WO2001038803A1

WO2001038803A1 - High performance automotive hvac architecture

Info

Publication number: WO2001038803A1
Application number: PCT/US2000/032002
Authority: WO
Inventors: Nikolaos A. Adonakis
Original assignee: Textron Automotive Company Inc.
Priority date: 1999-11-24
Filing date: 2000-11-22
Publication date: 2001-05-31
Also published as: CA2392677A1; AU2045501A; EP1238235A4; EP1238235A1; WO2001038803A9

Abstract

An automotive climate control system (200) is disclosed having heating (216, 218) and cooling (214) elements located at the exits of separate air ducts (206A, 206B). The elements (214, 216 and 218) are positioned at the end of the ducts closest to the occupants to reduce thermal losses in the system (200). The system (200) has a heating element (216, 218) positioned in a separate duct from the cooling element (214), which allows the system (200) to dispense heated air through certain air outlets and cool air through other air outlets simultaneously. The cooling element (214) is located in a duct (206B) spaced above the heating element (216, 218) to benefit from the physics of hot air rising and cool air sinking. The system (200) has the heating element (216, 218) and the cooling element (214) in parallel ducts (206A, 206B) to reduce the overall pressure drop of the system (200).

Description

HIGH PERFORMANCE AUTOMOTIVE HVAC ARCHITECTURE

The present invention relates to a heating, ventilation, and air conditioning systems for a vehicle such as a car, van, or truck.

Automotive air conditioning systems have been around for many years. In

general, the automotive air conditioning system controls the temperature and humidity

of air entering a vehicle compartment. Throughout this disclosure, the term "air

condition system" refers to any air handling system that increases and/or decreases the

temperature and/or humidity of the air entering the system. These air conditioning

systems can be operated in a FRESH mode and a RECIRCULATE mode. In FRESH

mode, the entering air enters the system from outside the vehicle and in RECIRCULATE mode, the entering air enters the system from within the vehicle.

The air is moved by a blower and is distributed throughout the vehicle through a series

of ducts. The ends of the ducts are located around the vehicle to allow the air to be

directed to a plurality of different locations. The driver or passenger is capable of

selecting which duct or ducts the air will exit the system by manipulating controls

located on the instrument panel. The air can be directed towards the front windshield,

side windows, the driver and passenger's feet, or the driver and passenger's torso. Air

directors located at the ends of the ducts allow the occupant to redirect the exiting air

or shut off the flow of air from that duct. Blower speed controls on the instrument

panel also allow the driver or passenger to select the appropriate speed of the air

exiting the ducts. The air conditioning systems can be operated in a HEATING mode or a

COOLING mode. The system can be operated in the HEATING mode to increase the compartment temperature and in the COOLING mode to decrease the compartment

temperature. A heater core located in the ducts on the interior side of the vehicle

firewall is coupled to the engine coolant system on the exterior of the firewall. A valve located between the heater core and the engine coolant system controls the temperature of the heater core by adjusting the flow. The temperature of the heater

core is user adjustable. A single heater core is most often located near the air inlet.

Air entering the system must travel across the heater core before exiting the system.

An evaporator core located in the ducts on the interior side of the vehicle firewall is

coupled to a condenser coil located in the engine compartment. The evaporator core

is most often located near an air inlet. Air entering the system must travel across the

evaporator core before exiting the system. The further the heater core or the

evaporator core is from the intended air exit, the greater the thermal losses are to the

surrounding air ducts.

Figure 1 shows a simplified air conditioning system 100 of the prior art. Fresh

air FA from outside the vehicle can enter the system 100 through a duct 102.

Recirculated air RA from inside the vehicle can enter the system 100 through a duct

104. The system 100 determines the mix of fresh air FA or recirculated air RA that

will enter duct 106 by adjusting dampers 108 and 1 10. The entering air EA is drawn

into the duct 106 by a fan 112. The entering air EA then must travel over an

evaporator core 1 14 and a heater core 116 located in series in the duct 106. Both the

evaporator core 1 14 and the heater core 116 have an associated pressure drop P 1 and P2 respectively. The pressure drop P 1 and P2 is encountered by the entering air EA

regardless of whether the system is in heating mode or cooling mode. This pressure

drop wastes energy. After the entering air is conditioned by the evaporator core 1 14

or the heater core 1 16 the air is distributed through a plurality of ducts 1 18, 120, and

122 to different locations within the vehicle. Duct 118 directs air towards the vehicle

windshield, duct 120 directs air toward the occupants^* torso, and duct 122 directs air

towards the occupants^" feet. An Air director 124 can be used to redirect air exiting the

duct 120. The air director 122 is user adjustable. Dampers 126, 128. and 130 located within the ducts determine how much air goes through each duct. The dampers are

user adjustable by controls located on the instrument panel.

Due to the series location of the cores 1 14 and 1 16, the system 100 is

incapable of simultaneously delivering hot air to one duct, for example 1 18 and cool

air to another duct, for example 122. Due to the great distance between the cores 1 14

and 1 16 and the ends 132, 134, and 136 of the ducts 1 18, 120, and 122, the system

suffers from thermal losses in the ducts. These thermal loses result in the heating or

cooling of the instrument panel instead of the vehicle compartment. These thermal

losses waste energy.

In accordance with the present invention, a novel climate control system is

disclosed for a vehicle. The system has a fan for causing the movement of air through

a first duct and a second duct. Each duct having a first end and a second end, the first

end in fluid communication with the fan and the second end positioned to direct the

moving air towards the vehicle compartment. A positionable damper controls the

amount of air that enters the first and the second ducts. A cooling element is located within the first duct such that air traveling across the cooling element tends to

decrease in temperature, and a heating element is located within the second duct such that air traveling across the heating element tends to increase in temperature. The

novel climate control system has a heating element and a cooling element positioned

in a plurality of ducts such that air travels across the heating element only when there

is a request for the moving air to be heated and only across the cooling element when

there is a request for the moving air to be cooled.

As a result of this novel structure, a smaller heating element and a smaller

cooling element can be used due to significantly reduced thermal losses within the

system. A smaller fan can also be used due to a reduced pressure drop associated with

the heating element and the cooling element being in parallel ducts instead of in a

series duct. The novel system can simultaneously force heated air to exit certain ducts

and cooled air to exit other ducts.

Advantages of the present invention will be readily appreciated, as the same

becomes better understood by reference to the following detailed description, when

considered in connection with the accompanying drawings wherein:

FIG 1 is a simplified schematic of an air conditioning system according to the

prior art ; FIG.2 is a perspective view of a first embodiment heating, ventilation, and air-

conditioning (HVAC) assembly consistent with the present invention;

FIG.3 is cross-section of the heating, ventilation, and air-conditioning (HVAC)

assembly shown in FIG 2; FIG. 4 is a perspective view of a second embodiment heating, ventilation, and

air-conditioning (HVAC) assembly consistent with the present invention;

Figure 5 is a perspective view of a valve consistent with the present invention;

Figure 6 is a diagram showing the operation of the valve of Figure 5; and Figure 7 is a section view of a third embodiment heating, ventilation, and air-

conditioning (HVAC) assembly consistent with the present invention.

Referring to the Figures, wherein like numerals indicate like or corresponding

parts throughout the several views, an automotive climate control system comprising a

heating, ventilation, and air-conditioning (HVAC) assembly is shown at 10.

As shown in FIG. 2 an HVAC assembly 10 of the present invention is shown

incorporated into an instrument panel 12. Alternatively, the HVAC assembly 10

could be incorporated into any location in the vehicle interior space including, but not

limited to, side trim panels such as door panels and quarter panels, consoles,

headliners, package trays, and pillars. Also alternatively, the HVAC assembly 10 does

not have to be incorporated into any specific vehicle structure, but may be contained

in its own housing which may be assembled to or adjacent other vehicle components.

For example, the HVAC assembly 10 could be provided as a separate console or

center stack which is ultimately attached or assembled adjacent to the instrument

panel 12 or related structures. As best shown in FIG 3, cooled air 42 from the HVAC assembly 10 is

provided from air path 14. Additionally, heated air 52 from the HVAC assembly 10 is

provided from air path 16. Both cooled and heated air paths 14, 16 may pass though

air outlets, as shown at 18, 20, respectively, located in the instrument panel 12. The air outlets 18, 20 of the instrument panel 12 may be provided with air directors 22, 24

for redirecting the air paths 14, 16 into the vehicle interior space. Alternatively, although not illustrated, cooled and heated air may be provided into the vehicle

interior space though a singular air path. Furthermore, any particular air path may be

subdivided into multiple channels, for instance towards the driver and passenger sides

of the vehicle, by means of ducts or similar arrangements.

A management system 30 controls the operation of the fan 28 to draw inlet air

26 into the air conditioning system. The fan is driven by a motor 56. The

management system 30 is capable of controlling the rotational speed of the fan 28 and

the make up of the inlet air 26. As used in this specification inlet air 26 may be

composed of air from outside the vehicle, air from inside the vehicle, or a combination

thereof. The management system 30 is also capable of controlling dampers 36 and 38

located in series with ducts 32 and 34 respectively. By adjusting the dampers 36 and

38, the management system can control how much of the inlet air 26 enters duct 32

and 34 respectively. The inlet air 26 may be directed towards, but not limited to, the

windshield, floor, interior space, or combination thereof. The management system 30

is capable of receiving inputs from the occupants through control located on the front

of instrument panel 12.

As shown in FIG 3, inlet air 26 provided from fan 28 may be directed into air

ducts 32 or 34. Control of the inlet air 26 through the air ducts 32 and 34 is provided

by doors 36 and 38 respectively. Thus, more or less inlet air 26 can be directed

though air ducts 32 and 34 depending on the degree to which doors 36 and 38 are

opened or closed, respectively. In the cooling mode, damper 36 is open, which allows inlet air 26 to pass through cooling system 39. Cooling system 39 may comprise a cooling element such

as an evaporator core 40. The evaporator core 40 may be coupled to a compressor

located in engine compartment on the engine side of the firewall. The compressor

may be controlled by the management system 30. Alternatively, although not

illustrated, the cooling system 39 may include any other type of heat exchanger to cool

the inlet air 26. The cooled air 42 then exits the cooling system 39 as provided by air

path 14. Preferably, in order to minimize thermal losses associated with airflow

distance, the cooling system 39 should be provided in such a position as to reduce the

length of air path 14 (as measured from the exit from the cooling system 39 to the air

outlet 18). For example, as shown in FIG. 3, the cooling system 39 is provided within

the duct 32 on the inside of the vehicle space or firewall 44. More preferably, the

cooling system 39 can be provided within the structure of the instrument panel 12.

More preferably, the cooling system 39 can be provided in close proximity to the

upper air outlets 18. More preferably, the cooling system 39 can also be provided

adjacent the upper portion of the instrument panel 12. This will minimize not only

thermal loss associated with airflow distance, but also minimize thermal losses

associated with cooling the instrument panel structure itself.

In the heating mode, damper 38 is open, which allows inlet air 26 to pass

through heating system 46. Heating system 46 may comprise a Positive Temperature

Coefficient (PTC) device 48 and/or a heater core 50. The heater core 40 may be

coupled to the vehicle coolant system located in engine compartment on the engine

side of the firewall. The temperature of the heater core may be controlled by a valve in series with the coolant system, the valve controllable by the management system

30. Alternatively, the heating system 46 may include an electrical heater or any other

type of heat exchanger to heat the inlet air 26. The PTC or electrical heater can be

used to heat the inlet air prior to the heater core 50 coming up to temperature. The

heated air 52 then exits the heating system 46 as provided by air path 16. Preferably,

in order to minimize thermal losses associated with airflow distance, the heating

system 46 should be provided in such a position as to reduce the length of air path 16

(as measured from the exit from the heating system 46 to the air outlet 20). For

example, as shown in FIG. 3, the heating system 46 is provided within the duct 34 on

the inside of the vehicle space or firewall 44. More preferably, the heating system 46

can be provided within the structure of the instrument panel 12. More preferably, the

heating system 46 can be provided in close proximity to the lower air outlets 20.

More preferably, the heating system 46 can also be provided adjacent the lower

portion of the instrument panel 12. This will minimize not only thermal loss

associated with airflow distance, but also minimize thermal losses associated with

heating the instrument panel structure itself.

FIG. 4 shows a second embodiment air conditioning system 200. Inlet air 26

is drawn into the system 200 by a fan 212 driven by a motor 250. In the embodiment

shown, the motor 250 is mounted to a firewall 210. The inlet air 26 can be a mix of

fresh air from a fresh air duct 202 or a recirculated air duct 204. A damper 208

adjusts the make up of the inlet air 26. Inlet air 26 first enters a duct 206. Dampers

240 and 242 are positionable to allow the inlet air to travel from duct 206 into duct 206A and/or 206B. When damper 240 is open, inlet air can travel into duct 206A and when damper 242 is open, inlet air can travel into duct 206B.

In the cooling mode, damper 242 is open and damper 240 is closed, which

allows inlet air 26 to pass through cooling system 239. Cooling system 239 may

comprise a cooling element such as an evaporator core 214. The evaporator core 214

maybe coupled to a compressor located in engine compartment on the engine side of

the firewall. The compressor may be controlled by a management system 230.

Alternatively, although not illustrated, the cooling system 239 may include any other

type of heat exchanger to cool the inlet air 26. The cooled air 242 then exits the

cooling system 239 as provided by air path 254. The cooled air 242 can then be

directed to different air outlets 218, 232, 234, and/or 236 by a valves 226 and 230 and

dampers 244, and 258 (to be discussed below). Preferably, in order to minimize

thermal losses associated with airflow distance, the cooling system 239 should be

provided in such a position as to reduce the length of air path 254 (as measured from

the exit from the cooling system 239 to the air outlet 218). As shown in FIG. 4, the

cooling system 239 is provided within the duct 206B on the inside of the vehicle space

or firewall 210. More preferably, the cooling system 239 can be provided within the

structure of an instrument panel 12 (See Figure 2). More preferably, the cooling

system 239 can be provided in close proximity to the upper air outlets 18. More

preferably, the cooling system 239 can also be provided adjacent the upper portion of

the instrument panel 12. This will minimize not only thermal loss associated with

airflow distance, but also minimize thermal losses associated with cooling the

instrument panel structure itself. A tube 264 can be coupled to the left side and right sides of the duct 206B to allow air to travel to the left-hand and right-hand sides of the vehicle.

In the heating mode, damper 242 is closed and damper 240 is open, which

allows inlet air 26 to pass through heating system 246. Heating system 246 may

comprise a heating element such as a Positive Temperature Coefficient (PTC) device

218 and/or a heater core 216. The heater core 216 maybe coupled to the vehicle

coolant system located in engine compartment on the engine side of the firewall. The

temperature of the heater core may be controlled by a valve in series with the coolant system, the valve controllable by the management system 230. Alternatively, the

heating system 246 may include an electrical heater or any other type of heat

exchanger to heat the inlet air 26. The PTC 218 or electrical heater can be used to

heat the inlet air prior to the heater core 216 coming up to temperature. The heated air

252 then exits the heating system 246 as provided by air path 256. The heated air 252

can then be directed to different air outlets 218, 232, 234, and/or 236 by a valves 226

and 230 and dampers 244, and 258 (to be discussed below). Preferably, in order to

minimize thermal losses associated with airflow distance, the heating system 246

should be provided in such a position as to reduce the length of air path 256 (as

measured from the exit from the heating system 246 to the air outlet 20). As shown in

FIG. 4, the heating system 246 is provided within the duct 206A on the inside of the

vehicle space or firewall 210. More preferably, the heating system 246 can be

provided within the structure of the instrument panel 12 (see figure 2). More

preferably, the heating system 246 can be provided in close proximity to the lower air

outlets 20. More preferably, the heating system 246 can also be provided adjacent the lower portion of the instrument panel 12. This will minimize not only thermal loss

heating the instrument panel structure itself.

A duct 266 extends upward from valve 230. Located in the duct 266 is the

damper 258. The damper 258 can be positioned to allow air from valve 230 to either

go through duct 262 towards air outlet 232 or through duct 260 towards valve 226. In

the embodiment of Figure 4, dampers 240, 242, and 258 are shown in their "closed"

position and damper 244 is shown in its "open" position.

Figure 5 shows a first embodiment of a valve 300 consistent with the present

invention. The valve 300 comprises a first tube 304 positioned with in second tube

302. Outer tube 302 has a plurality of openings 306A- 306D distributed about the

periphery and inner tube 304 has a plurality of openings 308A- 308D distributed about

the periphery. The tubes 302 and 304 are rotatable relative to each other and can be

controlled by the management system 270.

After the heated air 252 or the cooled air 242 has passed over or through the

heating system 246 or the cooling system 239, the air can then directed to a plurality

of air outlets 218, 232, 234, and 236 by valves 226 and 230 and dampers 244 and 258.

The heating system 246, the cooling system 239, all the dampers 208, 240, 242, 244,

and 258 and valves 226 and 230 are controllable by the management system 270.

Figure 6 shows the many ways the air can be redirected by the valves 226 and

230. The valves are positionable in a plurality of positions. In order to direct the air

to the proper outlet, the management system 270 manipulates the position of tubes

302 and 304 into a plurality of positions. In position PI, air entering the valve from the left can travel straight through the valve and exit on the right-hand side. In position P2, air entering the valve from the left can be directed upward and exit the

top of the valve. In position P3, air entering the valve from the left can be directed

downward and exit the bottom of the valve. In position P4, air entering the valve

from the left can travel straight through the valve and exit on the right-hand side and

can also be directed upward and exit the top of the valve. In position P5, air entering

the valve from the left can be directed downward and exit the bottom of the valve and

can also be directed upward and exit the top of the valve. In position P6, air entering

the valve from the left can travel straight through the valve and exit on the right-hand

side and can also be directed downward and exit the bottom of the valve. In position

P7, air entering the valve from the left is prevented from traveling through the valve.

In position P8, air entering the valve from the left can travel straight through the valve

and exit on the right-hand side, can be directed downward and exit the bottom of the

valve, and can also be directed upward and exit the top of the valve. In position P9,

air entering the valve from the top can be directed towards the right and exit the right-

hand side. In position P 10, air entering the valve from the top can travel straight

through the valve and exit the bottom of the valve and can also be directed towards

the right and exit the right-hand side. In position PI 1 , air entering the valve from the

top can travel straight through the valve and exit the bottom of the valve. In position

PI 2, air entering the valve from the top is prevented from traveling through the valve.

In position PI 3, air entering the valve from the bottom can travel straight through the

valve and exit the top of the valve. In position PI 4, air entering the valve from the

bottom can travel straight through the valve and exit the bottom of the valve and can also be directed towards the right and exit the right-hand side. In position PI 5, air

entering the valve from the bottom can be directed towards the right and exit the right-

hand side. In position PI 6, air entering the valve from the bottom is prevented from

traveling through the valve.

The management system 270 of the present invention is capable of directing

heated and/or cooled air to any air outlet by properly positioning valves 226 and 230

and dampers 240, 242, 244, and 258. The flexibility of the present system will be

shown using several examples. The system can provide cooled air to air outlet 234 by opening damper 242 and 258, closing dampers 240 and 244, positioning valve 226 in

position P3 and valve 230 in position P9, and enabling the cooling system 239. By

changing the position of valve 230 to position PI 1 , the system can provide cooled air

through air outlet 236. By changing the position of valve 230 to position PI 0, the

system can provide cooled air through air outlet 234 and 236. By changing the

position of valve 226 to position P6, the system can provide cooled air through air

outlet 218, 234 and 236.

The system can provide heated air to air outlet 232 by opening damper 240 and

244, closing damper 242 and 258, positioning valve 226 in position P7 and valve 230

in position P2. and enabling the heating system 246. By opening damper 258 and

changing valve 226 to position PI 5, the system can provide heated air fo air outlet

218. By changing valve 230 to position P8, the system can provide heated air to air

outlets 218, 234, and 236. The system can provide cooled air to air outlet 218 and provide warm air to air

outlet 236 by opening damper 240 and 242, closing dampers 244 and 258, positioning 1 valve 226 in position PI and valve 230 in position P3, and enabling both the cooling

2 system 239 and the heating system 246.

3 The system can provide air to the vehicle compartment that is a mixture of

4 cooled and heated air. The system mixes the cooled and heated air together within the

5 system prior to the air entering the vehicle compartment.

6 Many other combinations are possible by changing the positions of the

7 dampers and valves and turning the heating element and/or the cooling element on or

8 off.

9 The location of the heating element in the lower duct 206 A allows the system

10 to benefit from the fact that hot air rises and the location of the cooling element in the

11 upper duct 206B allows the system to benefit from the fact that cool air sinks. By

12 locating the heating element and the cooling element in parallel duct, the system

13 benefits by having the pressure drop associated with the heating element only when

14 there is a request for the air to be heated and by having the pressure drop associated

15 with the cooling element only when there is a request for the air to be cooled.

16 Figure 7 shows a third embodiment of the present invention. This

17 embodiment is similar to the second embodiment shown in Figure 4 except the two

18 dampers 240 and 242 of Figure 4 are replaced by a single damper 242'.

19 In a fifth embodiment, the valves 226 and 236 are each replaced by a plurality

20 of valves, preferably two, arranged end-to-end. Having two valves arranged end-to- ø 21 end allows even greater flexibility. By properly controlling the plurality of valves and r>

22 dampers and the heating and cooling elements, the system is capable of directing heated air out the right side of air outlet 18 while simultaneously directing cooled air

out the left side of air outlet 18. Other combinations are also possible. It should be understood that, while the present invention has been described in

detail herein, the invention can be embodied otherwise without departing from the

principles thereof, and such other embodiments are meant to come within the scope of

the present invention as defined in the following claim(s)

Claims

1. A climate control system 10, 200 for a motor vehicle compartment, comprising:

a fan 28, 212 for causing the movement of air,

a first duct 32, 206B having a first end and a second end, the first end in fluid

communication with the fan and the second end positioned to direct the moving air

towards the vehicle compartment,

a second duct 34, 206A having a first end and a second end, the first end in

fluid communication with the fan and the second end positioned to direct the moving air towards the vehicle compartment,

a first damper 36, 242, the first damper positionable in a first position and a

second position, in the first position the first damper allows air to travel from the fan

to the second end of the first duct, and in the second position, the first damper

prevents air from reaching the second end of the first duct,

a second damper 38, 240, the second damper positionable in a first position

and a second position, in the first position the second damper allows air to travel from

the fan to the second end of the second duct, and in the second position, the second

damper prevents air from reaching the second end of the second duct,

a cooling element 40, 214 located within the first duct such that air traveling

across the cooling element tends to decrease in temperature, and

a heating element 48, 50, 216, 218 located within the second duct such that air

traveling across the heating element tends to increase in temperature.

2. The climate control system of claim 1 , wherein the second duct is located a

spaced distance below the first duct.

3. The climate control system of claim 1 , wherein the first and second dampers

are positionable in a plurality of positions between their respective first positions and

their second positions.

4. The climate control system of claim 3, wherein the position of the first damper

and the second damper sets the percentage of the air from the fan that will travel in the

first duct and the second duct.

5. The climate control system of claim 3, further comprising a controller to

control the positions of the first and second dampers to adjust the amount of air

traveling in the first duct and the second duct.

6. The climate control system of claim 1 , further comprising a controller to adjust

the RPM of the fan.

7. The climate control system of claim 1 , further comprising a controller to adjust

the average temperature of the heating element.

8. The climate control system of claim 1 , further comprising a controller to adjust

the maximum temperature of the heating element.

9. The climate control system of claim 1 , wherein the heating element is located in close proximity to the second end of the second duct.

10. The climate control system of claim 1, wherein the cooling element is located

in close proximity to the second end of the first duct.

1 1. The climate control system of claim 1 , wherein the heating element is located

in close proximity to the second end of the second duct and the cooling element is

located in close proximity to the second end of the first duct.

12. A climate control system 200' for a motor vehicle compartment, comprising:

a fan 212' for causing the movement of air,

a first duct 206B' having a first end and a second end, the first end in fluid

towards the vehicle compartment,

a second duct 206A' having a first end and a second end, the first end in fluid

communication with the fan and the second end positioned to direct the moving air towards the vehicle compartment,

a damper 242' positionable in a first position and a second position, in the first

position the damper allows air to travel from the fan to the second end of the first

duct, and in the second position, the damper allows air to travel from the fan to the

second end of the second duct, a cooling element 214' located within the first duct such that air traveling across the cooling element tends to decrease in temperature, and

a heating element 216', 218' located within the second duct such that air

traveling across the heating element tends to increase in temperature.

13. The climate control system of claim 12, wherein the second duct is located a

spaced distance below the first duct.

14. The climate control system of claim 12, wherein the damper is positionable in

a plurality of positions between the first position and the second position.

15. The climate control system of claim 14, wherein the position of the damper

sets the percentage of the air from the fan that will travel in the first duct and the

second duct.

16. The climate control system of claim 14, further comprising a controller to

control the position of the damper to adjust the amount of air traveling in the first duct

and the second duct.

17. The climate control system of claim 12, further comprising a controller to

adjust the RPM of the fan.

18. The climate control system of claim 12, further comprising a controller to

adjust the average temperature of the heating element.

19. The climate control system of claim 12, further comprising a controller to

adjust the maximum temperature of the heating element.

20. A climate control system 10, 200, 200' for a motor vehicle compartment,

comprising:

a fan 28, 212, 212' capable of moving air,

a heating element 48, 50, 216, 216', 218, 218',

a cooling element 40, 214, 214',

a plurality of ducts 32, 34, 206A, 206A', 206B, 206B', the heating and cooling

elements positioned in the ducts such that moving air travels across the heating

element only when there is a request for the moving air to be heated and only across

the cooling element when there is a request for the moving air to be cooled.

21. The climate control system of claim 20, further comprising a damper for

directing the air into the duct with the heating element when there is a request for the

air to be heated and for directing air into the duct with the cooling element when there

is a request for the air to be cooled.

22. The climate control system of claim 21 , further comprising a controller to

control the position of the damper to adjust the amount of air traveling in the duct with the heating element and the amount of air traveling in the duct with the cooling element.

23. The climate control system of claim 20, further comprising a first damper for

air to be heated and a second damper for directing air into the duct with the cooling element when there is a request for the air to be cooled.

24. The climate control system of claim 20, further comprising a controller to

adjust the RPM of the fan.

25. The climate control system of claim 20, further comprising a controller to

adjust the average temperature of the heating element.

26. The climate control system of claim 20, further comprising a controller to

adjust the maximum temperature of the heating element.

27. A process for simultaneously heating and cooling a vehicle compartment,

comprising:

separating incoming air into a first duct and a second duct,

directing incoming air in the first duct to travel over a heating element and

then into the vehicle compartment, and directing incoming air in the second duct to travel over a cooling element and

then into the vehicle compartment.