Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/32—Cooling devices
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices
  • B60H1/32—Cooling devices
  • B60H1/3204—Cooling devices using compression
  • B60H1/3222—Cooling devices using compression characterised by the compressor driving arrangements, e.g. clutches, transmissions or multiple drives
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
  • B60H1/00—Heating, cooling or ventilating [HVAC] devices

Definitions

• the present application relates to an air conditioner system having a self-sustained power supply, and more particularly to an autogenic energy generating apparatus that can be included in the self-sustaining power supply device.
• An air conditioner that uses an engine vehicle to continuously provide the required power.
• a related air conditioner system 11 of the automobile 1 has a related configuration diagram as shown in FIG.
• the air conditioner system 11 includes: a compressor 111, a switching device 112, and a transmission device 113.
• the switching device 112 is electrically connected to a vehicle power supply 12 and includes a switching switch 1121 and a clutch 1122, and the clutch 1122 is electrically connected to the switching switch 1121.
• the transmission 113 includes: a first crankshaft pulley 1131, a second crankshaft pulley 1132, and a belt 1133.
• FIG. 2 A related configuration diagram of another conventional air conditioner system 21 of the helicopter 2 is shown in FIG. 2.
• the air conditioner system 21 includes: a compressor 111, a Switching device 112 and a transmission device 211.
• the switching device 112 is electrically connected to a helicopter power source 22 and includes a switch 1121 and a clutch 1122, and the clutch 1122 is electrically connected to the switch 1121.
• the transmission device 211 further includes a gear box 2111.
• the clutch 1122 When the switch 1121 is placed in an on position, the clutch 1122 generates a magnetic field due to a current flowing, so that the clutch 1122 generates an adsorption force, thereby causing the transmission device 211 (including the gear box 2111).
• the compressor 111 is coupled such that the compressor 111 is driven by a helicopter engine 20 through the transmission system 211 to generate an air conditioning function.
• the air conditioner system 31 includes: a compressor 111, a switching device 112, and a transmission device 311.
• the switching device 112 is electrically connected to a boat power source 32 and includes a switch 1121 and a clutch 1122, and the clutch 1122 is electrically connected to the switch 1121.
• the transmission 311 further includes a gear box 3111.
• the clutch 1122 When the switch 1121 is placed in an on position, the clutch 1122 generates a magnetic field due to a current flowing, so that the clutch 1122 generates an adsorption force, thereby causing the transmission 311 (including the gear box 3111).
• the compressor 111 is connected such that the compressor 111 is driven by a boat engine 30 through the transmission 311, thereby generating an air conditioning function.
• the clutch 1122 does not generate the magnetic field due to the current flowing, causing the clutch 1122 to be disengaged from the compressor 111, and the transmission 311 is included (including The gearbox 3111) is separated from the compressor 111 such that the compressor 111 is not driven by the boat engine 30. However, at this time, the transmission 311 is still idling by the boat engine 30.
• the engine power driven by the engine or the engine driven by the engine or the engine driven by the electric motor or the electric air motor driven by the electric power is changed to an air conditioner of a self-sustaining power supply device, Then, a self-generated energy generating device included in the self-sustaining power supply device can be continuously provided to provide power required for the air conditioner using the engine vehicle, thereby achieving the purpose of saving energy. And the vehicle will have greater horsepower or power because it does not need to drive its air conditioning system or load the power requirements of the air conditioning system.
• a self-generating energy generating device capable of generating a continuous autogenic energy and capable of driving a generator to generate an AC/DC output voltage has been described in US Patent No. 6, 731 , 035).
• This patent teaches a device that utilizes the interaction of two magnetic fields formed by two permanent magnets to drive the rotation of a flywheel that continuously produces a kinetic energy. Only the preferred embodiment of this patent The content explains how to generate a simple architecture of the self-generated energy (see Figure 4), and does not mention how to actually use it.
• the self-generated energy generating device 4 as shown in FIG. 4 includes: a base 422, a first magnetic device 450 having a first magnet 451, a second magnetic device 430 having a second magnet 431, and a transmitting member 420.
• the transmitting member 420 further includes a horizontal handle 421 (the second magnet 431 is fixed to an intermediate portion 4211 of the horizontal handle 421), and the base 422 also includes a first support plate 4221 (including a guiding slit 4223) and a second supporting plate 4222, the connecting device 440 further includes a connecting rod 442, a connecting rod 443 and a flywheel 444 for continuously rotating the transmission Member 420. Therefore, although the patent proposes the structure and operation principle of a prototype energy generation device, how the patent can be used to drive an AC/DC generator to generate the AC/DC power, which can be applied to related electronics.
• the present invention couples an alternator to a self-generated energy generating device to receive the device.
• the kinetic energy is generated to generate an AC output voltage, which is rectified to a DC output voltage by a rectifier, and is subjected to a voltage regulator.
• the purpose of the DC/DC converter is to convert the regulated DC input voltage to a DC that conforms to the desired air conditioner system. / AC input voltage form and size, so that an air conditioner system of an engine vehicle can obtain the endless DC/AC power supply provided by a self-sustaining power supply device capable of long-term uninterrupted power supply provided by the present invention, The vehicle can achieve energy savings and a relatively large horsepower benefit.
• the self-sustaining power supply device has a shutdown switch to cut off the power supply of the self-sustaining power supply when necessary, thereby facilitating maintenance or saving energy of the air conditioner system.
• the main object of the present application is to provide an air conditioner system using an engine vehicle with a self-contained power supply device, which enables the vehicle to achieve energy saving and relatively large horsepower benefits.
• Another object of the present application is to provide an air conditioner system for an automobile, the air conditioner system comprising: a motor coupled The device is configured to receive a first power source, a transmission coupled to the motor for transmitting a kinetic energy, and a compressor coupled to the transmission for receiving the kinetic energy and generating air for a vehicle interior An air conditioning function, and a switching device coupled to a second power source for coupling the transmission to or from the compressor in conjunction with an opening or closing of the air conditioner system.
• the switching device further includes: a switch for connecting or disconnecting the second power of the air conditioner system, and a clutch coupled to the switch for cooperating with the opening of the air conditioner system or This closing causes the transmission to be connected to or away from the transmission.
• the motor is a DC motor.
• the first power source is a first DC power source
• the second power source is a second DC power source
• the device further comprises: a self-generated energy generating device for continuously generating an alternating current power source, a switch coupled to the generating device for turning off and conducting the generating device, a rectifying device And the generating device is configured to rectify the AC power source into a third DC power source, and a voltage stabilizing device is coupled to the rectifying device for regulating the third DC power source to generate a fourth DC power source And a DC/DC converter coupled to the voltage regulator for receiving the fourth DC power source and boosting to generate the first DC power source.
• a self-generated energy generating device for continuously generating an alternating current power source
• a switch coupled to the generating device for turning off and conducting the generating device
• a rectifying device And the generating device is configured to rectify the AC power source into a third DC power source
• a voltage stabilizing device is coupled to the rectifying device for regulating the third DC power source to generate a fourth DC power source
• a DC/DC converter coupled to the voltage regulator for receiving the fourth DC power source and boosting
• the DC/DC converter is selected from a boost converter, a buck-boost converter, and a flyback converter.
• Any one of the generating devices further includes an alternator for receiving a self-generated energy source output by the generating device and generating the alternating current power source accordingly.
• the motor is an AC motor.
• the first power source is a first AC power source
• the second power source is a first DC power source
• the device further comprises: a self-generated energy generating device for continuously generating a second alternating current power source, a switch coupled to the generating device for turning off and conducting the generating device, and a rectifying The device is coupled to the generating device for rectifying the second alternating current power source into a second direct current power source, and a voltage stabilizing device coupled to the rectifying device for regulating the second direct current power source to generate a first A three-DC power supply, and a DC/AC inverter, coupled to the voltage regulator for receiving the third DC power source and generating the first AC power source.
• the generating device further comprises an alternator for receiving a self-generated energy output by the generating device and generating the alternating current accordingly.
• the air conditioning function includes a heating action and a cooling action.
• the second power source is supplied by an automotive power source.
• the air conditioner further includes a temperature sensor, a condenser, an evaporator, an expansion valve or a capillary, a condenser fan, and an evaporator fan.
• the transmission further includes a first crank belt pulley, a second crank belt pulley, and a belt.
• the compressor is an automotive air conditioner compressor.
• a further object of the present application is to provide an air conditioner system for a vehicle having a self-sustaining power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a first transmission device, Coupled to the motor for transmitting a first kinetic energy, a second transmission coupled to an automobile engine or a vehicle electric motor for transmitting a second kinetic energy, a compressor coupled to the first transmission or the first a second transmission device for receiving the first kinetic energy or the second kinetic energy and generating an air conditioning effect on a vehicle interior air, and a switching device coupled to a second power source for connecting the first transmission device
• the compressor or the second transmission is coupled to the compressor or the first and second transmissions are separated from the compressor.
• the switching device has at least one energy saving switching position, a normal operation switching position and a closing switching position, and is coupled to a second power source.
• the a transmission device is coupled to the compressor, and when the switching device is in the normal operation switching position, the second transmission device is coupled to the compressor, and when the switching device is in the closed switching position, the first And the second transmission is separated from the compressor.
• the switching device further includes: a switch for switching to one of the energy saving switching position, the normal operation switching position and the closing switching position of the air conditioner system, a first clutch And being coupled to the switch for connecting the first transmission to the compressor when the switch is located at the energy-saving switching position, and a second clutch coupled to the switch for when the switch is located
• the switching position is normally operated, the second transmission device is connected to the compressor, wherein when the switching on relationship is in the closed switching position, the second power source is turned off, and the first clutch is not turned on to enable the The first transmission is separate from the compressor and the second clutch is non-conducting to separate the second transmission from the compressor.
• the motor is a DC motor.
• the motor is an AC motor.
• the first transmission further includes: a first crank belt pulley, a second crank belt pulley and a first belt
• the second transmission further comprises: a third crank belt pulley, Fourth crankshaft A reel and a second belt.
• a second object of the present application is to provide a helicopter air conditioner system having a self-sustaining power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a transmission device coupled to The motor is configured to transmit a kinetic energy, a compressor coupled to the transmission for receiving the kinetic energy and generating an air conditioning effect on a helicopter internal air, and a switching device coupled to a second power source for cooperation
• a motor coupled to the device for receiving a first power source
• a transmission device coupled to The motor is configured to transmit a kinetic energy
• a compressor coupled to the transmission for receiving the kinetic energy and generating an air conditioning effect on a helicopter internal air
• a switching device coupled to a second power source for cooperation
• An opening or closing of the air conditioner system causes the transmission to be connected to or from the compressor.
• the next object of the present application is to provide an air conditioner system for a boat having a self-sustaining power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a transmission device, Coupled to the motor for transmitting a kinetic energy, a compressor coupled to the transmission for receiving the kinetic energy and generating an air conditioning effect on the interior air of a boat, and a switching device coupled to a second power source,
• the opening or closing of the air conditioner system is used to connect the transmission to or from the compressor.
• a second object of the present application is to provide a helicopter air conditioner system having a self-sustaining power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a first transmission device, Coupled to the motor for transmitting a first kinetic energy, a second transmission coupled to a helicopter engine for transmitting a second kinetic energy, a compressor coupled to the first transmission or the second transmission, Receiving the first kinetic energy or the second kinetic energy and generating an air conditioning effect on a helicopter internal air, and a switching device coupled to a second power source for connecting the first transmission to the compressor or The second transmission is coupled to the compressor or separates the first and second transmissions from the compressor.
• the first transmission further includes: a first crank belt pulley, a second crank belt pulley, and a belt
• the second transmission further includes a gear box.
• Still another object of the present application is to provide an air conditioner system for a boat having a self-sustaining power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a first transmission device Coupling to the motor for transmitting a first kinetic energy, a second transmission coupled to a boat engine for transmitting a second kinetic energy, a compressor coupled to the first transmission or the second transmission Means for receiving the first kinetic energy or the second kinetic energy and generating an air conditioning effect on the air inside the boat, and a switching device coupled to a second power source for connecting the first transmission device
• the compressor or the second transmission is coupled to the compressor or separates the first and second transmissions from the compressor.
• Another object of the present application is to provide a vehicle air conditioner system having a self-sustained power supply, the air conditioner system comprising: a motor coupled to the device for receiving a first a power supply, a transmission coupled to the motor for transmitting a kinetic energy, a compressor coupled to the transmission a moving device for receiving the kinetic energy and generating an air conditioning effect on the air inside the vehicle, and a switching device coupled to the second power source for engaging with the opening or closing of the air conditioner system Connected to or away from the compressor.
• the vehicle is a vehicle that uses an engine.
• the vehicle is selected from any one of a car, a helicopter, and a boat.
• a further object of the present application is to provide a vehicle air conditioner system having a self-contained power supply device, the air conditioner system comprising: a motor coupled to the device for receiving a first power source, a first transmission device And coupled to the motor for transmitting a first kinetic energy, a second transmission coupled to a vehicle engine for transmitting a second kinetic energy, a compressor coupled to the first transmission or the second transmission Receiving the first kinetic energy or the second kinetic energy and generating an air conditioning effect on the air inside the vehicle, and a switching device coupled to the second power source for connecting the first transmission device to the A compressor or the second transmission is coupled to the compressor or separates the first and second transmissions from the compressor.
• Figure 1 is a schematic view showing the structure of a conventional air conditioner system for an automobile
• Figure 2 is a schematic view showing the structure of a conventional air conditioner system for helicopters
• Figure 3 shows a schematic diagram of the structure of a conventional air conditioner system for boats
• Figure 4 A schematic diagram showing the structure of a conventional self-generated energy generating device
• FIGS. 5(a)-5(d) are circuit diagrams showing first to fourth preferred embodiments of an air conditioner system for a vehicle having a self-contained power supply device according to the present application;
• FIGS. 6(a)-6(b) are circuit diagrams showing a preferred embodiment of a bridge half-wave rectifier and a bridge full-wave rectifier as contemplated by the present application;
• Figures 7(a)-7(c) show the standard (NPN) regulator, low dropout (LD0) regulator, and low dropout (Quasi LD0) stability of a linear regulator, respectively, as contemplated by the present application.
• Circuit diagram of a preferred embodiment of the press Figures 8(a)-8(b): respectively showing a boost converter of a DC/DC converter and a buck-boost converter according to the present application a schematic circuit diagram of a preferred embodiment;
• 9(a)-9(b) are circuit diagrams showing a single-phase half-bridge inverter and a single-phase full-bridge inverter of a DC/AC inverter according to the present application, respectively;
• FIG. 10 (a) -10 (d) show self-contained system which helicopter power supply apparatus according to the present application has conceived A schematic structural view of a first to fourth preferred embodiment of the air conditioner system;
• FIG. Ll (a) -ll (d) which schematically show system structures of the first to fourth preferred embodiment of the air conditioner system of watercraft according to a self-sustaining power supply device of the present application has contemplated.
• FIG. 5(a) there is shown a circuit diagram of a first preferred embodiment of an automotive air conditioning system 51 having a self-contained power supply device for an automobile 5 according to the present application.
• the automobile 5 includes: an automobile engine 10, an automobile power source 12, and an automobile air conditioner system 51 having a self-supporting power supply device.
• the automotive air conditioner system 51 with a self-sustaining power supply device includes: a self-contained power supply device 511, a DC motor 512, a compressor 111, a switching device 112 (including a changeover switch 1121 and a clutch 1122), and a transmission Device 113.
• the transmission device 113 further includes: a first crankshaft pulley 1131, a second crankshaft 1132, and a belt 1133.
• the DC motor 512 is coupled to the self-sustaining power supply device 511 to receive a first power source, and the switching device 112 is coupled to the vehicle power source 12 to receive a second power source and is turned on or through the switch 1121.
• a turn-off to cause a current to flow or no current to flow through the clutch 1122, respectively, such that the clutch 1122 produces or does not generate a magnetic field;
• ⁇ causes the magnetic field passing through the clutch 1122 to generate an absorbing force (the direction thereof)
• an arrow pointing to the compressor 111) or a repulsive force causes the transmission
• the device 113 is connected to or separated from the compressor 111.
• the kinetic energy generated by the DC motor 512 by receiving the first power source will be transmitted to the compressor 111 through the transmission 113, so that the compressor 111 is generated.
• An air conditioning function comprises a cooling action and a heating action.
• the air conditioning system further comprises: a temperature sensor, a condenser, an evaporator, an expansion valve or a capillary, a condenser fan and an evaporator fan; however, the air conditioning system is a conventional skill Therefore, the details of its technical content are omitted here.
• the first power source is a first DC power source Vdc.
• the self-sustaining power supply device 511 includes: a self-generated energy generating device 5111 (which further includes an unillustrated alternator coupled to the output of the energy generating device 5111) for continuously generating a first alternating current a power source, a switch 5112, coupled to the self-generated energy generating device 5111, for turning off and turning on the product a device 5111, a rectifying device 5113, coupled to the generating device 5111, for rectifying the first alternating current power source into a second direct current power source, a voltage stabilizing device 5114, coupled to the rectifying device 5113, for
• the DC power source is regulated to generate a third DC power source
• a DC/DC converter 5115 is coupled to the voltage regulator 5114 for receiving the third DC power source and boosting to generate the first straight
• the power source Vdc and a casing 5117 are for accommodating the components of the self-sustaining power supply device 5111 to 5115
• FIG. 5(b) there is shown a circuit diagram of a second preferred embodiment of an automotive air conditioning system 51 having a self-contained power supply unit for an automobile 5 according to the present application.
• the first power source is a first AC power source Vac. Therefore, the DC/DC converter 5115 of the self-sustaining power supply device 511 is replaced by the DC/AC inverter 5116. Therefore, the self-sustaining power supply device 511 generates a first AC output power source Vac.
• the DC motor 512 is also replaced by an AC motor 513. Therefore, the AC motor 513 receives the first AC power supply Vac from the self-sustaining power supply device 511 to generate a kinetic energy, and the rest of the structure and operation principle are the same as those in the above FIG. 5(a).
• FIG. 5(c) there is shown a circuit diagram of a third preferred embodiment of an automotive air conditioning system 51 having a self-sustaining power supply device for an automobile 5 according to the present application.
• the self-sustaining power supply device 511 of the air conditioning system 51 has the same structure as that of the above-mentioned FIG. 5(a), so the output thereof is also the first DC power source Vdc, and it is also coupled to the first straight line using the DC motor 512.
• the power source Vdc is flowed to generate a kinetic energy.
• the air conditioning system 51 further includes: a switching device 514, a first transmission device 515, and a first Two transmissions 516.
• the switching device 514 further includes: a switch 5141, a first clutch 5142 and a second clutch 5143.
• the first transmission 515 further includes: a first crank belt pulley 5151 and a second crank belt pulley 5152. And a first belt 5153, and the second transmission 516 further includes: a third crank belt pulley 5161, a fourth crank belt pulley 5162, and a second belt 5163.
• the first transmission 515 is coupled to the DC motor 512, and the first transmission 515 can be connected to or separated from the compression by a rotating shaft gear 1111 of the compressor 111 due to a switching operation of the switching device 514. Machine 111.
• the second transmission 516 is coupled to the compressor 111 and the automobile engine 10, and the second transmission 516 can also be connected to or separated from the compressor 111 by a switching operation of the switching device 514.
• the switching switch 5141 When the switching switch 5141 is connected to the contact position 1, a current flows through the first clutch 5142, so that the first clutch 5142 generates a first magnetic field, and generates a first adsorption force through the first magnetic field (its The direction is as shown by the arrow pointing to the compressor shaft gear 1111 in FIG. 5(c), and the first transmission device 515 is connected to the compressor shaft gear 1111 for receiving the kinetic energy generated by the DC motor 512. And transmitted to the compressor 111.
• the second clutch 5143 flows due to no current, resulting in The second clutch 5143 is caused to generate a repulsive force (the direction of which is indicated by an arrow pointing in the opposite direction of the compressor 111 in FIG. 5(c)) to separate the second transmission 516 from the compressor. 111. Since the air conditioning system 51 is driven by the kinetic energy generated by the DC motor 512, the kinetic energy generated by the automobile engine 10 is not consumed, thereby saving energy and allowing the automobile 5 to generate a relatively large horsepower. Therefore, the switching position 1 is an "energy saving" switching position.
• a current flows through the second clutch 5143, so that the second clutch 5143 generates a second magnetic field, and a second adsorption force is generated by the second magnetic field (
• the direction is as shown by the arrow pointing to the compressor 111 in FIG. 5(c)
• the second transmission 516 is connected to the compressor 111 for the compressor 111 to receive the automobile engine 10.
• a kinetic energy is generated.
• the first clutch 5142 flows due to no current, causing the first clutch 5142 to generate a repulsive force (the direction is as shown in FIG. 5(c), a direction opposite to the first absorbing force.
• the first transmission 515 is separated from the compressor revolving gear 1111 so that the DC motor 512 no longer drives the compressor 111.
• the air conditioning system 51 is generated by the automobile engine 10.
• the kinetic energy is not able to save energy and the car 5 cannot generate a relatively large horsepower. Therefore, the switching position 2 is a "normal operation" switching position.
• the switch 5141 is connected to the contact position At 3 o'clock, since no current flows through the first clutch 5142 and the second clutch 5143, the first clutch 5142 and the second clutch 5143 both generate a force to leave the compressor 111, so the first transmission Both the 515 and the second transmission 516 are separated from the compressor 111, and the switching position 3 is a "closed" switching position of the air conditioning system 51.
• the relative advantage is that when the first transmission system 514 is damaged or needs to be repaired, the user of the automobile 5 can still enjoy The air conditioning system 51 driven by the automobile engine 5 does not save energy at this time, but the user of the automobile 5 can provide the convenience of the use of the air conditioning system 515.
• FIG. 5(d) there is shown a circuit diagram of a fourth preferred embodiment of an automotive air conditioning system 51 having a self-contained power supply unit for an automobile 5 according to the present application.
• the difference from the third preferred embodiment in FIG. 5(c) is that the structure of the self-sustaining power supply device 511 of the air conditioning system 51 is the same as that in the above FIG. 5(b), so the output is also
• the first AC power source Vac is coupled to the first AC power source Vac by an AC motor 513 to generate a kinetic energy.
• the structure and operation principle of the rest of the air conditioning system 51 it is the same as that of the above-mentioned Fig. 5 (c), and therefore will not be described herein.
• the self-sustaining power supply device 511 can also be respectively disposed on the DC motor 512 or the AC motor 513.
• One of the two and the compression The inside of a casing (not shown) shared by the machine 111.
• the rectifying device 5113 included in the above FIG. 5 (a) - 5 (d) it may be a bridge half-wave rectifying device or a bridge full-wave rectifying device, and the related circuit diagrams are respectively shown in FIG. 6.
• the bridge half-wave rectifying device comprises a diode D1 and a filter capacitor Cl, the input voltage of which is an alternating voltage Vs, and the output voltage is a direct current voltage Vo.
• the bridge full-wave rectifying device comprises four diodes D1-M and a filter capacitor Cl whose input voltage is an alternating voltage Vs and whose output voltage is a direct current voltage Vo.
• rectifying device can also be used with other preferred embodiments, and other different configurations of rectifiers can be used.
• Rectifiers of the various configurations described above are well known in the art, and the relevant details are omitted herein.
• the voltage regulator 5114 included in the above FIG. 5 (a) - 5 (d) it can be a linear regulator, that is, it can be three common configurations of the linear regulator: standard ( NPN) any of the regulators, low dropout (LD0) regulators, and low-dropout (Quasi LD0) regulators.
• standard ( NPN) any of the regulators low dropout (LD0) regulators
• low-dropout (Quasi LD0) regulators The circuit diagrams of these linear regulators are shown in Figure 7 (a). To (c).
• the standard (NPN) regulator includes a pass device Q1 (which includes a Darlington transistor and a PNP transistor), an NPN transistor Q2, an error amplifier Error Amp, and a voltage dividing circuit (which includes: resistors R1 and R2), wherein the error amplifier output is coupled to the transistor Q2, the inverting input is coupled to a connection terminal of the R1 and R2, and the non-inverting input is coupled to A reference voltage V REF , whose input voltage is a DC voltage V IN , and whose output voltage is a DC voltage V. UT.
• a pass device Q1 which includes a Darlington transistor and a PNP transistor
• an NPN transistor Q2 an error amplifier Error Amp
• a voltage dividing circuit which includes: resistors R1 and R2
• the pass device Q1 of the low-dropout LD0 regulator is a PNP transistor, and the remainder is the same as the above-described standard (NPN) regulator.
• the pass device Q1 of the low-dropout LD0 regulator is a device in which a PNP transistor and an NPN transistor are coupled to each other, and the balance is the same as the above-mentioned standard (NPN) regulator. the same.
• the voltage regulator 5114 described above can also be used with other configurations, and different configurations of voltage regulators can be used. Regulators of various configurations are well known in the art, and the relevant details are omitted here.
• the DC/DC converter 5115 included therein may be a boost converter and a buck-boost converter (for boosting), respectively. Any of them.
• the relevant circuit diagrams of the DC/DC converters are shown in Figures 8(a) to (b), respectively.
• the boost converter includes a switch SW, a diode Db, an inductor L, and an output capacitor Cb, and the input voltage is a DC voltage V IN , and the output voltage thereof is one. DC voltage V. .
• the buck-boost converter also includes the same components as the buck converter described above, and the rest are the same except for the connection mode.
• DC/DC converter 5115 described above can also be used with other preferred embodiments, and DC/DC converters of different configurations can be used.
• DC/DC converters of different configurations can be used.
• it can also be a flyback converter. Since DC/DC converters of various configurations are well known in the art, the relevant details are also omitted here.
• the DC/AC inverter 5116 included therein may be a single-phase half-bridge inverter and a single-phase full-bridge inverter, respectively.
• Figure 9 (a) -9 (b) shows the circuit diagram of the single-phase half-bridge inverter and the single-phase full-bridge inverter.
• the single-phase half-bridge inverter includes two filter capacitors C1 and C2 and two power switches Q1 and Q2, and the input voltage is a DC voltage Vdc, and the output voltage thereof is an AC voltage. Vac.
• the single-phase full-bridge inverter includes a filter capacitor C1 and four power switches Q1 to Q4 whose input voltage is a DC voltage Vdc and an output voltage of an AC voltage Vac.
• the DC/AC inverter 5116 described above can also be used with other preferred embodiments to adopt DC/AC inverters of different configurations.
• FIGS. 10(a)-10(d) are circuit diagrams showing first to fourth preferred embodiments of a helicopter air conditioning system 61 with a self-sustaining power supply device for a helicopter 6 according to the present application, respectively.
• the helicopter 6 includes: a helicopter engine 20, a helicopter power source 22, and a helicopter air conditioner system 61 with a self-sustaining power supply device.
• the first to fourth preferred embodiments of the helicopter air conditioning system 61 having the self-sustaining power supply device correspond to Figs. 5(a) - 5(d), respectively.
• the first to fourth preferred embodiments of the automotive air conditioning system 51 having a self-sustaining power supply device are circuit diagrams showing first to fourth preferred embodiments of a helicopter air conditioning system 61 with a self-sustaining power supply device for a helicopter 6 according to the present application, respectively.
• the helicopter 6 includes: a helicopter engine 20, a helicopter power source 22, and a helicopter air conditioner system 61 with a self-sustaining power supply device.
• the third and fourth preferred embodiments of the automotive air conditioning system 51 have the same structure and the same operational principle; the difference is only in the tenth (c) to (d)
• the second transmission 611 of the third and fourth preferred embodiments of the helicopter air conditioning system 61 further includes a gearbox 6111 coupled to the helicopter engine 20 for transmitting the helicopter engine 20 a second kinetic energy, and the second clutch 5143 is coupled to the switching position 5141 to be placed in a switching position 2 (or switching positions 1 and 3) to generate an absorbing (or repulsive) force to connect the second transmission 611 Or separate from the compressor 111.
• the second clutch When the second clutch When the second transmission device 611 is connected to the compressor 111 by the force of the adsorption, the kinetic energy generated by the helicopter engine 20 is transmitted to the motor gear 6111 and the second transmission device 611.
• the compressor 111 is used to generate an air conditioning function. Therefore, the details of the remaining structure and operation principle of the first to fourth preferred embodiments of the helicopter air conditioning system 61 are omitted here.
• FIG. 11 (a) - 11 (d) respectively show a self-supporting power supply of a boat 7 according to the present application.
• the boat 7 includes: a boat engine 30, a boat power source 32, and a boat air conditioner system 71 with a self-contained power supply.
• the first to fourth preferred embodiments of the marine air conditioning system 71 having the self-sustaining power supply device correspond to FIGS. 10(a)-10(d), respectively.
• the first to fourth preferred embodiments of the helicopter air conditioning system 61 having the self-sustaining power supply device, and the first to fourth comparisons of the marine air conditioning system 71 in FIGS. 11(a)-ll(d) The preferred embodiment has the same structure and operation principle as the first to fourth preferred embodiments of the helicopter air conditioning system 61 in Figs. 10(a) - 10(d) respectively; the difference is only in the eleventh figure.
• the second transmission device 711 of the third and fourth preferred embodiments of the marine air conditioning system 71 in (c) to (d) further includes a gear box 7111. Therefore, the details of the remaining structure and operation principle of the first to fourth preferred embodiments of the marine air conditioning system 71 are also omitted here.
• the self-sustaining power supply device capable of long-term uninterrupted power supply developed by the present invention can be applied to an air conditioner system using a refrigerant compressor, such as an automobile, a helicopter, and a boat, and an energy source.
• the DC/AC power supply provided by the self-sustaining power supply device is continuously obtained, so that the vehicles can be smoothly used without being lacking, and the vehicle can achieve energy saving and relatively large horsepower benefits.
• the self-sustaining power supply device has a shutdown switch to cut off the power supply of the self-sustaining power supply device when necessary, thereby facilitating maintenance of the air conditioning system or achieving energy conservation. It can be seen that this application is indeed a novel and progressive creation, and it has the value of industrial development.

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• Physics & Mathematics (AREA)
• Thermal Sciences (AREA)
• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Air-Conditioning For Vehicles (AREA)
• Control Of Electric Motors In General (AREA)

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• 2006
  • 2006-01-27 DE DE112006003711T patent/DE112006003711T5/de not_active Withdrawn
  • 2006-01-27 JP JP2008551623A patent/JP2009525020A/ja active Pending
  • 2006-01-27 WO PCT/CN2006/000179 patent/WO2007085126A1/zh active Application Filing
  • 2006-01-27 KR KR1020087019662A patent/KR101045903B1/ko active IP Right Grant

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