WO2016134082A1

WO2016134082A1 - Vehicular air conditioning system

Info

Publication number: WO2016134082A1
Application number: PCT/US2016/018359
Authority: WO
Inventors: James K. WEIGLE
Original assignee: BRIMTECH LLC
Current assignee: BRIMTECH LLC
Priority date: 2015-02-18
Filing date: 2016-02-17
Publication date: 2016-08-25
Anticipated expiration: 2017-08-18

Abstract

The application is directed to a vehicular HVAC system operationally configured to heat air flowing through the system and route at least some of the heated air to a point in the system upstream of the system's A/C evaporator in a manner effective to increase the temperature of the air flowing over the system's A/C evaporator to promote condensate production of the HVAC system.

Description

VEHICULAR AIR CONDITIONING SYSTEM

CROSS-REFERENCE TO RELATED APPLICATIONS

[0001] The application is entitled to the benefit of the filing date of the prior-filed

U.S. Provisional Application Number 62/176,307, filed on February 18, 2015.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] Not applicable.

FIELD OF THE APPLICATION [0003] The application relates generally to vehicular HVAC systems, condensate production and usage

BACKGROUND OF THE APPLICATION [0004] Known vehicular heating, ventilation, and air conditioning ("HVAC") systems are designed to control the climate of a vehicle's interior. In general operation, air is directed from outside a vehicle through the HVAC system where the air may be warmed via a heater core or cooled via an air conditioning evaporator. A byproduct of air conditioning is condensate that collects on the air conditioning evaporator. In other words, as air passes over the air conditioning evaporator the water that is in the air condenses on the cool evaporator's surface and eventually drips out of a drain tube outside of the vehicle. [0005] Techniques have been developed to capture and use condensate as opposed to allowing the condensate to simply being wasted by dripping out from a vehicle onto the ground. For example, techniques are known for capturing condensate and sending it to a window washer fluid reservoir or to a vehicle radiator. However, in low temperature conditions, e.g., below 0.0 degrees Celsius, it becomes difficult to produce condensate, not only because of the low ambient temperature realized, but also due to the lower amount of water that is present in air at such low ambient temperatures. The ability to promote air conditioning evaporator condensate production under such ambient conditions is desired.

SUMMARY OF THE APPLICATION

[0006] The present application is directed to a vehicular HVAC system including (1) a first outside air intake and a second recycled cabin air intake; (2) a blower fan in fluid communication with the first and second air intakes for blowing air out through one or more downstream system outlets; (3) an air conditioning assembly downstream of the blower fan for cooling blown air; (4) a heater assembly downstream of the air conditioning assembly for heating blown air; (5) an air channel defined by an inlet and an outlet, the air channel being operationally configured to route air heated by the heater assembly to a location within the system upstream of the blower fan; wherein the inlet includes an airflow control member effective to dictate air flow through the air channel according to one or more ambient environmental conditions; and (6) control circuitry operationally configured to measure one or more ambient environmental conditions and regulate the airflow control member between open and closed positions according to the one or more measured ambient environmental conditions.

[0007] The present application is also directed to a vehicular HVAC system including

(1) one or more air inlets; (2) one or more air outlets in fluid communication with the one or more air inlets; (3) a blower fan in fluid communication with the one or more air inlets for blowing air through the system and out through the one or more air outlets; (4) an air conditioning assembly including an A/C evaporator for cooling air blown by the blower fan; (5) a heater assembly including a heater core for heating air blown by the blower fan; (6) an air channel having an inlet at a position downstream of the heater core and an outlet at a position upstream of the blower fan; (7) a plurality of airflow control members each being operable between open and closed positions for dictating directional air flow through the system including an airflow control member located at the inlet of the air channel operationally configured to dictate air flow through the air channel; and (8) control circuitry operationally configured to measure one or more ambient environmental conditions and set the airflow control members to open and closed positions according to the one or more measured ambient environmental conditions.

[0008] The present application is also directed to a method for optimizing temperature dew point of an A/C evaporator of a vehicular HVAC system, comprising (1) providing a vehicular HVAC system including an air channel operationally configured to route air heated by a system heater core to a location upstream of a system blower fan and downstream of one or more system air inlets, the air channel having an inlet including a airflow control member regulated by control circuitry to change between a normal closed position and one or more open positions for controlling the flow of heated air through the air channel according to a measured ambient temperature of the system in relation to a target ambient temperature of the system; and (2) when the measured ambient temperature of the system is below the target ambient temperature of the system, signaling the airflow control member to open from a closed position allowing a desired amount of air heated by the heater core to flow through the air channel to be blown by the blower fan over an A/C evaporator of the system.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

[0009] Figure 1 shows a simplified illustration of a prior art vehicular HVAC system.

[0010] Figure 2 shows a simplified illustration of a vehicular HVAC system of the present application.

[0011] Figure 3 shows an exemplary A/C condensate reclamation system of the vehicular HVAC system of the present application. [0012] Figure 4 is a first segment of an exemplary schematic of representative control circuitry of an exemplary A/C condensate reclamation system of the vehicular HVAC system of the present application.

[0013] Figure 5 is a second segment of the control circuitry of Figure 4.

[0014] Figure 6 is a third logic circuit of the control circuitry of Figures 4 and 5.

[0015] Figure 7 is a fourth logic circuit of the vehicular HVAC system of the present application.

[0016] Figure 8 is an exemplary logic flow scenario of the vehicular HVAC system of the present application.

[0017] Figure 9 is another exemplary logic flow scenario of the vehicular HVAC system of the present application.

[0018] Figure 10 is another exemplary logic flow scenario of the vehicular HVAC system of the present application.

DETAILED DESCRIPTION

[0019] Before describing the invention in detail, it is to be understood that the present system and method are not limited to particular embodiments. It is also to be understood that the terminology used herein is for the purpose of describing particular embodiments only, and is not intended to be limiting. As used in this specification and the appended claims, the terms "Air Conditioner," "A/C" and "AC" may be used interchangeably. As used in this specification and the appended claims, "vehicle," "vehicular" and like terms refer to any motorized mode of conveyance capable of traveling across land, rail, water or air. The terms "vehicle cabin" and "cabin" may be used interchangeably.

[0020] In one aspect, the application provides a vehicular HVAC system for promoting A/C evaporator condensate production. [0021] In another aspect, the application provides a vehicular HVAC system for promoting and using A/C evaporator produced condensate.

[0022] In another aspect, the application provides a vehicular HVAC system and method to increase the temperature of air flowing over an A/C evaporator of the system.

[0023] In another aspect, the application provides a vehicular HVAC system and method for dew point optimization in regard to A/C evaporator condensate production.

[0024] With attention to FIG. 1, a known HVAC system 900 used to control the climate of a vehicle's interior is provided. HVAC systems 900 on vehicles such as automobiles have various controls and settings for producing hot air, cold air as well as a defrost dry air setting. As understood by the skilled artisan, the mechanisms for producing hot air may be referred to as the "heater" or "heater assembly" and the mechanisms for producing cold air may be referred to as the "cooler" or "air conditioner." As also understood by the skilled artisan, HVAC systems are typically powered via the vehicle power source.

[0025] A typical HVAC system 900 includes an air conditioner assembly including a compressor, condenser, expansion valve and evaporator. A typical HVAC system 900 also includes a heater assembly including a heater core, which is a radiator like device in fluid communication with a vehicle's engine/radiator and operationally configured to circulate hot coolant received from the engine/radiator and gives off heat that may be directed to the cabin of a vehicle. In an embodiment where the HVAC system 900 is used with an automobile, the heater core is typically located under the dashboard of the automobile.

[0026] The first thing of note in the system 900 of FIG. 1 is the airflow regulator or recirculation airflow control member that may be provided in the form of a valve, damper, pivotal door or flap 901 for dictating whether air entering the HVAC system 900 is received from outside the cabin 902 or is recirculated air from inside the cabin 903. Outside air 902, which is typically taken in from under a wiper cowl (not shown) of a vehicle, has to pass through a cabin air filter 904 before making its way into the rest of the HVAC system 900. Air coming into the system 900 is directed through a blower fan or blower motor 905, which determines how hard to blow air into the cabin of a vehicle.

[0027] The blown air typically first passes through an A/C evaporator 906 as shown

(see the directional arrows of system 900). As understood by the skilled artisan, the A/C evaporator 906 does not automatically absorb heat, in other words, the A/C evaporator 906 does not cool the blown air unless a compressor (not shown) is activated. Therefore, the evaporator 906 does not need to be bypassed when a vehicle's A/C is not in use. From the A/C evaporator 906 the air is directed to an airflow control member in the form of a blend valve, damper, pivotal door or flap 907. The airflow control member 907 dictates how much air passes through the downstream heater core 908. As understood by the skilled artisan, the heater core 908 has engine coolant passing through it, meaning that the heater core 908 is hot any time the engine is hot.

[0028] In operation, once the system 900 reaches a desired cabin air temperature the air is suitably directed to the cabin of the vehicle via one or more system outlets or vents, e.g., one or more main vents 909, one or more defrost vents 910, one or more floor vents 911, according to operator settings controlling the various airflow control members of the system 900 as shown in FIG. 1 via system control circuitry. As shown, the exemplary HVAC system 900 includes airflow control members provided as valves, dampers, pivotal doors or flaps 912 and 913, and combinations thereof, for directing air toward one or more of the vents. As understood by persons of ordinary skill in the art, vehicular airflow control members include electric actuators in electrical communication with system control circuitry for moving and/or controlling the airflow control members. [0029] A typical HVAC system also includes a condensate drain plug 914 for removing condensate from the system that is produced during operation of the system's air conditioner. As FIG. 1 further illustrates, the air passing over the A/C evaporator 906 is limited to external ambient air 902 and/or recirculated air 903. Thus, the highest temperature of air passing over the A/C evaporator 906 is limited to the ambient temperature of air external the vehicle, the temperature of the air inside the cabin of the vehicle used for recirculation, or a combination of the two. In extremely cold weather conditions, the external air and/or the cabin air may include a temperature at about 0.0 degrees Celsius or less - a temperature typically too low for adequate A/C evaporator condensate production.

[0030] With reference now to a simplified illustration of the present HVAC system as shown in FIG. 2, the present HVAC system 10 is suitably operationally configured to route a desired amount of air that is heated by the heater core back upstream of the blower motor. By routing an amount of heated air back through the blower motor, the temperature of the air passing over or through the A/C evaporator is higher than the temperature would otherwise be in a prior art system 900 as described in reference to FIG. 1. In other words, the temperature of the air passing over or through the A/C evaporator in the present system 10 can be raised to a temperature higher than the air passing over or through the A/C evaporator in a system 900 as described in reference to FIG. 1.

[0031] As FIG. 2 illustrates, the system 10 includes a first air intake or air inlet port

12 for receiving outside ambient air and a second air intake or air inlet port 14 for receiving recycled air from the cabin of the vehicle. The source of air entering the system 10 is suitably regulated by an airflow control member 18, depicted here as a pivotal flap, which is operationally configured to pivot about its attachment point to the system 10 (see Arrow AA) in a manner effective to (1) substantially seal off inlet port 12 limiting air flow into the system 10 via inlet port 14, (2) substantially seal off inlet port 14 limiting air flow into the system 10 via inlet port 12, or (3) be positioned in a manner effective to allow air to enter the system 10 via both inlet ports 12 and 14 simultaneously. In another embodiment, the airflow control member 18 may be provided in the form of a butterfly valve, damper or equivalent.

[0032] As understood by the skilled artisan, the various airflow control members of the system 10 may be controlled by an operator located in the cabin of the vehicle. As also understood by the skilled artisan, when the system 10 is set to defrost mode the system 10 may be operationally configured to receive only ambient outside air via inlet port 12 unless an operator manually requests recirculated air via inlet port 14. Likewise, when the system 10 is set to maximum air-condition mode, the system 10 may use only recirculated air via inlet port 14 unless an operator manually requests ambient outside air via inlet port 12.

[0033] Similar as described in reference to FIG. 1, outside ambient air entering the present system 10 via inlet port 12 may first pass through an air filter 16 before passing through a blower fan 17. As understood by a skilled artisan, the flow rate of air through the system 10 may be adjusted by adjusting the speed of the blower fan 17 as is common to vehicle HVAC systems.

[0034] As shown, air passes from the blower fan 17 through an A/C evaporator 20 at a desired rate where the air is then directed through a heater core 22, around the heater core 22 or both according to the orientation of airflow control member 24. As shown, the airflow control member 24 may be provided in the form of a pivotal door or flap operationally configured to pivot about its attachment point to the system 10 (see Arrow BB) in a manner effective to (1) substantially seal off air flow to the heater core 22 thereby routing air flow around the heater core 22, (2) direct substantially all air flow through the heater core 22 as shown in FIG. 2, or (3) be positioned in a manner effective to allow air to flow through the heater core 22 and around the heater core 22 simultaneously. For example, when a vehicle operator desires to send heated air to the cabin, the system 10 controls may be set as shown in FIG. 2 forcing air through the heater core 22 thereby heating the air before the air is directed to the cabin by way of one or more floor vents 26, one or more dash vents 27 or one or more defrost vents 28, or combinations thereof. When a vehicle operator desires to send cooled air to the cabin, the airflow control member 24 may be directed to block air flow to the heater core 22 forcing air cooled by the A/C evaporator 20 to be routed around the heater core 22 to the cabin by way of one or more floor vents 26, one or more dash vents 27 or one or more defrost vents 28, or combinations thereof. Suitably, a series of airflow control members 29A and 29B are provided for directing air flow through the one or more vents 26, 27, 28 according to operator cabin settings (see Arrows CC and DD). Although the airflow control members 24, 29A and 29B are shown as pivotal flaps, in another embodiment, one or more of the airflow control members 24, 29A and 29B may be provided in the form of butterfly valves, dampers, or the like.

[0035] Still referring to FIG. 2, a novel feature of the present system 10 includes the air channel or passage 30 defining a sealed air pathway operationally configured as a heat boost of the system 10 for routing air that is heated by the heater core 22 back upstream of the blower fan 17 as shown. The air channel 30 is suitably defined by a fluid inlet located downstream of the heater core 22 and a fluid outlet located upstream of the blower fan 17. The inlet of the air channel 30 suitably includes an airflow control member or closure member 32 operationally configured to regulate air flow through the air channel 30 according to system 10 programming or operator cabin settings. As shown, the closure member 32 may include a pivotal flap operationally configured to be directed between a closed and open position (see Arrow EE). In another embodiment, the closure member 32 may include a butterfly valve, damper or the like as understood by persons of ordinary skill in the art of vehicle HVAC systems. [0036] In a fully closed position, the closure member 32 is operationally configured to substantially seal off the inlet of the air channel 30 blocking air flow there through. In a fully open position as shown in FIG. 2, the closure member 32 is operationally configured expose the inlet allowing a maximum amount of airflow into the air channel 30. The closure member 32 may also be set to one or more partially open positions for allowing less than a maximum amount of air flow through the air channel 30 according to system 10 programming or operator cabin settings. The amount of air flowing into the air channel 30 may be determined according to the internal design of the system 10, e.g., the design of the inner surface(s) or air flow paths of the system 10, the location and orientation of the heater core 22, the location and orientation of the inlet of the air channel 30 in relation to the heater core 22 and the position of the closure member 32 between a fully closed position and a fully open position. The rate of the blower fan 17 may also dictate the amount and/or rate of air flow through the air channel 30.

[0037] As shown in FIG. 2, one suitable air channel 30 may be disposed along or near the perimeter of the system 10 adjacent the A/C evaporator 20 and heater core 22 in a manner effective for air flowing through the air channel 30 to blend with air entering the system 10 via inlet port 12 and/or inlet port 14 prior to being fed through the blower fan 17. It should be noted that the configuration of the air channel 30, including its length, inner dimensions and its volume may be altered according to one or more vehicle designs or as otherwise desired. In the example of FIG. 2, the air channel 30 may be part of a one piece system 10 construction. In another embodiment, the system 10 may include an assembly of component parts including a separate air channel 30 member attachable to the remaining system. In still another embodiment, the air channel 30 may include a conduit such as a tube, pipe, hose, or combination thereof, operationally configured to route heated air from a point in the system 10 downstream of the heater core 22 to a point in the system 10 upstream of the blower fan 17. Without limiting the invention, for vehicular purposes a suitable air channel 30 may be operationally configured to route up to about 50.0 percent of the air flowing through the heater core 22 back upstream of the blower fan 17. In another embodiment of the system 10 for vehicular purposes, an air channel 30 may be operationally configured to route from about 10.0 percent up to about 50.0 percent of the air flowing through the heater core 22 back upstream of the blower fan 17.

[0038] Still referring to FIG. 2, the present system 10 may also include a vehicular

A/C condensate reclamation system 100 operationally configured to capture and store condensate originating from the A/C evaporator and convey the condensate to one or more reservoirs for further use of the condensate, e.g., conveying captured condensate to refill a windshield wiper fluid reservoir of the vehicle. Suitable systems 100 include, but are not necessarily limited to those as described in United States Patent Number 8,865,002 B2 entitled '^"Processing Captured Vehicle Fluid" issued on October 21, 2014 and International Patent Application Number PCT/US 15/59758 filed on November 9, 2015 entitled "Processing Captured Vehicle Fluid,^"' each of which is herein incorporated by reference in its entirety. The present system 10 may incorporate the power source and electrical system of the system 100 as described below.

[0039] One exemplary vehicular A/C condensate reclamation system 100 is provided in FIG. 3. The system 100 suitably includes an electrical system defined by control circuitry, fluid volume sensors and ambient temperature sensors, the control circuitry being in communication with (1) a system pump 114 operationally configured for the transfer or conveyance of captured condensate fluid, (2) fluid volume sensor systems of the various reservoirs of the system 100 and (3) reservoir valves for dictating condensate fluid flow in and out of the reservoirs of the system 100. [0040] The system 100 is suitably communicated with an AJC assembly including an

AJC evaporator 20, drip pan 112 and AJC drain plug 118 and includes a fluid reservoir assembly (or "control module 113") for (a) receiving and storing condensate from the AJC evaporator 20, (b) controlling condensate circulation through the system 100 and (c) controlling the chemical composition of condensate in the control module 113. The system 100 also includes a power source 117, either a vehicular power source, e.g., lead-acid battery, or a separate power source having a positive terminal and a ground, in electrical communication with the electrical system of the system 100, e.g., the control circuitry (not shown) of the control module 113. The system 100 also suitably includes a first post- treatment fluid reservoir assembly 124 in fluid communication (see Arrow 100A) and in circuit communication with the control module 113. In one exemplary embodiment, the first post-treatment fluid reservoir assembly 124 may operate as the windshield wiper fluid reservoir of a vehicle.

[0041] Still referring to FIG. 3, a suitable system 100 may also include a chemical reservoir assembly 125 with a fluid inlet 160, the chemical reservoir assembly 125 being in fluid communication (Directional Arrow 100B) and in circuit communication with the control module 113 and a temperature sensor (not shown) operationally configured to measure the ambient temperature of the system 10. The chemical reservoir assembly 125 suitably houses one or more chemical based fluids operationally configured to be added to the control module 113 via activation of a valve member 126 to provide a fluid chemical additive to the condensate stored in the control module 113 when the chemical reservoir assembly 125 has fluid to give according to one or more fluid volume sensors 164. The resulting chemical fluid mixture in the control module 113 may be conveyed downstream to one or more post- treatment fluid reservoirs including the first post-treatment fluid reservoir assembly 124. In one embodiment, the chemical reservoir assembly 125 may deliver one or more chemical based fluids to the control module 113 via gravity. As shown in FIG. 3, in another embodiment the chemical reservoir assembly 125 may include a pump 162 at an outlet of the fluid storing reservoir of the assembly 125 for conveying one or more fluid chemicals to the control module 113 to provide a fluid mixture therein. In one embodiment, the chemical reservoir assembly 125 may be operationally configured to deliver one or more antifreeze chemicals to the control module 113 to mix with condensate to provide a fluid mixture operable at freezing and subfreezing temperatures.

[0042] The system 100 may also include a treatment member 127 in fluid communication with the control module 113 and the post-treatment reservoir 124 that is operationally configured to act on the captured condensate or fluid mixture being pumped out of the control module 113 to provide a fluid product in the one or more post-treatment reservoirs. Suitable treatment of the captured condensate or condensate mixture at the treatment member 127 may be accomplished according to one or more of the following techniques: (1) filtering the captured condensate or condensate mixture to remove undesired fluid(s), undesired impurities, particulates, and/or undesired organic matter; (2) altering the temperature of the captured condensate or condensate mixture; (3) altering the chemical constituency of the captured condensate or condensate mixture; (4) altering the pH of the captured condensate or condensate mixture; (5) separating fluid constituents of the captured condensate or condensate mixture into a plurality of fluid streams, e.g., fluids having different viscosities; (6) altering the color of the captured condensate or condensate mixture; and combinations thereof.

[0043] In an embodiment of the system 10 including a vehicular A/C condensate reclamation system 100 as described above, the control circuitry is suitably provided in the form of a printed circuit board ("PCB") housed in the control module 113, the control circuitry being in electrical communication with the power source 117 of the vehicle, with the fluid reservoir assembly, the chemical reservoir assembly 125 and the one or more post- treatment reservoir assemblies such as the first post-treatment fluid reservoir assembly 124 described above. The control circuitry is also in electrical communication with sensors for measuring the ambient air temperature and/or relative humidity ("R/H") of the system 10 and in electrical communication with the various airflow control members of the system 10 (see FIG. 2), the control circuitry being operationally configured to direct the airflow control members between fully open and fully closed positions according to control circuitry programming based on the readings of one or more sensors of the system 10. The various sensors may include one or more air temperature sensors and/or relative humidity sensors, or in the alternative, a combined air temperature and relative humidity sensor packaged in a like housing. As such, the control circuitry of the present system 10 is operationally configured to orient the various airflow control members in a manner effective to optimize the dew point of the system 10 to enable A/C evaporator 20 condensate production irrespective of the ambient environmental conditions of the system 10, e.g., the air temperature and/or relative humidity of the system 10. In another aspect, the control circuitry may be operationally configured to safeguard the A/C condensate reclamation system 100 against non-requested operation according to the volume of condensate, fluid mixtures and chemical fluids available in the several reservoirs of the system 100.

[0044] In an embodiment of the system 10 not including a vehicular A/C condensate reclamation system 100 as described above, the electrical system provided suitably includes control circuitry in electrical communication with one or more ambient air temperature sensors and/or one or more relative humidity sensors, or in the altemative, a combined air temperature and relative humidity sensor packaged in a like housing. The control circuitry is also electrically communicated with the various airflow control members of the system 10 (see FIG. 2), the control circuitry being operationally configured to direct the airflow control members between fully open and fully closed positions based on the sensor readings regarding the ambient air temperature and/or relative humidity according to control circuitry programming in a manner effective to optimize the dew point of the system 10 to enable A/C evaporator 20 condensate production irrespective of one or more ambient environmental conditions.

[0045] As understood by the skilled artisan, the dew point or dew point temperature is the saturation temperature for water in air. For purposes of the present application, the dew point of the system 10 is the temperature at which condensate forms on the A/C evaporator 20. As such, the system 10 is operationally configured to optimize condensate formation on the A/C evaporator 20 in order to ensure the presence of condensate for system 10 use. [0046] The dew point of the system 10 may be subject to change according to one or more ambient conditions, including but not necessarily limited to the ambient temperature and relative humidity of the system 10. In regard to a system 10 configured for an automobile, the temperature of the air entering the system 10 and the relative humidity of the system 10 are directly correlated to the amount of condensate produced during operation of the system's air conditioner assembly. Table 1 below provides exemplary condensate production of a typical automotive Ff AC system continuously operating with recycled air. As Table 1 shows, condensate production typically drops at lower ambient temperatures and at a lower relative humidity. In other words, condensate production typically drops at lower A/C Evaporator 20 temperature dew points.

[0047] Table 1

Inside Cabin Relative A/C Evaporator 20 Volume of Condensate Temperature Humidity % Temperature Dew Point Produced Per Hour

°C / °F °C / °F liters / ounces

10 / 50 20 12.2 / 10 0 / 0 /50 30 -6.7/20 0/0/50 40 -3.3/26 *0.12/4 /50 50 0/32 0.4/15/50 60 2.8/37 0.89/30 /60 20 -7.8/18 0/0 /60 30 -2.7/27 * 0.18/6 /60 40 1.7/35 0.4/15 /60 50 4.4/40 0.89/30 /60 60 7.2/45 1.2/40 /70 20 -2.8/27 * 0.09 / 3 /70 30 2.8/37 0.3/10 /70 40 6.7/44 0.6/20 /70 50 10/50 1.2/40 /70 60 12.8/55 1.8/60 /70 70 15.6/60 2.4/80 /80 20 2.2/36 0.15/5 /80 30 7.8/46 0.44/15 /80 40 12.2/54 0.89/30 /80 50 15.6/60 1.8/60 /80 60 18.3/65 2.4/80 /80 70 21.1/70 2.96/100 /80 80 23.3/74 3.55/120 /90 20 6.1/43 0.3/10 /90 30 12.2/54 0.6/20 32.2 / 90 40 16.7 / 62 1.2 / 40

32.2 / 90 50 20.6 / 69 2.1 / 70

32.2 / 90 60 23.3 / 74 2.96 / 100

32.2 / 90 70 26.1 / 79 3.55 / 120

32.2 / 90 80 28.3 / 83 4.1 / 140

32.2 / 90 90 30 / 86 4.7 / 160

*When the A/C Evaporator 20 temperature is below 0.0 degrees Celsius condensate will collect onto the A/C Evaporator 20 in the form of frost and thereafter thaw into a liquid state as warmer air flows over the A/C Evaporator 20.

[0048] In view of the condensate production described in Table 1, in one embodiment the present system 10 is suitably operationally configured to maintain the A/C Evaporator 20 temperature dew point above about -6.7 degrees Celsius (20.0 degrees Fahrenheit) to ensure condensate production. In another embodiment, the present system 10 is suitably operationally configured to maintain the A/C Evaporator 20 temperature dew point at about 0.0 degrees Celsius (32.0 degrees Fahrenheit) or greater to ensure desired condensate production. As such, the control circuitry of the present system 10 is operationally configured to direct the closure member 32 to an open position or partially open position when a programmed target ambient temperature is realized, thus allowing heated air to flow through the air channel 30 thereby raising the temperature of air flowing over the A/C Evaporator 20 in a manner effective to promote condensate production upon the A/C Evaporator 20.

[0049] FIGS. 4 - 7 provide a schematic representation of control circuitry 115 of an embodiment of the system 10 including an A/C condensate reclamation system 100. Provided via a PCB, the control circuitry 115 may include the above mentioned components, as well as one or more fuses, an optional power switch, an optional temperature switch, an optional timer relay to delay system pump 114 activation and/or determine the time for pump 114 operation once activated, flow switches and an optional operator signal, which in a particular embodiment may all lie in communication with a relay terminal. The fuses and switches include those known to persons skilled in electronic circuitry. With further reference to FIGS. 4 - 7, persons of ordinary skill in the art will appreciate that the various relays of the control circuitry 115 suitably open and close in a manner effective to accomplish various functions according to the established ambient temperature and/or relative humidity parameters of the system 10 including, but necessarily limited to: (1) setting the system pump 114 to an OFF position when both the control module 113 and post-treatment fluid reservoir 124 have sufficient fluid levels, (2) setting the system pump 114 to an ON position when the control module 113 has an adequate amount of fluid and the post-treatment fluid reservoir 124 has an insufficient fluid level thereby activating the pump 114, (3) setting the system pump 114 to an OFF position when both the control module 113 and post-treatment fluid reservoir 124 are substantially empty or have low or insufficient fluid levels, (4) setting the pump 114 to an OFF position when the control module 113 has a low or insufficient fluid level (or empty) and the post-treatment fluid reservoir 124 has a sufficient fluid level, (5) setting the pump 114 to an OFF position when the ambient temperature of the system 10 drops to about freezing or below freezing and the chemical reservoir 125 is substantially empty, (6) setting the pump 162 (if present) to an ON position and the valve member 126 to an OPEN position to deliver fluid from the chemical reservoir assembly 125 to the control module 113 when the control module 113 is substantially empty according to temperature settings of the system 10, (7) setting the closure member 32 to an OPEN position allowing air flow through the air channel 30 to promote condensate production when a set point, i.e., a preprogrammed ambient air temperature and/or relative humidity and/or A/C Evaporator 20 temperature dew point are realized and/or the control module 113 is substantially empty, (8) setting the closure member 32 to a CLOSED position preventing air flow through the air channel 30 during system 10 operation when a set point is not realized.

[0050] FIG. 7 provides an exemplary schematic representation of system 10 dew point optimization circuitry. Without limiting the invention, exemplary dew point optimization logic is provided in Table 2 below.

[0051] Table 2

D = A x B x C

A B c D

Temperature Below Closure Member 32 Heater/Defrost Output to Closure

Set Point (0=NO) (0 = CLOSED) (0=OFF) Member 32

0 0 0 0

0 0 1 0

0 1 0 0

0 1 1 0

0 0 0

¹

0 0 0

¹

0 1 0

¹

0 1 0

¹

1 0 0

¹ 1 1 0 0

1 1 1 1

[0052] Without limiting the invention, for exemplary purposes, various scenarios of dew point optimization of the system 10 are described in FIGS. 8 - 10. FIG. 8 provides a scenario including a vehicular system 10 with the heater or defrost set to an ON position but where the inlet air temperature of the system 10 is too low for adequate condensate production. In this scenario, the system 10 has a set point of 23.9 degrees Celsius (75.0 degrees Fahrenheit) and the control circuity 115 is programmed having a power supply circuit ("Circuit I") and a load circuit ("Circuit Π") for the closure member 32 each set as "Normally Open" ("N/O") thereby setting the closure member 32, via an actuator or motor, at a "Normally Closed" ("N/C") position. With the system 10 operating with either the heater or defrost set to an ON position and the inlet air temperature of the system 10 being at about 10.0 degrees Celsius (40.0 degrees Fahrenheit) and the relative humidity at about 40.0 percent or less, the control circuitry 115 is operationally configured to set Circuit I and Circuit II to a CLOSED position activating the actuator and setting the closure member 32 to an OPEN position allowing for air flow through the air channel 30.

[0053] With attention to FIG. 9, in a scenario where a vehicular system 10 has a set point of 23.9 degrees Celsius (75.0 degrees Fahrenheit) and the control circuity 115 is programmed having a power supply circuit ("Circuit I") and a load circuit ("Circuit II") for the closure member 32 set as "Normally Open" ("N/O") thereby setting the closure member 32, via an actuator or motor, at a "Normally Closed" ("N/C") position, with the system 10 operating with either the heater or defrost set to an ON position and the inlet air temperature of the system 10 is at about 25.6 degrees Celsius (78.0 degrees Fahrenheit) and the relative humidity is at about 20.0 percent or greater, the control circuitry 115 is operationally configured to set Circuit I to a CLOSED position and Circuit II to an OPEN position maintaining the closure member 32 in a CLOSED position preventing air flow through the air channel 30.

[0054] With attention to FIG. 10, in a scenario where a vehicular system 10 has a set point of 23.9 degrees Celsius (75.0 degrees Fahrenheit) and the control circuity 115 is programmed having a power supply circuit ("Circuit I") and a load circuit ("Circuit II") for the closure member 32 set as "Normally Open" ("N/O") thereby setting the closure member 32, via an actuator or motor, at a "Normally Closed" ("N/C") position, with the system 10 operating with either the heater or defrost set to an OFF position and the inlet air temperature of the system 10 is at about 10.0 degrees Celsius (40.0 degrees Fahrenheit) and the relative humidity is at about 40.0 percent or less, the control circuitry 115 is operationally configured to set Circuit I to an OPEN position and Circuit II to an CLOSED position maintaining the closure member 32 in a CLOSED position preventing air flow through the air channel 30.

[0055] Suitably, the temperature sensor(s) employed as part of the system 10 may include ambient air temperature sensor(s) commonplace on modem vehicles such as automobiles. In one embodiment, the control circuitry 115 may be electrically communicated with the temperature sensor(s) of the vehicle for suitable system operation. In such embodiment, the ambient air temperature sensor may be electrically communicated with the control circuitry 115 inside the control module 113, e.g., a suitable temperature sensor is provided in the form of a chip on a printed circuit board ("PCB") for measuring the ambient temperature during system 10 operation.

[0056] Suitably, the present system 10 is provided as an original equipment (hereafter

"OE") system of a vehicle, but is also contemplated that an air channel 30 may be provided as an aftermarket type add-on to a pre-existing HVAC system of a vehicle depending on the availability of usable free space about the HVAC system for the possible addition of an air channel 30. In addition, the system 10 may include an OE control module 113 provided as a one piece mold construction incorporated as part of a vehicle's drip pan 112 assembly. In another embodiment, a control module 113 may be provided as a separate after-market addon type component for use with a pre-existing A/C assembly. For each type of system 10 employed, one or more of the component parts may vary in size and shape and proximity to one another according to the design features of a particular vehicle. In addition, one or more separate component parts of the system 10 may be provided as releasable members for replacement as desired or otherwise required. Also, two or more component parts may be provided as a one piece mold construction as desired.

[0057] Without limiting the system 10 to any particular materials of construction, a suitable system 10 is constructed from one or more materials including, but not necessarily limited to those materials resistant to chipping, cracking, excessive bending and reshaping as a result of ozone, weathering, heat, moisture, other outside mechanical and chemical influences, physical impacts, and combinations thereof. In one embodiment, the present system 10 may be constructed from like materials as known vehicle HVAC systems. Suitable materials may include, but are not necessarily limited to plastics, metals, composite materials, and combinations thereof. In one suitable example, the system 10 and/or its component parts may be constructed via plastic injection molding.

[0058] Persons of ordinary skill in the art will recognize that many modifications may be made to the present application without departing from the spirit and scope of the application. The embodiment(s) described herein are meant to be illustrative only and should not be taken as limiting the invention, which is defined in the claims.

Claims

I Claim:

1. A vehicular HVAC system including:

a first outside air intake and a second recycled cabin air intake;

a blower fan in fluid communication with the first and second air intakes for blowing air out through one or more downstream system outlets; an air conditioning assembly downstream of the blower fan for cooling blown air;

a heater assembly downstream of the air conditioning assembly for heating blown air;

an air channel defined by an inlet and an outlet, the air channel being

operationally configured to route air heated by the heater assembly to a location within the system upstream of the blower fan; wherein the inlet includes an airflow control member effective to dictate air flow through the air channel according to one or more ambient environmental conditions; and

control circuitry operationally configured to measure one or more ambient environmental conditions and regulate the airflow control member between open and closed positions according to the one or more measured ambient environmental conditions.

2. The vehicular HVAC system of claim 1 further including an A'C condensate reclamation system.

3. A vehicular HVAC system including:

one or more air inlets;

one or more air outlets in fluid communication with the one or more air inlets; a blower fan in fluid communication with the one or more air inlets for blowing air through the system and out through the one or more air outlets;

an air conditioning assembly including an A/C evaporator for cooling air blown by the blower fan;

a heater assembly including a heater core for heating air blown by the blower fan;

an air channel having an inlet at a position downstream of the heater core and an outlet at a position upstream of the blower fan;

a plurality of airflow control members each being operable between open and closed positions for dictating directional air flow through the system including an airflow control member located at the inlet of the air channel operationally configured to dictate air flow through the air channel; and

control circuitry operationally configured to measure one or more ambient environmental conditions and set the airflow control members to open and closed positions according to the one or more measured ambient environmental conditions.

4. A method for optimizing temperature dew point of an A/C evaporator of a vehicular HVAC system, comprising:

providing a vehicular HVAC system including an air channel operationally configured to route air heated by a system heater core to a location upstream of a system blower fan and downstream of one or more system air inlets, the air channel having an inlet including an airflow control member regulated by control circuitry to change between a normal closed position and one or more open positions for controlling the flow of heated air through the air channel according to a measured ambient temperature of the system in relation to a target ambient temperature of the system; and

when the measured ambient temperature of the system is below the target ambient temperature of the system, signaling the airflow control member to open from a closed position allowing a desired amount of air heated by the heater core to flow through the air channel to be blown by the blower fan over an A/C evaporator of the system.