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WO1989009143A1 - A heating and air conditioning system for a coach - Google Patents

A heating and air conditioning system for a coach Download PDF

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Publication number
WO1989009143A1
WO1989009143A1 PCT/FI1989/000049 FI8900049W WO8909143A1 WO 1989009143 A1 WO1989009143 A1 WO 1989009143A1 FI 8900049 W FI8900049 W FI 8900049W WO 8909143 A1 WO8909143 A1 WO 8909143A1
Authority
WO
WIPO (PCT)
Prior art keywords
air
heat exchanger
channel
intake
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/FI1989/000049
Other languages
French (fr)
Inventor
Kalervo Virtanen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to DE19893990286 priority Critical patent/DE3990286T1/en
Publication of WO1989009143A1 publication Critical patent/WO1989009143A1/en
Priority to GB9020972A priority patent/GB2234810B/en
Priority to DK234990A priority patent/DK234990D0/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00371—Air-conditioning arrangements specially adapted for particular vehicles for vehicles carrying large numbers of passengers, e.g. buses
    • 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
    • B60H1/02—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant
    • B60H1/03—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant
    • B60H1/039—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant and from a source other than the propulsion plant from air leaving the interior of the vehicle, i.e. heat recovery
    • 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
    • B60H1/00007—Combined heating, ventilating, or cooling devices
    • B60H1/00207—Combined heating, ventilating, or cooling devices characterised by the position of the HVAC devices with respect to the passenger compartment
    • B60H2001/00235—Devices in the roof area of the passenger compartment

Definitions

  • the invention relates to a heating and air conditioning system for a coach or the like, comprising an air intake channel with an air intake hole at its one end opening outside the vehicle and feeding the intake air through a heat exchanger of water circulation type inside the vehicle.
  • the known heating and air conditioning systems for coaches show an air intake down in the front end of the motorcar. Then exhaust gases from the traffic around easily drift inside the motorcar, which can prove to be very annoying, especially in city traffic.
  • Exhaust air valves are generally situated in the rear end of the body so that the passenger space can be provided with a sufficient air circulation. The air flows in the passenger space from the front backwards to a distance of even 12 meters. Then the old indoor air flowing backwards in the passenger space is mixed with the intake air, which makes the refreshing effect of the intake air weaker.
  • auxiliary blowers in the front end of the motor car mix the air flows in the pas ⁇ senger space and make the air conditioning even worse.
  • the inside air of the vehicle should be changed at least 10 times an hour, but in the known solutions this is in the most cases not sufficient to guarantee a good air quality for the passengers.
  • the intake air is heated by means of a heat exchanger, through which the cooling liquid of the motor is circulating.
  • the cooling system of the motor can be connected to the heat exchanger by means of a three-way valve, whereby the heat exchanger in a way has its own hydraulic circulation, in which the temperature of the circulating liquid can be controlled by means of said three-way valve.
  • the object of the invention is thus a heating and air conditioning system for a coach, by means of which quick temperature changes can be corrected.
  • Another object of the invention is an improved air circulation in the passenger space.
  • a heating and air conditioning system of a type described in the prior art portion, which is characterized in that the system additionally comprises a preliminary heat exchanger in the air intake channel between the air intake hole and the heat exchanger, an exhaust air channel extending from the inside through the preliminary heat exchanger and opening outside the vehicle, and control means, through which the amount of intake air to be led from the air intake channel into the heat exchanger can be restricted to compensate quick temperature changes, if necessary, and through which exhaust air from the ex ⁇ haust air channel can be led instead into the heat exchanger.
  • the air is taken in from above the windscreen, because the boost pressure is there at its highest and the air is better in quality than below the windscreen, from where the air intake normally occurs.
  • the indoor air is led out by means of the exhaust channel ending preferably in the front end of the roof, because the underpressure is greatest in the front end of the roof for the provision of a stronger suction and a better air circulation.
  • Air flows are mainly directed from above downwards, because the fresh intake air is fed separately for each passenger and the exhaust air is correspondingly fed through exhaust valves in the bottom part of the passenger space into the exhaust channel. Air flows in the longitudinal direction of the passenger space do mainly not occur. A good air quality is obtained even by means of a less ventilation as is stipulated.
  • the exhaust air flows through the prelimi ⁇ nary heat exchanger placed in the air intake channel and emits heat into the air coming in, whereby separate auxiliary heaters are avoided, if a sufficient amount of- heat is not obtained from the cooling liquid of the motor for heating the coach. It is detrimental to the motor, if its cooling liquid is below 60°C and a tem ⁇ perature lower than this is hardly enough any more for heating the intake air.
  • the preliminary heat exchanger can be used as a precooler, when the air temperature must be cooled mechanically.
  • Said control means can lead, if necessary, all the exhaust air through the heat exchanger back to the passenger space, for instance when there are quick changes in the temperature of the air coming from out ⁇ side, which changes cannot be corrected quickly enough by corrections of the temperature of the circulating water.
  • a recirculation of the exhaust air speeds up also the heating of the passenger space before starting driving.
  • a recirculation is preferable for maintaining a sufficient temperature when opening the door and immediately thereafter.
  • a blower connected to the heat exchanger operates at full capacity, whereby the air circulation speeds up and the cold air flowing in through the open door can be led quickly out of the passenger space while warm air is fed in instead.
  • Figure 1 shows a side section view of a heating and air conditioning system according to the invention located in a coach
  • Figure 2 shows a block diagram of an electronic control system of the system according to Figure 1.
  • an air intake channel 1 in the front end of the coach in the upper portion of the driver's cabin immediately below the roof, which channel runs in the longitudinal direction of the vehicle with its front end opening in front of the car above the windscreen and forming an air intake hole 2 in the form of a hopper.
  • a blower and a heat ex- change cell 3 of water circulation type which cell heats the intake air and feeds it into a distributing channel in the upper portion of the passenger space in the longitudinal direction of the car.
  • a preliminary heat exchanger 5 is located in the air intake channel 1 between the air intake hole 2 and the heat exchanger 3, through which preliminary heat ex ⁇ changer the intake air flows along horizontal pas ⁇ sages.
  • the exhaust air channel 4 ends below the prelimi ⁇ nary heat exchanger 5, from where the exhaust air con ⁇ tinues upwards along the vertical passages of the pre- liminary heat exchanger 5 and ends outside the car through an exhaust hole 6 in the roof above the prelimi ⁇ nary heat exchanger 5. Then the warm exhaust air flowing through the preheater 5 heats the intake, air flowing in the air intake channel 1.
  • control flap 7 is articulated in the middle by an axle 8 transverse to the channels.
  • the control flap 7 can turn from a horizontal position parallel with the channels 1 and 4, in which position it separates the channels from each other and leads the intake air into the heat exchanger 3 and the exhaust air into the preliminary heat ex ⁇ changer 5, to * a vertical position, in which it leads exhaust air into the heat exchanger 3-
  • the control flap 7 has two operating positions.
  • the control of the control flap 7 occurs on the basis of a measurement carried out by means of a tempe ⁇ rature indicator 12 in a way to be described later.
  • a measuring flap 10 At the first end of a distributing channel 9, immediately after the heat exchanger 3 and the blower (not shown) is located a measuring flap 10, which is situated in the distributing channel 9 in an upright position and transversally to the flowing direction.
  • the upper end of the measuring flap 10 is fastened pivotally in such a way that the air flow coming from the heat exchanger can turn the flap 10 with respect to the vertical plane to an angle proportional to the flow rate or air pressure in the distributing channel 9. This turning angle is measured by means of a suitable indicator, e.g.
  • a control unit 21 shown in Figure 2 controls the speed of rotation of the blower on the basis of this measuring value by means of a suitable motor control unit 25. In this way the flow rate in the distributing channel 9 can be maintained essentially constant ir ⁇ respective of changes in the boost pressure.
  • the bottom of the distributing channel is at regular distances provided with openings 14 provided with ribs, between which ribs air is evenly distri ⁇ ubbed all over the passenger space.
  • the ribs are preferably pipes, in which the cooling liquid of the motor circulates and heats the air passing by.
  • corre ⁇ sponding openings 15 are corre ⁇ sponding openings 15 at regular distances, through which openings the indoor air flows into a boot 16 and further through the exhaust channel 4 out of the car.
  • the strong suction caused by the great underpressure at the exhaust hole 6 in the front end of the roof provides an effective air circulation. If desired, the underpres ⁇ sure can be increased at the front edge of the roof by means of a raising 18 before the exhaust hole 6.
  • the heat exchange cell 3 can also be a double- cell, in which in addition to the cooling liquid of the motor also a cooler for cooling indoor air at warm seasons can be circulated. Then also the cool exhaust air cools the intake air in the preliminary heat ex ⁇ changer.
  • Figure 2 shows a block diagram of an electronic control system according to the invention. To the control unit 21 are connected the temperature indicator 12, the potentiometer 22, flap control 23, control 24 of the three-way valve and blower control 25. The temperature indicator located after the heat exchanger 3, e.g. in the distributing channel 9, develops a measuring signal. On the basis of this signal the control unit 21 controls the flap 8 and the three- way valve controlling the temperature of the cooling liquid of the motor circulating through the heat exchanger 3.
  • control unit 21 When the temperature measured decreases quickly from the set value, the control unit 21 turns the control flap 7 to an upright position. Simulta ⁇ neously, the three-way valve is controlled in such a way that the temperature of the circulating liquid begins to rise. The control flap 7 is turned to a horizontal position after the predetermined period has expired (delay in the control of the liquid temperature) and/or after some other condition is fulfilled. During the time of opening the door, the control unit 21 can be arranged to control only the control flap 7.
  • the potentiometer 22 develops a signal propor ⁇ tional to the air pressure acting on the measuring flap 10, on the basis of which signal the control unit 21 steplessly controls the speed of rotation of the blower.
  • the blocks according to Figure 2 can be easily realized by means of commercially available control circuits and units.
  • the control system can naturally be realized also in other ways different from the above.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Mechanical Engineering (AREA)
  • Air-Conditioning For Vehicles (AREA)

Abstract

The invention relates to a heating and air conditioning system for a coach or the like, comprising an air intake channel (1) with an air intake hole (2) at its one end opening outside the vehicle and feeding the intake air through a heat exchanger (3) of water circulation type inside the vehicle. The system comprises additionally a preliminary heat exchanger (5) in the air intake channel (1) between the air intake hole (2) and the heat exchanger (3), an exhaust air channel (4, 11) running from the inside through the preliminary heat exchanger (5) and opening outside the vehicle, and control means (7), through which the amount of intake air to be led from the air intake channel (1) into the heat exchanger (3) is restricted to compensate quick temperature changes, if necessary, and through which exhaust air from the exhaust air channel (4) is led in instead, correspondingly.

Description

A heating and air conditioning system for a coach
The invention relates to a heating and air conditioning system for a coach or the like, comprising an air intake channel with an air intake hole at its one end opening outside the vehicle and feeding the intake air through a heat exchanger of water circulation type inside the vehicle.
The known heating and air conditioning systems for coaches show an air intake down in the front end of the motorcar. Then exhaust gases from the traffic around easily drift inside the motorcar, which can prove to be very annoying, especially in city traffic. Exhaust air valves are generally situated in the rear end of the body so that the passenger space can be provided with a sufficient air circulation. The air flows in the passenger space from the front backwards to a distance of even 12 meters. Then the old indoor air flowing backwards in the passenger space is mixed with the intake air, which makes the refreshing effect of the intake air weaker. Moreover, auxiliary blowers in the front end of the motor car mix the air flows in the pas¬ senger space and make the air conditioning even worse. According to the regulations, the inside air of the vehicle should be changed at least 10 times an hour, but in the known solutions this is in the most cases not sufficient to guarantee a good air quality for the passengers.
In the known systems, the intake air is heated by means of a heat exchanger, through which the cooling liquid of the motor is circulating. The cooling system of the motor can be connected to the heat exchanger by means of a three-way valve, whereby the heat exchanger in a way has its own hydraulic circulation, in which the temperature of the circulating liquid can be controlled by means of said three-way valve. Through this arrange¬ ment it is possible to compensate the slow changes occurring in the temperature of the intake air or of the passenger space. Quick temperature changes cannot, however, be corrected by this arrangement.
The object of the invention is thus a heating and air conditioning system for a coach, by means of which quick temperature changes can be corrected.
Another object of the invention is an improved air circulation in the passenger space.
This is attained by means of a heating and air conditioning system of a type described in the prior art portion, which is characterized in that the system additionally comprises a preliminary heat exchanger in the air intake channel between the air intake hole and the heat exchanger, an exhaust air channel extending from the inside through the preliminary heat exchanger and opening outside the vehicle, and control means, through which the amount of intake air to be led from the air intake channel into the heat exchanger can be restricted to compensate quick temperature changes, if necessary, and through which exhaust air from the ex¬ haust air channel can be led instead into the heat exchanger. The air is taken in from above the windscreen, because the boost pressure is there at its highest and the air is better in quality than below the windscreen, from where the air intake normally occurs.
The indoor air is led out by means of the exhaust channel ending preferably in the front end of the roof, because the underpressure is greatest in the front end of the roof for the provision of a stronger suction and a better air circulation. Air flows are mainly directed from above downwards, because the fresh intake air is fed separately for each passenger and the exhaust air is correspondingly fed through exhaust valves in the bottom part of the passenger space into the exhaust channel. Air flows in the longitudinal direction of the passenger space do mainly not occur. A good air quality is obtained even by means of a less ventilation as is stipulated. The exhaust air flows through the prelimi¬ nary heat exchanger placed in the air intake channel and emits heat into the air coming in, whereby separate auxiliary heaters are avoided, if a sufficient amount of- heat is not obtained from the cooling liquid of the motor for heating the coach. It is detrimental to the motor, if its cooling liquid is below 60°C and a tem¬ perature lower than this is hardly enough any more for heating the intake air. In summer the preliminary heat exchanger can be used as a precooler, when the air temperature must be cooled mechanically.
Said control means can lead, if necessary, all the exhaust air through the heat exchanger back to the passenger space, for instance when there are quick changes in the temperature of the air coming from out¬ side, which changes cannot be corrected quickly enough by corrections of the temperature of the circulating water. A recirculation of the exhaust air speeds up also the heating of the passenger space before starting driving. A recirculation is preferable for maintaining a sufficient temperature when opening the door and immediately thereafter. When the door is open and the control flap is in a circulating position, it is preferable that a blower connected to the heat exchanger operates at full capacity, whereby the air circulation speeds up and the cold air flowing in through the open door can be led quickly out of the passenger space while warm air is fed in instead.
The invention is described in the following in closer detail by means of an embodiment with reference of the enclosed drawing, in which
Figure 1 shows a side section view of a heating and air conditioning system according to the invention located in a coach, and Figure 2 shows a block diagram of an electronic control system of the system according to Figure 1.
As shown in Figure 1, there is an air intake channel 1 in the front end of the coach in the upper portion of the driver's cabin immediately below the roof, which channel runs in the longitudinal direction of the vehicle with its front end opening in front of the car above the windscreen and forming an air intake hole 2 in the form of a hopper. At the rear end of the air intake channel 1 there is a blower and a heat ex- change cell 3 of water circulation type, which cell heats the intake air and feeds it into a distributing channel in the upper portion of the passenger space in the longitudinal direction of the car.
Below the air intake channel 1 there is a parallel exhaust air channel 4, the first portion of which forms a vertical rising channel 11 preferably beginning from a boot below the passenger space. A preliminary heat exchanger 5 is located in the air intake channel 1 between the air intake hole 2 and the heat exchanger 3, through which preliminary heat ex¬ changer the intake air flows along horizontal pas¬ sages. The exhaust air channel 4 ends below the prelimi¬ nary heat exchanger 5, from where the exhaust air con¬ tinues upwards along the vertical passages of the pre- liminary heat exchanger 5 and ends outside the car through an exhaust hole 6 in the roof above the prelimi¬ nary heat exchanger 5. Then the warm exhaust air flowing through the preheater 5 heats the intake, air flowing in the air intake channel 1. Between the preliminary heat exchanger 5 and the heat exchanger 3, the wall of the bottom of the air intake channel 1, i.e. the partition wall between the air intake channel 1 and the exhaust air channel 4, is formed by a control flap 7. The control flap 7 is articulated in the middle by an axle 8 transverse to the channels. Thus the control flap 7 can turn from a horizontal position parallel with the channels 1 and 4, in which position it separates the channels from each other and leads the intake air into the heat exchanger 3 and the exhaust air into the preliminary heat ex¬ changer 5, to* a vertical position, in which it leads exhaust air into the heat exchanger 3- In the example, the control flap 7 has two operating positions. By means of a structure of another kind intake air and exhaust air can also be led as a mixture desired to the heat exchanger.
The control of the control flap 7 occurs on the basis of a measurement carried out by means of a tempe¬ rature indicator 12 in a way to be described later. At the first end of a distributing channel 9, immediately after the heat exchanger 3 and the blower (not shown) is located a measuring flap 10, which is situated in the distributing channel 9 in an upright position and transversally to the flowing direction. The upper end of the measuring flap 10 is fastened pivotally in such a way that the air flow coming from the heat exchanger can turn the flap 10 with respect to the vertical plane to an angle proportional to the flow rate or air pressure in the distributing channel 9. This turning angle is measured by means of a suitable indicator, e.g. by means of a potentiometer 22 (Figure 2) , connected to the end of the axle of the measuring flap 10. A control unit 21 shown in Figure 2 controls the speed of rotation of the blower on the basis of this measuring value by means of a suitable motor control unit 25. In this way the flow rate in the distributing channel 9 can be maintained essentially constant ir¬ respective of changes in the boost pressure.
The bottom of the distributing channel is at regular distances provided with openings 14 provided with ribs, between which ribs air is evenly distri¬ buted all over the passenger space. The ribs are preferably pipes, in which the cooling liquid of the motor circulates and heats the air passing by. In the bottom part of the passenger space there are corre¬ sponding openings 15 at regular distances, through which openings the indoor air flows into a boot 16 and further through the exhaust channel 4 out of the car. The strong suction caused by the great underpressure at the exhaust hole 6 in the front end of the roof provides an effective air circulation. If desired, the underpres¬ sure can be increased at the front edge of the roof by means of a raising 18 before the exhaust hole 6.
The heat exchange cell 3 can also be a double- cell, in which in addition to the cooling liquid of the motor also a cooler for cooling indoor air at warm seasons can be circulated. Then also the cool exhaust air cools the intake air in the preliminary heat ex¬ changer. Figure 2 shows a block diagram of an electronic control system according to the invention. To the control unit 21 are connected the temperature indicator 12, the potentiometer 22, flap control 23, control 24 of the three-way valve and blower control 25. The temperature indicator located after the heat exchanger 3, e.g. in the distributing channel 9, develops a measuring signal. On the basis of this signal the control unit 21 controls the flap 8 and the three- way valve controlling the temperature of the cooling liquid of the motor circulating through the heat exchanger 3. When the temperature measured decreases quickly from the set value, the control unit 21 turns the control flap 7 to an upright position. Simulta¬ neously, the three-way valve is controlled in such a way that the temperature of the circulating liquid begins to rise. The control flap 7 is turned to a horizontal position after the predetermined period has expired (delay in the control of the liquid temperature) and/or after some other condition is fulfilled. During the time of opening the door, the control unit 21 can be arranged to control only the control flap 7.
The potentiometer 22 develops a signal propor¬ tional to the air pressure acting on the measuring flap 10, on the basis of which signal the control unit 21 steplessly controls the speed of rotation of the blower.
The blocks according to Figure 2 can be easily realized by means of commercially available control circuits and units. The control system can naturally be realized also in other ways different from the above.
The figures and the specification relating thereto are only meant to clarify the invention. As to the details, the heating and air conditioning system according to the invention can vary within the scope of the enclosed claims.

Claims

Claims :
1. A heating and air conditioning system for a coach or the like, comprising an air intake channel (1) with an air intake hole (2) at its one end opening outside the vehicle and feeding the intake air through a heat exchanger (3) of water circulation type inside the vehicle, c h a r a c t e r i z e d in that the system additionally comprises a preliminary heat ex- changer (5) in the air intake channel (1) between the air intake hole (2) and the heat exchanger (3), an ex¬ haust air channel (4, II) running from the inside through the preliminary heat exchanger (5) and opening outside the vehicle, and control means (7), through which the amount of intake air to be led from the air intake channel (1) into the heat exchanger (3) can be restricted to compensate quick temperature changes, if necessary, and through which exhaust air from the ex¬ haust air channel (4) can be led instead.
2. A system according to claim 1, c h a r ¬ a c t e r i z e d in that the control means comprise at least one flap (8), which in its normal position leads all the intake air into the heat exchanger (3) and all the exhaust air through the preliminary heat exchanger out and which in another position blocks the intake air and allows the exhaust air to flow into the heat exchanger (3).
3. A system according to claim 2, c h a r ¬ a c t e r i z e d in that the control means further comprise control and measuring means (12, 21, 23), which on the basis of the measured inside temperature control said flap (8).
4. A system according to one of the preceding claims, c h a r a c t e r i z e d in that the ex- haust air channel (4) begins from a boot (16) below the passenger space (11).
* 5. A system according to one of the preceding claims, c h a r a c t e r i z e d in that the heat exchanger (3) of water circulation type is provided with double-piping, whereby in one pipe system circulates the warm circulating water of the motor, when the intention is to heat the intake air, and in the other system circulates a cold liquid, when the intention is cool the intake air.
6. A system according to one of the preceding claims, c h a r a c t e r i z e d in that the heat exchanger is connected to the cooling system of the motor by means of a three-way valve controlled by said control and measuring means.
7. A system according to one of the preceding claims, c h a r a c t e r i z e d in that after the blower of the heat exchanger (3) there is an air pressure indicator (10, 22) developing a signal, on the basis of which the speed of rotation of the blower is controlled.
8. A system according to claim 7, c h a r ¬ a c t e r i z e d in that the pressure indicator is at its upper end a pivotally fastened flap (10), to the axle of which is connected a potentiometer (22) developing a signal proportional to the turning angle of the flap caused by the air pressure.
9. A system according to one of the preceding claims, c h a r a c t e r i z e d in that the air intake channel (1) is located in the upper portion of the driver's cabin of the vehicle and that the air intake hole opens above the windscreen.
10. A system according to one of the preceding claims, c h a r a c t e r i z e d in that the exhaust air channel (4) opens into the front portion of the roof of the vehicle.
PCT/FI1989/000049 1988-03-30 1989-03-21 A heating and air conditioning system for a coach Ceased WO1989009143A1 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE19893990286 DE3990286T1 (en) 1988-03-30 1989-03-21 HEATING AND AIR CONDITIONING SYSTEM FOR A BUS
GB9020972A GB2234810B (en) 1988-03-30 1990-09-24 A heating and air conditioning system for a coach
DK234990A DK234990D0 (en) 1988-03-30 1990-09-28 HEATING AND AIR CONDITIONING FOR A BUS

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI881502A FI79810C (en) 1988-03-30 1988-03-30 Heating and air conditioning system in a bus.
FI881502 1988-03-30

Publications (1)

Publication Number Publication Date
WO1989009143A1 true WO1989009143A1 (en) 1989-10-05

Family

ID=8526185

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/FI1989/000049 Ceased WO1989009143A1 (en) 1988-03-30 1989-03-21 A heating and air conditioning system for a coach

Country Status (8)

Country Link
CA (1) CA1313047C (en)
DK (1) DK234990D0 (en)
FI (1) FI79810C (en)
FR (1) FR2629396B1 (en)
GB (1) GB2234810B (en)
PT (1) PT90154A (en)
SE (1) SE469017B (en)
WO (1) WO1989009143A1 (en)

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WO2008090232A1 (en) * 2007-01-26 2008-07-31 Bombardier Transportation Gmbh Method for climatizing a vehicle
WO2014009922A1 (en) * 2012-07-13 2014-01-16 Tata Motors Limited Automotive cabin environment management system
WO2014160459A1 (en) * 2013-03-13 2014-10-02 Bergstrom, Inc. Air conditioning system utilizing heat recovery ventilation for fresh air supply and climate control
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US9487063B2 (en) 2002-04-29 2016-11-08 Bergstrom, Inc. Vehicle air conditioning and heating system providing engine on and engine off operation
US9694651B2 (en) 2002-04-29 2017-07-04 Bergstrom, Inc. Vehicle air conditioning and heating system providing engine on and off operation
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US9783024B2 (en) 2015-03-09 2017-10-10 Bergstrom Inc. System and method for remotely managing climate control systems of a fleet of vehicles
US9840130B2 (en) 2013-03-13 2017-12-12 Bergstrom Inc. Air conditioning system utilizing thermal capacity from expansion of compressed fluid
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US10006684B2 (en) 2015-12-10 2018-06-26 Bergstrom, Inc. Air conditioning system for use in vehicle
US10081226B2 (en) 2016-08-22 2018-09-25 Bergstrom Inc. Parallel compressors climate system
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US10369863B2 (en) 2016-09-30 2019-08-06 Bergstrom, Inc. Refrigerant liquid-gas separator with electronics cooling
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US10562372B2 (en) 2016-09-02 2020-02-18 Bergstrom, Inc. Systems and methods for starting-up a vehicular air-conditioning system
US10589598B2 (en) 2016-03-09 2020-03-17 Bergstrom, Inc. Integrated condenser and compressor system
US10675948B2 (en) 2016-09-29 2020-06-09 Bergstrom, Inc. Systems and methods for controlling a vehicle HVAC system
US10724772B2 (en) 2016-09-30 2020-07-28 Bergstrom, Inc. Refrigerant liquid-gas separator having an integrated check valve
SE1930245A1 (en) * 2019-07-16 2021-01-17 Suxini Ek Foer Improved energy efficiency of electric vehicles through improved function in the vehicles' air conditioning system, HVAC
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US12420616B2 (en) 2016-08-22 2025-09-23 Bergstrom, Inc. Multi-compressor oil migration mitigation climate system
US11479086B2 (en) 2016-08-22 2022-10-25 Bergstrom, Inc. Multi-compressor climate system
US10562372B2 (en) 2016-09-02 2020-02-18 Bergstrom, Inc. Systems and methods for starting-up a vehicular air-conditioning system
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Also Published As

Publication number Publication date
DK234990A (en) 1990-09-28
GB9020972D0 (en) 1990-11-21
FR2629396A1 (en) 1989-10-06
GB2234810B (en) 1992-01-08
FR2629396B1 (en) 1992-10-02
FI79810C (en) 1990-03-12
PT90154A (en) 1989-11-10
SE469017B (en) 1993-05-03
CA1313047C (en) 1993-01-26
FI79810B (en) 1989-11-30
GB2234810A (en) 1991-02-13
FI881502A7 (en) 1989-10-01
DK234990D0 (en) 1990-09-28
SE9003060L (en) 1990-09-26
FI881502A0 (en) 1988-03-30
SE9003060D0 (en) 1990-03-21

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