FORM 2
THE PATENTS ACT 1970
[39 OF 1970]
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10; rule 13]
TITLE: “A SYSTEM FOR OPERATING AN AIR CONDITIONING UNIT OF A
VEHICLE”
Name and Address of the Applicant:
TATA MOTORS LIMITED; an Indian company having a registered address at Bombay
House, 24 Homi Mody Street, Hutatma Chowk, Mumbai 400 001 Maharashtra, India.
Nationality: Indian
The following specification particularly describes the invention and the manner in which it is to be performed.

TECHNICAL FIELD
Present disclosure in general relates to the automobile engineering. Particularly, but not exclusively, the disclosure relates to an air conditioning unit of a vehicle. Further, embodiments of the disclosure, relates to a system for operating the air conditioning unit of the vehicle.
BACKGROUND OF THE DISCLOSURE
In recent years, the automobile industry has focused on developing products, systems, assemblies or methods that render vehicles or produce from such vehicles to be eco-friendly and maintain sustainable environment. Such developments have been primarily focused on refining or reducing contaminants and/or pollutants from exhaust of the vehicle. Particularly, the exhaust from a prime mover of the vehicle is monitored and treated several times within an exhaust treatment system prior being vented out of the vehicle. Meanwhile, such monitoring, treatment and servicing may render increase in costs associated with manufacturing and maintenance of the vehicle. Also, for maintenance and servicing of such developments, a skilled operator may be required, which adds to costs associated with the vehicle.
With advent of technology, the prime movers capable of operating with alternative to non-renewable sources of fuel have been developed for regulating and obviating production or emission of the contaminants and pollutants from the vehicle. However, cost of production of such prime movers may increase, which may inherently lead to increase in cost of the vehicle. Also, adapting, developing and implementing creature comfort systems of the vehicle such as, but not limited to, air conditioning systems, lighting systems, and the like may be required to be redesigned and replaced for adequate functioning. To cater demands and address some of the issues of conventional approach, research have been performed in developing and optimizing conventional prime movers that operate on non-renewable resources while maintaining relatively lower costs and render the vehicle to be sustainable by minimizing contaminants or pollutant exhaust from the vehicle.
In convention, the air conditioning units of the vehicle employ coolants that may be at least one of Chlorofluorocarbons (CFCs), hydrochlorofluorocarbons (HCFCs) and halons, which may be one of primary factors that affect the environment and render the vehicles unsustainable. Also, for such conventional air conditioning units, numerous complementary

components such as, but not limited to, pumps, filters, purifiers, and the like may be required, which may make said units bulky and complex in assembling. Additionally, operation and refilling of the coolants in the conventional air conditioning units may be expensive.
The present disclosure is directed to overcome one or more limitations stated above or any other limitation associated with the conventional arts.
SUMMARY OF THE DISCLOSURE
One or more shortcomings of the prior art are overcome by an assembly as claimed and additional advantages are provided through the assembly as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.
In one non-limiting embodiment of the present disclosure, a system for operating an air conditioning unit of a vehicle is disclosed. The system includes a forced induction unit which is fluidly connectable to an engine of the vehicle. The forced induction unit being configured to pressurise and supply an intake air to the engine. The system further includes a bypass duct extending from an outlet of the forced induction unit, configured to bypass at least a portion of the pressurised intake air. A gas filtration unit is fluidly connected to an outlet of the bypass duct, which is configured to separate nitrogen gas from the pressurised intake air. A nitrogen accumulator is fluidly connected to an outlet of the gas filtration unit to receive and store the nitrogen gas. A valve is fluidly connectable between the nitrogen accumulator and the air conditioning unit, which is operable to selectively channelize the nitrogen gas from the nitrogen accumulator for thermally interacting with air being supplied through the air conditioning unit for conditioning the air.
In an embodiment, the system comprises at least one direction control valve disposed between the bypass duct and the outlet of the forced induction unit, wherein the at least one direction control valve is configured to selectively regulate flow of the pressurized intake air from the forced induction unit to the gas filtration unit.
In an embodiment, the gas filtration unit includes at least one permeable membrane to accumulate and separate the nitrogen gas from the pressurized intake air from the forced induction unit.

In an embodiment, the system comprises at least one first pressurizing unit disposed between the gas filtration unit and the nitrogen accumulator. The at least one first pressurizing unit is configured to extract the nitrogen gas from the gas filtration unit and deliver the pressurized nitrogen gas into the nitrogen accumulator.
In an embodiment, the air condition unit comprises an evaporator fluidly connected to the nitrogen accumulator, to channelize the nitrogen gas for thermally interacting and conditioning the air in the evaporator.
In an embodiment, the remaining portion of the pressurized intake air from the gas filtration unit includes oxygen-rich gas, channelized to at least one of the forced induction unit and the engine. Further, the system comprises an oxygen accumulator fluidly coupled to the gas filtration unit, configured to receive and store the oxygen-rich gas from the gas filtration unit. Additionally, the system comprises at least one second pressurizing unit disposable between the air conditioning unit and the nitrogen accumulator, to pressurize and recirculate the nitrogen gas into the nitrogen accumulator.
In an embodiment, the system comprises at least one third pressurizing unit disposed between the gas filtration unit and the oxygen accumulator, to regulate flow of flow of the oxygen-rich gas on separating from the nitrogen gas in the gas filtration unit.
In an embodiment, the system comprises a control unit, communicatively coupled to at least one of the valve, the at least one first pressurizing unit, the at least one second pressurizing unit, the at least one third pressurizing unit, and the air conditioning unit, to regulate conditioning of the air.
It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.
The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS
The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:
Figure 1 illustrates a block diagram of gas flow in a system for operating an air conditioning unit, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a schematic view of the system of Figure 1.
Figure 3 illustrates a signal flow diagram from a control unit of the system of Figure 1.
The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the mechanism and assembly illustrated herein may be employed without departing from the principles of the disclosure described herein.
DETAILED DESCRIPTION
While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.
The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that an assembly, and a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system or assembly. In other words, one or more elements in an assembly or a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the assembly.

Embodiments of the present disclosure discloses a fuel injector assembly for a multi-fuel internal combustion engine is disclosed. The assembly includes an elongated rail, which is securable on an engine head cover and fluidly connectable to a fuel pump. The elongated rail is defined with a plurality of flow channels, where each flow channel of the plurality of flow channels is configured to channelize at least one of a first fluid and a second fluid. The first fluid being different from the second fluid, to be supplied to the multi-fuel internal combustion engine. The assembly further includes one or more injectors, that are fluidly connected to each of the plurality of flow channels. Each of the one or more injectors extend downwardly from the elongated rail. Further, each of the one or more injectors being configured to inject at least one of the first fluid and the second fluid to the multi-fuel internal combustion engine.
In an embodiment, the term “air conditioning unit” may be referred to a unit of the vehicle which is capable of supplying, circulating and/or conditioning air within a defined space of the vehicle. Such defined space may be including, but not limited to, a vehicle cabin (including, passenger and drive cabins), glove box, storage space, and the like.
In an embodiment, the term “forced induction unit” may be referred to component that may be coupled between an air intake filter and an engine or an intake manifold of the vehicle. The forced induction unit may be configured to selectively pressurize an intake air from the air intake filter and supply said pressurized intake air to at least one of the intake manifold or the engine for improving combustion properties of air-fuel charge delivered to the engine. The forced induction unit may be including, but not limited to, a turbocharger or a supercharger coupled to the vehicle, while the intake air supplied from the air intake filter may be at least one of atmospheric air drawn into the vehicle or recirculated exhaust gas emitted from the engine.
In an embodiment, the term “fluidly connectable” or “fluidly connected” may be referred to connection between two or more components/elements including passages, conduits, grooves, guideways, and any other means through which fluid is capable of flowing either under influence of external pressure or by virtue of potential. Such fluid flow may also be possible by connecting said two or more components/elements by means of hoses, tubes, pipes, and the like, while connection may not be construed as limitation for direct clamping/connection within said components/elements.

In an embodiment, the term “nitrogen accumulator” and “oxygen accumulator” may be referred to any storage receptacle capable of receiving and containing gas under pressure for selectively supplying based on requirement.
Embodiments of the disclosure are described in the following paragraphs with reference to Figures 1 and 3. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and assembly as disclosed in the present disclosure can be used in any vehicle including, but not liming to, passenger cars, heavy motor vehicles, light motor vehicles or any other vehicle capable of being propelled with two or more fuels being supplied to an engine of such vehicle.
Figure 1 is an exemplary embodiment of a block diagram illustrating a system for operating an air conditioning unit (107) of a vehicle. The system is configured to selectively condition air being circulated or recirculated within a defined space (116) of the vehicle, without use of hydrofluorocarbons, chlorofluorocarbons or any other fluid that maybe employed as a coolant or a refrigerant in the air conditioning unit (107). Such coolant or refrigerant may be configured to thermally interact with at least some components of the air conditioning unit (107) to regulate and/or maintain temperature of said define space within the vehicle. The system, in addition to operating the air conditioning unit (107), is configured to optimize performance of an engine (103) of the vehicle, in order to meet environmental regulatory norms during operation of the vehicle.
As best seen in Figures 1 and 2, the system includes a forced induction unit (102), a gas filtration unit (105), a nitrogen accumulator (106), an oxygen accumulator (111), and a valve, which are either directly or fluidly coupled to the air conditioning unit (107) of the vehicle.
The forced induction unit (102) is fluidly connectable to the engine (103) of the vehicle for delivering pressurized air into the engine (103) for enhancing combustion process performed therein, and in-turn improve performance of the engine (103). The forced induction unit (102) may be positioned between the engine (103) and an air filter (101). The forced induction unit (102) is fluidly connected to the air filter (101) to receive filtered air. The filtered air from the air filter (101) acts as an intake air for the forced induction unit (102), where such intake air may be derived and/or channelized from at least one of atmosphere and an exhaust gas (117)

recirculation duct defined in the vehicle. In an embodiment, the forced induction unit (102) is at least one of a turbocharger and a supercharger, where the forced induction unit (102) is configured to pressurize the intake air into the engine (103). Further, operation of the forced induction unit (102) may depend on factors including, but not limited to, performance of the engine (103), load carrying capacity of the engine (103), combustion capacity of the engine (103), required power delivery from the engine (103), quality of intake air being supplied, and any other factor that may influence operation and/or performance of the forced induction unit (102) and the engine (103). The engine (103) is adapted to receive the pressurized intake air from the forced induction unit (102) and is configured combust such pressurized intake air with a fuel supplied thereto, in order to produce mechanical energy for driving the vehicle and vent our un-combusted material within the engine (103) in the form of an exhaust gas (117), as best seen in Figure 2.
The forced induction unit (102) is defined with a bypass duct (104), where such bypass duct (104) may extend from an outlet of the forced induction unit (102). The bypass duct (104) may be configured to selectively bypass (i.e., channelize away) at least a portion of the pressurized intake air from a fluidly path connecting the forced induction unit (102) and the engine (103). The bypass duct (104) may be adapted to route such pressurized intake air which is bypassed from the forced induction unit (102) to a gas filtration unit (105). With such configuration, a substantial proportion of the pressurized intake air from the forced induction unit (102) may be channelized to improve and/or optimize performance of the engine (103), while a minor proportion of the pressurized intake air from the forced induction unit (102) may be bypassed and routed to the gas filtration unit (105). In an embodiment, proportion of the bypassed pressurized intake air may be between 5% to 25% of the intake air which may be pressurized by the forced induction unit (102). It should also be construed that the proportion of the pressurized intake air bypassed by the bypass duct (104) may be either less than 5% or greater than 25%, based on some of the factors affecting performance of the vehicle. Some of such factors may be including, but not limited to, capacity of the engine (103), operating conditions of the engine (103), operating conditions of the air conditioning unit (107), and the like, which may affect quantity of the pressurized intake air to be bypassed from the forced induction unit (102).
In an embodiment, the bypass duct (104) may be integrally formed with the forced induction unit (102) or may be separately fixed at the outlet of the forced induction unit (102).

Configuration and positioning of the bypass duct (104) relative to the forced induction unit (102) may be dependent on structural constraints such as, but not limited to, space constraints, manufacturing constraints, and any other constraints that may influence operation of the bypass duct (104) or that of the forced induction unit (102). Also, the bypass duct (104) may be controlled by at least one direction control valve (108), which is disposed between the bypass duct (104) and the outlet of the forced induction unit (102). The at least one direction control valve (108) is configured to selectively regulate flow of the pressurized intake air from the forced induction unit (102) to the gas filtration unit (105). As the bypass duct (104) is regulated by operation of the at least one direction control valve (108), reversal of the pressurized intake air is obviated to minimize risk of impacting operation and/or performance of the forced induction unit (102).
Further referring to Figures 1 and 2, the gas filtration unit (105) is fluidly connected to the bypass duct (104) to receive the pressurized intake air which is bypassed from the forced induction unit (102). The gas filtration unit (105) includes at least one permeable membrane to accumulate and separate nitrogen gas from the pressurized intake air generated by the forced induction unit (102). In an embodiment, the at least one permeable membrane may be including, but not limited to, a natural adsorption membrane, a synthetic adsorption membrane, an electric or electrostatic adsorption membrane, and any other membrane. The at least one permeable membrane may be selected such that, the nitrogen gas in the pressurized intake air is permeable (i.e., capable of allowing flow) to flow through the gas filtration unit (105), while other constituent gases remaining in the pressurized intake air may be either blocked from passing through or diverted out from the gas filtration unit (105). In an embodiment, the remaining portion of the pressurized intake air from the gas filtration unit (105) includes oxygen-rich gas, which may aid in improving and/or optimizing performance of the engine (103).
In an embodiment, the gas filtration unit (105) may be configured to regulate rate of flow of the nitrogen gas from the rate of flow of the pressurized intake air, to separate the nitrogen gas from the remaining portion of the pressurized gas. For example, the gas filtration unit (105) may be configured to retard within the gas filtration unit (105) due to the at least one permeable membrane therein, while said at least one permeable membrane may not affect or have negligible effect on rate of flow of the remaining portion of the pressurized intake air.

Such differential flow rate created within the gas filtration unit (105) may allow distinct extraction of the nitrogen gas from the remaining pressurized intake air.
The gas filtration unit (105) may be fluidly coupled to the nitrogen accumulator (106), via at least one first pressurizing unit, as indicated in Figure 2. The at least one first pressurizing unit may be configured draw and pressurize the nitrogen gas from the gas filtration unit (105) in order to be stored in the nitrogen accumulator (106). In the illustrative embodiment, the at least one pressurising unit is indicated to be a throttle valve. The at least one first pressurising unit (109) may be replaceable by devices including, but not limited to, a differential pressure valve, a pump, a compressor, and any other suction device which may be capable of pressurizing the nitrogen gas into the nitrogen accumulator (106) and prevent return of the nitrogen gas to the gas filtration unit (105), without deviating from working principle of the system to extract and store the nitrogen gas from the gas filtration unit (105). With such configuration of the at least one pressurising unit, the nitrogen gas may be subjected to high pressure storage within the nitrogen accumulator (106), where said nitrogen gas may be maintained at lower temperature that may be capable of thermally interacting with atmospheric air or air that maybe substantially at atmospheric conditions. For example, temperature of the nitrogen gas may be maintained in a range of about 4 degrees Celsius to about 20 degrees Celsius, based on nature of the at least one first pressurising unit (109) employed in the system.
The nitrogen accumulator (106) is fluidly connected to the air conditioning unit (107) through a valve which is operable to selectively channelize the nitrogen gas from the nitrogen accumulator (106) to thermally interact with air being supplied through the air conditioning unit (107). Operation of the valve may be controlled based on operation of the air conditioning unit (107), to regulate supply of the nitrogen gas from the nitrogen accumulator (106) for conditioning of the air within the defined space (116) of the vehicle. In the illustrative embodiment, the air conditioning unit (107) may include an evaporator which may be fluidly connected to the nitrogen accumulator (106) through the valve, where the evaporator maybe configured to receive the nitrogen gas supplied from the nitrogen accumulator (106). The evaporator may be operable in conjunction with a blower (114) provisioned in the air conditioning unit (107) to circulate or diffuse air into the defined space (116) of the vehicle for conditioning based on requirements.

As seen in Figure 2, the evaporator may include a plurality of tubes (113) that may be configured to channelize the nitrogen gas supplied from the nitrogen accumulator (106). As the nitrogen gas is maintained at a lower temperature than the air being blown by the blower (114) towards the evaporator, the nitrogen gas is configured to thermally interact with the air blown by the blower (114) in the air conditioning unit (107). Such thermally interacted air from the air conditioning unit (107) maybe circulated or routed to the define space of the vehicle in order to condition the surrounding within said define space. It should be construed that rate of thermal interaction between the nitrogen gas and the air being blown by the blower (114) in the air conditioning unit (107) may depend on parameters including, but not limited to, rate of flow of the nitrogen gas through the evaporator, number of tubes (113) in the evaporator (i.e., overall length of the evaporator), temperature of air being blown by the blower (114), temperature of the nitrogen gas in the nitrogen accumulator (106), and any other parameter that may affect operation of the air conditioning unit (107) or the system. With such configuration of the system, additional components for operation of the air conditioning unit (107) such as, but not limited to, condenser, compressor, plurality of coolant filters and the like, may be avoided. Additionally, omission of such components from the air conditioning unit (107) may render decrease in operational losses and associated costs, whereby indicating economical operation of the air conditioning unit (107) in the vehicle.
In an embodiment, the nitrogen gas circulated through the evaporator may be routed back to the nitrogen accumulator (106) for maintaining substantially constant volume of the nitrogen gas in the nitrogen accumulator (106). Further, at least one second pressurizing unit may be employed in the system, which may be disposable between the air conditioning unit (107) and the nitrogen accumulator (106). The at least one second pressurizing unit may be adapted to pressurize and recirculate the nitrogen gas into the nitrogen accumulator (106). for example, the at least one second pressurising unit (100b) maybe a pump, configure to pressurise the nitrogen gas back to the nitrogen accumulator (106). Also, to avoid oversupply of the nitrogen gas to the nitrogen accumulator (106), a portion of the nitrogen gas being routed to the nitrogen accumulator (106) from the gas filtration unit (105) and/or the air conditioning unit (107) maybe dispensed to the atmosphere, thereby ensuring safety standards for operation of the air conditioning unit (107) is maintained in the vehicle. Alternatively, the nitrogen accumulator (106) may be constantly supplied with the nitrogen gas from the gas filtration unit (105) on operation of the at least one first pressurising unit (109) in order to supplement loss in volume of the nitrogen gas consumed during operation of the air

conditioning unit (107). based on such operation of the nitrogen accumulator (106) gas filtration unit (105) and the air conditioning unit (107), frequency of refilling of coolant or refrigerant for the air conditioning unit (107) may be avoided, thereby reducing maintenance and servicing time of the vehicle. Also, as the coolant or refrigerant for operation of the air conditioning unit (107) is derived from the pressurised intake air from the forced induction unit (102), costs associated with expensive refrigerants such as chlorofluorocarbons may be avoided. Additionally, as the nitrogen gas is employed as refrigerant in the air conditioning unit (107), environmental impact due to operation of the air conditioning unit (107) is avoided.
Referring again to Figure 2, the remaining portion of the pressurised intake air from the gas filtration unit (105) may be supplied to at least one of the forced induction unit (102) and the engine (103) of the vehicle. As said remaining portion of the pressurised intake air consists of oxygen-rich gas, routing such remaining portion of the pressurised air to the engine (103) or the force induction unit may aid in improving or optimising combustion process performed by the engine (103) for manoeuvring the vehicle. Also, the oxygen-rich gas may be stored in the oxygen accumulator (111) for selectively supplying to the engine (103) or the force induction unit based on requirement. In an embodiment, at least one third pressurising unit (112) may be disposed between the gas filtration unit (105) and the oxygen accumulator (111), to regulate flow of the oxygen-rich gas on separating from the nitrogen gas in the gas filtration unit (105).
In an embodiment, The at least one third pressurising unit (112) is selectively operated based on conditions including, but not limited to, incomplete combustion in the engine (103), increased power demand from the engine (103), increased load carrying capacity from the engine (103), composition of intake air in the forced induction unit (102), composition of the exhaust gas (117) from the engine (103), and any other condition in which the oxygen-rich gas may aid in improving and/or optimising performance of the engine (103) or the forced induction unit (102). In an embodiment, the oxygen accumulator (111) may be provisioned with a directional control valve to regulate supply of the oxygen rich gas into and out from the oxygen accumulator (111). Also, the oxygen accumulator (111) may be constantly supplied with the oxygen rich gas to cater optimization of performance of the engine (103) or the forced induction unit (102), based on requirement. Additionally, volume of the oxygen rich gas in the oxygen accumulator (111) may be monitored to maintain at a predefined

threshold value and avoid accidental leakage or irregular dispensing of the oxygen rich gas from the oxygen accumulator (111). for such configuration, the oxygen rich gas from the gas filtration unit (105) maybe dispensed to the atmosphere or routed to the air intake filter for enhancing performance of the system, on detecting that concentration of the oxygen rich gas in the oxygen accumulator (111) is equal to or substantially equal to the predefined threshold value of the oxygen accumulator (111).
Figure 3 illustrates a signal flow diagram for regulating the system for operating the air condition of the vehicle. The system further includes a control unit (115) which is communicatively coupled to at least one of the valve, the at least one first pressurising unit (109), the at least one second pressurising unit (100b), the at least one third pressurising unit (112), the air conditioning unit (107) and the engine (103) of the vehicle. The control unit (115) may be configured to receive inputs signals for operating the air conditioning unit (107) in the vehicle, based on which operational signals may be generated by the control unit (115) for selectively operating or controlling operation of the forced induction unit (102), the nitrogen accumulator (106), the oxygen accumulator (111) and the engine (103). In an embodiment, input signals to the control unit (115) may be provided and/or derived from an infotainment unit (not shown in figures) associated with the air conditioning unit (107) of the vehicle.
In the illustrative embodiment, operation of the system may be regulated by controlling the valve, the at least one first pressurising unit (109), the at least one second pressurising unit (100b), the at least one third pressurising unit (112) and the engine (103), by the control unit (115). For example, on request for operation of the air conditioning unit (107) in the vehicle via the infotainment unit, the control unit (115) may be configured to operate the at least one direction control valve (108) for routing a portion of the pressurised intake air from the forced induction unit (102) to the bypass duct (104). The portion of pressurise intake air reaching the gas filtration unit (105), via the bypass duct (104), may undergo separation into the nitrogen gas and the oxygen rich gas in the gas filtration unit (105). The nitrogen gas may be employed for conditioning air to be circulated within the defined space (116) of the vehicle by the air conditioning unit (107), while the oxygen rich gas may be employed for improving or optimising performance of the engine (103) or the forced induction unit (102) to cater demand for operations the air conditioning unit (107) in the vehicle.

Based on determining quantity of the nitrogen gas in the nitrogen accumulator (106) and on operation of the gas filtration unit (105), the control unit (115) may be configured to compare with preset values associated with the air conditioning unit (107) and determine quantity of the nitrogen gas to be supplied from the nitrogen accumulator (106) for supplying conditioned air to the defined space (116) through the air conditioning unit (107). For such operation, the control unit (115) may be configured to selectively operate the at least one second pressurising unit (100b) to pressurise and release the predetermined quantity of the nitrogen gas based on comparison with the preset values, for suitably routing set predetermined quantity of the nitrogen gas to the air conditioning unit (107). In an embodiment, the control unit (115) may also be configured to monitor temperature of the nitrogen gas in the nitrogen accumulator (106) in order to control rate of flow of the nitrogen gas to the air conditioning unit (107), for suitably conditioning the defined space (116) of the vehicle as per indication provided to the air conditioning unit (107). On recirculation of the nitrogen gas to the air conditioning unit (107), the nitrogen gas may thermally interact (i.e., by convection heat transfer mode) with the air supplied for conditioning the define space of the vehicle. Such controlled thermal interaction between the nitrogen gas and the air in the air conditioning unit (107) may be monitored by the control unit (115) based on the input signals provided through the infotainment unit of the vehicle. Additionally, the control unit (115) may be configured to selectively operate the at least one second pressurising unit (100b) for supplying oxygen rich gas to the engine (103) in order to drive the vehicle during operation of the air conditioning unit (107), thereby regulating any effect of operating the air conditioning unit (107) on performance of the engine (103).
In an embodiment, the control unit (115) may be configured to determine quantity, pressure and temperature of the nitrogen gas in the nitrogen accumulator (106) based on signals from one or more sensors (not shown in figures) associated with the nitrogen accumulator (106) and the gas filtration unit (105).
In an embodiment, the control unit (115) may be configured to monitor parameters affecting performance of the engine (103) suitably regulate operation of at least one of the air conditioning unit (107) and the oxygen accumulator (111). by such monitored operation of the control unit (115), frequent repair and servicing of the engine (103) or the air conditioning unit (107) may be mitigated nearby reducing overall operational costs associated with the vehicle.

In an embodiment, the control unit (115) may be a centralised control unit (115) of the vehicle or may be a dedicated control unit (115) to the system (100) and associated with the centralised control unit of the vehicle. The control unit (115) also be associated with other control units including, but not limited to, dedicated control units (115) which may be independently associated with the air conditioning unit (107) and the engine (103) to selectively operate the system (100), infotainment unit of the vehicle, and the like. The control unit (115) may include specialized processing units such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, other line of processors, and the like.
EQUIVALENTS
With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of

definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”
In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

Referral numerals:

Particulars Numerals
Air filter 101
forced induction unit 102
Engine 103
bypass duct 104
gas filtration unit 105
nitrogen accumulator 106
air conditioning unit 107
direction control valve 108
first pressurising unit 109
second pressurising unit 110a, 100b
oxygen accumulator 111
Third pressurising unit 112
Tubes 113
Blower 114
control unit 115
Defined space 116
exhaust gas 117

We claim:
1. A system for operating an air conditioning unit (107) of a vehicle, the system
comprising:
a forced induction unit (102) fluidly connectable to an engine (103) of the vehicle, the forced induction unit (102) being configured to pressurise and supply an intake air to the engine (103);
a bypass duct (104) extending from an outlet of the forced induction unit (102), the bypass duct (104) being configured to bypass at least a portion of the pressurised intake air;
a gas filtration unit (105) fluidly connected to an outlet of the bypass duct (104), the gas filtration unit (105) being configured to separate nitrogen gas from the pressurised intake air,;
a nitrogen accumulator (106) fluidly connected to a nitrogen outlet of the gas filtration unit (105) to receive and store the nitrogen gas; and
a valve fluidly connectable between the nitrogen accumulator (106) and the air conditioning unit (107), wherein the valve operable to selectively channelize the nitrogen gas from the nitrogen accumulator (106) for thermally interacting with air being supplied through the air conditioning unit (107) for conditioning the air.
2. The system as claimed in claim 1, comprises at least one direction control valve (108) disposed between the bypass duct (104) and the outlet of the forced induction unit (102), wherein the at least one direction control valve (108) is configured to selectively regulate flow of the pressurized intake air from the forced induction unit (102) to the gas filtration unit (105).
3. The system as claimed in claim 1, wherein the gas filtration unit (105) includes at least one permeable membrane to accumulate and separate the nitrogen gas from the pressurized intake air from the forced induction unit (102).
4. The system as claimed in claim 1, comprises at least one first pressurizing unit disposed between the gas filtration unit (105) and the nitrogen accumulator (106), wherein the at least one first pressurizing unit is configured to extract the nitrogen gas

from the gas filtration unit (105) and deliver the pressurized nitrogen gas into the nitrogen accumulator (106).
5. The system as claimed in claim 1, wherein the air condition unit comprises an evaporator fluidly connected to the nitrogen accumulator (106), to channelize the nitrogen gas for thermally interacting and conditioning the air in the evaporator.
6. The system as claimed in claim 1, wherein remaining portion of the pressurized intake air from the gas filtration unit (105) includes oxygen-rich gas, channelized to at least one of the forced induction unit (102) and the engine (103).
7. The system as claimed in claim 6, comprises an oxygen accumulator (111) fluidly coupled to the gas filtration unit (105), configured to receive and store the oxygen-rich gas from the gas filtration unit (105).
8. The system as claimed in claim 1, comprises at least one second pressurizing unit disposable between the air conditioning unit (107) and the nitrogen accumulator (106), to pressurize and recirculate the nitrogen gas into the nitrogen accumulator (106).
9. The system as claimed in claim 7, comprises at least one third pressurizing unit disposed between the gas filtration unit (105) and the oxygen accumulator (111), to regulate flow of flow of the oxygen-rich gas on separating from the nitrogen gas in the gas filtration unit (105).
10. The system as claimed in claim 1, comprises a control unit (115), communicatively coupled to at least one of the valve, the at least one first pressurizing unit, the at least one second pressurizing unit, the at least one third pressurizing unit, and the air conditioning unit (107), to regulate conditioning of the air.

11. An air conditioning unit (107) of a vehicle being operable by a system as claimed in claim 1.