's foot is not depressing gas pedal 165). Furthermore, accelerator switch 160 is positioned so that it does not impede an electrical pass-through from pressure switch 240. Thus, if pressure switch 240 is engaged at any time (e.g., a critically low refrigerant pressures), magnetic clutch 145 can be engaged regardless of acceleration or deceleration events. By contrast, accelerator switch 160 is configured to impede electrical pass-through from after-market pressure switch 150, so that magnetic clutch 145 takes advantage of waste energy at pressures between about 200 psi and 390 psi (i.e., by engaging only during detected deceleration).

As with electrical circuit 200a, electrical circuit 200b is also configured to maximize the range for which magnetic clutch 145 uses waste energy to pressurize refrigerant, and further to minimize the range for which magnetic clutch 145 uses engine power to pressurize refrigerant. Accordingly, one will appreciate that the schematics of FIGS. 1A through 2B illustrate a number of components and configurations (both general and specific) that can be used to incorporate waste energy from single waste energy-source (i.e., mechanical waste energy only) or dual waste energy-source (i.e., mechanical waste energy, or waste-energy-generated battery power) perspectives.

FIGS. 3A and 3B describe sets of triggers and corresponding actions that can be taken in response thereto, as well as a pressurization plot graph of one example instance of operation. As shown in FIG. 3A, for example, a vehicle air conditioning system 100a/b (e.g., via for magnetic clutch controller 140 configured with electronic circuitry, or microprocessor(s) and computer-executable instructions) can be set to an upper maximum pressure value “Z” 340, such as a high pressure value on the high pressure side (e.g., 123, 127) of refrigeration means 105.

For example, air conditioning system 100a will engage mechanical waste energy and/or battery power sources (in dual waste energy-source configuration—or “dual source” configuration) as much as possible (and as much as available). This can help to build up a sufficient reservoir of highly-pressurized refrigerant, and thus minimize the amount of engine 155 power that might ultimately be needed. Of course, a refrigerant compressor generally cannot pressurize refrigerant indefinitely. Accordingly, and as also illustrated in FIGS. 2A-2B, the high pressure value might be set high as to about 380-410 psi. Of course, this value can also be higher or lower in other implementations, depending on the operating environment. In particular, the pressures disclosed herein in the drawings and text are only example pressures and pressure ranges. The actual pressures and/or pressure ranges in a system can vary widely.

FIG. 3A also shows that air conditioning system 100a/b can be set with an intermediate pressure value/trigger “Y” 320, which generally represents the maximum allowable amount of pressurization when using active energy sources (i.e., engine 155 power). As previously mentioned, this is referred to as “dual-mode” operation, where compressor 110 can be operated at least by one mode (i.e., an active energy source—engine 155 power) primarily within lower pressure ranges (e.g., between “X,” and “Y”) when insufficient passive energy is detected; and operated by a different, or second mode (i.e., a passive energy source—mechanical waste energy) at any pressure range (e.g., between “X,” and “Z”) any time passive energy is detected. Thus, “dual-mode” refers to the ability to use either engine power or waste energy, as available; while “dual-source” (or “dual waste energy-source”) configurations refer primarily the ability to use mechanical waste energy directly (e.g., translated from a rotating axle), or indirectly (e.g., previously translated electrically from a rotating axle and stored in a battery).

For example, air conditioning system 100 may have engaged active energy sources when mechanical waste energy and/or battery power sources are unavailable (e.g., during acceleration, or constant speed) and refrigerant pressurization is too low to effectively cool incoming air 133. Nevertheless, in order to minimize the amount of active energy sources used to pressurize refrigerant, the intermediate pressure value “Y” can be set to a value sufficient to ensure the active engine 155 energy source is used sparingly. Accordingly, and as illustrated in FIGS. 2A-2B, this intermediate pressure value “Y” might be set as high (or low) as about 240-260 psi. Of course, this intermediate value can also be higher or lower in other implementations, depending on the operating environment.

In addition, FIG. 3A further shows that air conditioning system 100a can be set with a critical, low pressure value/trigger “X” 300, which generally represents the minimum allowable amount of refrigerant pressurization needed for effective operation of the air conditioning system. As described above, an extended period of air conditioner use coupled with a lack of deceleration (e.g., during freeway driving), may result in a need to engage whatever energy sources (e.g., engine 155 or possibly battery power) are available to ensure adequate refrigerant pressurization. Accordingly, and as illustrated in FIGS. 2A-2B, for example, this critical, low pressure value “X” might be set as high (or low) as about 190-210 psi. Of course, this low value can also be higher or lower in other implementations, depending on the operating environment.

Each of the values “X” 300, “Y” 320, “Z” 340, therefore, correspond to a set of actions to be performed by air conditioning system 100. For example, pressure value “X” 300 exemplifies reaching the minimum operating pressure, and results in action 310 of pressurizing refrigerant by engaging compression driving means (e.g., engaging magnetic clutch 145, or engaging battery power, as available). In addition, FIG. 3A shows that pressure value “Y” 320 represents an intermediate pressure value when using active engine 155 power to drive compression, and thus results in action 330 of stopping pressurization unless waste energy is now available. For example, engine 155 may be accelerating or at constant speed from the point at pressure value “X” 300 until reaching pressure value “Y” 320. Nevertheless, at the point of reaching value “Y,” the vehicle may have begun decelerating, and, as such, waste energy would be available. If no waste energy is available, air conditioning system simply disengages magnetic clutch 145 at pressure value “Y” 340.

FIG. 3A further shows that air conditioning system 100a/b can be set with a maximum pressure value “Z” 340, which results in an action 350 (and/or 350′) of stopping pressurization altogether. In accordance with at least one implementation of the present invention, such a maximum pressure value will only be reached when using mechanical waste energy (or battery power—e.g., dual mode) sources, due at least in part to the presence of intermediate value “Y” 320 and corresponding action 330. Nevertheless, the maximum pressure value “Z” 340 can ensure that compressor 110 never pressurizes refrigerant beyond system design values (when appropriately configured), regardless of the manner in which the compressor is being driven. In one implementation, action 350′ (i.e., disengaging battery power) can also be triggered alternatively at lower pressure values, such as at intermediate pressure value “Y” 320, in order to save battery charge. For example, some smaller batteries may exhaust their charge relatively quickly if used to power compressor 110 for very long.

FIG. 3B, therefore, illustrates a graph of at least one exemplary operation source over time based on the values and actions set forth in FIG. 3A, and further based on the discussion of operations with respect to FIG. 1A-2B. In particular, FIG. 3B illustrates a graph of refrigerant pressurization (e.g., on the high side) during vehicle operation using single and/or dual source functions. For example, when a user engages vehicle air conditioning system 100 at time to, and waste energy is unavailable, refrigerant pressurization begins to decline somewhat. Upon hitting pressure value “X” at time t₁, magnetic clutch controller 140 performs action 310. In this case, if no battery power is available (e.g., “single source’ operations, or not charged), magnetic clutch controller 140 can engage magnetic clutch 145 so that engine 155 power powers compressor 110.

With engine 155 power engaged, refrigerant pressure continues to increase until it ultimately reaches intermediate pressure value “Y” at time t₂. This increase can be due to any engine 155 power or mechanical waste energy that is being produced by engine 155, since magnetic clutch 145 will simply remain engaged. At this intermediate pressure value, magnetic clutch controller 140 (e.g., via electronic circuitry or through software instructions) could identify a deceleration event (e.g., mechanical waste energy), and thus keep magnetic clutch 145 engaged. Alternatively, if battery power is available, magnetic clutch controller 140 could still disengage magnetic clutch 145 and engage battery power. In the illustrated example, however, magnetic clutch controller 140 fails to identify waste energy, and thus performs action 330 of disengaging magnetic clutch 145 without any engagement of another power source. Accordingly, FIG. 1B shows that refrigerant pressurization again begins to decrease.

In addition to the foregoing, magnetic clutch controller 140 can be configured to engage magnetic clutch 145 immediately at any time it detects available vehicle waste energy. As shown in FIG. 3B, for example, magnetic clutch controller 140 detects waste energy (e.g., a deceleration event) at time t₃, and before hitting the critical minimum pressure “X” 300. This results in corresponding action 310 of engaging magnetic clutch to pressurize refrigerant. In this particular example, there is sufficient deceleration occurring through time t₄ so that compressor 110 pressurizes the refrigerant to the maximum allowable pressure “Z” 340. One will appreciate that, in dual mode, this deceleration can also drive self-charging motor 175 to also charge a battery during this time.

Upon reaching the maximum pressure value “Z,” magnetic clutch controller 140 performs action 350 of stopping pressurization, such as by disengaging magnetic clutch 145. Refrigerant pressurization thus begins to fall. Again, one will appreciate that refrigerant pressure could immediately rise again shortly thereafter upon detecting a new deceleration event, and after the refrigerant pressure drops below a certain maximum value (e.g., about 390 psi), which allows the compressor to engage (e.g., switch 150, FIGS. 2A/2B). Nevertheless, FIG. 3B shows that magnetic clutch controller 140 (or other controller mechanism) allows the refrigerant pressure to drop all the way to the minimum pressure value “X” at time t₅.

In this particular example, magnetic clutch controller 140 identifies the presence of battery power when hitting the minimum pressure value “X” at time t₅. As such, magnetic clutch controller 140 simply engages battery power, rather than engine 155 power, and compresses refrigerant until hitting a prescribed maximum pressure value at time t₆, such as value “Y” 320, or a maximum pressure value “Z” 340, however configured. For example, a manufacturer may want to allow the battery to drive compressor 110 operation to pressure value “Z” 340 when using larger batteries in some vehicles.

As previously mentioned with smaller batteries, however, the manufacturer may want to limit battery power to pressure value “Y” 320, similar to how engine 155 can be limited. Hence, FIG. 3B shows a dotted line between times t₅ and t₇, which indicates at least one alternate battery engagement/disengagement configuration. In any event, and depending on the maximum pressure prescribed for the battery usage, magnetic clutch controller 140 disengages the battery power when hitting the prescribed maximum. For example, magnetic clutch controller 140 can perform action 350 or 350′ and stop compressing refrigerant with the battery.

In addition, since no mechanical waste energy (or sufficient battery power) is detected through time t₇, magnetic clutch controller 140 allows the refrigerant pressurization to drop until it hits the minimum value “X” 300. As at time t₁, since only engine 155 power is the sufficient energy available at time t₇, magnetic clutch controller 140 only keeps magnetic clutch 145 engaged until refrigerant pressure rises to intermediate pressure value “Y” 320 at time t₈. This cycle can thus continue indefinitely. In particular the presence of battery power in this case can further minimize the use of engine 155 to power the air conditioning system. Accordingly, FIG. 3B illustrates how a dual-source air conditioning system in accordance with implementations of the present invention can operate for lengthy periods of time (i.e., at least from time t₂ through t₇) without needing to engage engine 155 in an active state (i.e., accelerating or at constant speed).

As previously mentioned, one will appreciate that these principles described with respect to FIGS. 3A and 3B can also be applied to charge other components with waste energy in response to one or more values (e.g., battery/brake pressure, battery charge, or the like) values. For example, in addition to pressurizing refrigerant, one or more components can be set to drive air brake compression (e.g., in a truck) based primarily on waste energy. In particular, one or more components can be configured to engage compression of the air brakes any time waste energy (e.g., deceleration) is detected, and up to one or more maximum pressure values (e.g., system design limits). The one or more components can also be configured to pressurize the air brakes with engine power only when the air brake pressure drops to a prescribed minimum value. As such, this functionality for compressing air brakes with waste energy can mirror, in at least some implementations, what is already described herein for operating compressor 110 and/or re-charging a vehicle battery (e.g., 180) with waste energy.

FIG. 4 illustrates a schematic diagram of air conditioning system 400, which includes a number of components to retrofit an existing vehicle air conditioning system to primarily utilize waste energy, as discussed herein. As shown, air conditioning system 400 includes refrigeration means 105c, which comprises compressor 110, refrigerant reservoir 410, and secondary reservoirs 405a and 405b. In one implementation, refrigerant reservoir 410 comprises the primary refrigerant reservoir of a standard air conditioning system, and can further include both a low pressure side reservoir and a high pressure side reservoir (or only a high pressure side reservoir). By contrast, either or both of secondary reservoirs 405a/b (see also FIG. 5B) can be retrofit onto existing system components to provide additional refrigerant volume and to allow for desired operability of air conditioning system 400. For example, existing reservoir 410 can be used as a high pressure reservoir, while reservoir 405b can be used as a low pressure reservoir. Similarly, reservoir 405a can be configured as a high pressure reservoir, while reservoir 410 is used to accept and store low pressure refrigerant.

In any event, secondary reservoirs 405a and/or 405b can be configured to serve at least one function of adding the to the total volume of refrigerant in the system. To this end, reservoirs 405a and/or 405b can be further configured with a Schrader valve fitting (e.g., nipple/stem), compression hose, or other system components for easily hooking up to (and/or disconnecting from) current air conditioning systems (e.g., without system evacuation) and also for receiving additional refrigerant. One will appreciate that the added refrigerant volume can increase the amount of time air conditioning system 400 (or 100a/b) can use to pressurize refrigerant with only waste energy (e.g., increase the value of t₇-t₃, FIG. 3B). Similarly, the added refrigerant volume can increase the amount of time air conditioning system 400 (or 100a/b) can operate without engine 155 power (e.g. increase the value of t₇-t₂, FIG. 3B). In particular, the added refrigerant volume can increase the amount of time refrigerant can be used in heat exchanger 135 without re-pressurization before it drops to a minimum pressure (e.g., “Z” 300), and thus needs re-compression (with whatever mode/source is available).

FIG. 4 also shows that air conditioning system 400 can include secondary pressure switch 425 (see also FIG. 5A), which can provide additional information to magnetic clutch controller 140, such as may not otherwise be provided by pressure switch 150. In particular, one will appreciate that using multiple pressure switches can, in at least some implementations, refine the accuracy by which magnetic clutch controller identifies whether certain pressure thresholds have been met. Accordingly, FIG. 4 shows at least one implementation in which pressure switch 425 is connected to Schrader valve 420, which, in turn, is connected to secondary reservoir 405a; while pressure switch 150 is connected to reservoir 410.

Of course, these pressure switch assignments can be varied, such that secondary pressure switch 425 (or pressure switch 150) is alternatively connected to secondary reservoir 405b, and so forth. In one implementation, for example, secondary pressure switch 425 is configured to identify when the high pressure side (i.e., 415, 435, 127) has dropped to or below a minimum pressurization value, while pressure switch 150 is configured to determine when the low pressure side (i.e., 143, 147) is too high. In another implementation, the pressure switch (150, 425, etc.) ensures that occurrences of vehicle waste energy will operate compressor 110 at all times, unless the refrigerant pressure is at it highest allowable pressurization state (i.e., the “maximum pressurization value).

In addition, FIG. 4 shows that air conditioning system 400 can include compression driving means 107c, which comprises at least magnetic clutch controller 140 configured to engage magnetic clutch 145. In contrast with FIGS. 1A-B, however, magnetic clutch 145 in this example is coupled to axle 153, rather than to axle 157. Furthermore, in addition to being connected to accelerator switch 160, FIG. 4 shows that compression driving means 107c includes pedal sensor 430 connected to magnetic clutch controller 140. In one implementation, pedal sensor 430 provides a direct indication regarding gas pedal depression (or lack thereof), and thus whether engine 155 is accelerating or decelerating. Pedal sensor 430 can be configured to operate in conjunction with (or in lieu of) accelerator switch 160. For example, it may be easier to install pedal sensor 430 in some vehicles than to install or access accelerator switch 160. In either case, pedal sensor 430 can be included as an after-market retrofit component.

Accordingly, implementations of the present invention include after-market kits for upgrading conventional vehicle existing air conditioning systems to create waste energy-operated air conditioning system 400. In one implementation, for example, such an after-market kit can comprise compression driving means components and refrigeration means components sufficiently configured for any make or model of vehicle to utilize waste energy as the principle mode of refrigerant compression. In at least one implementation, for example, this after-market kit can include one or more secondary reservoirs 405a and/or 405b (e.g., FIG. 5B) to increase the available volume of refrigerant, as well as secondary pressure switch 425 (e.g., FIG. 5A).

This after-market kit can also include pedal sensor 430, as well as a circuit board having electronic control circuitry, such as illustrated in FIG. 2A or 2B. For example, the after-market kit can include a secondary magnetic clutch controller (e.g., 140), which has circuitry as illustrated in FIG. 2A. Alternatively, the after-market kit can include circuitry that simply appends and adds to existing circuitry in an existing magnetic clutch controller, such as the electronic circuitry illustrated in FIG. 2B.

Similarly, this after-market kit can include replacement or appending microprocessors and sufficient memory for storing computer-executable instructions that cause compression to be coupled with the detection of waste energy (or battery power) signals. The after-market kit can still further include any pulleys, belts, and clutches that may be needed to couple existing compressor 110 to any of the engine fan axle, and/or to the vehicle's drive shaft or transmission shaft. Yet still further, this after-market kit can include self-charging motor 175 for dual-source configurations, as well as an additional battery in some cases. One will appreciate, therefore, that the number, type, or configuration of these and other necessary components can vary from vehicle to vehicle, as well as in accordance with the types of features a manufacturer may desire to provide.

With respect to these or other types of the after-market kits described herein, FIG. 5A illustrates a schematic diagram of one implementation of a pressure switch (e.g., 425) that can be added to an air conditioning system (e.g., 400). In particular, FIG. 5A shows that pressure switch 425 can comprise a Schrader valve stem 505a, as well as a Schrader valve receptacle 510a. One will appreciate, however, that pressure switch 425 can include other types of connectors or interfaces, as appropriate for a particular vehicle. In any event, stem 510a can be configured to screw onto an existing refrigerant Schrader valve stem in an existing air conditioning system.

This allows the pressure switch to tap directly into, for example, an existing refrigerant reservoir, tubing, or the like on the low or high pressure sides of refrigeration means 105a-c. Pressure switch 425 can then pass electronic information (e.g., on/off, or specific pressure data) via electrical contacts 510, which can be electrically coupled ultimately to magnetic clutch controller 140. In one implementation, pressure switch 505a can further be coupled to one or more secondary refrigerant reservoirs (e.g., 405a/b), as appropriate.

For example, FIG. 5B illustrates a configuration of a generic coupling component 500 (i.e., “fitting 500”), which is configured to couple a component, such as refrigerant reservoir 405a/b directly into an existing air conditioning system (e.g., 400). Fitting 500 can be configured as pressure switch 425 in some cases, but can also simply be a retrofit coupling component without any additional functionality (e.g., pressure detection). In any event, FIG. 5A shows that coupling component 500 comprises a refrigerant Schrader valve receptacle 510b, as well as a Schrader valve stem 505b. Of course, any other type of interface may be appropriate for other types of vehicles and air conditioning system configurations. In addition, FIG. 5B further shows that fitting 500 can also be coupled via one or more links (e.g., refrigerant hoses, coils, etc.) to a secondary reservoir, such as reservoir 405a/b.

In one implementation, therefore, an after-market kit manufacturer can include at least pressure switch 425, any number of fittings 515, fluid connectors/links 520, reservoirs 405a/b, and additional refrigerant. A user can then couple at least pressure switch 425 directly to one or more Schrader fittings in an existing system, such as on the high or low pressure side of air conditioning system 400. The user can then electrically couple contacts 510 to a clutch controller (or other appropriate controller), such as magnetic clutch controller 140. The user can also attach additional reservoirs by attaching fitting 500 to one or more other Schrader fittings on the high or low pressure side of air conditioning system 400. The user can then attach one or more secondary reservoirs 405a/b to fitting 500 via any number of fluid connectors/links 520.

Accordingly, FIGS. 1A-5B, and the corresponding text, illustrate or describe a number of components and configurations that can be used to drive refrigerant compression primarily with passive, or waste, energy sources in both single and dual operation modes. In particular, these components and configurations can also be used to drive refrigerant compression independently from braking actions, since they can be activated with any detection of vehicle waste kinetic energy, rather than just waste kinetic energy during braking cycles.

In addition, FIGS. 1A-5B illustrate components, configurations, and functions that can be applied not only to a wide range of new vehicle designs, but also to relatively low cost (and relatively simple) after-market kits for retrofitting existing vehicle designs so that these vehicles can operate much more efficiently when using the air conditioning system. In particular, such kits can be made with components that a lay user with only a basic understanding of vehicle engines could readily install on the vehicle with minimal effort, and with minimal installation or maintenance expenditure(s). Furthermore, and due in part to the relative low cost of the components (as well as relatively low maintenance costs thereof), such kits can allow a user to thus significantly minimize fuel efficiency losses otherwise due to running an air conditioning system without significant cost or resource expenditure.

One will also appreciate, therefore, that a user or manufacturer can modify the components and functions described herein any number of ways within the spirit and scope of the present invention. For example, pressure switch 150 can be positioned to detect the high pressure side of refrigeration means 105, rather than primarily or only the low pressure side. In addition, air conditioning system 100a (or 100b, 400) can be configured to identify pressure on either the low or high pressure sides with a combination of sensors, detectors and microprocessors rather than a specific “pressure switch.” Similarly, magnetic clutch controller 140 can be configured to determine deceleration with a combination of sensors, detectors and microprocessors rather than a specific “accelerator switch.”

In addition, air conditioning system 100a (or 100b, 400) can be configured to draw power from engine 155 using mechanisms and components other than a magnetic clutch and pulley system (e.g., pulleys 113a-b, notched belt 117). In addition, or in alternative thereto, air conditioning system 100a (or 100b, 400) can be configured to draw power from engine 155 without necessarily be coupled directly to engine 155 (e.g., via an engine fan). Furthermore, the air conditioning system can include a single sensor in place of pressure switch 150, where the single sensor primarily controls magnetic clutch 145.

With respect to the electronic circuitry illustrated in FIGS. 2A-2B, thermal shut-off switch 230 can be positioned so that it opens only when engine 155 is accelerating. In another or alternative implementation, non-switch sensors other than switches 150, 160, 215, 230, or 240 can be used to indicate refrigerant pressurization and/or acceleration/deceleration modes. Similarly, switches 150, 160, 215, 230, or 240 can comprise any type of dynamic sensor, such as digital or analog sensors, or other types of detection components.

As also mentioned throughout this description, the functions of any of the above-describe switches can be accomplished in some cases with one or more microprocessors and computer-executable software instructions configured to send engagement and/or disengagement signals in response to detected pressure or temperature values. For example, and with particular respect to computer-executable instructions, implementations of the present invention can also comprise a special purpose or general-purpose computerized components. Such computerized components can be configured to store, send, and/or execute instructions or data structures stored in the form of computer-readable media. Such computer-readable media can be any available media that can be accessed by a general purpose or special purpose computer.

By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to carry or store desired program code means in the form of computer-executable instructions or data structures and which can be accessed by a general purpose or special purpose computer. When information is transferred or provided over a network or another communications connection (either hardwired, wireless, or a combination of hardwired or wireless) to a computer, the computer properly views the connection as a computer-readable medium. Thus, any such connection is properly termed a computer-readable medium. Combinations of the above should also be included within the scope of computer-readable media.

Computer-executable instructions comprise, for example, instructions and data which cause a general purpose computer, special purpose computer, or special purpose processing device to perform a certain function or group of functions. Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

Referring now to FIG. 6A, the Figure illustrates a schematic overview of a vehicle system 600 that comprises air-conditioning system 100d, which further comprises one or more components, apparatus, and/or configurations that are particularly suited to enhance fuel efficiency during stop and go vehicle motions, as well as to enhance fuel efficiency when engaging the air conditioning system. For example, FIG. 6A shows that, in at least one implementation, system 600 includes engine 155, which is connected to transmission 610, such as via shaft 605. Vehicle drive shaft 615, in turn, transmits engine 155 torque through vehicle differential 620 (and/or through a transfer case 620 for four wheel drive vehicles), and thence to the wheels.

FIG. 6A also illustrates that the semi-hybrid vehicle system 600 includes transmission 610, which is coupled with transmission Power-Takeoff (“PTO” or “transmission PTO”) 625 at a downstream location. For example, FIG. 6A shows that transmission PTO 625 is coupled with transmission 610 proximate to shaft 615, which may be downstream of the last torque converter for transmission 610. In addition, FIG. 6A shows that transmission PTO 625 is operably coupled to clutch 635 via shaft 630, and that clutch 635 is also connected on an opposing side to self-charging motor 175. Self-charging motor 175, in turn, is further connected to clutch 145 via shaft 640, and thence to the air conditioning compressor 110, which pressurizes refrigerant for refrigeration means 105.

FIG. 6A further shows that the above-described components are electrically coupled to a number of different electrical components. For example, FIG. 6A illustrates one particular implementation in which self-charging motor 175 is also electrically coupled with controller module 645, and to both vehicle battery 180 and ultra capacitor 675 via battery controller 670. (By contrast, FIG. 6B illustrates an additional or alternative implementation in which self-charging motor 175 is separately connected to vehicle battery 180 via battery controller 670, and to ultra capacitor 675 via ultra capacitor controller 665). In the illustrated implementation of FIG. 6A, controller module 645 comprises an additional, physical module that is separate from A magnetic clutch controller 140. In additional or alternative implementations, however, controller module 645 comprises one or more sets of computer-executable instructions stored in magnetic clutch controller 140, which, when executed, cause one or more processors to execute one or more functions (such as described more fully below) through controller 140.

In any event, FIG. 6A shows that controller module 645 is electrically coupled with traction controller 650, power brake controller 655, and vehicle central computer 660. Similarly, battery controller is electrically coupled with vehicle battery 180 and ultra capacitor 675. In at least one implementation, battery controller 670 is connected to ultra capacitor 675 through manual safe switch 680 and automatic safe switch relay 683. In this implementation, automatic safe switch 683 can be further electrically connected with ignition switch 690, as well as hood switch 695, and/or airbag controller 685, such as shown. As with controller module 645, each of controllers 650, 655, and 670 can comprise any number of physical hardware and software components, such as electrical switches employed in a physical hardware module, as well as one or more memory and logic components comprising computer-executable instructions stored therein that instruct one or more hardware (and/or software) components to perform or execute a particular function.

As understood more fully below, the above-mentioned components can be used in at least one implementation to regenerate and recycle vehicle waste kinetic energy (e.g., during deceleration, or simply releasing the fuel application system—or gas pedal—and coasting whether or not decelerating) for use in acceleration, as well as in refrigerant compression. These advantages can all be accomplished without necessarily requiring the electric drive components and the large battery apparatus otherwise common with conventional hybrid vehicles. In particular, the fuel efficiency gains of a semi-hybrid vehicle system 600 in accordance with the present invention can be achieved at least in part using ultra capacitor 675, regardless of whether air conditioning system 100d is engaged or initiated. For example, clutch 635 is generally engaged when the vehicle is driving normally, regardless of whether air conditioning system 100d is on or off. (When air conditioning system 100d is turned off, clutch 635 is engaged and clutch 145 is disengaged, or left open.)

Because clutch 635 is engaged, self-charging motor 175 rotates with rotation of the shaft of transmission PTO 625 (and at the same speed), which rotates with shafts 605 and 615. In most cases, such as when the vehicle battery 180 charge is too low, or when the gas pedal has been released but the brakes have not yet been applied, self-charging motor 175 will act as an alternator, thus providing electrical power to vehicle battery 180. When vehicle waste kinetic energy is present, however, such as when the vehicle begins deceleration (e.g., the driver releases the gas pedal and applies the brakes), controller module 645 instructs battery controller 670 to instead pass the increased electrical power (and likely higher voltage) generated from self-charging motor 175 to ultra capacitor 675. This allows the ultra capacitor 675 to recapture the vehicle waste kinetic energy. In one implementation, this also allows self-charging motor 175 to provide some (or all) of the initial braking forces for the vehicle where deceleration is desired.

It this or alternative implementations, self-charging motor 175 generates power independently at two distinct voltages: a low-voltage (e.g., 12 V) system to charge the vehicle battery; and a higher power, higher voltage system to capture the much higher power levels associated with recapture of the vehicle waste energy to charge the ultra capacitor. For example, self-charging motor 175 can be configured with sufficient armature and stator windings so that self-charging motor 175 can operate either on the normal vehicle voltage system (e.g., 12 V), or some other higher power level system.

In general, operating on a higher voltage system setting will allow for greater power outputs with the attendant produce greater drag on shaft 630 by self-charging motor 175. As a result, controller module 645 can differentially instruct self-charging motor 175 to output different voltages in order to both capture all of the vehicle waste kinetic energy, and also perform the braking actions on the vehicle. In particular, when identifying a deceleration event (e.g., detecting brake application, or sensing reverse torque in shaft 605), controller module 645 can automatically instruct self-charging motor 175 to operate at a higher voltage system (e.g., higher than 12 V), and allow it to cause reverse torque in shaft 615, and, correspondingly, initial slowing of the vehicle.

In addition to this braking action from self-charging motor 175, controller module 645 also instructs battery controller 670 (where the new electrical power is received) to pass such generated electrical power to ultra capacitor 675, which stores it for later use. If the driver pushes harder on the brakes for additional stopping power, the controller module 645 can keep increasing the power (amperage) output of self-charging motor 175 to add drag to shaft 630 from self-charging motor 175, and hence drag to (slowing of) shaft 615, etc. Thus, the driver's initial brake application simply slows the vehicle at different rates using the drag from self-charging motor 175. In particular, the driver's pressing successively harder on the brake pedal causes the self-charging motor 175 to correspondingly charge the ultra capacitor 675 at different (increasingly higher) charge rates as it captures the regenerated vehicle waste kinetic energy.

After a certain point, however, the drag imparted by self-charging motor 175 may not be enough to slow or stop the vehicle as intended, and the actual physical brakes can automatically be seamlessly applied directly with the vehicle's brake pads. This provides additional braking force in addition to the drag of the self-charging motor 175. For example, upon reaching some preset threshold value, power brake controller 655 (in conjunction with vehicle central computer 660 and controller module 645) can begin also applying the ordinary vehicle brakes. Such preset threshold values might include a preset brake pedal pressure value, a potential wheel (tire) slip with the pavement (as identified by traction controller 650), or some maximum self-charging motor 175 power/current output value.

In any event, once the driver ends deceleration (e.g., begins accelerating or moving at a new, lower speed), controller module 645, together with the battery controller 670, directs the self-charging motor 175 to stop charging ultra capacitor 675. Since ultra capacitor 675 will have stored an amount of regenerated vehicle waste kinetic energy, ultra capacitor 675 can be used to power self-charging motor 175 to add torque to drive shaft 615, and thus reduce the load on engine 155. This can occur any number of ways.

For example, controller module 645 identifies a need for added torque, and so directs battery controller 670 to pass electrical power in ultra capacitor 675 to self-charging motor 175. Self-charging motor 175, in turn, translates the received electrical power into mechanical torque, which it uses to turn (or add torque to) shaft 630 via clutch 635. This torque on shaft 630 is then translated (e.g., via transmission PTO 625) through transmission 610 and ultimately to shaft 615. As a result, self-charging motor 175 provides shaft 615 with an additional source of torque beyond what is otherwise provided by engine 155. When the electrical power stored in ultra capacitor 675 is exhausted, however, the self-charging motor 175 stops providing torque to shaft 630 (or providing additional torque thereto), and reverts back to its idle mode, ready for the next deceleration event (or identification of vehicle waste kinetic energy).

A similar sequence to that described above can still occur in the event that the air conditioning system 105 is turned on, albeit with additional, parallel operations for compressing refrigerant. In at least one implementation, these parallel operations are also particularly designed to eliminate any jerking or jolting associated with engaging the air conditioning compressor during vehicle operation. For example, when vehicle waste kinetic energy occurs (i.e., the driver releases the fuel application system/gas pedal) and with air conditioning system 100d turned on, a very rapid automatic sequence can be initiated in which controller module 645 first disengages clutch 635 and engages clutch 145. Controller module 645 then directs battery controller 670 to send electrical power from vehicle battery 180 to self-charging motor 175.

Self-charging motor 175 then uses this vehicle battery 180 power to spin up compressor 110 until the rotation speed of compressor 110 matches the rotation speed of transmission PTO 625. Clutch 635 is then engaged. As both halves of clutch 635 are rotating at the same speed during such engagement, this ensures a smooth (non-jerking/jolting) transition for operating compressor 110. Power is then gradually reduced to self-charging motor 175 to allow the transmission PTO 625 to pick up the torque load to operate the compressor 110. This process is similar to “double clutching” a truck's manual transmission.

Thereafter, since controller module 645 has now engaged clutch 635 (both clutches 145 and 635 are engaged), compressor 110 is now powered ultimately through a series of couplings by shafts 605 and 630, instead of vehicle battery 180. In addition, and when vehicle waste kinetic energy is still present (e.g., deceleration is still occurring) self-charging motor 175 is also charging ultra capacitor 675 as described in the sequences above. When the driver begins again to resume speed or accelerate, however, both clutches 145 and 635 can remain engaged initially (if compressor 110 can still be charged) since ultra-capacitor 675 can be used to provide power ultimately to the drive shaft 615 via additional torque. This means in this instance that ultra capacitor 675 can be driving or adding torque to the vehicle wheels (via draft shafts 630, 615, etc.), but also powering refrigerant compressor 110 (assuming the maximum refrigerant compression level has not yet been reached).

Once the charge stored in ultra capacitor 675 is depleted, however, controller module 645 will disengage at least clutch 145 to ensure that compressor 110 does not add any drag on engine 155. Furthermore, and if not already changed, controller module 645 may also reset battery controller 670 and ultra capacitor controller 665 so that the battery charging voltage output (i.e., low voltage) from self-charging motor 175 is directed again to vehicle battery 180, rather than ultra capacitor 675.

In virtually all cases, therefore, controller module 645 primarily (or only) engages clutch 145 when vehicle waste kinetic energy is available (whether during a deceleration period, or while electrical power is still available in ultra capacitor 675, etc.). Furthermore, controller module 645 can additionally limit engagement of clutch 145 to those times in which refrigerant pressure falls below a predetermined minimum pressure threshold, and thus disengage if meeting or exceeding a predetermined maximum pressure level. As such, controller module 645 can disengage clutch 145 when the refrigerant pressure reaches a predetermined maximum pressure level, as well as in instances when the driver begins accelerating and there is no additional electrical power available from ultra capacitor 675.

In addition to the foregoing, the arrangement of components in FIG. 6A is particularly suited to allow use of an air conditioning system during times the vehicle is stopped, with or without the engine 155 running, and depending on the size of vehicle battery 180. This is due at least in part since compressor 110 is not solely dependent on rotation of shaft 605 for a power source. Specifically, if shaft 605 is not rotating, controller module 645 can disengage clutch 635 and maintain clutch 145 in an engaged state. Controller module 645 can then simply direct battery controller 670 to send electrical power from vehicle battery 180 to self-charging motor 175, which self-charging motor 175 then uses to turn shaft 640. As previously described, rotation of shaft 640 causes compressor 110 to charge refrigerant.

In addition, the components and apparatus described above can also be modified and/or configured with any number of different, additional or alternative components for efficiency or safety ends. For example, FIG. 6A shows that air conditioning system 100d can also include an automatic safety switch (relay) 683 to discharge the ultra capacitor 675 of any residual charge. Such residual charges may occur in cases such as when: a) the engine ignition is turned off, b) the vehicle hood is opened, or c) the vehicle air bag safety system is activated. FIG. 6A also shows that, in additional or alternative implementations, air conditioning system 100d can also include a prominently located manual switch 680 under the hood to provide a positive manual backup to discharging ultra capacitor 675.

FIG. 6B illustrates an additional or alternative implementation to that shown in FIG. 6A. In particular, FIG. 6B illustrates an implementation in which battery controller 670 is only used to control vehicle battery 180, rather than also ultra capacitor 675 via instructions from controller module 645. Specifically, FIG. 6B shows that self-charging motor 175 is electrically connected to vehicle battery through battery controller 670, and that self-charging motor 175 is connected to ultra capacitor 675 separately through ultra capacitor controller 665, thereby separating the two circuits. Both battery controller 670 and ultra capacitor controller 665 in this configuration are connected directly to self-charging motor 175 through their respective controllers 670, 665, and separately to controller module 645 also through the same respective controllers 670, 665.

At least one aspect of the connections and configurations of FIG. 6B is that these connections and configurations emphasize independence of the vehicle battery 180 circuits with respect to the ultra capacitor 675 circuits. That is, in FIG. 6B, neither the vehicle battery 180 nor the ultra capacitor 675 has anything to do with the other. In particular, neither the vehicle battery 180 nor the ultra capacitor 675 depends on the other for charge or power, necessarily, and neither necessarily provides power to another component based on some level of charge or power in the other, although it is possible that controller module 645 could be configured to enable this sort of interplay in some implementations.

Of course, this aspect of independence is inherent or otherwise possible in the configuration shown and described with respect to FIG. 6A, at least in part since the ultra-capacitor 675 and the vehicle battery 180 will likely operate at different voltages. Nevertheless, the independent implementation of FIG. 6B illustrates at least one configuration that can make the ultra-capacitor 675 and ultra-capacitor controller 665 particularly suited for inclusion into existing vehicles. For example, the separate ultra capacitor and corresponding controllers/circuitry can be included or provided via a new add-on kit, or via a minor change or addition to current vehicle manufacturing processes.

Accordingly, FIGS. 6A-6B and the corresponding text illustrate or describe a number of additional advantages that can be achieved in accordance with one or more implementations of the present invention. In particular, FIGS. 6A-6B and the corresponding text illustrate or describe one or more components configured to recapture the vehicle waste kinetic energy normally released and lost (as heat) during braking operations, while still utilizing a standard passenger car design format, and without having to resort to a typical hybrid design format employing electric motor wheel drive propulsion with its associated large, auxiliary battery pack assembly.

In addition, FIGS. 6A-6B and the corresponding text illustrate or describe one or more components and/or sequences that can eliminate entirely the vehicle jerk, and resultant passenger discomfort, normally felt when the air conditioning clutch is first engaged and the refrigerant compressor starts to run. As previously discussed, these and other features can be accomplished at least in part through use of an ultra capacitor, rather than a battery pack assembly, to store the large impulse of electrical power that is associated with the kinetic energy regeneration process during vehicle braking.

As previously mentioned, the designs, components, and mechanisms described throughout this specification can be applied to virtually any existing vehicle, regardless of the type of fuel consumed by the vehicle (e.g., traditional gasoline, diesel, or even newer alternative fuels such as ethanol, electric power, biodiesel, hydrogen, etc.) Furthermore, the designs, components, and mechanisms described herein can be not only applied but also added in a retrofit kit to any existing automobile without necessarily having to make expensive, drastic changes to the automobile. In particular, at least one implementation of a kit can be provided that includes an ultra capacitor, a separate controller module, a self-charging motor, and a few additional coupling components for coupling the self-charging motor to a transmission PTO and an air conditioner compressor.

In one implementation, simply adding the ultra-capacitor (and corresponding controller/circuitry) as a separately controlled add-on kit, or as part of a vehicle manufacturing process, can significantly reduce engine fuel consumption on virtually any vehicle. In particular, these components can be added and configured into virtually any conventional vehicle (new or preexisting) to make virtually any vehicle a hybrid-style vehicle that benefits from the aforementioned, significantly improved fuel consumption effects. Importantly, however, the components mentioned herein (e.g., including the ultra capacitor and corresponding circuitry) can even be added to existing and new vehicles more easily, and far less expensively, than is typically required in conventional hybrid vehicles, since conventional vehicles require very large, expensive batteries and complex electrical systems. Accordingly, implementations of the present invention can provide fuel economy savings to virtually any vehicle at relatively minimal cost.

One will appreciate that the (greatly) added energy efficiency provided directly by an ultra capacitor over a vehicle battery is at least partly due to the fact that the ultra capacitor stores and provides energy directly without conversion. Specifically, an ultra capacitor stores electrical energy without conversion to chemical battery storage or without retrieval and conversion from chemical battery storage vehicle waste kinetic back to electrical power, as with a conventional vehicle battery (including hybrid vehicle batteries). Furthermore, ultra capacitors, capable of accepting a given power surge from the regeneration of vehicle waste kinetic energy, tend to be much lighter weight and much smaller than conventional hybrid batteries that can accept the same power surge.

The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes that come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

1. A vehicle system configured to utilize a vehicle's waste kinetic energy, comprising:

a self-charging motor mechanically coupled to a vehicle shaft, the vehicle shaft being coupled to a combustion engine;

a vehicle battery;

an ultra capacitor electrically coupled to the self-charging motor; and

a controller module configured to direct electrical power to be stored in the ultra capacitor when the electrical power is generated by the self-charging motor during application of vehicle brakes in response to rotation by the vehicle shaft.

2. The system as recited in claim 1, wherein the controller module instructs a switch from delivering the generated electrical power to the ultra capacitor to delivering the generated electrical power to a vehicle battery, when vehicle waste Akinetic energy is available but the vehicle brakes are not being applied.

3. The system as recited in claim 2, further comprising one or more safety switches disposed between the ultra capacitor and one of an ultra capacitor controller or a battery controller.

4. The system as recited in claim 1, wherein the controller module is further configured to, during acceleration, direct the previously generated electrical power stored in the ultra capacitor to power the self-charging motor.

5. The system as recited in claim 4, wherein the controller module is further configured to differentiate the voltage output of the self-charging motor in response to initial application of the vehicle brakes.

6. The system as recited in claim 5, further comprising a power brake controller, wherein the power brake controller and the controller module are configured to decelerate the vehicle system through a combination of slowing caused by the self-charging motor, and of vehicle brakes.

7. The system as recited in claim 4, wherein the self-charging motor is configured to translate the previously generated electrical power stored in the ultra capacitor into torque applied to the vehicle shaft, such that the self-charging motor accelerates the semi-hybrid vehicle with prior, regenerated vehicle waste kinetic energy from the ultra capacitor.

8. The system as recited in claim 7, wherein the self-charging motor is connected to the combustion engine via the vehicle shaft and first clutch, and to a refrigerant compressor via another vehicle shaft and second clutch.

9. The system as recited in claim 8, wherein the controller module is further configured to charge one or both of the ultra capacitor and the refrigerant compressor through differential engagement of the first and second clutches.

10. The system as recited in claim 9, wherein the controller module is further configured to engage the first and second clutches at the same time during one or both of:

(i) identifying the presence of vehicle waste kinetic energy; or

(ii) identifying the presence of electrical power stored in the ultra capacitor from prior vehicle waste kinetic energy.

11. The system as recited in claim 9, wherein the controller module is further configured to disengage one of the first or second clutches, and thereby disengage the refrigerant compressor, when a corresponding air conditioning system for the vehicle is turned off.

12. The system as recited in claim 1, wherein the self-charging motor is configured for dual voltage output, wherein the self-charging motor can output two different voltages simultaneously.

13. The system as recited in claim 1, wherein the self-charging motor is configured to switch between sending a low voltage output to the vehicle battery, and sending a high power output to the ultra capacitor vehicle waste energy is detected.

14. In a vehicle having a vehicle battery, a method of using an ultra capacitor and a self-charging motor to increase fuel efficiency through recovery and use of vehicle kinetic waste energy, comprising the steps of:

identifying the presence of vehicle waste kinetic energy;

engaging a self-charging motor, wherein the self-charging motor translates mechanical energy from a rotating shaft into electrical power representing the vehicle waste kinetic energy;

storing the electrical power representing the identified vehicle waste kinetic energy in an ultra capacitor; and

engaging the self-charging motor with the stored electrical power from the ultra capacitor to accelerate the vehicle.

15. The method as recited in claim 14, wherein storing the electrical power further comprises switching an electrical connection with the self-charging motor from the vehicle battery to the ultra capacitor.

16. The method as recited in claim 14, further comprising:

identifying that a braking system for the vehicle has been engaged; and

increasing a voltage output of the self-charging motor to the ultra capacitor, wherein the associated increased electrical power output causes the self-charging motor to slow down the vehicle.

17. The method as recited in claim 14, further comprising:

identifying that an air conditioning system for the vehicle has been engaged; and

synchronizing rotation speed of the transmission PTO with rotation speed of the refrigerant compressor.

18. The method as recited in claim 17, wherein synchronizing the rotation speeds of the transmission PTO and the refrigerant compressor further comprises:

disengaging a connection between the transmission PTO and the self-charging motor;

powering the refrigerant compressor by the self-charging motor with electrical power from the vehicle battery;

identifying synchronization of rotation speeds between a shaft of the refrigerant compressor and a shaft of the transmission PTO; and

upon identifying synchronization, engaging a clutch between the refrigerant compressor and the transmission PTO, wherein powering the refrigerant compressor from the vehicle battery is slowly reduced to allow full powering of the refrigerant compressor through the transmission PTO.

19. A semi-hybrid vehicle system configured to utilize mechanical waste energy from vehicle deceleration, comprising:

a self-charging motor mechanically coupled to a combustion engine via a first clutch and to a refrigerant compressor via a second clutch;

a transmission PTO coupled to the self-charging motor via the first clutch; and

a controller module electrically coupled to a vehicle battery, to an ultra capacitor, and to the self-charging motor;

wherein the controller module is configured to operate the refrigerant compressor through the self-charging motor using vehicle waste energy provided from one of the transmission PTO, the vehicle battery, or the ultra capacitor, depending on one or both of: (i) release of a fuel application system; or (ii) application of a vehicle braking system.

20. The semi-hybrid vehicle system as recited in claim 19, wherein the semi-hybrid vehicle is configured to provide power to engage the refrigerant compressor with one of the vehicle battery when the semi-hybrid vehicle engine is stopped, or with the ultra capacitor immediately after application of the vehicle brakes.

21. The semi-hybrid vehicle system as recited in claim 20, wherein the semi-hybrid vehicle is further configured to temporarily disengage the transmission PTO while powering the refrigerant compressor, such that the semi-hybrid vehicle can synchronize a rotation speed of the refrigerant compressor with a rotation speed of the transmission PTO.

22. The semi-hybrid vehicle system as recited in claim 20, wherein the semi-hybrid vehicle is configured to, in conjunction with the first and second clutches, engage both the transmission PTO and the refrigerant compressor during vehicle deceleration.

23. A vehicle system configured to tie together operation of the vehicle's braking system, electrical system, and air conditioning system in order to maximize fuel consumption efficiency, comprising:

a braking system coupled with a braking controller;

an electrical system that communicatively couples a vehicle battery and an ultra capacitor to a controller module; and

a multi-mode self-charging motor coupled to the controller module, to the vehicle battery, to the ultra capacitor, and to the air conditioning system;

wherein the controller module and self-charging motor are configured to, upon detecting application of the vehicle brakes, decelerate the vehicle system by increasing electrical output of the self-charging motor to the ultra capacitor.

24. The vehicle system as recited in claim 23, wherein the self-charging motor is configured to send a low voltage output to the vehicle battery, and immediately switch output to the ultra capacitor upon detecting application of the vehicle brake pedal.