US20110107773A1 - Climate control system for hybrid vehicles using thermoelectric devices - Google Patents
Climate control system for hybrid vehicles using thermoelectric devices Download PDFInfo
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- US20110107773A1 US20110107773A1 US13/007,454 US201113007454A US2011107773A1 US 20110107773 A1 US20110107773 A1 US 20110107773A1 US 201113007454 A US201113007454 A US 201113007454A US 2011107773 A1 US2011107773 A1 US 2011107773A1
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- Prior art keywords
- thermoelectric module
- fluid
- thermoelectric
- region corresponding
- coolant
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Classifications
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- 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
- B60H1/00478—Air-conditioning devices using the Peltier effect
-
- 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
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- 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
- B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
- B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
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- 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
- B60H1/00642—Control systems or circuits; Control members or indication devices for heating, cooling or ventilating devices
- B60H1/00814—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation
- B60H1/00878—Control systems or circuits characterised by their output, for controlling particular components of the heating, cooling or ventilating installation the components being temperature regulating devices
- B60H1/00885—Controlling the flow of heating or cooling liquid, e.g. valves or pumps
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- 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
- B60H1/04—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant
- B60H1/08—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator
- B60H1/10—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator the other radiator being situated in a duct capable of being connected to atmosphere outside vehicle
- B60H1/12—Heating, cooling or ventilating [HVAC] devices the heat being derived from the propulsion plant from cooling liquid of the plant from other radiator than main radiator the other radiator being situated in a duct capable of being connected to atmosphere outside vehicle using an air blower
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F25—REFRIGERATION OR COOLING; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS; MANUFACTURE OR STORAGE OF ICE; LIQUEFACTION SOLIDIFICATION OF GASES
- F25B—REFRIGERATION MACHINES, PLANTS OR SYSTEMS; COMBINED HEATING AND REFRIGERATION SYSTEMS; HEAT PUMP SYSTEMS
- F25B21/00—Machines, plants or systems, using electric or magnetic effects
- F25B21/02—Machines, plants or systems, using electric or magnetic effects using Peltier effect; using Nernst-Ettinghausen effect
- F25B21/04—Machines, plants or systems, using electric or magnetic effects using Peltier effect; using Nernst-Ettinghausen effect reversible
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- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H2001/2228—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters
- B60H2001/2234—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters when vehicle is parked, preheating
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- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H2001/2228—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters
- B60H2001/2237—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters supplementary heating, e.g. during stop and go of a vehicle
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- 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
- B60H1/22—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant
- B60H2001/2228—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters
- B60H2001/224—Heating, cooling or ventilating [HVAC] devices the heat being derived otherwise than from the propulsion plant controlling the operation of heaters automatic operation, e.g. control circuits or methods
Definitions
- the present invention generally relates to a climate control system for hybrid vehicles.
- Hybrid vehicles vehicles driven by both an internal combustion engine and an electric motor, are becoming more well known. For hybrid vehicles to increasingly become commercially adopted, these vehicles need to provide the same features and comforts as current traditional vehicles.
- hybrid vehicles employ a start/stop strategy, meaning the vehicle's internal combustion engine shuts down to conserve energy during normal idle conditions. During this period, it is still important to maintain comfort in the vehicle.
- coolant is generally circulated through the heater core to provide cabin heat.
- the only method for keeping the cabin cool is by running the internal combustion engine to drive the compressor of an air conditioning system. Vehicles on the road today with such start/stop strategies allow the consumer to keep the engine running, while stopped at idle conditions, to maintain cabin comfort.
- running the engine during vehicle idle periods eliminates the fuel economy savings obtained by shutting off the engine during idle operation.
- the present invention provides a system for controlling the climate within the passenger cabin of a hybrid vehicle.
- the system includes a thermoelectric module, a heat exchanger, a pump, and a valve.
- the thermoelectric module includes thermoelectric elements, powered by electric energy, that emit or absorb heat energy based on the polarity of the electrical energy provided.
- a tube containing coolant runs proximate to the thermoelectric elements.
- a blower is provided to generate an air flow across the thermoelectric elements and the tube.
- the coolant is provided from the thermoelectric module to a heat exchanger that heats or cools the air flow provided to the cabin of the vehicle.
- the pump pressurizes the coolant flow through the tube and coolant lines, and in a cooling mode, the valve is configured to selectively bypass the engine coolant system of the vehicle.
- the system in another aspect of the present invention, includes a heater core and an evaporator in fluid communication with the heat exchanger.
- the air flow to the passenger cabin may be supplementally heated by the heater core or supplementally cooled by the evaporator.
- the system includes a controller in electrical communication with the thermoelectric module.
- the controller is configured to switch the polarity of electrical energy supplied to the thermoelectric module to alternatively heat or cool the coolant.
- the controller is configured to direct electrical energy generated by a regenerative braking system to the thermoelectric module for use in controlling the interior climate of the vehicle.
- FIG. 1 is a block diagram of a climate control system, in a supplemental cooling mode, embodying the principles of the present invention
- FIG. 2 is a sectional front view of a thermoelectric module embodying the principles of the present invention
- FIG. 3 is a block diagram of a climate control system, in a supplemental cooling mode, embodying the principles of the present invention
- FIG. 4 is a block diagram of a climate control system, in a supplemental heating mode, embodying the principles of the present invention.
- FIG. 5 is a block diagram of a climate control system, in an engine off cooling mode, embodying the principles of the present invention.
- FIG. 6 is a block diagram of a climate control system, in an engine off heating mode, embodying the principles of the present invention.
- the system 10 includes a thermoelectric module 12 , a heat exchanger 14 , an evaporator 16 , a heater core 18 , a valve 22 , a coolant pump 26 , and a controller 27 .
- the thermoelectric module 12 in conjunction with the heat exchanger 14 , allows the system 10 to provide heating or cooling with the internal combustion engine shut off, or alternatively, to provide supplemental heating or cooling while the internal combustion engine is running.
- thermoelectric module 12 includes a series of thermoelectric elements 48 that generate a temperature change from electrical energy. If the electrical energy is provided in one polarity, the thermoelectric elements 48 will generate heat energy causing a rise in the ambient temperature around the thermoelectric elements 48 . Alternatively, if electrical energy is provided to the thermoelectric elements 48 in an opposite polarity, the thermoelectric elements 48 will absorb heat energy, thereby cooling the ambient temperature around the thermoelectric elements 48 . To transfer heating or cooling from the thermoelectric elements 48 , a heat transfer medium, namely coolant, flows through a coolant tube 42 located proximate to the thermoelectric elements 48 .
- a heat transfer medium namely coolant
- one or more blowers 40 generate an air flow across the thermoelectric elements 48 and the coolant tube 42 .
- an air scoop 50 may be provided to direct air leaving or entering the thermoelectric module 12 .
- the coolant is provided to the thermoelectric elements 48 circulates through an inlet connection 44 to the rest of the system through an outlet connection 46 , thereby enabling the transferring of the temperature change generated by the thermoelectric elements 48 .
- the thermoelectric module 12 is in fluid communication, via the coolant, with the heat exchanger 14 along line 30 .
- the blower 15 creates an air flow 20 across the heat exchanger 14 , and the air flow 20 extracts heating or cooling from the coolant supplied by the thermoelectric module 12 thereby altering the temperature of the air flow 20 .
- the thermoelectric module 12 provides heated coolant thereby heating the air flow 20 .
- the thermoelectric module 12 provides cooled coolant, thereby cooling the air flow 20 . From the heat exchanger 14 the air flow 20 is communicated over heat transfer surfaces of both the evaporator 16 and heater core 18 .
- the engine coolant system 24 will heat the coolant and return a portion of the coolant along line 36 to the heater core 18 and to the valve 22 which passes it back to the coolant pump 26 .
- the valve 22 can solely direct the coolant from line 32 directly to line 34 , bypassing the engine coolant system 24 . This latter flow circuit is particularly beneficial in the cooling mode of the system 10 .
- the controller 27 allows the system to work in multiple heating and cooling modes. For example, the controller 27 can switch the polarity of the electrical energy provided to the thermoelectric module, thereby heating the coolant with one polarity, and cooling the coolant with the opposite polarity. In addition, the controller 27 can manipulate the valve 22 to bypass the engine cooling system 24 in cooling mode, thereby isolating the coolant from the heat generated by the engine in the engine coolant system 24 .
- the controller 27 is also connected to a regenerative braking system 29 .
- the regenerative braking system 29 generates electrical energy from the kinetic energy of the vehicle as the vehicle is slowed down.
- the controller 27 can direct the energy from the regenerative braking system 29 to an energy storage device, a battery, (not shown) or directly to the thermoelectric module 12 , providing an ample source of power to adjust the climate of the vehicle. If provided directly to the thermoelectric module 12 , the controller 27 can change the polarity of the electrical energy provided from the regenerative braking system 29 allowing the energy to be used by the thermoelectric module 12 in both heating and cooling modes.
- thermoelectric module 12 is used in conjunction with the evaporator 16 to cool the passenger cabin of the vehicle.
- the combined use of the thermoelectric module 12 and the evaporator 16 provides a faster time to comfort.
- the lines with a single small dash convey heated coolant from the heat exchanger 14 while the lines with two smaller dashes convey cooled coolant to the heat exchanger 14 .
- the coolant flows through the thermoelectric module 12 , where heat is removed from the coolant, and thereafter along line 30 to the heat exchanger 14 .
- the heat exchanger 14 cools the air flow 20 which is then provided to the evaporator 16 for additional cooling before it flows to the passenger cabin of the vehicle.
- coolant flows along line 32 to the valve 22 , which is manipulated by the controller 27 to bypass the engine coolant system 24 thereby isolating the coolant from the heat generated by the engine.
- the coolant flows along line 34 to the coolant pump 26 where the coolant flow is pressurized then provided back to the thermoelectric module 12 along line 28 .
- thermoelectric module 12 operates for the first couple minutes to quickly pull down the temperature of the air flow 20 . If the temperature of the air coming into the heat exchanger 14 is less than the temperature of the air flowing into the thermoelectric module 12 , the thermoelectric module 12 and pump 26 are not operated thereby conserving vehicle energy.
- thermoelectric module 12 is used in conjunction with the heater core 18 .
- Using the thermoelectric module 12 in combination with the heater core 18 provides a faster time to comfort.
- Warm coolant from the engine is pumped through the thermoelectric module 12 where further heat is added.
- the coolant flows from the thermoelectric module 12 along line 30 to the heat exchanger 14 , upstream of the heater core 18 .
- the heat exchanger 14 first heats the air flow 20 that is received by the heater core 18 .
- the heater core 18 emits heat from the engine coolant system 24 to further heat the air flow 20 before it is provided to the passenger cabin of the vehicle.
- Coolant from the heat exchanger 14 is passed along line 32 to the valve 22 , which in the supplemental “engine on” heating mode, allows coolant to return to the engine coolant system along line 38 .
- the engine coolant system 24 provides heat from the engine to the coolant, some of which then flows to the heater core 18 and along line 36 to the valve 22 . From the valve 22 , the coolant flows along line 34 through the coolant pump 26 and returns along line 28 to the thermoelectric module 12 . If the engine coolant system 24 provides sufficient means for pumping the coolant through the system, the coolant pump 26 is deactivated in this mode.
- the thermoelectric module 12 operates for the first couple of minutes of heat up, and ceases to operate when the temperature of the coolant from the engine alone reaches the desired temperature to provide proper passenger cabin heating.
- an “engine off” cooling mode is provided.
- the “engine off” cooling mode is used to maintain a comfortable cabin for a limited amount of time during an idle engine shutdown.
- the evaporator is non-operative as the engine has been shut down.
- the cooling provided by the thermal inertia in the coolant and the thermoelectric module 12 allows the engine to shutdown and save fuel, while still allowing the passenger cabin to be cooled.
- Coolant flows through the thermoelectric module 12 where heat is removed from the coolant. From the thermoelectric module 12 , the coolant flows along line 30 to the heat exchanger 14 . Heat is absorbed by the coolant from the air flow 20 in the heat exchanger 14 . The coolant flows from the heat exchanger 14 along line 32 to the valve 22 . Manipulated by the controller 27 to bypass the engine coolant system 14 , the valve 22 isolates the coolant from the engine heat. The coolant flows from the valve 22 along line 34 back to the coolant pump 26 , which generates coolant flow by pressurizing the coolant in the lines. The coolant is then received back by thermoelectric module 12 along line 28 , where heat is absorbed from the coolant again.
- the controller 27 monitors vehicle speed and braking to predict if a stop is imminent. If a stop is predicted, regenerating braking energy from the regenerative braking system 29 is used by the thermoelectric module 12 to cool the coolant. During the stop, the thermoelectric module 12 continues to operate to maintain the cool coolant temperature as heat is added from the cabin.
- an “engine off” heating mode is schematically shown.
- the “engine off” heating mode is used to maintain a comfortable cabin temperature for a limited amount of time during an idle engine shutdown.
- the heat provided by the thermoelectric module 12 , the thermal inertia in the coolant, and the thermal inertia in the engine block allows the system 10 to heat the cabin of the vehicle while allowing the engine to shutdown and save fuel.
- warm coolant from the engine is pumped by the coolant pump 26 through the thermoelectric module 12 where heat is added. Coolant flows from the thermoelectric module 12 along line 30 to the heat exchanger 14 . In the heat exchanger 14 , heat is absorbed by the air flow 20 from the coolant. The heated air flow 20 is then provided to the heater core 18 where before the air flow 20 is provided to the cabin, further heat is absorbed from the coolant provided by the engine coolant system 24 , The cooled coolant then flows from the heat exchanger 14 along line 32 to the valve 22 , which is opened to provide the coolant to the engine coolant system 24 .
- the engine coolant system 24 adds heat from the engine block to the coolant, which is returned to the heater core 18 and along line 36 to the valve 22 and the coolant pump 26 . If the engine coolant system 24 has a pump to provide sufficient coolant pressure through the system 10 , the coolant pump 26 is deactivated. From the pump 26 , the coolant flows along line 28 back to the thermoelectric module 12 where further heat is added. In addition, the controller 27 monitors the vehicle speed and braking to predict if a stop is imminent. If a stop is predicted, the regenerative braking energy from the regenerative braking system 29 is used by the thermoelectric module 12 to heat the coolant. During the stop, the thermoelectric module 12 continues to operate and maintain the warm coolant temperature as heat is removed from the cabin.
Abstract
The present invention provides a system for controlling the climate of a hybrid vehicle. The system includes a thermoelectric module, a heat exchanger, a pump, and a valve. The thermoelectric module includes thermoelectric elements powered by electric energy. The thermoelectric elements emit or absorb heat energy based on the polarity of the electrical energy provided. A tube containing coolant runs proximate the thermoelectric elements. To aid in the transfer of heat energy, a blower is provided to generate an air flow across the thermoelectric elements and the tube. The coolant is provided from the thermoelectric module to a heat exchanger that heats or cools the air flow provided to the cabin of the vehicle. The pump and valve are in fluid communication with the heat exchanger and thermoelectric module. The pump pressurizes the coolant flow through the tube and coolant lines. In a cooling mode, the valve is configured to selectively bypass the engine coolant system of the vehicle.
Description
- This application is a continuation of U.S. application Ser. No. 12/131,853, filed Jun. 2, 2008, which is a divisional of U.S. patent application Ser. No. 10/842,109, filed May 10, 2004, the entire contents of which are hereby incorporated by reference herein and made a part of this specification.
- 1. Field
- The present invention generally relates to a climate control system for hybrid vehicles.
- 2. Description of Related Art
- Hybrid vehicles, vehicles driven by both an internal combustion engine and an electric motor, are becoming more well known. For hybrid vehicles to increasingly become commercially adopted, these vehicles need to provide the same features and comforts as current traditional vehicles. In order to achieve maximum efficiency, hybrid vehicles employ a start/stop strategy, meaning the vehicle's internal combustion engine shuts down to conserve energy during normal idle conditions. During this period, it is still important to maintain comfort in the vehicle. In order to keep the cabin comfortable during cool temperatures, coolant is generally circulated through the heater core to provide cabin heat. However, in warm weather climates, the only method for keeping the cabin cool is by running the internal combustion engine to drive the compressor of an air conditioning system. Vehicles on the road today with such start/stop strategies allow the consumer to keep the engine running, while stopped at idle conditions, to maintain cabin comfort. Unfortunately, running the engine during vehicle idle periods eliminates the fuel economy savings obtained by shutting off the engine during idle operation.
- As seen from the above, it is apparent that there exists a need for an improved climate control system for hybrid vehicles.
- In satisfying the above need, as well as overcoming the enumerated drawbacks and other limitations of the related art, the present invention provides a system for controlling the climate within the passenger cabin of a hybrid vehicle. The system includes a thermoelectric module, a heat exchanger, a pump, and a valve.
- The thermoelectric module includes thermoelectric elements, powered by electric energy, that emit or absorb heat energy based on the polarity of the electrical energy provided. A tube containing coolant runs proximate to the thermoelectric elements. To aid in the transfer of heat energy, a blower is provided to generate an air flow across the thermoelectric elements and the tube. The coolant is provided from the thermoelectric module to a heat exchanger that heats or cools the air flow provided to the cabin of the vehicle. The pump pressurizes the coolant flow through the tube and coolant lines, and in a cooling mode, the valve is configured to selectively bypass the engine coolant system of the vehicle.
- In another aspect of the present invention, the system includes a heater core and an evaporator in fluid communication with the heat exchanger. The air flow to the passenger cabin may be supplementally heated by the heater core or supplementally cooled by the evaporator.
- In another aspect of the present invention, the system includes a controller in electrical communication with the thermoelectric module. The controller is configured to switch the polarity of electrical energy supplied to the thermoelectric module to alternatively heat or cool the coolant. In addition, the controller is configured to direct electrical energy generated by a regenerative braking system to the thermoelectric module for use in controlling the interior climate of the vehicle.
- Further objects, features and advantages of this invention will become readily apparent to persons skilled in the art after a review of the following description, with reference to the drawings and claims that are appended to and form a part of this specification.
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FIG. 1 is a block diagram of a climate control system, in a supplemental cooling mode, embodying the principles of the present invention; -
FIG. 2 is a sectional front view of a thermoelectric module embodying the principles of the present invention; -
FIG. 3 is a block diagram of a climate control system, in a supplemental cooling mode, embodying the principles of the present invention; -
FIG. 4 is a block diagram of a climate control system, in a supplemental heating mode, embodying the principles of the present invention; and -
FIG. 5 is a block diagram of a climate control system, in an engine off cooling mode, embodying the principles of the present invention. -
FIG. 6 is a block diagram of a climate control system, in an engine off heating mode, embodying the principles of the present invention. - Referring now to
FIG. 1 , a system embodying the principles of the present invention is illustrated therein and designated at 10. As its primary components, thesystem 10 includes athermoelectric module 12, aheat exchanger 14, anevaporator 16, aheater core 18, avalve 22, acoolant pump 26, and acontroller 27. As further discussed below, thethermoelectric module 12, in conjunction with theheat exchanger 14, allows thesystem 10 to provide heating or cooling with the internal combustion engine shut off, or alternatively, to provide supplemental heating or cooling while the internal combustion engine is running. - Now referring to
FIG. 2 , a sectional view of thethermoelectric module 12 is provided. Thethermoelectric module 12 includes a series ofthermoelectric elements 48 that generate a temperature change from electrical energy. If the electrical energy is provided in one polarity, thethermoelectric elements 48 will generate heat energy causing a rise in the ambient temperature around thethermoelectric elements 48. Alternatively, if electrical energy is provided to thethermoelectric elements 48 in an opposite polarity, thethermoelectric elements 48 will absorb heat energy, thereby cooling the ambient temperature around thethermoelectric elements 48. To transfer heating or cooling from thethermoelectric elements 48, a heat transfer medium, namely coolant, flows through acoolant tube 42 located proximate to thethermoelectric elements 48. To aid in this heat transfer to the coolant, one ormore blowers 40 generate an air flow across thethermoelectric elements 48 and thecoolant tube 42. In addition, anair scoop 50 may be provided to direct air leaving or entering thethermoelectric module 12. The coolant is provided to thethermoelectric elements 48 circulates through aninlet connection 44 to the rest of the system through anoutlet connection 46, thereby enabling the transferring of the temperature change generated by thethermoelectric elements 48. - Referring again to
FIG. 1 , thethermoelectric module 12 is in fluid communication, via the coolant, with theheat exchanger 14 alongline 30. Theblower 15 creates anair flow 20 across theheat exchanger 14, and theair flow 20 extracts heating or cooling from the coolant supplied by thethermoelectric module 12 thereby altering the temperature of theair flow 20. In a heating mode, thethermoelectric module 12 provides heated coolant thereby heating theair flow 20. Alternatively in a cooling mode, thethermoelectric module 12 provides cooled coolant, thereby cooling theair flow 20. From theheat exchanger 14 theair flow 20 is communicated over heat transfer surfaces of both theevaporator 16 andheater core 18. - The coolant exits the
heat exchanger 14 alongline 32 and is provided tovalve 22 that selectively allows the coolant to flow alongline 38 into theengine coolant system 24 or back to thecoolant pump 26. Generally, theengine coolant system 24 will heat the coolant and return a portion of the coolant alongline 36 to theheater core 18 and to thevalve 22 which passes it back to thecoolant pump 26. Alternatively, thevalve 22 can solely direct the coolant fromline 32 directly toline 34, bypassing theengine coolant system 24. This latter flow circuit is particularly beneficial in the cooling mode of thesystem 10. - The
controller 27 allows the system to work in multiple heating and cooling modes. For example, thecontroller 27 can switch the polarity of the electrical energy provided to the thermoelectric module, thereby heating the coolant with one polarity, and cooling the coolant with the opposite polarity. In addition, thecontroller 27 can manipulate thevalve 22 to bypass theengine cooling system 24 in cooling mode, thereby isolating the coolant from the heat generated by the engine in theengine coolant system 24. - The
controller 27 is also connected to aregenerative braking system 29. Theregenerative braking system 29 generates electrical energy from the kinetic energy of the vehicle as the vehicle is slowed down. Thecontroller 27 can direct the energy from theregenerative braking system 29 to an energy storage device, a battery, (not shown) or directly to thethermoelectric module 12, providing an ample source of power to adjust the climate of the vehicle. If provided directly to thethermoelectric module 12, thecontroller 27 can change the polarity of the electrical energy provided from theregenerative braking system 29 allowing the energy to be used by thethermoelectric module 12 in both heating and cooling modes. - Now referring to
FIG. 3 , thesystem 10 is shown in a supplemental cooling mode while the internal combustion engine is running. During “engine on” supplemental cooling, thethermoelectric module 12 is used in conjunction with theevaporator 16 to cool the passenger cabin of the vehicle. The combined use of thethermoelectric module 12 and theevaporator 16 provides a faster time to comfort. As illustrated inFIG. 3 , the lines with a single small dash convey heated coolant from theheat exchanger 14 while the lines with two smaller dashes convey cooled coolant to theheat exchanger 14. - In the “engine on” supplemental cooling mode, the coolant flows through the
thermoelectric module 12, where heat is removed from the coolant, and thereafter alongline 30 to theheat exchanger 14. Theheat exchanger 14 cools theair flow 20 which is then provided to theevaporator 16 for additional cooling before it flows to the passenger cabin of the vehicle. From theheat exchanger 14, coolant flows alongline 32 to thevalve 22, which is manipulated by thecontroller 27 to bypass theengine coolant system 24 thereby isolating the coolant from the heat generated by the engine. From thevalve 22 the coolant flows alongline 34 to thecoolant pump 26 where the coolant flow is pressurized then provided back to thethermoelectric module 12 alongline 28. In this mode of operation, thethermoelectric module 12 operates for the first couple minutes to quickly pull down the temperature of theair flow 20. If the temperature of the air coming into theheat exchanger 14 is less than the temperature of the air flowing into thethermoelectric module 12, thethermoelectric module 12 and pump 26 are not operated thereby conserving vehicle energy. - The
system 10 in “engine on” supplemental heating mode is seen inFIG. 4 . In the “engine on” supplemental heating mode, thethermoelectric module 12 is used in conjunction with theheater core 18. Using thethermoelectric module 12 in combination with theheater core 18 provides a faster time to comfort. Warm coolant from the engine is pumped through thethermoelectric module 12 where further heat is added. The coolant flows from thethermoelectric module 12 alongline 30 to theheat exchanger 14, upstream of theheater core 18. Theheat exchanger 14 first heats theair flow 20 that is received by theheater core 18. Theheater core 18 emits heat from theengine coolant system 24 to further heat theair flow 20 before it is provided to the passenger cabin of the vehicle. - Coolant from the
heat exchanger 14 is passed alongline 32 to thevalve 22, which in the supplemental “engine on” heating mode, allows coolant to return to the engine coolant system alongline 38. Theengine coolant system 24 provides heat from the engine to the coolant, some of which then flows to theheater core 18 and alongline 36 to thevalve 22. From thevalve 22, the coolant flows alongline 34 through thecoolant pump 26 and returns alongline 28 to thethermoelectric module 12. If theengine coolant system 24 provides sufficient means for pumping the coolant through the system, thecoolant pump 26 is deactivated in this mode. Preferably, thethermoelectric module 12 operates for the first couple of minutes of heat up, and ceases to operate when the temperature of the coolant from the engine alone reaches the desired temperature to provide proper passenger cabin heating. - Now referring to
FIG. 5 , an “engine off” cooling mode is provided. The “engine off” cooling mode is used to maintain a comfortable cabin for a limited amount of time during an idle engine shutdown. In this mode, the evaporator is non-operative as the engine has been shut down. The cooling provided by the thermal inertia in the coolant and thethermoelectric module 12 allows the engine to shutdown and save fuel, while still allowing the passenger cabin to be cooled. - Coolant flows through the
thermoelectric module 12 where heat is removed from the coolant. From thethermoelectric module 12, the coolant flows alongline 30 to theheat exchanger 14. Heat is absorbed by the coolant from theair flow 20 in theheat exchanger 14. The coolant flows from theheat exchanger 14 alongline 32 to thevalve 22. Manipulated by thecontroller 27 to bypass theengine coolant system 14, thevalve 22 isolates the coolant from the engine heat. The coolant flows from thevalve 22 alongline 34 back to thecoolant pump 26, which generates coolant flow by pressurizing the coolant in the lines. The coolant is then received back bythermoelectric module 12 alongline 28, where heat is absorbed from the coolant again. - The
controller 27 monitors vehicle speed and braking to predict if a stop is imminent. If a stop is predicted, regenerating braking energy from theregenerative braking system 29 is used by thethermoelectric module 12 to cool the coolant. During the stop, thethermoelectric module 12 continues to operate to maintain the cool coolant temperature as heat is added from the cabin. - Now referring to
FIG. 6 , an “engine off” heating mode is schematically shown. The “engine off” heating mode is used to maintain a comfortable cabin temperature for a limited amount of time during an idle engine shutdown. The heat provided by thethermoelectric module 12, the thermal inertia in the coolant, and the thermal inertia in the engine block allows thesystem 10 to heat the cabin of the vehicle while allowing the engine to shutdown and save fuel. - In this mode of operation, warm coolant from the engine is pumped by the
coolant pump 26 through thethermoelectric module 12 where heat is added. Coolant flows from thethermoelectric module 12 alongline 30 to theheat exchanger 14. In theheat exchanger 14, heat is absorbed by theair flow 20 from the coolant. Theheated air flow 20 is then provided to theheater core 18 where before theair flow 20 is provided to the cabin, further heat is absorbed from the coolant provided by theengine coolant system 24, The cooled coolant then flows from theheat exchanger 14 alongline 32 to thevalve 22, which is opened to provide the coolant to theengine coolant system 24. Theengine coolant system 24 adds heat from the engine block to the coolant, which is returned to theheater core 18 and alongline 36 to thevalve 22 and thecoolant pump 26. If theengine coolant system 24 has a pump to provide sufficient coolant pressure through thesystem 10, thecoolant pump 26 is deactivated. From thepump 26, the coolant flows alongline 28 back to thethermoelectric module 12 where further heat is added. In addition, thecontroller 27 monitors the vehicle speed and braking to predict if a stop is imminent. If a stop is predicted, the regenerative braking energy from theregenerative braking system 29 is used by thethermoelectric module 12 to heat the coolant. During the stop, thethermoelectric module 12 continues to operate and maintain the warm coolant temperature as heat is removed from the cabin. - As a person skilled in the art will readily appreciate, the above description is meant as an illustration of implementation of the principles this invention. This description is not intended to limit the scope or application of this invention in that the invention is susceptible to modification, variation and change, without departing from spirit of this invention, as defined in the following claims.
Claims (16)
1. A thermoelectric system for distributed localized heating, cooling, or both heating and cooling, the thermoelectric system comprising:
at least one fluid conduit configured to allow a first fluid to flow therein;
at least one thermoelectric module comprising at least one thermoelectric element, the at least one thermoelectric module in thermal communication with the first fluid and in thermal communication with a region corresponding to the at least one thermoelectric module, wherein the at least one thermoelectric module is selectively operable either to heat the region corresponding to the at least one thermoelectric module by transferring heat from the first fluid to the region corresponding to the at least one thermoelectric module or to cool the region corresponding to the at least one thermoelectric module by transferring heat from the region corresponding to the at least one thermoelectric module to the first fluid; and
a controller in electrical communication with the at least one thermoelectric module, the controller being configured in a heating mode to supply electrical energy in a first polarity to heat the region corresponding to the at least one thermoelectric module and being configured in a cooling mode to supply electrical energy in a second polarity to cool the region corresponding to the at least one thermoelectric module.
2. The system of claim 1 , wherein the at least one fluid conduit is coupled with an engine coolant system, the at least one fluid conduit having a portion located proximate to and in thermal communication with the at least one thermoelectric element;
3. The system of claim 1 , further comprising a heat exchanger coupled to the at least one fluid conduit and being in thermal communication therewith, the heat exchanger located downstream of the at least one thermoelectric module;
4. The system of claim 1 , further comprising a fluid pump coupled with the at least one fluid conduit and being configured to produce a fluid flow therethrough.
5. The system of claim 2 , further comprising a valve coupled with the at least one fluid conduit, the valve being selectively moveable between a first position connecting the at least one fluid conduit with the engine coolant system and to a second position isolating the at least one fluid conduit from the engine coolant system.
6. The system according to claim 1 , further comprising a first blower configured to direct a first air flow across the at least one thermoelectric element.
7. The system according to claim 3 , further comprising an air duct within which the heat exchanger is located.
8. The system according to claim 7 , further comprising a heater core located within the air duct in fluid communication with the heat exchanger.
9. The system according to claim 7 , further comprising an evaporator located within the air duct in fluid communication with the heat exchanger;
10. The system according to claim 7 , further comprising a blower adapted to provide an air flow within the air duct and across the heat exchanger.
11. The system according to claim 10 , wherein the heat exchanger is configured to change the temperature of the air flow and an evaporator located within the air duct is configured to receive the air flow, thereby supplementing a cooling effect of the evaporator.
12. The system according to claim 10 , wherein the heat exchanger is configured to change the temperature of the air flow and a heater core located within the air duct is configured to receive the air flow, thereby supplementing a heating effect of the heater core.
13. The system according to claim 1 , further comprising a regenerative braking system, wherein the controller is configured to direct electrical energy generated by the regenerative braking system to the at least one thermoelectric module to generate a temperature change in the at least one thermoelectric element.
14. The system according to claim 7 , further comprising a first blower configured to generate a first air flow across the at least one thermoelectric element and a second blower configured to generate a second air flow through the air duct and across the heat exchanger.
15. A method for heating, cooling, or both heating and cooling localized portions of a vehicle, the method comprising:
directing a first fluid through at least one fluid conduit configured to allow the first fluid to flow therein;
providing at least one thermoelectric module comprising at least one thermoelectric element, the at least one thermoelectric module in thermal communication with the first fluid and in thermal communication with a region corresponding to the at least one thermoelectric module;
when a heating mode is desired, heating the region corresponding to the at least one thermoelectric module by transferring heat from the first fluid to the region corresponding to the at least one thermoelectric module;
when a cooling mode is desired, cooling the region corresponding to the at least one thermoelectric module by transferring heat from the region corresponding to the at least one thermoelectric module to the first fluid; and
providing a controller in electrical communication with the at least one thermoelectric module, the controller being configured in a heating mode to supply electrical energy in a first polarity to heat the region corresponding to the at least one thermoelectric module and being configured in a cooling mode to supply electrical energy in a second polarity to cool the region corresponding to the at least one thermoelectric module.
16. A method for heating, cooling, or both heating and cooling localized portions of a vehicle, the method comprising:
providing a thermoelectric system comprising at least one fluid conduit configured to allow a first fluid to flow therein and at least one thermoelectric module comprising at least one thermoelectric element in thermal communication with the first fluid and in thermal communication with a region of the vehicle corresponding to the at least one thermoelectric module, wherein the at least one thermoelectric module is selectively operable either to heat the region corresponding to the at least one thermoelectric module by transferring heat from the first fluid to the region corresponding to the at least one thermoelectric module or to cool the region corresponding to the at least one thermoelectric module by transferring heat from the region corresponding to the at least one thermoelectric module to the first fluid;
providing a controller in electrical communication with the at least one thermoelectric module, the controller being configured in a heating mode to supply electrical energy in a first polarity to heat the region corresponding to the at least one thermoelectric module and being configured in a cooling mode to supply electrical energy in a second polarity to cool the region corresponding to the at least one thermoelectric module; and
preconditioning at least one region of the vehicle by operating the at least one thermoelectric module.
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US15/177,836 US20160361967A1 (en) | 2004-05-10 | 2016-06-09 | Climate control system for hybrid vehicles using thermoelectric devices |
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Also Published As
Publication number | Publication date |
---|---|
JP2006001530A (en) | 2006-01-05 |
JP4295250B2 (en) | 2009-07-15 |
CN1727814A (en) | 2006-02-01 |
US7870892B2 (en) | 2011-01-18 |
US20080230618A1 (en) | 2008-09-25 |
US20130327063A1 (en) | 2013-12-12 |
DE102005022656A1 (en) | 2006-03-02 |
DE102005022656B4 (en) | 2007-05-03 |
US20160361967A1 (en) | 2016-12-15 |
US9365090B2 (en) | 2016-06-14 |
US7380586B2 (en) | 2008-06-03 |
CN1727814B (en) | 2010-05-26 |
US20050247446A1 (en) | 2005-11-10 |
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