WO2005108135A1

WO2005108135A1 - Battery-powered climate-control system

Info

Publication number: WO2005108135A1
Application number: PCT/US2005/014819
Authority: WO
Inventors: Carlos J. Coe; David E. Webb; Henry M. Burkhalter; Kirk Bynum
Original assignee: Idling Solutions
Priority date: 2004-04-30
Filing date: 2005-04-29
Publication date: 2005-11-17

Abstract

A vehicle which includes an internal combustion engine, a rechargeable battery that provides SLI power to the vehicle and powers auxiliary components of the vehicle, and a climate control unit powered only by the rechargeable battery. The climate control unit comprises at least one compressor.

Description

BATTERY-POWERED CLIMATE-CONTROL SYSTEM

Field of the Invention The present invention generally relates to the field of climate-control systems for the interior of vehicles occupied for extended periods of time by humans. More particularly, the present invention relates to systems that provide climate-control of the occupied space of a vehicle for extended periods of time without the addition of auxiliary batteries or the need to operate an internal combustion engine for the generation of power.

Background of the Invention Mobile climate-control systems are used in various types of occupant-type vehicles, such as recreational vehicles (RVs), marine vehicles, and tractor-trailers, for example. Mobile climate-control systems are typically designed to operate when the vehicle's primary internal combustion engine (ICE) is not running and therefore require other sources of power. Various types of power have been suggested to operate mobile climate-control systems including auxiliary batteries, shore power and secondary engines, often referred to as Gensets, which can be powered by diesel-fuel or conventional-gasoline engines.

Auxiliary batteries can be used to power a mobile climate-control system. However, the auxiliary battery must be electrically isolated from the vehicle's starting, lighting and ignition (SLI) battery to preserve its charge and ensure adequate power to restart the vehicle's ICE. An example of an auxiliary battery- powered mobile climate-control system is disclosed in U.S. Patent No. 5,899,081.

Figure 7 depicts the system of U.S. '081 wherein auxiliary batteries 60 are electrically connected in parallel to an inverter 70 which converts D.C. power from the auxiliary batteries 60 into A.C. power required to operate a heating and air conditioning unit 55. The auxiliary batteries 60 are connected to a charge solenoid 120 which controls the electrical connection of the auxiliary batteries 60 to the truck's electrical system and SLI battery 30 through the operation of an ignition switch 16. When the ignition switch is in the "off position the charge solenoid 120 disconnects the auxiliary batteries 60 from the truck's SLI battery 30 to preserve the SLI battery's charged state and to ensure the auxiliary batteries 60 become the sole source of power to the heating and air conditioning unit 55. When the ignition switch 16 is in the "on" position the auxiliary batteries 60 are electrically connected in parallel with the SLI battery 30 so that the truck's alternator can simultaneously charge both the SLI battery 30 and the auxiliary batteries 60.

There is a major problem with this system architecture necessitated by the disparate properties of SLI and deep-cycle auxiliary batteries. Conventional SLI batteries cannot be cycled repeatedly to low states of charge and fully recover their capacity to provide adequate engine-starting power. In the system architecture taught by the '081 patent, to ensure the SLI battery is not deeply discharged with the auxiliary batteries while they are providing power to the climate-control system, the engine-starting SLI battery is electrically isolated from the auxiliary batteries.

However, at the instant the ignition switch is placed in the "on" position to start the ICE, the SLI battery, typically in a high state of charge (SOC), is connected in parallel with the auxiliary batteries which typically are at a much lower SOC. The instantaneous consequence of this connection is rapid discharge of the SLI battery simultaneous with the user's attempt to start the ICE. Repetition of this scenario with the '081 system architecture not only reduces the probability of a successful ICE start with a newly charged SLI battery, it rapidly ages the SLI battery and accelerates its premature failure.

When the vehicle ICE starts, under the '081 architecture the alternator provides compromised power regulation considerably different from the charging profiles recommended to realize optimal performance and service life for each battery type. Under such a system architecture neither the SLI nor the auxiliary batteries can be recharged with profiles that ensure the user will realize the design useful life of each battery type. Charging the SLI battery 30 and the auxiliary batteries 60 with a compromised power profile will result in the overcharge of the SLI battery 30 and the undercharge of the auxiliary batteries 60. Undercharging the auxiliary batteries 60 will reduce performance and significantly shorten their service life. Overcharging the SLI battery 30 will likewise significantly reduce engine- starting power and shorten its service life.

In marine and RV applications, a two-battery solution has been provided. One battery provides SLI power and a second battery provides deep-discharge power for the mobile climate-control system and for "household" appliances such as refrigerators, computers, and televisions. In these applications the batteries can be switched between SLI and deep-discharge functions. However, this solution still requires the use of two batteries and does not solve the differential SOC problems encountered in the practice of the art taught in the '081 patent.

Another method for powering mobile climate-control systems is "shore power" (externally provided A.C. power). Shore power is available from certain rest stops, campsites or mooring sites providing A.C. electrical power for a nominal fee. Shore power typically is provided with adequate power to run a variety of household appliances. However, to use shore power requires the vehicle operator to find locations providing such power. Such locations are limited in availability and tend to charge premium prices for power.

Secondary internal combustion engines integrally coupled to an electrical generator (Genset) can be used to power mobile climate-control systems. Gensets typically are sized to provide, for extended periods of time, adequate power for the mobile climate-control system, the vehicle auxiliary systems and "creature-comfort" accessories in the occupied portion of the vehicle such as refrigerators, televisions, computers, etc.

However, the mandate to comply with the Federal Clean Air Act (CAA) has prompted many state and local governments to enact idle-reduction laws that restrict the operation of internal combustion engines for extended periods of time. While Gensets are capable of providing the desired power to operate climate-control and vehicle auxiliary systems, their exhaust emissions exacerbate the air pollution issues addressed by CAA idle-reduction laws. That is, even though the main vehicle engine may not be running, operating a Genset produces significantly more pollutants per gallon of fuel than the main engine.

Collateral undesirable issues associated with the typical Genset are excessive noise and vibration during operation. These collateral issues disturb not only the Genset-powered-vehicle occupant, but also occupants in nearby vehicles. Consequently, Gensets are prohibited altogether in many environments and allowed to operate only on strict time-of-use profiles in most other environments.

Another problem with previous mobile climate-control inventions is that they utilize existing vehicle ductwork to channel conditioned air into the vehicle occupied space. Existing ductwork typically is not efficiently matched to the vehicle's main climate-control system, which is capable of providing much greater heating and cooling capacity than typical battery-powered mobile climate-control systems. Existing ductwork is less than optimally designed for most mobile climate-control systems, and is a major source of inefficiency in the transfer of energy to the vehicle occupied space.

Summary of the Invention It is an object of the present invention to overcome the problems of the prior art by providing for the vehicle occupied space a climate-control system that does not require auxiliary batteries, shore power, Gensets or idling of the main engine to power the climate-control system. In one embodiment of the invention, the vehicle includes an internal combustion engine and a single advanced rechargeable battery that provides both SLI and deep-discharge power to all electrical components of the vehicle. The vehicle electrical components include a compressor-type climate-control unit powered solely by the rechargeable battery.

. By using a single rechargeable battery to power the vehicle's SLI and auxiliary electrical loads and the climate-control system electrical loads, the problems encountered by the system described in the. '081 patent are avoided. Since there is only one rechargeable battery in the vehicle, rapid discharge resulting from SOC differences between two separate batteries cannot occur. Additionally, the invention includes the means to regulate the alternator to supply temperature- compensated, voltage-limited power for optimum charging of the battery. The rechargeable battery can include multiple rechargeable modules electrically connected in an appropriate combination of modules to create a battery with the required voltage and capacity to power SLI, and auxiliary loads as well as the mobile climate-control system.

In accordance with the invention, electrical connections to the rechargeable battery are made by at least three electrical taps. The first tap provides electrical power to the vehicle's SLI components and for recharging the rechargeable battery. The second electrical tap, separate from and connected to the battery in parallel with the first electrical tap, provides electrical power to the vehicle's auxiliary components. The third electrical tap, separate from and connected to the battery in parallel with both the first and second electrical taps, provides electrical power to the climate-control system.

In the third tap, an inverter is serially connected between the climate-control unit and the rechargeable battery. The inverter converts D.C. electrical power supplied by the rechargeable battery into A.C. electrical power for the climate- control unit and for other devices requiring A.C. power (e.g., a television, microwave oven or DVD player). Alternatively, in one embodiment of the invention, in addition to converting D.C power to A.C. power, the inverter can pass shore power directly to the climate- control unit and other devices requiring A.C. power.

In a preferred embodiment, the invention includes the means for measuring accurately the voltage of the rechargeable battery in both open-circuit and under-load conditions. When the battery voltage under load reaches a first predetermined voltage level, an audible alarm sounds to advise the driver to start the vehicle main engine. Failure of the driver to heed the first audible alarm and start the engine results in the battery voltage falling to a second predetermined level, at which level the inverter is disconnected from the battery, interrupting the flow of A.C. power to the climate-control unit.

In a preferred embodiment of the invention, the first predetermined voltage level corresponds to 25% - 30% SOC of the advanced rechargeable battery. The second predetermined voltage level corresponds to 15% - 20% SOC of the advanced rechargeable battery.

Disconnecting the inverter from the advanced rechargeable battery at either the first or second predetermined voltage level retains adequate SOC to start the vehicle main engine, thereby providing primary power which enables the alternator to recharge the battery. In the preferred embodiment of the invention, the mobile climate-control system is separate from the vehicle's primary climate-control system. In one embodiment the climate-control unit is mounted on an external surface of the vehicle. Conditioned air from the climate-control unit and return air from the interior of the vehicle are channeled through a single opening in the external vehicle surface.

Alternatively, the mobile climate-control unit can be mounted inside the vehicle. By separating the mobile climate-control unit from the vehicle's primary climate-control system, conditioned air heat-transfer inefficiencies associated with the shared use of ductwork provided by the original equipment manufacturer (OEM) as taught by prior art secondary climate-control systems are eliminated.

Brief Description of the Drawings For a full understanding of the nature and objects of the invention, reference should be made to the following detailed description of a preferred mode of practicing the invention, read in connection with the accompanying drawings in which:

Figure 1 is a functional block diagram of the battery-powered climate-control system in accordance with one embodiment of the present invention;

Figure 2 is a perspective view of one arrangement of the advanced rechargeable battery modules in one embodiment of the present invention;

Figure 3 is a plan view of the climate-control unit in one embodiment of the present invention; Figure 4 is a partial cut-away side view of a vehicle in one embodiment of the present invention showing the location of the advanced rechargeable battery and mobile climate-control unit;

Figure 5 is a partial cut-away view of a different type of vehicle in another embodiment of the present invention; Figure 6 is a partial cut-away view of yet another type of vehicle in yet a different embodiment of the present invention; and

Figure 7 is a schematic diagram of a battery-powered mobile climate-control system configured in accordance with teaching of the prior art. Detailed Description of the Invention One embodiment of the present invention will now be explained with reference to Figures 1 through 6.

Figure 1 is a functional block diagram of the battery-powered mobile climate- control system in one embodiment of the present invention. In the present invention, the advanced rechargeable battery 13 stores all of the electrical energy required for the battery-powered mobile climate-control system, as well as the SLI and auxiliary functions and components of the vehicle 100.

The battery 13 is electrically connected to an inverter 17 through electrically conducting cable 43 which provides D.C. power to inverter 17. Inverter 17 is electrically connected to mobile climate-control unit 11 through electrically conducting cables 42. Additionally, electrically conducting cables 44 and 45 provide electrical power from the battery 13 to the vehicle's SLI and auxiliary systems, respectively. Electrical cable 44 delivers power to the battery 13 from a charging system

(not shown) purpose designed to optimally recharge battery 13. The charging system may be powered by the vehicle's main engine when running or, in alternative embodiments, by a secondary engine integral to a Genset, or by shore power.

In the present embodiment, the inverter 17 includes a voltage-monitoring capability 19, which determines SOC of battery 13. By means of the first stage of a two-stage alarm 25, the vehicle's occupant is informed when the SOC of battery 13 has reached a level at which the vehicle main engine must be started to provide power required to recharge battery 13 with the charging system. If the vehicle occupant fails to respond to the first stage of the two-stage alarm 25 and start the vehicle main engine, when the battery voltage falls to a second predetermined level, the second stage of the two-stage alarm 25 will automatically disconnect inverter 17 from the mobile climate-control unit 11 and other A.C. electrical loads powered by the inverter. The SOC of battery 13 at which inverter 17 is disconnected from battery 13 is predetermined to ensure that the vehicle main engine can be started in all environmental conditions for which the system is designed to operate.

In alternative embodiments of the invention, the voltage-monitoring, battery SOC determination capability 19 and alarm functions can be separate from inverter 17.

In the present invention inverter 17 supplies via multiple connections of electrical cable (or cables) 47 power for a variety of A.C.-powered auxiliary systems such as refrigerators, computers, and televisions, for example. By means of control panel 46 of mobile climate-control unit 11 the vehicle occupant may direct either heating or cooling air to the occupied space 12 of vehicle 100 through bi-directional duct 22.

In the present invention the advanced rechargeable battery 13 can be comprised of an appropriate combination of rechargeable modules electrically connected to create a battery with energy-storage capacity and voltage appropriate for the SLI, auxiliary and climate-control systems.

For the preferred embodiment of the present invention, Figure 2 details the module arrangement of rechargeable battery 13. In this arrangement rechargeable battery 13 is comprised of eight (8) each 12 volt advanced lead-acid battery modules, 31a-31h, connected in a parallel configuration. Collectively, modules 31a - 31h provide the desired voltage and energy capacity to power the vehicle's SLI and auxiliary systems and the battery-powered climate-control system for a period of time appropriate for the application. In the long-haul trucking industry, for example, the preferred-embodiment rechargeable battery 13, depicted in Figure 2, can power the mobile climate-control unit 11 of Figure 1 and the vehicle auxiliary systems for approximately ten (10) hours and retain sufficient stored energy to start the truck's main engine under extreme environmental conditions. In the preferred embodiment of the present invention rechargeable modules 31a-31h, depicted in Figure 2, are arranged in a four modules wide and two modules high array such that modules 31b, 31d, 31f and 31h form a lower layer and modules 31a, 31c, 31e and 31g form an upper layer stacked on top of the lower layer of modules. Vibration absorbing material 36 placed between the upper and lower module layers absorb much of the vibrational energy transferred to the modules by the vehicle motion during transit.

In the preferred embodiment of the present invention, depicted in Figure 2, positive terminal connector 32a connects the positive terminals 33 of units 31a, 31b, 31c and 31d. Positive terminal connector 32b connects the positive terminals 33 of units 31c, 31d, 31e and 31f. Positive terminal connector 32c connects the positive terminals 33 of units 31e, 31f, 31g and 31h. Negative terminal connector 34a connects the negative terminals 35 of units 31a, 31b, 31c and 31d. Negative terminal connector 34b connects the negative terminals 35 of units 31c, 31d, 31e and 31f. Negative terminal connector 34c connects the negative terminals 35 of units 31e, 31f, 31g and 31h. The positive terminal connectors 32a-32c and the negative terminal connectors 34a-34c comprise the parallel connections of battery 13.

In the preferred embodiment of the present invention, each advanced recharcheable module in battery 13 operates between its open circuit voltage of 13 volts and its minimum voltage under load of 11 volts. The rated capacity of each module is 85 Ah. One example of an advanced rechargeable battery combining dual mode capability to provide SLI engine-starting high-specific power and deep-cycle high-specific energy performance in the same module is the EaglePicher Horizon Battery Model 12D2000. The arrangement of modules 31a-31h, shown in Figure 2, comprises a single rechargeable battery 13 operating between 11 and 13 volts with a useful capacity of 680Ah. In this embodiment of the present invention battery 13 is the sole source of electrical energy required by SLI and auxiliary systems, and the battery-powered climate-control system during periods of time in which the vehicle main engine is not running and the vehicle occupant requires A.C. power for the mobile climate- control unit, the auxiliary and SLI systems.

The present invention provides significant improvement over similar inventions taught by the prior art. For example, the problems associated with segregation and management of charging power to maintain required states of charge (SOC) and provide proper charge control of the two-battery system described in U.S. '081 are avoided, because there is only one battery to manage in the present invention. In another embodiment of the present invention, the inverter 17 is housed within the climate-control unit 11, as shown in Figure 3. In this embodiment, inverter 17 is protected from the environment and minimizes the electrical cable lengths required to deliver A.C. power to the mobile climate-control unit 11.

In the preferred embodiment, inverter 17 is powered by advanced rechargeable battery 13 and converts D.C. electrical power to A.C. electrical power required to operate the climate-control unit 11. In this embodiment, inverter 17 is designed to provide 3000 watts of continuous power and 6000 watts peak power at 120 volts A.C. and maximum current of 30 amps. One example of a suitable inverter is Model XPower 3000 Plus, sold by Xantrex of Vancouver, British Columbia. In the present invention, inverter 17 supplies A.C. electrical power via

"household power" type outlets integral to inverter 17 to enable the vehicle occupant to operate a variety of appliances such as refrigerators, televisions, computers, etc., within the occupied space 12 of the vehicle 100. In an alternative embodiment of the invention, inverter 17 can be powered by "shore power" when external A.C. power is available.

In a preferred embodiment of the invention, as shown in Figure 3, the climate- control unit 11 includes a compressor 14, indoor coil 15, outdoor coil 16 and fan 18 for providing either heated air or cooled air to the occupied space 12 of the vehicle 100. The vehicle occupant selects the desired environmental conditioning mode via control panel 46, depicted in Figure 1. In this embodiment, climate-control unit 11 comprises a 9000 BTU/hour compressor for which the rated heating or cooling capacity is approximately 8000 BTU/hour. One example of a mobile climate-control unit providing this performance in a single module is Model Number IS MCS 9000, sold by Airxcel Inc.

In the present invention as shown in Figure 1 , the mobile climate-control unit 11 includes a bi-directional duct 22 integral with the rear panel of the mobile climate-control unit 11. The bi-directional duct 22 is partitioned into a supply portion 22a and a return portion 22b such that it simultaneously transfers the desired conditioned-air flow into and out of the vehicle occupied space 12. Ambient air in the vehicle occupied space 12 is drawn from the vehicle occupied space 12 through return portion 22b of bi-directional duct 22 into and properly conditioned by the climate-control unit 11. Conditioned air is returned to the vehicle occupied space through supply portion 22a of bi-directional duct 22 providing climate-control of the occupied space 12. Bi-directional duct 22 is covered with louvers which provide directional control of the conditioned air re-entering the vehicle occupied space 12.

In the present invention, the partitioned bi-directional duct 22 functions as both the supply 22a and return 22b channel for conditioned air. The exchange of ambient and conditioned air between the climate-control unit 11 and the vehicle occupied space 12 can be accomplished through a single port through exterior skin of vehicle 100 connecting the vehicle occupied space 12 with the surrounding environment. Figure 4 depicts a partial, cut-away side view of a truck 100 in one embodiment of the present invention, in which the battery-powered mobile climate- control system 11 is installed on the rear vertical exterior surface of the vehicle occupied space (sleeper section) 12. In this embodiment, the battery-powered climate-control system includes the climate-control unit 11 vertically mounted on the exterior wall of the sleeper section, the inverter 17 integrally packaged with the climate-control unit 11, as depicted in Figure 3, the bi-directional duct 22 and the advanced rechargeable battery 13 positioned on the floor of the sleeper section attached to the truck 100. In the present invention, the rechargeable battery 13 is the sole energy source required to power the battery-powered mobile climate-control system, the vehicle's SLI and auxiliary systems.

In this embodiment of the invention, air is drawn from the sleeper section of the vehicle occupied space 12 through the return partition 22b of bi-directional duct 22, conditioned by the battery-powered mobile climate-control unit 11 and returned to the sleeper section through the supply partition 22a of bi-directional duct 22.

In the present invention, the battery-powered mobile climate-control system is intended primarily for use by and convenience of the vehicle occupants during periods when the vehicle main internal combustion engine (ICE) 1 is not running. However, the battery-powered mobile climate-control system of the present invention can be used in conjunction with the vehicle's primary climate-control system 10 to augment the capacity of the vehicle's primary climate-control system 10 to maintain a comfortable environment in the sleeper section when engine 1 of truck 100 is running. Figure 5 depicts a partial cut-away side view of another embodiment of the present invention in which the battery-powered mobile climate-control unit 11 is attached to the roof of a recreational vehicle 100. In this embodiment, as depicted in Figure 3, the inverter 17 is housed with the battery-powered mobile climate-control unit 11. The rechargeable battery 13 is positioned on the floor of the occupied space 12 within the recreational vehicle 100. In this embodiment of the invention, the rechargeable battery 13 is the sole energy storage source required to power the battery-powered mobile climate-control system, the vehicle's SLI and auxiliary power systems. In this embodiment, air is drawn from the vehicle occupied space 12 through the return partition 22b of bi-directional duct 22 (not shown). Air conditioned by the battery-powered mobile climate-control unit 11 is supplied to the vehicle occupied space 12 through the supply partition 22a of bi-directional duct 22 to provide climate-control of the occupied space 12.

In the embodiment of the present invention being applied to recreational vehicles, the battery-powered mobile climate-control system is intended primarily for use by and convenience of the vehicle occupants during periods when the vehicle main internal combustion engine (ICE) 1 is not running. However, the battery- powered mobile climate-control system of the present invention can be used in conjunction with the vehicle's primary climate-control system 10 to augment the capacity of the vehicle's primary climate-control system 10 to maintain comfortable environment in the sleeper section when engine 1 of recreational vehicle 100 is running. The battery charging system may be powered by the vehicle's main engine when running or, in alternative embodiments, by a secondary engine integral to a Genset or by shore power.

Figure 6 depicts a partial cut-away side view of yet another embodiment of the battery-powered mobile climate-control system. In this embodiment, the climate-control unit 11 is mounted securely to the roof of a marine vehicle 100. In this embodiment, as depicted in Figure 3, the inverter 17 and voltage monitoring capability 19 are housed within the battery-powered mobile climate-control unit 11. The rechargeable battery 13 is positioned on the floor of the occupied space 12 within the marine vehicle 100. In this embodiment of the invention, the rechargeable battery 13 is the sole energy storage source required to power the battery-powered mobile climate-control system, the vehicle's SLI and auxiliary power systems.

In this embodiment, air is drawn from the vehicle occupied space 12 through the return partition 22b of bi-directional duct 22. Air conditioned by the battery- powered mobile climate-control unit 11 is supplied to the vehicle occupied space 12 through the supply partition 22a of bi-directional duct 22 to provide climate-control of the occupied space 12.

In the embodiment of the present invention being applied to marine vehicles, the battery-powered mobile climate-control system is intended primarily for use by and convenience of the vehicle occupants during periods when the vehicle main internal combustion engine (ICE) 1 is not running. However, the battery-powered mobile climate-control system of the present invention can be used in conjunction with the vehicle's primary climate-control system 10 to augment the capacity of the marine vehicle's primary climate-control system 10 to maintain comfortable environment in the vehicle occupied section 12, when the main engine of the marine vehicle 100 is running.

In the marine vehicle application, climate-control of the occupied space 12 is provided by the battery-powered mobile climate-control system of the present invention. The charging system may be powered by the vehicle's main engine when running or, in alternative embodiments, by a secondary engine 61, a secondary engine integral to a Genset, or by shore power.

It will be understood that modifications and changes may be made from time to time in the present invention by those of ordinary skill in the art who have the benefit of this disclosure. For example, although the previously described embodiments show the battery-powered mobile climate-control unit mounted on an exterior surface of the vehicle, the climate-control unit can alternately be mounted on an interior surface of the vehicle. All such changes and modifications fall within the spirit of this invention, the scope of which is measured by the following appended claims.

Claims

What is claimed:

1. A vehicle comprising: at least one internal combustion engine; at least one rechargeable battery that provides SLI power to said vehicle and powers auxiliary components of said vehicle; and a climate control unit powered only by said at least one rechargeable battery, wherein said climate control unit comprises at least one compressor.

2. The vehicle of claim 1, wherein said at least one rechargeable battery further comprises a first electrical tap for providing an electrical path to SLI components of said vehicle, a second electrical tap, separate from said first electrical tap, for providing an electrical path to auxiliary components of said vehicle, and a third electrical tap, separate from said first and second electrical taps, for providing an electrical path to said climate control unit.

3. The vehicle of claim 1, further comprising an inverter arranged in series between said climate control unit and said at least one rechargeable battery.

4. The vehicle of claim 1 , further comprising a mechanism that is triggered to activate an alarm when the voltage remaining in said at least one rechargeable battery reaches a first predetermined voltage level.

5. The vehicle of claim 1, further comprising a mechanism that is triggered to cease providing electrical power from said at least one rechargeable battery to said climate control unit when the voltage remaining in said at least one rechargeable battery reaches a second predetermined voltage level.

6. The vehicle of claim 4, wherein said first predetermined voltage level is 25% - 30%) of the state of charge of said at least one rechargeable battery when fully charged.

7. The vehicle of claim 5, wherein said second predetermined voltage level is 15% - 20% of the state of charge of said at least one rechargeable battery when fully charged.

8. The vehicle of claim 1, wherein said at least one rechargeable battery comprises a plurality of lead-acid batteries connected in parallel.

9. The vehicle of claim 1, wherein said at least one rechargeable battery comprises a plurality of lead-acid batteries connected in series.

10. The vehicle of claim 1, wherein said at least one rechargeable battery comprises a plurality of lead-acid batteries connected in a series/parallel or parallel/series combination.

11. The vehicle of claim 1, wherein said climate control unit is mounted on an external surface of said vehicle.

12. The vehicle of claim 11, wherein treated air output from said climate control unit and return air from an interior of said vehicle are transferred through a single opening formed through said external surface of said vehicle.

13. The vehicle of claim 1, further comprising a primary climate control system that operates while said internal combustion engine is running, wherein all components of said primary climate control system are separate from all components of said climate control unit.

14. The vehicle of claim 1, wherein said climate control unit is mounted internal to said vehicle.

15. The vehicle of claim 1, wherein said rechargeable battery is recharged via said internal combustion engine.

16. The vehicle of claim 15 wherein said internal combustion engine comprises a main engine of said vehicle.

17. The vehicle of claim 15 wherein said internal combustion engine comprises an auxiliary power unit.

18. The vehicle of claim 1 , wherein said rechargeable battery is recharged by shore power.

19. The vehicle of claim 3, wherein said rechargeable battery provides power to said inverter for powering devices other than said auxiliary components of said vehicle.

20. The vehicle of claim 3, wherein shore power provides power to said inverter for powering said climate control unit.

21. The vehicle of claim 3 , wherein shore power provides power to said inverter for powering devices other than said auxiliary components of said vehicle.