US20170259643A1 - Temperature control systems with thermoelectric devices - Google Patents

Abstract

Temperature control systems and methods can be designed for controlling the interior climate of a vehicle or other the climate of another desired region. The temperature control system for a vehicle can have a thermoelectric system providing heating and/or cooling, including supplemental heating and/or cooling. The thermoelectric system can transfer thermal energy between a working fluid, such as liquid coolant, and comfort air upon application of electric current of a selected polarity. The thermoelectric system can supplement or replace the heat provided from an internal combustion engine or other primary heat source. The thermoelectric system can also supplement or replace cold energy provided from a compressor-based refrigeration system or other primary cold energy source.

Description

INCORPORATION BY REFERENCE TO ANY PRIORITY APPLICATIONS
• Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are incorporated by reference and made a part of this specification.
BACKGROUND
• Field
• This disclosure relates to the field of temperature control and to temperature control systems and methods incorporating a thermoelectric device.
• Description of Related Art
• A passenger compartment of a vehicle is typically heated and cooled by a heating, ventilating, and air conditioning (HVAC) system. The HVAC system directs a flow of comfort air through a heat exchanger to heat or cool the comfort air prior to flowing into the passenger compartment. In the heat exchanger, energy is transferred between the comfort air and a coolant such as a water-glycol coolant, for example. The comfort air can be supplied from ambient air or a mixture of air re-circulated from the passenger compartment and ambient air. Energy for heating and cooling of the passenger compartment of the vehicle is typically supplied from a fuel-fed engine such as an internal combustion engine, for example.
• Some automotive HVAC architectures include a positive thermal coefficient of resistance (PTC) heater device that provides supplemental heating of air flowing to the passenger compartment. Existing automotive PTC device HVAC architectures suffer from various drawbacks.
SUMMARY
• Embodiments described herein have several features, no single one of which is solely responsible for their desirable attributes. Without limiting the scope of the inventions as expressed by the claims, some of the advantageous features will now be discussed briefly.
• Certain disclosed embodiments include systems and methods for controlling the interior climate of a vehicle or other the climate of another desired region. Some embodiments provide a temperature control system for a vehicle in which a thermoelectric system provides supplemental heating and/or cooling. The thermoelectric system can transfer thermal energy between a working fluid, such as liquid coolant, and comfort air upon application of electric current of a selected polarity. In certain embodiments, the thermoelectric system supplements or replaces the heat provided from an internal combustion engine or other primary heat source. The thermoelectric system can also supplement or replace cold energy provided from a compressor-based refrigeration system or other primary cold energy source.
• Certain disclosed embodiments include systems and methods for stopped engine or engine off cooling. The engine off cooling mode can be 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 the thermoelectric module can allow the engine to shut down and save fuel, while still allowing the passenger cabin to be cooled.
• Certain disclosed embodiments include systems and methods for stopped engine or engine off heating. The engine off heating mode can be 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, the thermal inertia in the coolant, and the thermal inertia in the engine block allows the system to heat the cabin of the vehicle while allowing the engine to shut down and save fuel.
• Disclosed embodiments include systems for heating and cooling the interior climate of a vehicle. In some embodiments, a system for controlling temperature in a passenger compartment of a vehicle includes a main fluid channel and one or more thermoelectric devices operatively connected to the main fluid channel. The thermoelectric devices can include at least one thermoelectric element configured to heat a fluid flowing in the main fluid channel upon application of electrical energy in a first polarity and to cool the fluid upon application of electrical energy in a second polarity. The thermoelectric devices can be subdivided into a plurality of thermal zones. The plurality of thermal zones can include a first thermal zone connected to a first electric circuit switchable between the first polarity and the second polarity and a second thermal zone connected to a second electric circuit switchable between the first polarity and the second polarity independent of the polarity of the first electric circuit.
• The system can include a first heat exchanger disposed in the main fluid channel and thermally connected to one or more thermoelectric devices. As an example, the main fluid channel can be connected to a single thermoelectric device in which a first main surface in the first thermal zone of the thermoelectric device and a second heat exchanger disposed in the main fluid channel and thermally connected to a second main surface in the second thermal zone of the thermoelectric device. The system can include a working fluid channel; a third heat exchanger disposed in the working fluid channel and thermally connected to a first waste surface in the first thermal zone of the thermoelectric device; and a fourth heat exchanger disposed in the working fluid channel and thermally connected to a second waste surface in the second thermal zone of the thermoelectric device. The thermoelectric device can be configured to transfer thermal energy between the first main surface and the first waste surface in the first thermal zone and to transfer thermal energy between the second main surface and the second waste surface in the second thermal zone.
• The system can include a controller configured to operate the system in one of a plurality of available modes by controlling the polarity of the first electric circuit and the polarity of the second electric circuit. The plurality of available modes can include a demisting mode, a heating mode, and a cooling mode. The controller can be configured to operate the first electric circuit in the second polarity and the second electric circuit in the first polarity of one or more thermoelectric devices independently when at least one thermoelectric device is operating in the demisting mode.
• The system can include a first working fluid circuit thermally connected to a first waste surface in the first thermal zone of one or more of the thermoelectric devices and a second working fluid circuit independent from the first working fluid circuit, the second working fluid circuit thermally connected to a second waste surface in the second thermal zone of one or more of the thermoelectric devices. Each of the first working fluid circuit and the second working fluid circuit can be selectively connected between either one or more thermoelectric devices and a heat sink or one or more thermoelectric devices and a heat source. The first working fluid circuit can be connected to a heat source when the first electric circuit is switched to the first polarity and can be connected to a heat sink when the first electric circuit is switched to the second polarity. The second working fluid circuit can be connected to the heat source when the second electric circuit is switched to the first polarity and can be connected to a heat sink when the second electric circuit is switched to the second polarity. The system can include a controller configured to operate the system in a demisting mode by switching the first electric circuit to the second polarity and switching the second electric circuit to the first polarity.
• In certain embodiments, a method of delivering temperature controlled air to a passenger compartment of a vehicle using an HVAC system includes operating the system in one of a plurality of available modes to provide an airflow to the passenger compartment. The plurality of available modes can include a demisting mode, a heating mode, and a cooling mode separately operable in one or more zones within the vehicle. The method can include delivering air to at least a portion of the passenger compartment during the demisting mode of operation by directing an airflow into a main fluid channel; cooling the airflow in the main fluid channel by removing thermal energy from the airflow in a first thermal zone of a thermoelectric device; and subsequently heating the airflow by adding thermal energy to the airflow in a second thermal zone of the thermoelectric device. The method can include delivering a heated airflow to at least a portion of the passenger compartment during the heating mode of operation by directing an airflow into a main fluid channel; and heating the airflow in the main fluid channel by adding thermal energy to the airflow in the first thermal zone and in the second thermal zone of the thermoelectric device. The method can include delivering a cooled airflow to at least a portion of the passenger compartment during the cooling mode of operation by directing an airflow into a main fluid channel and cooling the airflow in the main fluid channel by removing thermal energy from the airflow in the first thermal zone and in the second thermal zone of the thermoelectric device.
• Delivering air can include removing thermal energy from the first thermal zone of at least one of the thermoelectric devices by circulating a first working fluid between the first thermal zone and a heat sink and adding thermal energy to the second thermal zone of the thermoelectric device by circulating a second working fluid between the second thermal zone and a heat source. Each of the first working fluid and the second working fluid can comprise a liquid heat transfer fluid. For example, the first working fluid can comprise an aqueous solution, and the second working fluid can comprise the same aqueous solution but at a different temperature.
• Delivering a heated airflow further can include providing electrical energy having a first polarity to the first thermal zone of a thermoelectric device and providing electrical energy having the same polarity to the second thermal zone of the thermoelectric device. The electrical energy provided to the thermoelectric device can cause thermal energy to be transferred from at least one working fluid to the airflow via the thermoelectric device.
• In some embodiments, a method of manufacturing a system for conditioning passenger air in a vehicle includes providing an air flow channel; operatively connecting one or more a thermoelectric devices to the air flow channel; providing at least one working fluid channel in thermal communication with at least one waste surface of one or more thermoelectric devices; and connecting a first electric circuit to a first thermal zone of the thermoelectric devices. The first electric circuit can be configured to selectively supply electrical power to the first thermal zone in a first polarity or in a second polarity. The method can include connecting a second electric circuit to a second thermal zone of a thermoelectric device. The second electric circuit can be configured to selectively supply electrical power to the second thermal zone in the first polarity or in the second polarity.
• The method can include providing a controller configured to control the system at least in part by selecting the polarity of the first electric circuit and the polarity of the second electric circuit in one or more thermoelectric devices.
• The method can include configuring the at least one working fluid channel to selectively move thermal energy between at least one thermoelectric device and a heat source or a heat sink.
• Operatively connecting a thermoelectric device to the air flow channel can include disposing a first heat exchanger in the air flow channel; disposing a second heat exchanger in the air flow channel; connecting the first thermal zone of the thermoelectric device to the first heat exchanger; and connecting the second thermal zone of the thermoelectric device to the second heat exchanger. Connecting the first thermal zone of the thermoelectric device to the first heat exchanger can include connecting a main surface in the first thermal zone to the first heat exchanger, the main surface being opposite a waste surface in the first thermal zone.
• In certain embodiments, a system for controlling temperature in at least a portion of the passenger compartment of a vehicle includes a first fluid channel; a second fluid channel at least partially separated from the first fluid channel by a partition; a cooling apparatus operatively connected to cool air in the first fluid channel or operatively spanning both the first fluid channel and the second fluid channel; a heater core operatively connected to heat air in the second fluid channel; a thermoelectric device operatively connected to the second fluid channel downstream from the heater core or operatively connected to the first fluid channel downstream of the cooling apparatus; and a flow diversion channel disposed between the first fluid channel and the second fluid channel or flow control valves disposed in the first fluid channel and the second fluid channel. The flow diversion channel can be configured to selectively divert air that the cooling apparatus has cooled in the first fluid channel to the second fluid channel such that the air flows past at least one of the heater core and the thermoelectric device after passing through the flow diversion channel. A controller can be configured to operate at least one such system in at least a cooling mode, a heating mode, and a demisting mode. The controller can cause the flow diversion channel to divert air from the first fluid channel to the second fluid channel during the demisting mode.
• The flow diversion channel can include a diversion blend door, a flow diversion element, and/or flow control valves configured to rotate between at least an open position and a closed position. Air can be diverted from the first fluid channel to the second fluid channel when the diversion blend door or the flow diversion element is in the open position. Air can be permitted to flow without diversion through the first fluid channel when the diversion blend door or the flow diversion element is in the closed position. Similar diversion of air can be achieved by selectively opening the flow control valves disposed in the first fluid channel and the second fluid channel.
• The system can include an inlet channel selection apparatus configured to direct at least a portion of the air entering the system to at least one of the first fluid channel and the second fluid channel. The inlet channel selection apparatus can be configured to direct an airflow into the second fluid channel, and the thermoelectric device can be configured to transfer thermal energy to the airflow, during the heating mode of operation. The inlet channel selection apparatus can include an inlet blend door. The inlet blend door can be operable to move between a first position, a second position, and all positions in between the first and second positions. The position of the inlet blend door can be independent of the position of the diversion blend door.
• At least one cooling apparatus can absorb thermal energy from an airflow, and the thermoelectric device can transfer thermal energy to the airflow during the demisting mode of operation. At least one cooling apparatus can be configured to absorb thermal energy from the airflow, and the thermoelectric device can be configured to absorb thermal energy from the airflow during the cooling mode of operation.
• The flow diversion channel can include an aperture formed in the partition or a flow diversion element. The aperture or the flow diversion element can be configured to be selectively blocked.
• One or more thermoelectric devices can be subdivided into a plurality of thermal zones, the plurality of thermal zones including a first thermal zone configured to heat a fluid flowing in the second fluid channel upon application of electrical energy in a first polarity and to cool the fluid upon application of electrical energy in a second polarity and a second thermal zone switchable between the first polarity and the second polarity independent of the polarity of the electrical energy applied to the first thermal zone.
• One or more heater cores can be in thermal communication with power train coolant during at least the heating mode. In some embodiments, heater cores are not in thermal communication with power train coolant during at least the cooling mode.
• At least one surface of one or more thermoelectric devices can be connected to a heat exchanger in thermal communication with the airflow. The cooling apparatus can also be connected to one or more heat exchangers in thermal communication with the airflow.
• In certain embodiments, a method of delivering temperature controlled air to a passenger compartment of a vehicle using an HVAC system includes operating at least a portion of the system in one of a plurality of available modes to provide an airflow to at least a portion of the passenger compartment. The plurality of available modes can include demisting modes, heating modes, and cooling modes. The method can include delivering air to the passenger compartment during the demisting mode of operation by directing the airflow into at least a first fluid flow channel; cooling the airflow in the first fluid flow channel with a cooling apparatus; subsequently diverting the airflow from the first fluid flow channel to a second fluid flow channel; and subsequently heating the airflow in the second fluid flow channel with a heater core, with a thermoelectric device, or with both the heater core and the thermoelectric device. The method can include delivering a heated airflow to at least a portion of the passenger compartment during the heating mode of operation by directing the airflow into at least the second fluid flow channel; and heating the airflow in the second fluid flow channel with a heater core, with a thermoelectric device, or with both the heater core and the thermoelectric device. The method can include delivering a cooled airflow to at least a portion of the passenger compartment during the cooling mode of operation by directing the airflow into at least one of the first fluid flow channel and the second fluid flow channel and cooling the airflow by cooling the airflow in the first fluid flow channel with the cooling apparatus, cooling the airflow in the second fluid flow channel with the thermoelectric device, or cooling the airflow in the first fluid flow channel with the cooling apparatus while cooling the airflow in the second fluid flow channel with the thermoelectric device.
• Delivering the air during the cooling mode can include determining whether a first amount of energy to be provided to the thermoelectric device to cool the airflow to a desired temperature using the thermoelectric device is less than a second amount of energy to be provided to the cooling apparatus to cool the airflow to the desired temperature using the cooling apparatus and cooling the airflow in the second fluid flow channel with the thermoelectric device when it is determined that the first amount of energy is less than the second amount of energy.
• Delivering a heated airflow can include determining whether the heater core is able to heat the airflow to a desired temperature; heating the airflow in the second fluid flow channel with the heater core when it is determined that the heater core is able to heat the airflow to the desired temperature; and heating the airflow in the second fluid flow channel with a thermoelectric device when it is determined that the heater core is not able to heat the airflow to the desired temperature.
• In some embodiments, a method of manufacturing an apparatus for conditioning passenger air in at least a portion of a vehicle includes providing an air flow channel divided at least partially into a first air conduit and a second air conduit; operatively connecting a cooling apparatus to the first air conduit or operatively connecting a cooling apparatus to both the first air conduit and the second air conduit; operatively connecting a heater core to the second air conduit; operatively connecting at least one thermoelectric device to the second air conduit such that the thermoelectric device is downstream from the heater core when air flows through the channel or operatively connecting at least one thermoelectric device to the first air conduit such that the thermoelectric device is downstream from the cooling apparatus when air flows through the channel; and providing a fluid diversion channel between the first air conduit and the second air conduit such that the fluid diversion channel is positioned downstream from the cooling apparatus and upstream from the heater core when air flows through the channel or such that the fluid diversion channel is positioned downstream from the cooling apparatus, the heater core, and thermoelectric device when air flows through the channel, or providing flow control valves in the first air conduit and the second air conduit downstream of the cooling apparatus when air flows through the channel. The fluid diversion channel can be configured to selectively divert air from the first air conduit to the second air conduit. Similar diversion of air can be achieved by selectively opening the flow control valves disposed in the first air conduit and the second air conduit.
• Operatively connecting a cooling apparatus can include disposing a heat exchanger in the first fluid channel and connecting the heat exchanger to the cooling apparatus. Operatively connecting a heater core can include disposing a heat exchanger in the second fluid channel and connecting the heat exchanger to the heater core. Operatively connecting a thermoelectric device can include disposing a heat exchanger in the second fluid channel and connecting the heat exchanger to the thermoelectric device.
• The method can include providing a channel selection apparatus, wherein the channel selection apparatus is disposed near the inlet of the first air conduit and the second air conduit.
• Certain disclosed embodiments pertain to controlling temperature in a passenger compartment of a vehicle. For example, a temperature control system (TCS) can include an air channel configured to deliver airflow to the passenger compartment of the vehicle. The TCS can include a one thermal energy source, a heat transfer device and a thermoelectric device TED connected to the air channel. A fluid circuit can circulate coolant to the thermal energy source, the heat transfer device, and/or the TED. A bypass circuit can connect the thermal energy source to the heat transfer device, bypassing the TED. An actuator can cause coolant to circulate selectively in either the bypass circuit or a fluid circuit with TED. A control device can operate the actuator when it is determined that the thermal energy source is ready to provide heat to the airflow.
• Some embodiments provide a system for controlling temperature in a passenger compartment of a vehicle, the system including at least one passenger air channel configured to deliver a passenger airflow to the passenger compartment of the vehicle, at least one thermal energy source, at least one heat transfer device connected to the passenger air channel, at least one thermoelectric device (TED), a fluid circuit configured to circulate coolant to the thermal energy source, the heat transfer device, and/or the TED, at least one bypass circuit configured to connect the thermal energy source to the heat transfer device, at least one actuator configured to cause coolant to circulate in the bypass circuit instead of the fluid circuit, and at least one control system. The control system can include a second bypass circuit configured to connect the thermal energy source to the TED, at least one actuator configured to cause coolant to circulate in the second bypass circuit instead of the fluid circuit, and at least one control system. The control system may be configured to operate the at least one actuator when it is determined that the thermal energy source is ready to provide heat to the passenger airflow, thereby causing coolant to circulate in the at least one bypass circuit instead of in fluid circuit.
• Additional embodiments may include a pump configured to circulate coolant in fluid circuits. The system may also include an evaporator operatively connected to the passenger air channel. The thermal energy source may be a vehicle engine, a heater core supplied with thermal energy from a vehicle engine, an exhaust system, another suitable heat source, or a combination of sources. Another embodiment may include a blend door operatively connected in the passenger air channel and configured to route the passenger airflow across the heat transfer device. In some embodiments the actuator may be a fluid control device, a valve, a regulator, or a combination of structures.
• Further embodiments may include a cooling fluid circuit configured to connect the TED to a low temperature core. The low temperature core may be a radiator configured to dissipate heat from a fluid to ambient air. The cooling fluid circuit may also include a pump to provide adequate movement of fluid. The control system may also be further configured to determine whether the system is operating in a heating mode or a cooling mode; and operate at least one actuator to cause coolant to circulate in the cooling fluid circuit when it is determined that the system is operating in the cooling mode.
• In some embodiments the thermal energy source is ready to provide heat to the passenger airflow when the thermal energy source reaches a threshold temperature. The controller may also determine the thermal energy source is ready to provide heat to the passenger airflow when the coolant circulating through the thermal energy source reaches a threshold temperature.
• Some embodiments provide a method of controlling temperature in a passenger compartment of a vehicle, the method including moving a passenger airflow across a heat transfer device operatively connected within a passenger air channel of the vehicle; operating a temperature control system of the vehicle in a first mode of operation, in which a thermoelectric device (TED) transfers thermal energy between a fluid circuit, which can include a thermal energy source and a heat transfer device; and switching the temperature control system to a second mode of operation after the temperature control system has been operated in the first mode of operation. In the second mode of operation, the temperature control system opens a bypass circuit in thermal communication with the heat transfer device and the thermal energy source. The bypass circuit is configured to transfer thermal energy between the heat transfer device and the thermal energy source without the use of the TED.
• In other embodiments the temperature control system switches to a second mode when the thermal energy source has reached a threshold temperature. The thermal energy source may be an automobile engine. The temperature control system may switch to a second mode based on other criterion, such as, when the temperature of the fluid within the fluid circuit reaches a threshold temperature, when a specified amount of time has elapsed, when the temperature of the passenger airflow reaches a threshold temperature, or any other specified condition or combination of conditions.
• Certain embodiments provide a method of manufacturing an apparatus for controlling temperature in a passenger compartment of a vehicle, the method including providing at least one passenger air channel configured to deliver a passenger airflow to the passenger compartment of the vehicle, operatively connecting at least one heat transfer device to the passenger air channel, providing at least one thermal energy source, providing at least one thermoelectric device (TED), operatively connecting a fluid circuit to the thermal energy source, heat transfer device, and/or the TED, wherein the fluid circuit is configured to circulate coolant, operatively connecting the TED and/or the heat transfer device to the fluid circuit, operatively connecting at least one bypass circuit to the thermal energy source to the heat transfer device, wherein the at least one bypass circuit is configured to circulate coolant, providing at least one actuator configured to cause coolant to circulate in the bypass circuit instead of the fluid circuit, operatively connecting a second bypass circuit to the thermal energy source to the TED, wherein the second bypass circuit is configured to circulate coolant, providing at least one actuator configured to cause coolant to circulate in the second bypass circuit instead of the fluid circuit, and providing at least one control device configured to operate the at least one actuator when it is determined that the thermal energy source is ready to provide heat to the passenger airflow.
• In some embodiments the passenger air channel may include a first air channel and a second air channel. The second air channel can be at least partially in a parallel arrangement with respect to the first air channel. The passenger air channel may also include a blend door configured to selectively divert airflow through the first air channel and the second air channel. The heat transfer device may be disposed in only the second air channel.
• In other embodiments an evaporator may be operatively connected to the passenger air channel. Some embodiments may also include a low temperature core. A cooling fluid circuit may be operatively connected to the low temperature core and the TED. The cooling fluid circuit can be configured to circulate coolant.
• In accordance with embodiments disclosed herein, a temperature control system for heating, cooling, and/or demisting an occupant compartment of a vehicle during startup of an internal combustion engine of the vehicle is provided. The system comprises an engine coolant circuit comprising an engine block coolant conduit configured to convey coolant therein. The engine block conduit is in thermal communication with the internal combustion engine of the vehicle. The system further comprises a heater core disposed in a comfort air channel of the vehicle and in fluid communication with the engine block coolant conduit. The system further comprises a thermoelectric device having a waste surface and a main surface. The waste surface is in thermal communication with a heat source or a heat sink. The system further comprises a supplemental heat exchanger disposed in the comfort air channel and in thermal communication with the main surface of the thermoelectric device. The supplemental heat exchanger is downstream from the heater core with respect to a direction of comfort airflow in the comfort air channel when the temperature control system is in operation. The system further comprises a controller configured to operate the temperature control system in a plurality of modes of operation. The plurality of modes of operation comprises a startup heating mode wherein the thermoelectric device is configured to heat the comfort airflow by transferring thermal energy from the waste surface to the main surface while receiving electric current supplied in a first polarity and while the internal combustion engine is running. The plurality of modes of operation further comprises a heating mode wherein the internal combustion engine is configured to heat the comfort airflow while electric current is not supplied to the thermoelectric device and while the internal combustion engine is running. In the startup heating mode, the thermoelectric device provides heat to the comfort airflow while the internal combustion engine is not able to heat the comfort airflow to a specified comfortable temperature without the heat provided by the thermoelectric device. A coefficient of performance of the thermoelectric device increases during the startup heating mode as a temperature of the coolant increases.
• In some embodiments, the temperature control system, in the startup heating mode, is configured to heat the occupant compartment of the vehicle to a certain cabin temperature faster than heating the passenger cabin to the certain cabin temperature in the heating mode when the internal combustion engine is started with an operating temperature at an ambient temperature; the startup heating mode includes the internal combustion engine configured to heat the comfort airflow while the thermoelectric device receives electric current supplied in the first polarity; the plurality of modes of operation further comprises a supplemental cooling mode; the thermoelectric device is configured to cool the comfort airflow by transferring thermal energy from the main surface to the waste surface while receiving electric current supplied in a second polarity; the plurality of modes of operation further comprises a startup demisting mode; the evaporator core is configured to cool the comfort airflow and the thermoelectric device is configured to heat the comfort airflow by transferring thermal energy from the waste surface to the main surface while receiving electric current supplied in the first polarity; the startup demisting mode includes the internal combustion engine configured to heat the comfort airflow while the thermoelectric device receives electric current supplied in the first polarity; the plurality of modes of operation further comprises a demisting mode; the evaporator core is configured to cool the comfort airflow while electric current is not supplied to the thermoelectric device; the supplemental heat exchanger is downstream of evaporator core in the comfort air channel; the system further comprises a thermal storage device disposed in the comfort air channel, the thermal storage device configured to store thermal energy and at least one of transfer thermal energy to the airflow or absorb thermal energy from the airflow; the system further comprises an evaporator core of a belt driven refrigeration system disposed in the comfort air channel; the thermal storage device is connected to the evaporator core; the thermal storage device is configured to store cooling capacity during at least one of a cooling mode or a demisting mode; the thermoelectric device is disposed in the comfort air channel; the waste surface of the thermoelectric device is in thermal communication with the engine block coolant conduit; the heat source is at least one of a battery, an electronic device, a burner, or an exhaust of the vehicle; the system further comprises a waste heat exchanger connected to the waste surface of the thermoelectric device; the waste heat exchanger is connected to a fluid circuit containing a liquid phase working fluid; the liquid phase working fluid is in fluid communication with the heat source or the heat sink; the fluid circuit includes a first conduit and a first bypass conduit configured to convey coolant therein, the first conduit in fluid communication with the heater core, the first bypass conduit configured to bypass flow of the coolant around the first conduit; the startup heating mode includes restricting flow of the coolant through the first conduit and directing flow of the coolant through the first bypass conduit; the fluid circuit includes a second conduit and a second bypass conduit configured to convey coolant therein, the second conduit in fluid communication with the supplemental heat exchanger, the second bypass conduit configured to bypass flow of the coolant around the second conduit; and/or the heating mode includes restricting flow of the coolant through the second conduit and directing flow of the coolant through the second bypass conduit.
• In accordance with embodiments disclosed herein, a method for controlling temperature of an occupant compartment of a vehicle during startup of an internal combustion engine of the vehicle is provided. The method comprises directing an airflow through a comfort air channel. The method further comprises directing a coolant through an engine coolant circuit, the engine coolant circuit including an engine block coolant conduit in thermal communication with the internal combustion engine of the vehicle. The method further comprises directing the airflow through a heater core disposed in the comfort air channel and in thermal communication with the engine block coolant conduit. The method further comprises directing the airflow through a supplemental heat exchanger in thermal communication with a thermoelectric device. The supplemental heat exchanger is downstream from the heater core with respect to a direction of comfort airflow in the comfort air channel while the airflow is flowing. The thermoelectric device has a waste surface and a main surface, the waste surface in thermal communication with the engine block coolant conduit or a heat sink, the main surface in thermal communication with the supplemental heat exchanger. The method further comprises supplying, in a startup heating mode, electric current in a first polarity to the thermoelectric device for the thermoelectric device to heat the comfort air by transferring thermal energy from the waste surface to the main surface. In the startup heating mode, the thermoelectric device provides heat to the comfort airflow while the internal combustion engine is not able to heat the comfort airflow to a specified comfortable temperature without the heat provided by the thermoelectric device.
• In some embodiments, the method further comprises restricting, in a heating mode, electric current to the thermoelectric device; the internal combustion engine is configured to heat the comfort airflow; the temperature control system, in the startup heating mode, is configured to heat the occupant compartment of the vehicle to a certain cabin temperature faster than heating the passenger cabin to the certain cabin temperature in the heating mode when the internal combustion engine is started with an operating temperature at an ambient temperature; the method further comprises directing the airflow through an evaporator core of a belt driven refrigeration system disposed in the comfort air channel; the method further comprises supplying, in a supplemental cooling mode, electric current to the thermoelectric device in a second polarity for the thermoelectric device to cool the comfort airflow by transferring thermal energy from the main surface to the waste surface; the method further comprises restricting flow of the coolant through the engine block coolant conduit to inhibit thermal communication between the waste heat transfer surface of the thermoelectric device and the internal combustion engine; the method further comprises supplying, in a startup demisting mode, electric current to the thermoelectric device in the first polarity for the thermoelectric device to heat the comfort air by transferring thermal energy from the waste surface to the main surface while the evaporator cools the comfort air; the supplemental heat exchanger is downstream from the evaporator core with respect to the direction of comfort airflow in the comfort air channel; a waste heat exchanger is connected to the waste surface of the thermoelectric device; the waste heat exchanger is connected to a fluid circuit containing a liquid phase working fluid; and/or the liquid phase working fluid is in fluid communication with the engine block coolant conduit or the heat sink.
• In accordance with embodiments disclosed herein, a temperature control system for heating, cooling, and/or demisting an occupant compartment of a vehicle during a stop of an internal combustion engine of the vehicle is provided. The system comprises an engine coolant circuit comprising an engine block coolant conduit configured to convey coolant therein. The engine block conduit is in thermal communication with the internal combustion engine of the vehicle. They system further comprises a heater core disposed in a comfort air channel of the vehicle and in fluid communication with the engine block coolant conduit. The system further comprises a thermoelectric device having a waste surface and a main surface. The system further comprises a supplemental heat exchanger disposed in the comfort air channel and in thermal communication with the main surface of the thermoelectric device. The system further comprises a waste heat exchanger connected to the waste surface of the thermoelectric device. The waste heat exchanger is connected to a fluid circuit containing a liquid phase working fluid. The liquid phase working fluid is in fluid communication with a heat source or a heat sink. The system further comprises a controller configured to operate the temperature control system in a plurality of modes of operation. The plurality of modes of operation comprises a stop heating mode wherein residual heat of the internal combustion engine is configured to heat the comfort airflow while electric current is not supplied to the thermoelectric device and while the internal combustion engine is stopped. The plurality of modes of operation further comprises a stop cold heating mode wherein the thermoelectric device is configured to heat the comfort airflow by transferring thermal energy from the waste surface to the main surface while receiving electric current supplied in a first polarity and while the internal combustion engine is stopped. In the stop cold heating mode, the thermoelectric device provides heat to the comfort airflow while the internal combustion engine is not able to heat the comfort airflow to a specified comfortable temperature without the heat provided by the thermoelectric device.
• In some embodiments, the temperature control system, in the stop cold heating mode, is configured to allow for a longer stop time of the internal combustion engine than stopping the internal combustion engine in the stop heating mode while heating the occupant compartment of the vehicle a certain cabin temperature; the stop cold heating mode includes the internal combustion engine configured to heat the comfort airflow while the thermoelectric device receives electric current supplied in the first polarity; the plurality of modes of operation further comprises a supplemental cooling mode; the thermoelectric device is configured to cool the comfort airflow by transferring thermal energy from the main surface to the waste surface while receiving electric current supplied in a second polarity; the system further comprises a thermal storage device disposed in the comfort air channel, the thermal storage device configured to store thermal energy and at least one of transfer thermal energy to the airflow or absorb thermal energy from the airflow; the system further comprises an evaporator core of a belt driven refrigeration system disposed in the comfort air channel; the thermal storage device is connected to the evaporator core; the thermal storage device is configured to store cooling capacity during at least one of a cooling mode or a demisting mode while the internal combustion engine is in operation; the plurality of modes of operation further comprises a first stop demisting mode; the thermal storage device is configured to cool the comfort airflow by absorbing thermal energy from the airflow using stored cooling capacity and the thermoelectric device is configured to heat the comfort airflow by transferring thermal energy from the waste surface to the main surface while receiving electric current supplied in the first polarity; the supplemental heat exchanger is downstream from the heater core with respect to a direction of comfort airflow in the comfort air channel when the temperature control system is in operation; the waste surface of the thermoelectric device is in thermal communication with the engine block coolant conduit; the heat source is at least one of a battery, an electronic device, a burner, or an exhaust of the vehicle; the fluid circuit includes a first conduit and a first bypass conduit configured to convey coolant therein, the first conduit in fluid communication with the heater core, the first bypass conduit configured to bypass flow of the coolant around the first conduit; the stop cold heating mode includes restricting flow of the coolant through the first conduit and directing flow of the coolant through the first bypass conduit; the fluid circuit includes a second conduit and a second bypass conduit configured to convey coolant therein, the second conduit in fluid communication with the supplemental heat exchanger, the second bypass conduit configured to bypass flow of the coolant around the second conduit; the stop heating mode includes restricting flow of the coolant through the second conduit and directing flow of the coolant through the second bypass conduit; the plurality of modes of operation further comprises a second stop demisting mode; the thermoelectric device is configured to cool the comfort airflow by transferring thermal energy from the main surface to the waste surface while receiving electric current supplied in a second polarity and the internal combustion engine is configured to heat the comfort airflow while the internal combustion engine is able to heat the comfort airflow to a specified comfortable temperature; and/or the supplemental heat exchanger is upstream from the heater core with respect to a direction of comfort airflow in the comfort air channel when the temperature control system is in operation.
• In accordance with embodiments disclosed herein, a method for controlling temperature of an occupant compartment of a vehicle during a stop of an internal combustion engine of the vehicle is provided. The method comprises directing an airflow through a comfort air channel. The method further comprises directing a coolant through an engine coolant circuit, the engine coolant circuit including an engine block coolant conduit in thermal communication with the internal combustion engine of the vehicle. The method further comprises directing the airflow through a heater core disposed in the comfort air channel and in thermal communication with the engine block coolant conduit. The method further comprises directing the airflow through a supplemental heat exchanger in thermal communication with a thermoelectric device. The thermoelectric device has a main surface and a waste surface, the main surface in thermal communication with the supplemental heat exchanger, the waste surface connected to a waste heat exchanger. The waste heat exchanger is connected to a fluid circuit containing a liquid phase working fluid. The liquid phase working fluid is in fluid communication with the engine block coolant conduit or a heat sink. The method further comprises supplying, in a stop cold heating mode, electric current in a first polarity to the thermoelectric device for the thermoelectric device to heat the comfort air by transferring thermal energy from the waste surface to the main surface while the internal combustion engine is stopped. In the stop cold heating mode, the thermoelectric device provides heat to the comfort airflow while the internal combustion engine is not able to heat the comfort airflow to a specified comfortable temperature without the heat provided by the thermoelectric device.
• In some embodiments, the supplemental heat exchanger is downstream from the heater core with respect to a direction of comfort airflow in the comfort air channel while the airflow is flowing; the method further comprises restricting, in a stop heating mode, electric current to the thermoelectric device; the internal combustion engine is configured to heat the comfort airflow; the temperature control system, in the stop cold heating mode, is configured to allow for a longer stop time of the internal combustion engine than stopping the internal combustion engine in the stop heating mode while heating the occupant compartment of the vehicle a certain cabin temperature; the method further comprises supplying, in a supplemental cooling mode, electric current to the thermoelectric device in a second polarity for the thermoelectric device to cool the comfort airflow by transferring thermal energy from the main surface to the waste surface; the method further comprises restricting flow of the coolant through the engine block coolant conduit to inhibit thermal communication between the waste heat transfer surface of the thermoelectric device and the internal combustion engine; the method further comprises supplying, in a stop demisting mode, electric current to the thermoelectric device in a second polarity for the thermoelectric device to cool the comfort air by transferring thermal energy from the main surface to the waste surface and the internal combustion engine is configured to heat the comfort airflow while the internal combustion engine is able to heat the comfort airflow to a specified comfortable temperature; and/or the supplemental heat exchanger is upstream from the heater core with respect to a direction of comfort airflow in the comfort air channel while the airflow is flowing.
BRIEF DESCRIPTION OF THE DRAWINGS
• The following drawings and the associated descriptions are provided to illustrate embodiments of the present disclosure and do not limit the scope of the claims.
• FIG. 1A illustrates a schematic architecture of an example embodiment of a micro-hybrid system.
• FIG. 1B illustrates a schematic architecture of an example embodiment of a micro-hybrid system.
• FIG. 2A illustrates a schematic illustration of an example embodiment of an HVAC architecture incorporating a thermoelectric device.
• FIG. 2B illustrates a schematic illustration of another example embodiment of an HVAC architecture incorporating a thermoelectric device.
• FIG. 3 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture.
• FIG. 4 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture in a heating configuration.
• FIG. 5 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture in a cooling configuration.
• FIG. 6 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture in a demisting configuration.
• FIG. 7 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture with a repositioned or additional thermoelectric device in a demisting configuration.
• FIG. 8 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture with a blend door.
• FIG. 9 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture with a blend door.
• FIG. 10 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture with a flow diversion element.
• FIG. 11 illustrates a schematic illustration of an example embodiment of an HVAC system incorporating a dual channel architecture with a plurality of valves.
• FIG. 12 is a chart related to an example embodiment of an HVAC system incorporating a bithermal thermoelectric device.
• FIG. 13 is a schematic illustration of an example embodiment of an HVAC system incorporating a bithermal thermoelectric device.
• FIG. 14 is a chart related to the power configuration of an example embodiment of a bithermal thermoelectric device.
• FIG. 15 is a schematic illustration of an example embodiment of a temperature control system incorporating a bithermal thermoelectric device.
• FIG. 16 is a schematic illustration of an example embodiment of a bithermal thermoelectric circuit.
• FIG. 17 is a schematic illustration of an embodiment of a temperature control system.
• FIG. 18 is a flowchart related to an embodiment of a temperature control system with a bypassable TED.
• FIG. 19 is a schematic illustration of an embodiment of a temperature control system including a cooling circuit and a heating circuit.
• FIG. 20 is a flowchart related to the embodiment of a temperature control system illustrated inFIG. 14.
• FIG. 21 is a schematic illustration of an embodiment of a temperature control system in a heating mode.
• FIG. 22 is a schematic illustration of an embodiment of a temperature control system in a heating mode.
• FIG. 23 illustrates schematically an embodiment of a temperature control system in a heating mode.
• FIG. 24 illustrates schematically an embodiment of a temperature control system in a cooling mode.
• FIG. 25 illustrates an embodiment of a temperature control system in an alternative cooling mode.
• FIG. 26A is another schematic illustration of an embodiment of a temperature control system in a heating mode.
• FIG. 26B is another schematic illustration of an embodiment of a temperature control system in a heating mode.
• FIG. 27 illustrates schematically another embodiment of a temperature control system in a cooling mode.
• FIG. 28A illustrates an example embodiment of an HVAC system in a vehicle.
• FIG. 28B illustrates an example embodiment of a liquid to air thermoelectric device.
• FIG. 29 illustrates a graph of possible cabin heater output temperatures over a time period for certain HVAC system embodiments.
• FIGS. 30A-C illustrate a schematic of an example embodiment for operating a temperature control system during a startup mode.
• FIGS. 31A-C illustrate a schematic of an example embodiment for operating a temperature control system during a start/stop mode.
DETAILED DESCRIPTION
• Although certain preferred embodiments and examples are disclosed herein, inventive subject matter extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the inventions, and to modifications and equivalents thereof. Thus, the scope of the inventions herein disclosed is not limited by any of the particular embodiments described below. For example, in any method or process disclosed herein, the acts or operations of the method or process may be performed in any suitable sequence and are not necessarily limited to any particular disclosed sequence.
• For purposes of contrasting various embodiments with the prior art, certain aspects and advantages of these embodiments are described. Not necessarily all such aspects or advantages are achieved by any particular embodiment. Thus, for example, various embodiments may be carried out in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other aspects or advantages as may also be taught or suggested herein. While some of the embodiments are discussed in the context of particular fluid circuit and valve configurations, particular temperature control, and/or fluid circuit configurations, it is understood that the inventions may be used with other system configurations. Further, the inventions are limited to use with vehicles, but may be advantageously used in other environments where temperature control is desired.
• As used herein, the term “coolant” is used in its broad and ordinary sense and includes, for example, fluids that transfer thermal energy within a heating or cooling system. As used herein, the term “heat transfer device” is used in its broad and ordinary sense and includes, for example, a heat exchanger, a heat transfer surface, a heat transfer structure, another suitable apparatus for transferring thermal energy between media, or any combination of such devices. As used herein, the terms “thermal energy source” and “heat source” are used in their broad and ordinary sense and include, for example, a vehicle engine, a burner, an electronic component, a heating element, a battery or battery pack, an exhaust system component, a device that converts energy into thermal energy, or any combination of such devices. In some circumstances, the terms “thermal energy source” and “heat source” can refer to a negative thermal energy source, such as, for example, a chiller, an evaporator, another cooling component, a combination of components, and so forth.
• As used herein, the terms “sufficient” and “sufficiently,” are used broadly in accordance with their ordinary meanings. For example, in the context of sufficient heating or sufficient heat transfer involving comfort air, these terms broadly encompass, without limitation, a condition in which a passenger airflow (or airstream) is heated to a temperature that is comfortable to a passenger (e.g., when the airflow is forced into the passenger compartment via one or more vents) or a condition in which the passenger airflow is heated to a threshold temperature.
• As used herein, the term “ready,” is used broadly in accordance with its ordinary meaning. For example, in the context of a heat source being ready to provide heat, the term broadly encompasses, without limitation, a condition in which one or more criteria for determining when the heat source can sufficiently heat the passenger airflow are met. For example, a heat source can sufficiently heat the passenger airflow when a heater core can transfer enough thermal energy to the airflow for it to be comfortable when directed at or in the vicinity of a vehicle occupant. The airflow may be comfortable when it is about room temperature, equal to or somewhat higher than room temperature, greater than room temperature, or greater than or equal to a suitable threshold temperature. A suitable threshold temperature can be about 70° F., about 72° F., about 75° F., room temperature, a temperature that depends on the ambient temperature, or another temperature. A suitable threshold temperature (or a specified comfortable temperature) can be greater than or equal to about 60° F., about 65° F., about 70° F., or room temperature. A suitable threshold temperature (or a specified comfortable temperature) can be about 10° F., about 20° F., about 30° F., or about 40° F. above ambient temperature. In some embodiments, the heat source is ready to heat a passenger cabin when the heat source can heat the airflow such that the passenger cabin does not receive a cold blast of air. In some embodiments, the heat source is ready to heat the passenger cabin when the heat source is sufficiently warm (or hot) to raise the coolant temperature for heating the airflow to a comfortable and/or room temperature as discussed herein.
• As used herein, the term “passenger air channel” is broadly used in its ordinary sense. For example, a passenger air channel encompasses components through which comfort air can flow, including ducts, pipes, vents, ports, connectors, an HVAC system, other suitable structures or combination of structures.
• As used herein, the term “thermoelectric device” is used broadly in accordance with its ordinary meaning. For example, the term broadly encompasses any device that incorporates thermoelectric material and is used to transfer thermal energy against the thermal gradient upon application of electrical energy or to produce an electrical output based on a temperature differential across the thermoelectric material. A thermoelectric device may be integrated or used in conjunction with other temperature control elements, such as a heater core, an evaporator, an electrical heating element, a thermal storage device, a heat exchanger, another structure, or a combination of structures.
• As used herein, the term “actuator” is used broadly in accordance with its ordinary meaning. For example, the term broadly encompasses fluid control devices, such as valves, regulators, and other suitable structures or combination of structures used to the control the flow of fluids.
• As used herein, the term “control device” is used broadly in accordance with its ordinary meaning. For example, the term broadly encompasses a device or system that is configured to control fluid movement, electrical energy transfer, thermal energy transfer, and/or data communications among one or more. The control device may include a single controller that controls one or more components of the system, or it may include more than one controller controlling various components of the system.
• The temperature of a vehicle passenger compartment is typically controlled using a heating, ventilating, and air conditioning (HVAC) system, which can also be called a comfort air system or temperature control system. When the system is used for heating, a vehicle engine or another suitable device can be a heat source. Thermal energy can be transferred from the heat source to a heat exchanger (such as, for example, a heater core) via a coolant circuit or other fluid circuit. The heat exchanger can transfer the thermal energy to an airflow that crosses the heat exchanger before entering the passenger compartment of the vehicle. In some configurations, the engine or heater core of a vehicle can take a substantial amount of time, such as several minutes, to reach a temperature at which the heater core is able to sufficiently heat air directed into the vehicle passenger compartment. For example, in certain types of vehicles, such as plug-in hybrids, the engine may not even turn on until the vehicle has been driven a substantial distance, such as 50 miles. When the heater core has reached a temperature at which it can transfer sufficient thermal energy to the passenger compartment airflow for it to be comfortable, it can be said that the heater core and/or engine is “ready” to heat the airflow.
• Cooling can be achieved using a compressor-based refrigeration system (including various components, such as an evaporator) to cool the airflow entering the passenger compartment. The vehicle engine can provide energy to power the components of a cooling system (e.g., via a mechanical or electrical linkage). Many components of a cooling system are often separate from the components of a heating system. For example, a cooling system typically is connected to the passenger compartment airflow using a heat exchanger separate from the heater core.
• Some HVAC systems provide a demisting function, in which humidity is removed from air during a heating mode to remove fogging and/or prevent condensate formation on a windscreen. In some systems, the demisting function is achieved by forcing air first through an evaporator to lower the air temperature below the dew point, thus condensing and removing moisture. The evaporator can, for example, be cooled by a two-phase vapor compression cycle. After passing through the evaporator, the air can be forced through a heater to achieve a suitable temperature for passenger comfort.
• FIG. 1A illustrates an embodiment of a micro-hybrid/mild-hybrid system, including a start-stop system (or stop and go system) for a vehicle. A micro-hybrid system can increase fuel efficiency of the vehicle and reduce pollution. Unlike “pure” hybrid motor vehicles, micro-hybrid motor vehicles have an internal combustion engine, but not necessarily an electric motor, for driving the vehicle. The internal combustion engine can be stopped at chosen states of vehicle operations (temporarily stopped), such as for example, while the vehicle is stopped at a stoplight. In some embodiments, the vehicle can function in stop and go mode using a reversible electric machine, or starter-alternator, coupled to an internal combustion engine supplied by an AC/DC converter in “starter” mode.
• In some implementations, using a starter-alternator in the stop and go mode can consist of causing the internal combustion engine to stop completely when the vehicle itself is stopped, then restarting the internal combustion engine subsequent, for example, to an action of the driver which is interpreted as a restart command. A typical stop and go situation is that of stopping at a red light. When the vehicle stops at the light, the engine is automatically stopped, then when the light turns green, the engine is restarted using the starter-alternator following detection by the system of the clutch pedal being depressed by the driver or of any other action which is interpreted as meaning that the driver intends to restart the vehicle. Under certain predetermined conditions, the engine can be turned off before the vehicle is stopped. For example, when a predetermined condition indicates that the vehicle is coming to a complete stop, is coasting under a certain velocity, and/or is coasting down a hill, the transmission can be shifted into neutral and the engine can be stopped while the vehicle continues on its trajectory.
• Motor vehicles with an internal combustion engines can have an on-board electrical system to supply power to an electric starter for the internal combustion engine and other electrical apparatuses of the motor vehicle. During start of the internal combustion engine, astarter battery10acan supply power to astarter11a, which starts the internal combustion engine (for example, when theswitch12bis closed by a corresponding starter signal from a controller). Thestarter battery10acan be a conventional 12 V (or 14 V) vehicle battery connected to a 12 V (or 14 V) electrical system. In some embodiments, the voltage of the battery and corresponding electrical system can be higher, such as for example, up to 18 V, up to 24 V, up to 36 V, up to 48 V, and up to 50V. In some embodiments, thebattery10acan be a high-capacity battery. When the internal combustion engine is started, the internal combustion engine can drive anelectrical generator13a(“alternator”) which then generates a voltage of approximately 14 V and makes the voltage available to the variouselectrical consumers14ain the motor vehicle through the on-board electrical system. In the process, theelectrical generator13acan also recharge thestarter battery10.
• In some embodiments, micro-hybrid vehicles can have multiple voltage electrical systems. For example, the vehicle can have a low voltage system for poweringelectrical consumer14a(e.g., conventional electronics) of the vehicle. Continuing with the example, the vehicle can also have a high voltage system to provide power to thestarter11a. In some embodiments, the low voltage system of the vehicle also can power thestarter11a.
• In some embodiments, thestarter11acan have adequate power to initially accelerate the vehicle from a stop while starting the internal combustion engine. For example, when a driver depresses the gas pedal of the vehicle for acceleration after the internal combustion has been stopped, the starter can provide adequate toque to accelerate the vehicle from the stop until the internal combustion starts and takes over accelerating and propelling the vehicle forward.
• FIG. 1B illustrates an embodiment of a micro-hybrid/mild-hybrid system, including a start-stop system (or stop and go system) for a vehicle with a capacitor. Amicro-hybrid vehicle2bcan have an internal combustion engine5ato provide tractive effort for themicro-hybrid vehicle2bvia a transmission. An integrated starter-generator6bis driveably connected to one end of a crankshaft of theengine5bby means of adrive belt4b. It will be appreciated that other means of driveably connecting the integrated starter-generator6bto theengine5bcould be used. In some embodiments, the starter motor and generator can be separate.
• In an embodiment, the integrated starter-generator6bis a multi-phase alternating current device and is connected via amulti-phase cable7bto aninverter10b. Acontrol lead8bis used to transfer data bi-directionally between the integrated starter-generator6band theinverter10band supplies in this case a signal indicative of the rotational speed of the integrated starter-generator6bwhich can be used to calculate the rotational speed of theengine5b. Alternatively, the engine speed could be measured directly using a crankshaft sensor or another sensing device.
• Acapacitor pack12bcan be connected to the direct current side of theinverter10b. In an embodiment, thecapacitor pack12bcontains ten 2.7 volt capacitors (electric double-layer capacitors which can be referred to as cells) and so has a nominal terminal voltage of 27 volts. It will be appreciated that more or less capacitors could be used in the capacitor pack and that the voltage of each of the capacitors forming the pack could be more than or less than 2.7 volts. In some embodiments, a high-capacity battery, a high-voltage battery, and/or conventional battery can be substituted for or work simultaneously with thecapacitor pack12b.
• Thecapacitor pack12bcan be connected to a DC/DC voltage converter15b. The DC/DC converter is connected to a 12 volt supply via supply leads16. The 12 volt supply can include a conventional electrochemical battery and is used to power electrical devices mounted on themicro-hybrid vehicle2b. The integrated starter-generator6bcan be electrically connected to recharge the capacitor. A regenerative braking system can be electrically connected recharge the capacitor. In some embodiments, the vehicle can have other kinetic or thermal energy recovery systems to recharge the capacitor (and/or batteries). The DC/DC converter can be also used to recharge thecapacitor pack12bfrom the 12 volt supply if, for example, themicro-hybrid vehicle2 has not been operated for several weeks and the charge in thecapacitor pack12bhas leaked away below a predetermined level required for successful starting. The DC/DC converter provides a voltage of more than 12 volts for performing this recharging function. Alternatively, a conventional starter, which is connected to the 12V supply, could be used.
• Acapacitor controller20 can be operatively connected to theinverter10bby acontrol line21bto control the flow of electricity between theinverter10band thecapacitor pack12b. Thecapacitor controller20bcontinuously receives through avoltage sensor line22ba signal from thecapacitor pack12bindicative of the terminal voltage of thecapacitor pack12band a signal via thecontrol line21bindicative of engine speed. It will be appreciated that thecapacitor controller20bcould be formed as part of theinverter10bor another electrical controller such as a powertrain controller.
• In some embodiments, similar stop-start concepts can be applied to hybrid vehicles and/or plug-in hybrid vehicles. Throughout the disclosure, “hybrid” applies to both hybrid and plug-in hybrid vehicles unless noted otherwise. Hybrid vehicles can be driven by both an internal combustion engine and an electric motor. Temperature control systems discussed herein can employ a thermoelectric device for hybrid vehicles to provide the same features and comforts as conventional vehicles while achieving longer engine stop times to increase fuel efficiency. 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 thermal comfort inside the passenger compartment of the vehicle. In order to keep the cabin comfortable during cold weather climates, coolant can be circulated through the heater core and/or a thermoelectric device as discussed herein to provide cabin heat. In warm weather climates, some vehicles employ an electric compressor for keeping the cabin cool without running the internal combustion engine to drive a conventional belt driven compressor of an air conditioning system. However, an electric compressor can be inefficient and undesirable in certain situations. In some embodiments, the temperature control systems discussed herein can be supplement or replace the electric compressor while providing cooling.
• Automotive HVAC architectures (conventional vehicles, micro-hybrid vehicles, and/or hybrid vehicles) can include one or more thermoelectric devices (TED) to supplement or replace one or more portions of a heating and cooling system for the passenger compartment. In some embodiments, micro-hybrid and/or hybrid vehicles can implement an electric pump (e.g., water pump) to provide working fluid circulation, either replacing a conventional belt driven pump or substituting the conventional belt driven pump while the engine is off. By supplying electrical energy to a thermoelectric device, thermal energy can be transferred to or from passenger airflow via one or more fluid circuits and/or heat exchangers. As a standalone heater, a thermoelectric device can remain energized even after the compartment and engine have reached a desired temperature. In a system using such a configuration, the energy applied to the thermoelectric device once the vehicle engine reaches a temperature sufficient to heat the passenger compartment may be wasted because waste heat from the engine may be sufficient to heat the passenger compartment. However, adding thermoelectric devices to a heating and cooling system typically has a large impact on the HVAC system design, and designs can include two or more heat exchangers. Therefore, a need exists for an improved temperature control system that is able to heat and/or cool a passenger compartment quickly and efficiently without requiring additional heat exchangers or large numbers of other components not used in a typical HVAC system design. A system would be advantageous if TEDs could selectively boost heating or cooling power provided by other subsystems, and allow the HVAC system to rely on the evaporator core to dehumidify air when demisting is desired.
• Some embodiments include a system architecture that provides an optimum arrangement of subsystems that permit one or more thermoelectric devices to provide dual-mode functionality or multi-mode functionality in a single device. Modes that are implemented by certain embodiments can include, for example, a heating mode, a cooling mode, a demisting mode, a start-up heating mode, a steady-state heating mode, a start-up demisting mode, a steady-state demisting mode, stop cold heating mode, stop cooled heating mode, stop warm heating mode, other useful modes, or a combination of modes. Some embodiments have a system architecture that provides optimized TE HVAC systems in order to overcome issues related to placement of TEDs in series with the evaporator and heater cores. In some embodiments, a first and second fluid conduit is utilized in conjunction with one or more blend doors in order to optimize the position of the subsystems in the comfort air stream.
• In some embodiments, TEDs can be configured to supplement the heating and cooling of a passenger compartment. In an example configuration, an engine and a thermoelectric device can transfer heat to one or more heat exchangers that connect to passenger airflow. However, adding thermoelectric devices to a heating and cooling system typically has a large impact on the HVAC system design, and designs can include two or more heat exchangers. Therefore, a need exists for an improved temperature control system that is able to heat and/or cool a passenger compartment quickly and efficiently without requiring additional heat exchangers or large numbers of other components not used in a typical HVAC system design. A system would be advantageous if it could selectively provide heating from an engine and/or thermoelectric device, while also being able to provide cooling from the thermoelectric device, through a common heat exchanger connected to passenger airflow.
• HVAC system with a TED can provide a demisting function, in which humidity is removed from air during a heating mode to remove fogging and/or prevent condensate formation on a windscreen. In some systems, the demisting function is achieved by forcing air first through an evaporator to lower the air temperature below the dew point, thus condensing and removing moisture. The evaporator can, for example, be cooled by a two-phase vapor compression cycle. After passing through the evaporator, the air can be forced through a heater (i.e., the TED) to achieve a suitable temperature for passenger comfort.
• Referring now toFIG. 2A, illustrated is an example embodiment of anHVAC system100 including aheater core130, anevaporator120, and a thermoelectric device (TED)140. At least some of the components of theHVAC system100 can be in fluid communication via thermal energy transport means such as fluid conducting tubes, for example. Control devices such asvalves150,160, and170 can be used to control the thermal energy transfer through the tubing. A controller can be configured to control the various components of thesystem100 and their relative fluid communication. In the illustrated embodiment, whenvalve160 is open, there is a thermal circuit connecting theheater core130 and theTED140. An air handling unit (e.g., a fan) is configured to convey anairflow110; the airflow is in thermal communication with theevaporator120, theheater core130, and theTED140. TheTED140 can include one or more thermoelectric elements that transfer thermal energy in a particular direction when electrical energy is applied to the one or more TE elements. When electrical energy is applied using a first polarity, theTED140 transfers thermal energy in a first direction. Alternatively, when electrical energy of a second polarity opposite the first polarity is applied, theTED140 transfers thermal energy in a second direction opposite the first direction.
• In some embodiments, athermal storage device123 is coupled to theHVAC system100. As illustrated inFIG. 2A, thethermal storage device123 can be coupled or be part of theevaporator120. Anevaporator120 with athermal storage device123 can be considered a “heavy-weight” evaporator. Anevaporator120 without athermal storage device123 can be considered a “light-weight” evaporator. With a light-weight evaporator, thethermal storage device123 can be placed anywhere along theHVAC system100, such as for example, upstream or downstream ofevaporator120,heater core130, and/orTED140. TheHVAC system100 can convert electrical power directed to theHVAC system100 into thermal power and store this thermal power in thethermal storage device123. One or more thermoelectric devices can be utilized to convert electrical power into thermal power but any suitable electrical power to thermal power conversion device may be used. In order to store the thermal power, thethermal storage device123 may contain both a high and low temperature phase change material, such as wax (a high temperature phase change material) and water (a low temperature phase change material). TheHVAC system101 can utilize thethermal storage device123 to use available electrical energy from systems such as an alternator, a regenerative braking system generator, and/or a waste heat recovery system, as further discussed in U.S. application Ser. No. 11/184,742, filed Jul. 19, 2005, the entire contents of which are hereby incorporated by reference and should be considered a part of this specification. In some embodiments, a compressor-based refrigeration system may be used to store thermal energy in thethermal storage device123 while theengine13 is running and providing power to the compressor-based refrigeration system. When theengine13 is stopped as discussed herein, the thermal energy in the thermalenergy storage device123 may be utilized to provide cooling for a longer period of time without requiring the engine to start and/or theTED112 to operate. Thethermal storage device123 can be used with theTED112 as discussed herein to provide even longer periods of time without requiring the engine to start while providing cooling. For example, when the engine is stopped, thethermal storage device123 may initially cool the airflow. When the thermal energy stored in thethermal storage device123 has been absorbed by the airflow, theTED112 may be engaged to continue cooling the airflow. In some embodiments, the same concepts can be applied to utilize thethermal storage device123 during heating modes to provide longer engine stop times. For example, when the engine is stopped, thethermal storage device123 may initially heat the airflow. When the thermal energy stored in thethermal storage device123 has been transferred to the airflow, theTED112 may be engaged to continue heating the airflow.
• In a first mode, which can be called a heating mode,valve150 is open to allow theheater core130 to be in thermal communication with a thermal energy source (not shown), such as a vehicle engine, a separate fuel-burning engine, an electrical heat generator, or any other heat source. Theevaporator120 is not in fluid communication with a thermal energy sink in order to minimize the thermal energy transferred between the airflow and theevaporator120. Thermal energy from theheater core130 is transferred to theairflow110. In order to provide supplemental heating to the airflow,valve160 may be opened, which opens the thermal circuit between theTED140 and theheater core130, in which case theTED140 is in thermal communication with the thermal energy source. Electric energy is applied to theTED140 in a polarity that transfers thermal energy to theairflow110.
• In a second mode, which can be called a cooling mode,valves150 and160 are closed, andvalve170 is open. Accordingly, fluid flow betweenheater core130 and the thermal energy source is stopped in order to minimize thermal energy transferred from theheater core130 to theairflow110. Theevaporator120 is in fluid communication with a thermal energy sink (not shown), such as a compressor-based refrigeration system, causing a fluid, such as coolant to flow through theevaporator120. Theevaporator120 transfers thermal energy away from theairflow110. TheTED140 is now in fluid communication with a thermal energy sink via thevalve170, such as an auxiliary radiator or cooling system, and can be used to transfer additional thermal energy away from theairflow110. The polarity of the TED is opposite the polarity that was used in the first mode.
• In a third mode, which can be called a demisting mode,valve150 is open andvalve170 is closed. Theheater core130 is in thermal communication with the thermal energy source. Theevaporator120 is in thermal communication with the thermal heat sink. In order to provide supplemental heating to theairflow110,valve160 may be opened so that theTED140 is in thermal communication with the thermal energy source, in which case theTED140 transfers thermal energy from the thermal energy source into theairflow110. The third mode functions as a demister where, first, theairflow110 is cooled below the dew point, condensing the air and removing moisture, by theevaporator120. Second, theairflow110 is heated by theheater core130 and, if needed, theTED140 to achieve a suitable temperature for passenger comfort.
• FIG. 2B illustrates an example embodiment of anHVAC system200 including aheater core230, anevaporator220, athermal storage device223, aradiator260, a thermoelectric (TE)core250, and a thermoelectric device (TED)240. The embodiment of theHVAC system200 illustrated inFIG. 2B can operate in two or more modes of operation. In a first mode, which can be called a “start up heating mode,” heat is provided to the passenger compartment while the engine is warming up and has not yet reached a temperature sufficient to heat the passenger compartment. When the engine is started from a cold state, it may not generate enough heat to increase the temperature within the passenger compartment sufficiently to provide a comfortable compartment climate. A vehicle engine can take several minutes or more to warm up to the desired temperature. In the first mode, aheater core valve280 is closed and aTED valve270 is open, thereby putting theradiator260 in thermal communication with one side of theTED240. TheTED240, which is also in thermal communication with theTE core250, operates to transfer thermal energy from a radiator circuit (e.g., connecting theTED240 to the radiator260) to a TE core circuit (e.g., connecting theTE core250 to the TED240). TheTE core250 passes thermal energy to anairflow210 entering the passenger compartment. Thesystem200 can have athermal storage device223 as discussed herein, and in particular, in reference toFIG. 2A.
• Thesystem200 can operate in the first mode until the engine warms up enough to provide sufficient heat to thecomfort airflow210. When the engine is ready to heat comfort air, thesystem200 can operate in a second mode or a “steady state heating mode.” In the second mode, theheater core valve280 is open, and theheater core230 may be used to heat theairflow210. A demisting mode of operation can be engaged during either the start up heating mode or the steady state heating mode. In the demisting mode, theevaporator220 can be used to dehumidify theairflow210 before it is heated by theheater core230 or theTE core250, thereby permitting thesystem200 to provide demisted, heated comfort air to the passenger compartment.
• FIG. 3 illustrates an example embodiment of anHVAC system2 through which anairflow18 passes before entering the passenger compartment (not shown). TheHVAC system2 includes acooling apparatus12, aheater core14, and a thermoelectric device (TED)16. At least some of the components of theHVAC system2 can be in fluid communication with one another via thermal energy transport means, such as fluid conducting tubes, for example. A controller can be configured to control the various components of theHVAC system2 and their relative fluid communication. Theheater core14 is generally configured to be in thermal communication with a thermal energy source, such as a vehicle engine, a separate fuel-burning engine, an electrical heat generator, or any other heat source. Thermal energy from the heat source may be transferred via coolant through tubing to theheater core14.
• Thecooling apparatus12, such as an evaporator or a thermoelectric device, is in thermal communication with a thermal heat sink, such as a compressor-based refrigeration system, a condenser, or any other cooling system. TheTED16 can include one or more thermoelectric elements that transfer thermal energy in a particular direction when electrical energy is applied. When electrical energy is applied using a first polarity, theTED16 transfers thermal energy in a first direction. Alternatively, when electrical energy of a second polarity opposite the first polarity is applied, theTED16 transfers thermal energy in a second direction opposite the first direction. TheTED16 is configured such that it can be in thermal and fluid communication with a thermal energy source, such as a vehicle engine, a separate fuel-burning engine, an electrical heat generator, or any other heat source. TheTED16 is also configured such that it can be in thermal and fluid communication with thermal energy sink, such as a low temperature core or radiator, a compressor-based refrigeration system, or any other cooling system. TheTED16 is configured to either heat or cool theairflow18 dependent upon a mode of theHVAC system2, such as heating, cooling, or demisting.
• Theairflow18 in theHVAC system2 can flow through one or more channels or conduits. In some embodiments, afirst channel4 and asecond channel6 are separated by apartition20. In certain embodiments, the first andsecond channels4,6 are of the same approximate size (e.g., same approximate height, length, width, and/or cross-sectional area), as shown inFIGS. 2A-B. However, in other embodiments, the first andsecond channels4,6 are of differing sizes. For example, the width, height, length, and/or cross-sectional area of the first andsecond channels4,6 can be different. In some embodiments, thefirst channel4 is larger than thesecond channel6. In other embodiments, thefirst channel4 is smaller than thesecond channel6. In further embodiments, additional partitions may be used to create any number of channels or conduits. The partitions may be of any suitable material, shape, or configuration. The partitions can serve to partially or completely separate the conduits or channels and may have apertures, gaps, valves, blend doors, other suitable structures, or a combination of structures that allow for fluid communication between channels. At least a portion of the partition can thermally insulate thefirst channel4 from thesecond channel6.
• In certain embodiments, theHVAC system2 comprises a first movable element configured to be operable to control the airflow passing through the first andsecond channels4,6. For example, afirst blend door8, which may also be called an inlet blend door, may be located upstream of the first andsecond channels4,6 (e.g., proximate the entrance of the first andsecond channels4,6) and is operable to control the airflow passing through the first andsecond channels4,6. Thefirst blend door8 can selectively modify, allow, impede, or prevent airflow through one or both of the first andsecond channels4,6. In certain configurations, thefirst blend door8 can prevent airflow through one of the channels while directing all of the airflow through the other channel. Thefirst blend door8 can also allow airflow through both channels in varying amounts and ratios. In some embodiments, thefirst blend door8 is coupled to thepartition20 and rotates relative to thepartition20. Other first movable elements are also compatible with certain embodiments disclosed herein.
• A second movable element (e.g., a second blend door10) may be positioned downstream from thecooling apparatus12 and upstream from theheater core14 and theTED16. The second movable element is operable to control the airflow passing through the first andsecond channels4,6 by selectively diverting air from thefirst channel4 to thesecond channel6. In some embodiments, thesecond blend door10 is coupled thepartition20 and rotates relative to thepartition20 between an open position, in which fluid (e.g., air) is permitted to flow between the first andsecond channels4,6, and a closed position, in which flow between the first andsecond channels4,6 is substantially impeded or prevented. The first andsecond blend doors8,10 can be controlled by the controller or a separate control system. In some embodiments, the first andsecond blend doors8,10 can operate independently from one another. Other second movable elements are also compatible with certain embodiments disclosed herein.
• In the illustrated embodiment, thecooling apparatus12 is located upstream and in a separate conduit or channel than are theheater core14 and thethermoelectric device16. The first andsecond channels4,6 are configured such that when theHVAC system2 is used to selectively heat, cool, and/or demist, the first andsecond blend doors8,10 may selectively direct airflow between the first andsecond channels4,6.
• In some embodiments, one or more of thecooling apparatus12, theheater core14, and thethermoelectric device16 may be in thermal communication with a heat exchanger configured to be in thermal communication with the airflow.
• FIG. 4 illustrates an example embodiment of anHVAC system2 configured in a first mode, which may be called a heating mode. In this mode, afirst blend door8 is configured in a position such that it substantially prevents or blocks anairflow18 from entering afirst channel4, thereby forcing substantially all of theairflow18 into asecond channel6. In some embodiments, a portion of theairflow18 may pass through thefirst channel4. Asecond blend door10 is configured so that it does not allow a substantial portion of theairflow18 to pass between the first andsecond channels4,6. Preferably, in this mode, a substantial portion of theairflow18 does not pass through acooling apparatus12. In this mode, thecooling apparatus12 may be configured so that it is not in thermal communication with a thermal energy sink, such as a coolant system, whereby the resources, such as coolant, may be more efficiently used elsewhere. Additionally, directing the airflow through thesecond channel6 and bypassing thecooling apparatus12, reduces unwanted transfer of thermal energy from theairflow18 and into thecooling apparatus12. Even when thecooling apparatus12 is not actively in thermal communication with a thermal heat sink, thecooling apparatus12 will generally have a lower temperature than theairflow18, thus, if a substantial portion of theairflow18 would be in thermal communication with thecooling apparatus12, thecooling apparatus12 would undesirably lower the temperature of theairflow18 before it is heated.
• In the first mode, aheater core14 in fluid communication with thesecond channel6 is in thermal communication with a thermal heat source, such as a vehicle engine. Thermal energy transferred from the heat source to theheater core14 is transferred to theairflow18. Although awarm heater core14 can sometimes supply enough thermal energy to theairflow18 for heating the passenger compartment, a thermoelectric device (TED)16 can be used as a supplemental or alternative thermal energy source. Thus, theTED16 can add supplemental thermal energy while theheater core14 transfers thermal energy to theairflow18. TheTED16 can be configured so that it is in thermal communication with the same thermal energy source as is theheater core14, or another thermal energy source. Electric energy is supplied to theTED16 with a polarity that transfers thermal energy to theairflow18. In order to optimize supplemental heating, it is preferable that theTED16 is located downstream of theheater core14, which can decrease differences in temperature between a first thermal transfer surface (or main surface, not shown) of theTED16 and a second thermal transfer surface (or waste surface, not shown) of theTED16, thereby enhancing the coefficient of performance. Positioning theTED16 downstream of theheater core14 can also prevent or inhibit the thermal energy transferred from theTED16 to theairflow18 from being absorbed by a relativelycold heater core14 when the engine and coolant loop are relatively cold in the first mode; thus, inhibiting transfer of thermal energy from theairflow18 into the coolant loop in the first mode (or other heating modes). TheTED16 is generally used for supplemental heating; however, it may be used as a primary heat source when the thermal heat source is not supplying enough heat to theheater core14, for example, when the engine is warming up. TheTED16 may also be disengaged when theheater core14 is supplying enough thermal energy to theairflow18. The resultingairflow18 is accordingly heated to a desired temperature and directed to the passenger compartment.
• In some embodiments, thefirst blend door8, which can also be called an inlet blend door, may be configured so that it can direct at least a portion of theairflow18 through thesecond channel6 so that the portion of theairflow18 is heated before entering the passenger compartment. To heat the passenger compartment at a slower rate, theinlet blend door8 can be selectively adjusted to allow less of the airflow to pass through thesecond channel6 and/or allow more of the airflow to pass through thefirst channel4, in which the airflow is not heated. To increase the heating rate, the blend door can be selectively adjusted so that more of the airflow is directed through thesecond channel6 and less of the airflow is allowed into thefirst channel4.
• FIG. 5 illustrates an example embodiment of anHVAC system2 configured in a second mode, which may be called a cooling mode. In this mode, afirst blend door8 is configured so that it can direct at least a portion of an airflow18 (e.g., all, substantially all, or a substantial portion of an airflow18) through afirst channel4 to which acooling apparatus12 is operatively connected so that the portion of theairflow18 is cooled before entering the passenger compartment. Asecond blend door10 is configured so that it does not allow a substantial portion of theairflow18 to pass between the first and thesecond channels4,6. The amount ofairflow18 passing through the first andsecond channels4,6 may be adjusted by selectively varying the position of thefirst blend door8.
• In the second mode, thecooling apparatus12, such as an evaporator, is thermally connected to a thermal heat sink (not shown), such as an auxiliary radiator, for example. In this mode, theHVAC system2 cools theairflow18 by transferring heat from theairflow18 to thecooling apparatus12. In some embodiments, a thermoelectric device (TED)16 may be used to provide supplemental cooling to theairflow18 in thesecond channel6. TheTED16 can be configured so that it is in thermal communication with a thermal energy sink (not shown), such as a low temperature core or auxiliary radiator. Electric energy is supplied to theTED16 with a polarity that causes theTED16 to absorb thermal energy from the airflow and, in turn, transfer thermal energy to the thermal heat sink. Thus, theTED16 can provide supplemental transfer of thermal energy from theairflow18 to the thermal heat sink while thecooling apparatus12 cools theairflow18. In the second mode, theheater core14 is inactive; for example, theheater core14 is not actively in substantial thermal communication with a thermal heat source (e.g., power train coolant). In certain embodiments, activation of theheater core14 can be controlled using a valve or other control system (not shown), and theheater core14 can be operatively decoupled from the thermal heat source.
• To cool the passenger compartment at a slower rate, thefirst blend door8 can be selectively adjusted to allow less of theairflow18 to pass through thefirst channel4 and/or to allow more of theairflow18 to pass through thesecond channel6. To increase the cooling rate, thefirst blend door8 can be selectively adjusted so that more of theairflow18 is directed through thefirst channel4 and less of the airflow is allowed into thesecond channel6. In some embodiments, thefirst blend door8 may be positioned such that it substantially prevents or blocks theairflow18 from entering thesecond channel6, thereby forcing at least a substantial portion or substantially all of theairflow18 into thefirst channel4. In certain of such embodiments, theTED16 is operatively decoupled from theairflow18, and the electrical energy that theTED16 would otherwise use can be directed elsewhere.
• FIG. 6 illustrates an example embodiment of anHVAC system2 configured in a third mode, which may be called a demisting mode. In this mode, afirst blend door8 is configured so that it can direct at least a portion of an airflow18 (e.g., all, substantially all, or a substantial portion) through afirst channel4 with acooling apparatus12 so that theairflow18 is cooled in order to remove moisture from theairflow18. In this mode, asecond blend door10 is configured in a position such that it substantially prevents or blocks theairflow18 from continuing through thefirst channel4, thereby diverting at least a portion of theairflow18 from thefirst channel4 into asecond channel6 after theairflow18 has passed through thecooling apparatus12.
• In the third mode, thecooling apparatus12, such as an evaporator, can be in fluid communication with thefirst channel4 and in thermal communication with a thermal heat sink, such as, for example, an auxiliary radiator (not shown). In this mode, theHVAC system2 cools theairflow18 by transferring heat from theairflow18 to thecooling apparatus12. In some embodiments, thecooling apparatus12 may be a thermoelectric device. When thecooling apparatus12 is a thermoelectric device, electric energy is supplied to the thermoelectric device with a polarity selected such that the TED absorbs thermal energy from theairflow18 and adds thermal energy to a heat sink. In some embodiments, multiple thermoelectric devices are operatively connected to theHVAC system2. In at least some such embodiments, the polarity of electrical energy directed to each TED and to each thermal zone of each TED can be controlled independently.
• In an embodiment as illustrated inFIG. 7, acooling apparatus12 and aTED16 can be separate units with theTED16 placed in afirst channel4. Still in the third mode or demisting mode, thecooling apparatus12 and theTED16 can be in fluid communication with thefirst channel4. Electric energy can be supplied to theTED16 with a polarity selected such that theTED16 absorbs thermal energy from theairflow18 and adds thermal energy to a heat sink. In demisting mode, afirst blend door8 can be configured so that it can direct at least a portion of an airflow18 (e.g., all, substantially all, or a substantial portion) through afirst channel4 with thecooling apparatus12 and theTED16 so that theairflow18 is cooled in order to remove moisture from theairflow18. In this mode, asecond blend door10 can be configured in a position such that it substantially prevents or blocks theairflow18 from continuing through thefirst channel4, thereby diverting at least a portion of theairflow18 from thefirst channel4 into asecond channel6 after theairflow18 has passed through thecooling apparatus12. As described herein for other embodiments, the first, second, and/or third modes of operation can be achieved for the embodiment ofFIG. 7 by reversing the polarity of the TED as needed for either absorbing or transferring thermal energy to theairflow18. Further, a TED may be added downstream of theheater core14 to also achieve the first, second, and/or third modes as described herein for the other embodiments.
• Referring back toFIG. 6, in the third mode, aheater core14 is in thermal communication with a thermal heat source, such as a vehicle engine (not shown). Thermal energy transferred from the heat source to the heater core is transferred to theairflow18. Although theheater core14 can typically supply enough thermal energy for heating the passenger compartment, a thermoelectric device (TED)16 can be used as a supplemental heat source. Thus, theTED16 can add supplemental thermal energy while theheater core14 transfers thermal energy to theairflow18. TheTED16 can be configured so that it is in thermal communication with the thermal energy source, such as the engine (not shown). Electric energy is supplied to theTED16 with a polarity that causes the TED to transfer thermal energy to theairflow18. In some embodiments, the efficiency of supplemental heating is increased when theTED16 is positioned downstream of the heater core. This can decrease differences in temperature between the main surface of theTED16 and the waste surface, thereby enhancing the coefficient of performance. Positioning theTED16 downstream of theheater core14 can also prevent or inhibit the thermal energy transferred from theTED16 to theairflow18 from being absorbed by a relativelycold heater core14 when the engine and coolant loop are relatively cold in the third mode; thus, inhibiting transfer of thermal energy from theairflow18 into the coolant loop in the third mode (or other heating modes). When theairflow18 is already at the desired temperature for the passenger compartment before reaching theTED16, theTED16 may be disengaged and its resources diverted elsewhere.
• In an embodiment as illustrated inFIG. 8, anHVAC system2 can also be configured to have acooling apparatus12 span the height of both afirst channel4 and asecond channel6. In this embodiment, a first blend door is removed and just theblend door10 can divert theairflow18 to thefirst channel4 and/or thesecond channel6 to achieve the operating modes described herein. In the first mode or heating mode, theblend door10 can be configured in a position (swings up inFIG. 8) such that it substantially prevents or blocks airflow18 into thefirst channel4, thereby forcing substantially all theairflow18 into thesecond channel6. In some embodiments, a portion of theairflow18 may pass through thefirst channel4. In the first mode, even though thecooling apparatus12 can be in fluid contact with theairflow18, thecooling apparatus12 may be configured so that it is not in thermal communication with a thermal energy sink, such as a coolant system, whereby the resources, such as coolant, may be more efficiently used elsewhere. Theheater core14 andTED16 can operate as described herein for the heating mode to transfer thermal energy to theairflow18.
• In some embodiments, ablend door10 may be configured so that it can direct at least a portion of theairflow18 through asecond channel6 so that the portion of theairflow18 is heated before entering the passenger compartment. To heat the passenger compartment at a slower rate, theblend door10 can be selectively adjusted to allow less of the airflow to pass through asecond channel6 and/or allow more of the airflow to pass through thefirst channel4, in which the airflow is not heated. To increase the heating rate, the blend door can be selectively adjusted so that more of the airflow is directed through thesecond channel6 and less of the airflow is directed through thefirst channel4.
• In the embodiment as illustrated inFIG. 8, theHVAC system2 can also be configured to operate in a second mode or cooling mode. In this mode, theblend door10 can be configured so that it can direct at least a portion of an airflow18 (e.g., all, substantially all, or a substantial portion of theairflow18 by swinging down inFIG. 8) through thefirst channel4 after being cooled by thecooling apparatus12. The amount ofairflow18 passing through the first andsecond channels4,6 may be adjusted by selectively varying the position of theblend door10 such as to add supplemental cooling by diverting a portion of theairflow18 through thesecond channel6 and supplying electrical energy to theTED16 with a polarity that causes theTED16 to absorb thermal energy from the airflow and, in turn, transfer thermal energy to a thermal heat sink. Thus, theTED16 can provide supplemental transfer of thermal energy from theairflow18 to the thermal heat sink while thecooling apparatus12 cools theairflow18. In the second mode, theheater core14 is inactive.
• In the embodiment as illustrated inFIG. 8, theHVAC system2 can also be configured to operate in the third mode or demisting mode. In this mode, theblend door10 is configured in a position (swings up inFIG. 8) such that it substantially prevents or blocks airflow18 into thefirst channel4, thereby forcing substantially all of theairflow18 into thesecond channel6. In some embodiments, a portion of theairflow18 may pass through thefirst channel4. Thecooling apparatus12 is active so that theairflow18 is cooled in order to remove moisture from theairflow18. In the third mode, thecooling apparatus12, such as an evaporator, can be in fluid communication with theHVAC system2 and in thermal communication with a thermal heat sink, such as, for example, an auxiliary radiator (not shown). In this mode, theHVAC system2 can cool theairflow18 by transferring heat from theairflow18 to thecooling apparatus12. In some embodiments, thecooling apparatus12 may be a thermoelectric device. When thecooling apparatus12 is a thermoelectric device, electric energy can be supplied to the thermoelectric device with a polarity selected such that the TED absorbs thermal energy from theairflow18 and adds thermal energy to a heat sink. In some embodiments, multiple thermoelectric devices are operatively connected to theHVAC system2. In at least some such embodiments, the polarity of electrical energy directed to each TED and to each thermal zone of each TED can be controlled independently.
• In the third mode, theheater core14 is in thermal communication with a thermal heat source, such as a vehicle engine (not shown). Thermal energy transferred from the heat source to the heater core can be transferred to theairflow18. Although theheater core14 can typically supply enough thermal energy for heating the passenger compartment, theTED16 can be used as a supplemental heat source. TheTED16 can be configured so that it is in thermal communication with the thermal energy source, such as the engine (not shown). Electric energy can be supplied to theTED16 with a polarity that causes the TED to transfer thermal energy to theairflow18. In some embodiments, the efficiency of supplemental heating can be increased when theTED16 is positioned downstream of the heater core. This can decrease differences in temperature between the main surface of theTED16 and the waste surface, thereby enhancing the coefficient of performance. Positioning theTED16 downstream of theheater core14 can also prevent or inhibit the thermal energy transferred from theTED16 to theairflow18 from being absorbed by a relativelycold heater core14 when the engine and coolant loop are relatively cold in the third mode; thus, inhibiting transfer of thermal energy from theairflow18 into the coolant loop in the third mode (or other heating modes). When theairflow18 is already at the desired temperature for the passenger compartment before reaching theTED16, theTED16 may be disengaged and its resources diverted elsewhere.
• FIGS. 9-11 illustrate other example embodiments configured to divert anairflow18 as described for the embodiment ofFIG. 8 in order operate in the first, second, and/or third modes. In an embodiment ofFIG. 9, theblend door11 is disposed downstream of acooling apparatus12, aheater core14, and aTED16. In the first and third modes, theblend door11 can be configured in a position (swings up inFIG. 9) such that it substantially prevents or blocks airflow18 into afirst channel4, thereby forcing substantially all theairflow18 into asecond channel6. In the second mode, theblend door11 can be configured so that it can direct at least a portion of an airflow18 (e.g., all, substantially all, or a substantial portion of anairflow18 by swinging down inFIG. 9) through thefirst channel4 after being cooled by thecooling apparatus12. In some embodiments, theblend door11 may be configured so that it can direct at least a portion of theairflow18 through thefirst channel4 while directing the other portion of theairflow18 through thesecond channel6. Thecooling apparatus12, theheater core14, and theTED16 can be configured to operate as described herein forFIGS. 3-6 to achieve the first, second, and/or third modes of operation.
• In an embodiment ofFIG. 10, aflow diversion element22 is configured to operate in substantially the same way as theblend door11 ofFIG. 9 described herein to achieve the operating regimes of the first, second, and/or third modes. Theflow diversion element22 can be configured (swing up or down in the embodiment ofFIG. 10) to block all or substantially all theairflow18 through the either afirst channel4 or asecond channel6, or direct at least a portion of theairflow18 through thefirst channel4 while directing the other portion of theairflow18 through thesecond channel6. As illustrated inFIG. 10, theflow diversion element22 can be downstream of theheater core14 andTED16. In some embodiments, theflow diversion element22 can be upstream of theheater core14 andTED16. Acooling apparatus12, aheater core14, and aTED16 can be configured to operate as described herein forFIGS. 3-6 to achieve the first, second, and/or third modes of operation.
• In an embodiment ofFIG. 11, afirst valve23 and asecond valve24, disposed in a first channel and second channel, respectively, downstream of acooling apparatus12, are configured to functionally operate in substantially the same way as theblend door11 ofFIG. 9 described herein to achieve the operating regimes of the first, second, and/or third modes. As illustrated inFIG. 11, thefirst valve23 andsecond valve24 can be downstream of theheater core14 andTED16. In some embodiments, thefirst valve23 and/orsecond valve24 can be upstream of theheater core14 andTED16. To block all or substantially all airflow18 through thefirst channel4, thefirst valve23 can be configured (closed) to restrict theairflow18 throughfirst channel4 while thesecond valve24 can be configured (opened) to direct theairflow18 through thesecond channel6. To block all or substantially all theairflow18 through thesecond channel6, thefirst valve23 can be configured (opened) to direct theairflow18 throughfirst channel4 while thesecond valve24 can be configured (closed) to restrict theairflow18 through thesecond channel6. To direct at least a portion of theairflow18 through thefirst channel4 and the other portion of theairflow18 through thesecond channel6, thefirst valve23 and thesecond valve24 can be configured to both be open or configured with one of the valves open while the other valve is only partially open. Acooling apparatus12, aheater core14, and aTED16 can be configured to operate as described herein forFIGS. 3-6 to achieve the first, second, and/or third modes of operation.
• In certain embodiments described herein, the heating functionality and the cooling functionality of an HVAC system is implemented by two or more distinct subsystems that may be located at substantially different positions within an HVAC system. In some alternative embodiments, a single TED simultaneously heats and cools to achieve increased thermal conditioning, human comfort and system efficiency. This can be achieved, for example, by constructing a single TED with separate electrical zones that can be excited with user selected voltage polarities to simultaneously cool and heat comfort air. As used herein, the terms “bithermal thermoelectric device” and “bithermal TED” broadly refer to thermoelectric devices with two or more electrical zones, where the electrical zones can have any suitable electric, geometric or spatial configuration in order to achieve desired conditioning of air.
• Bithermal TEDs, whether they be air to air, liquid to air, or liquid to liquid, can be designed and constructed so that the thermoelectric circuit is subdivided into a plurality of thermal zones. The thermoelectric devices may be constructed using the high density advantages taught by Bell, et al, or may be constructed using traditional technologies (see, e.g., U.S. Pat. Nos. 6,959,555 and 7,231,772). The advantages of new thermoelectric cycles, as taught by Bell, et al., may or may not be employed (see, e.g., L. E. Bell, “Alternate Thermoelectric Thermodynamic Cycles with Improved Power Generation Efficiencies,” 22nd Int'l Conf. on Thermoelectrics, Hérault, France (2003); U.S. Pat. No. 6,812,395, and U.S. Patent Application Publication No. 2004/0261829, each of which is incorporated in its entirety by reference herein).
• In some embodiments, a controller or energy management system operates a bithermal TED to optimize the use of power according to ambient conditions, climatic conditions in a target compartment, and the desired environmental state of the target compartment. In a demisting application, for example, the power to the bithermal TED can be managed according to data acquired by sensors that report temperature and humidity levels so that the TED appropriately uses electric energy to condition and dehumidify the comfort air.
• Some embodiments reduce the number of devices used to demist comfort air during cold weather conditions by combining two or more functions, such as, for example, cooling, dehumidification, and/or heating, into a single device. Certain embodiments improve system efficiency by providing demand-based cooling power according to climatic conditions in order to demist comfort air. In some embodiments, a cooling system provides cooling power proportional to demand.
• Certain embodiments enable a wider range of thermal management and control by providing the ability to fine-tune comfort air temperature in an energy efficient manner. Some embodiments provide the ability to advantageously utilize thermal sinks and sources in a single device by further separating the heat exchanger working fluid loops according to sink and source utilization.
• In theexample HVAC system300 illustrated inFIGS. 12-13, heating and cooling functionality is implemented in a unitary or substantially contiguous heater-cooler subsystem306 having a firstthermal zone308 and a secondthermal zone310. In some embodiments, the heater-cooler subsystem306 is a bithermal thermoelectric device (or bithermal TED). Each of the firstthermal zone308 and the secondthermal zone310 can be configured to selectively heat or cool a comfort airstream F5 independently. Further, each of thethermal zones308,310 can be supported by an independently configurable electrical network and working fluid network. A controller (not shown) can be configured to control the electrical networks and working fluid networks in order to operate the heater-cooler subsystem306 in one of a plurality of available modes. For example, the controller can adjust the electrical and working fluid networks of theHVAC system300 according to the configurations shown in the table ofFIG. 12 when a demisting, heating, or cooling mode is selected.
• Any suitable technique can be used to select a mode of operation for theHVAC system300. For example, a mode of operation may be selected at least in part via a user interface presented to an operator for selecting one or more settings, such as temperature, fan speed, vent location, and so forth. In some embodiments, a mode of operation is selected at least in part by a controller that monitors one or more sensors for measuring passenger compartment temperature and humidity. The controller can also monitor sensors that detect ambient environmental conditions. The controller can use information received from sensors, user controls, other sources, or a combination of sources to select among demisting, heating, and cooling modes. Based on the selected mode of operation, the controller can operate one or more pumps, fans, power supplies, valves, compressors, other HVAC system components, or combinations of HVAC system components to provide comfort air having desired properties to the passenger compartment.
• In the example embodiment illustrated inFIG. 13, theHVAC system300 includes anair channel302, afan304 configured to direct an airflow F5 through theair channel302, abithermal TED306 configured to heat, cool, and/or demist the airflow F5 flowing through theair channel302, anoptional cooling apparatus312 configured to cool the airflow F5, anoptional heating apparatus314 configured to heat the airflow F5, a power supply (not shown), electrical connections E1-E4 connected between the power supply and thebithermal TED306, a heat source (not shown), a heat sink (not shown), working fluid conduits F1-F4 configured to carry working fluids between thebithermal TED306 and one or more heat sources or sinks, other HVAC system components, or any suitable combination of components. The heat source can include one or more repositories of waste heat generated by a motor vehicle, such as, for example, power train coolant, a motor block, a main radiator, exhaust system components, a battery pack, another suitable material, or a combination of materials. The heat sink can include an auxiliary radiator (for example, a radiator not connected to the power train coolant circuit), a thermal storage device, another suitable material, or a combination of materials.
• In a demisting mode of operation, the firstthermal zone308 of thebithermal TED306 cools and dehumidifies comfort air F5. A controller causes a power supply to provide electric power in a first polarity (or cooling polarity) via a first electrical circuit E1-E2 connected to the firstthermal zone308. The controller causes the first working fluid circuit F1-F2 connected to the high temperature side of the firstthermal zone308 of theTED306 to be in thermal communication with a heat sink, such as, for example, an auxiliary radiator. The polarity of electric power provided to the firstthermal zone308 of theTED306 causes thermal energy to be directed from the comfort air F5 to the first working fluid circuit F1-F2.
• In the demisting mode, the secondthermal zone310 of thebithermal TED306 heats the dehumidified comfort air F5 after the air has passed through the firstthermal zone308. The controller causes a power supply to provide electric power in a second polarity (or heating polarity) via a second electrical circuit E3-E4 connected to the secondthermal zone310. The controller causes the second working fluid circuit F3-F4 connected to the low temperature side of the secondthermal zone310 of theTED306 to be in thermal communication with a heat source, such as, for example, power train coolant. The polarity of electric power provided to the secondthermal zone310 of theTED306 causes thermal energy to be directed from the second working fluid circuit F3-F4 to the comfort air F5. The controller can regulate the thermal energy transferred to or from the comfort air F5 in each thermal zone in order to cause the comfort air F5 to reach a desired temperature and/or humidity. The comfort air F5 can then be directed to the passenger compartment.
• When a heating mode of operation is selected, the first and secondthermal zones308,310 of thebithermal TED306 both heat comfort air F5. A controller causes a power supply to provide electric power in a heating polarity via first and second electrical circuits E1-E4 connected to thethermal zones308,310. The controller causes the working fluid circuits F1-F4 connected to the low temperature side of theTED306 to be in thermal communication with a heat source, such as, for example, power train coolant. The polarity of electric power provided to boththermal zones308,310 of thebithermal TED306 causes thermal energy to be directed from the working fluid circuits F1-F4 to the comfort air F5.
• When a cooling mode of operation is selected, the first and secondthermal zones308,310 of thebithermal TED306 both cool comfort air F5. A controller causes a power supply to provide electric power in a cooling polarity via first and second electrical circuits E1-E4 connected to thethermal zones308,310. The controller causes the working fluid circuits F1-F4 connected to the high temperature side of theTED306 to be in thermal communication with a heat sink, such as, for example, an auxiliary radiator. The polarity of electric power provided to boththermal zones308,310 of thebithermal TED306 causes thermal energy to be directed from the comfort air F5 to the working fluid circuits F1-F4.
• TheHVAC system300 illustrated inFIGS. 12-13 can optionally include acooling apparatus312, such as, for example, an evaporator, and aheating apparatus314, such as, for example, a heater core. Thecooling apparatus312 and theheating apparatus314 can be configured to supplement or replace one or more of the cooling, demisting and heating functions of thebithermal TED306 while theHVAC system300 is operated in a particular mode. For example, aheater core314 can be used to heat the comfort air F5 instead of thebithermal TED306 when the power train coolant has reached a sufficiently high temperature to make the comfort air F5 reach a desired temperature when it passes through theheater core314. While the example embodiment illustrated inFIG. 13 shows that thecooling apparatus312 and/or theheating apparatus314 can be positioned upstream from thebithermal TED306, it is understood that at least one of thecooling apparatus312 and theheating apparatus314 can be positioned downstream from thebithermal TED306. For example, in some embodiments, when theHVAC system300 is operated in a demisting mode, at least one of thethermal zones308,310 of thebithermal TED306 can be used to cool or dehumidify the comfort air F5 while a heating apparatus positioned downstream from theTED306 heats the dehumidified air.
• In an example embodiment of a heater-cooler400 illustrated inFIGS. 14-16, a first fluid stream F passes through twoheat exchange zones404,410 located on a first side of a bithermal TED having twothermoelectric circuit zones402,408. A second fluid stream F2 passes through twoheat exchange zones406,412 located on a second side of the bithermal TED. Each of the firstthermoelectric circuit zone402 and the secondthermoelectric circuit zone408 can be configured to selectively transfer thermal energy in a desired direction independently from each other. Further, each of thethermoelectric circuit zones402,408 can be connected to an independently configurable electric circuit paths E1-E2, E3-E4. A controller can be configured to control the electrical networks E1-E4 and fluid streams F1-F2 in order to operate the heater-cooler400 in one of a plurality of available modes. For example, the controller can adjust the electrical networks of the heater-cooler400 according to the configurations shown in the table ofFIG. 14 when a demisting, heating, or cooling mode is selected.
• Any suitable technique can be used to select a mode of operation for the heater-cooler400, including the techniques described previously with respect to theHVAC system300 shown inFIGS. 12-13.
• In the example embodiment illustrated inFIGS. 15-16, the heater-cooler400 includes a first pair ofheat exchange zones404,406 in thermal communication with opposing sides of a firstthermoelectric circuit zone402. A second pair ofheat exchange zones410,412 is in thermal communication with opposing sides of a secondthermoelectric circuit zone408. The first and secondthermoelectric circuit zones402,408 are configured to heat, cool, and/or demist fluids flowing through the heat exchange zones. A power supply (not shown) can provide power to each of thethermoelectric circuit zones402,408 using independent electric circuit paths E1-E2, E3-E4. The heater-cooler can include fluid conduits configured to carry fluid streams F1-F2 through theheat exchange zones404 and410,406 and412 in thermal communication with the TED.
• In a demisting mode of operation, the firstthermoelectric circuit zone402 of the heater-cooler400 cools a main fluid stream F1 flowing through the firstheat exchange zone404 of a main fluid conduit. A controller causes a power supply to provide electric power in a first polarity (or cooling polarity) via a first electrical circuit E1-E2 connected to the firstthermoelectric circuit zone402. A working fluid stream F2 flowing through the firstheat exchange zone406 of a working fluid conduit removes heat from the high temperature side of the firstthermoelectric circuit zone402. The working fluid stream F2 can flow counter to the direction of flow of the main fluid stream F1 as the fluid streams F1-F2 traverse the heater-cooler400. The polarity of electric power provided to the firstthermoelectric circuit zone402 of the heater-cooler400 causes thermal energy to be directed from the main fluid stream F1 to the working fluid stream F2. In some embodiments, the working fluid stream F2 is in thermal communication with a heat sink, such as, for example, an auxiliary radiator. In alternative embodiments, the controller can cause the working fluid stream F2 to be directed to a target compartment along with the main fluid stream F1 when the demisting mode is selected.
• In the demisting mode, the secondthermoelectric circuit zone408 of the heater-cooler400 heats the main fluid stream F1 after the fluid has passed through the firstheat exchange zone404 and while the fluid flows through the secondheat exchange zone410 of the main fluid conduit. The controller causes a power supply to provide electric power in a second polarity (or heating polarity) via a second electrical circuit E3-E4 connected to the secondthermoelectric circuit zone408. The working fluid stream F2 flowing through the secondheat exchange zone412 of the working fluid conduit is in thermal communication with the low temperature side of the secondthermoelectric circuit zone408. When the direction of working fluid stream F2 flow is counter to the direction of main fluid stream F1 flow, the working fluid stream F2 passes through the secondheat exchange zone412 before flowing to the firstheat exchange zone406 of the working fluid conduit. The polarity of electric power provided to the secondthermoelectric circuit zone408 of the heater-cooler400 causes thermal energy to be directed from the working fluid stream F2 to the main fluid stream F1.
• When a heating mode of operation is selected, one or both of the first and secondthermoelectric circuit zones402,408 of the heater-cooler400 heat the main fluid stream F1 flowing through the first and secondheat exchange zones404,410 of the main fluid conduit. A controller causes a power supply to provide electric power in a heating polarity via first and second electrical circuits E1-E4 connected to thethermoelectric circuit zones402,408. The working fluid stream F2 flowing through the first and secondheat exchange zones406,412 transfers heat to the low temperature side of thethermoelectric circuit zones402,408. In some embodiments, a controller causes the working fluid stream F2 to be in thermal communication with a heat source, such as, for example, power train coolant, when the heating mode is selected. The polarity of electric power provided to the first and secondthermoelectric circuit zones402,408 of the heater-cooler400 causes thermal energy to be directed from the working fluid stream F2 to the main fluid stream F1. In some embodiments, electric power is provided to only one of thethermoelectric circuit zones402,408 when it is determined that the main fluid stream F1 can reach a desired temperature without boththermoelectric circuit zones402,408 being active.
• When a cooling mode of operation is selected, the first and secondthermoelectric circuit zones402,408 of the heater-cooler400 both cool the main fluid stream F1 flowing through the first and secondheat exchange zones404,410 of the main fluid conduit. A controller causes a power supply to provide electric power in a cooling polarity via first and second electrical circuits E1-E4 connected to thethermoelectric circuit zones402,408. The working fluid stream F2 flowing through the first and secondheat exchange zones406,412 removes heat from the high temperature side of thethermoelectric circuit zones402,408. In some embodiments, a controller causes the working fluid stream F2 to be in thermal communication with a heat sink, such as, for example, an auxiliary radiator, when the cooling mode is selected. The polarity of electric power provided to the first and secondthermoelectric circuit zones402,408 of the heater-cooler400 causes thermal energy to be directed from the main fluid stream F1 to the working fluid stream F2. In some embodiments, electric power is provided to only one of thethermoelectric circuit zones402,408 when it is determined that the main fluid stream F1 can reach a desired temperature without boththermoelectric circuit zones402,408 being active.
• Referring now toFIG. 17, illustrated is an embodiment of a temperature control system including an engine103 (and/or other heat generating system, such as for example, a battery, an electronic device, an internal combustion engine, an electric motor, an exhaust of a vehicle, a heat sink, a heat storage system such as a phase change material, a positive temperature coefficient device, and/or any heat generating system that is known or later developed), a thermoelectric device (TED)112, aheat transfer device151, and apassenger air channel19. Theheat transfer device151 is disposed in thepassenger air channel19. In the illustrated embodiment, theTED112 is a liquid-to-air heat transfer device. Thus, at least a portion of theTED112 can also be disposed within thepassenger air channel19. Thepassenger air channel19 can be configured such that comfort air can pass through thechannel19 and be in thermal communication with theheat transfer device151 and theTED112. In some embodiments, an air handling unit (e.g., a fan) is configured to convey the airflow. At least some of the components of the system can be in fluid communication via thermal energy transport means such as fluid conducting tubes, for example. Actuators, such asvalves125,135,145, and165 can be used to control the thermal energy transfer through the tubing. A control device, such as a controller can be configured to control the various components of the system and their relative fluid communication.
• In the illustrated embodiment, in a first mode, whenvalves135 and145 are open andvalves125 and165 are closed, there is thermal communication between theTED112 and theengine103. In a first circuit, or thermal source circuit comprisingcircuit lines111,131, and141, a fluid, such as coolant, is circulated and thermal energy is transferred between theengine103 and theTED112. TheTED12 is provided with electrical energy of a specific polarity that allows it to transfer thermal energy between the first circuit and thepassenger air channel19. In the first mode, theTED112 pumps thermal energy from the first circuit to the airflow of thepassenger air channel19.
• In a second mode,valves135 and145 are closed andvalves125 and165 are open. The circulating fluid permits thermal communication between theengine103 and theheat transfer device151. In a second circuit, or bypass circuit comprisingcircuit lines111,121, and161, a fluid, such as coolant, is circulated and thermal energy is transferred between theengine103 and theheat transfer device151. TheTED12 is bypassed and is no longer in thermal communication with theengine103. In this mode of operation, fluid flow is stopped in thethermal circuit141 and electrical energy is not supplied to theTED112. In some embodiments, the system can switch between the first mode and the second mode of operation. In some embodiments, a low temperature core (not shown) can be operatively connected or selectively operatively connected to thethermal circuit111 and used to transfer thermal energy to ambient air from theheat transfer device151, theTED112, and/or other elements of the temperature control system. For example, the low temperature core could be connected parallel to or in place of theengine103 in at least some modes of operation.
• TheTED112 can include one or more thermoelectric elements that transfer thermal energy in a particular direction when electrical energy is applied. When electrical energy is applied using a first polarity, theTED112 transfers thermal energy in a first direction. Alternatively, when electrical energy is applied using a second polarity opposite the first polarity, theTED112 transfers thermal energy in a second direction opposite the first direction. TheTED112 can be configured to transfer thermal energy to airflow of thepassenger air channel19 when electrical energy of a first polarity is applied by configuring the system such that the heating end of theTED112 is in thermal communication with thepassenger air channel19. Further, the cooling end of theTED112 can be in thermal communication with theengine103 so that theTED112 draws thermal energy from the circuit to which the engine is connected. In certain embodiments, a control system (not shown) regulates the polarity of electrical energy applied to theTED112 to select between a heating mode and a cooling mode. In some embodiments, the control system regulates the magnitude of electrical energy applied to theTED112 to select a heating or cooling capacity.
• FIG. 18 illustrates a method of controlling temperature in a passenger compartment of a vehicle. The method includes moving airflow across a heat exchanger. The airflow can travel through one or more passenger air channels, such as ducts, before entering the passenger compartment. Initially, the control system operates in a first mode, in which a TED pumps thermal energy from a heat source to an passenger air channel. The control system continues to operate in the first mode until one or more switching criteria are met. When the one or more criteria are met the control system switches to a second mode of operation. In one embodiment, the control system switches to the second mode when coolant circulating through an engine or another heat source is ready to heat the airflow. In the second mode thermal energy is transferred from the engine or other heat source to the heat exchanger. The TED is bypassed and is not in substantial thermal communication with the heat source or the heat exchanger. In this configuration, a fluid, such as coolant, flows through a bypass circuit so that thermal energy transfer occurs in the bypass circuit. The system can also operate one or more actuators, such as valves, in order to cause the fluid flow to bypass the TED. In one embodiment, a controller controls valves to switch between modes of operation. In the second mode of operation, the heat exchanger can act much the same as a heater core in a conventional vehicle HVAC system.
• The one or more criteria for switching modes of operation can be any suitable criteria and are not limited to characteristics of the vehicle or temperature parameters. In some embodiments, the criteria for switching the fluid flow include one or more of the following: algorithms, user action or inaction, the temperature of a thermal energy source, fluid temperature, an amount of time elapsed, and air temperature. In certain embodiments, the criteria can also be user-specified or user-adjusted according to preference. In one embodiment, switching from a first mode to a second mode occurs when the engine reaches a threshold temperature. In another embodiment, the switch occurs when a fluid circuit reaches a threshold temperature. In yet another embodiment, the switch occurs when the air temperature reaches a threshold temperature.
• Referring toFIG. 19, an embodiment of a temperature control system is illustrated which can be configured to heat and cool an airflow in apassenger air channel19. The system comprises aTED112, aheat transfer device151, a low temperature core, orheat sink171, athermal energy source181, and a plurality ofactuators125,135,145,165,175,185. The plurality of actuators can restrict fluid or coolant flow through circuits as discussed herein. Theheat transfer device151 is disposed in thepassenger air channel19. TheTED112, illustrated as a liquid-to-air embodiment, can also be disposed in thepassenger air channel19. Thepassenger air channel19 is configured such that an airflow may pass through thechannel19 and be in thermal communication with theheat transfer device151 and theTED112. In some embodiments, an air handling unit (e.g., a fan) is configured to convey the airflow. The system further comprises aheat sink circuit170 which includes thelow temperature core171 and at least onevalve175. TheTED112 is in thermal communication with theheat sink circuit170 via a workingfluid circuit142. The system also comprises aheat source circuit180 which includes thethermal energy source181 and at least onevalve185. TheTED112 is in thermal communication with theheat source circuit180 via a workingfluid circuit142. Some embodiments also comprise athermal transfer circuit121 including theheat transfer device151 and at least onevalve125. Heat is transferred between the airflow and theheat transfer device151 and theTED112. In one embodiment, thethermal energy source181 is an automobile engine and thelow temperature core171 is a radiator. In some embodiments, the thermal energy source can include a battery, an electronic device, an internal combustion engine, an exhaust of a vehicle, a heat sink, a heat storage system such as a phase change material, a positive temperature coefficient device, and/or any heat generating system that is known or later developed. It is also contemplated that pumps can be configured to function with the system in order to cause fluid flow. In some embodiments, micro-hybrid and/or hybrid vehicles can implement electric pumps (e.g., water pumps) to provide working fluid circulation, either replacing a conventional belt driven pump or substituting the conventional belt driven pump while the engine is stopped.
• The following description illustrates versatility of the embodied system where just theTED112 can be used for both heating and cooling. The system may be configured for operation in different modes by operating at least one of thevalves175 and185, which causes coolant to flow through theheat source circuit180 or theheat sink circuit170 depending on whether a heating or cooling mode is selected. In a heating mode, openingvalve185 and closingvalve175 causes coolant to flow through theheat source circuit180 and not through theheat sink circuit170. In this mode, theTED112 operates in a first polarity and is configured to transfer thermal energy from theheat source circuit180 the airflow of thepassenger air channel19. Theheat transfer device151 can also be operated with theTED112 to further enhance heat transfer by openingvalve125 and closingvalve135. In some embodiments, theheat transfer device151 can be operated without theTED112 as described previously.
• In a cooling mode, closingvalve185 andopening valve175 causes coolant to flow through theheat sink circuit170 and not through theheat source circuit180. In this mode, theTED112 operates in a second polarity, which is opposite the first polarity, and is configured to transfer thermal energy from thepassenger air channel19 to theheat sink circuit170, which lowers the temperature of the airflow by transferring thermal energy from the airflow to theheat sink circuit170.
• FIG. 20 illustrates another embodiment of a method of operation for a temperature control system, in which the embodiment of the system illustrated inFIG. 19 could follow, utilizing a TED for heating and cooling. In this embodiment, an airflow moves across a heat transfer device and TED, and into a passenger compartment. In certain embodiments, the system circulates a fluid, such as coolant in a first circuit, or heat transfer circuit, which is in thermal communication with the heat transfer device and/or a thermoelectric device (TED). The system receives an indication as to whether a heating mode or a cooling mode is selected. If the heating mode is selected, then the system causes fluid to flow in a heat source circuit which is in thermal communication with a thermal energy source, heat transfer device, and/or TED. In the heating mode, the TED transfers thermal energy between the heat source circuit and the passenger air channel. A heat transfer device can also be utilized to complement or substitute the functions of the TED. If the cooling mode is selected, then the system causes fluid to flow in the heat sink circuit which is in thermal communication with a low temperature core and the TED. In the cooling mode, the TED transfers thermal energy between the heat sink circuit and passenger air channel. The system designates a selected polarity based on whether the heating mode or cooling mode is selected and electrical energy of the selected polarity is provided to the TED. In the heating mode, a polarity is selected that causes the TED to transfer thermal energy from the heat source circuit to passenger air channel. In the cooling mode, a polarity is selected that causes the TED to transfer thermal energy from passenger air channel to the heat sink circuit.
• As discussed in relation to the embodiment of the system illustrated inFIG. 19, the heat sink circuit and the working fluid circuit can include actuators which can be used to control the flow of fluid or coolant within the system. In one embodiment, the system causes fluid to flow through the heat sink circuit by operating an actuator associated with the heat source circuit. In another embodiment, the system can cause fluid to flow through the heat sink circuit by operating an actuator associated with the heat sink circuit. Further, in some embodiments, an actuator associated with the heat sink circuit can be opened and an actuator associated with the heat source circuit can be closed in order to cause fluid to flow in the heat sink circuit. It is also contemplated that a plurality of pumps can be configured to function with the working fluid circuit, heat source circuit, and the heat sink circuit in order to facilitate fluid flow.
• FIG. 21 illustrates an embodiment of atemperature control system101 used for providing temperature controlled air to a passenger compartment. In this embodiment, thesystem101 comprises a thermoelectric device (TED)112, anengine13, a heat transfer device, such as aheat exchanger116, and apassenger air channel19, part of anHVAC system62. In some embodiments, thesystem101 additionally comprises alow temperature core40. Thesystem101 further comprises one ormore pumps53 andactuators28,32,34,36,125,135,145, and165 that are configured to transfer fluid, such as coolant, among the different components and inhibit (or restrict) fluid communication and/or thermal communication among different components. Theengine13 can be any type of vehicle engine, such as an internal combustion engine, that is a source of thermal energy. In some embodiments, theengine13 can be any heat generating system such as a battery, an electronic device, an exhaust of a vehicle, a heat sink, a heat storage system such as a phase change material, a positive temperature coefficient device or any heat generating system that is known or later developed. Thesystem101 can be controlled by a controller, plurality of controllers, or any other device which can function to control the pumps, valves, heat source, TED, and other components of thesystem101. By controlling the components, valves and pumps, the controller can operate thesystem101 in various modes of operation. The controller can also change the mode of thesystem101 in response to input signals or commands.
• In one embodiment, a fluid such as a liquid coolant transfers thermal energy among thesystem101 components and is controlled by one or more pumps. The liquid coolant can carry the thermal energy via a system of tubes that provide fluid communication among the various components. The actuators can be used to control which components are in thermal communication with theheat exchanger116 and/or theTED112 at a given time. Alternatively, a temperature control system might use other materials or means to provide thermal communication among components.
• In this embodiment, thesystem101 uses asingle heat exchanger116 andsingle TED112, which allows for minimal impact on the HVAC design because it can maintain a typical configuration without the need for an additional heat exchangers. However, it is also contemplated that thesystem101 could be configured with a plurality of heat exchangers, TEDS, and/or a plurality of HVAC systems or airflow channels. In some embodiments, thesystem101 can combine heat exchangers and other components into a single heat exchanger for minimal impact on the HVAC design. For example, it is contemplated that theheat exchanger116 andTED112 can be a single heat exchanger. In some embodiments, working fluid circuits can be arranged such that a single heat exchanger is thermally connected to both an engine and a thermoelectric device that is removed from theair channel19, as further discussed in U.S. application Ser. No. 12/782,569, filed May 18, 2010, the entire contents of which is incorporated by reference and made a part of this specification. Depending on the mode of thesystem101, theheat exchanger116 and/orTED112 may be in thermal communication with theengine13. Further depending on the mode of thesystem101, the TED may be in thermal communication with thelow temperature core40. In a heating mode, theheat exchanger116 and/or theTED112 may be in thermal communication with theengine13. In a cooling mode, theheat transfer device116 and/or theTED112 may be in thermal communication with the low temperature core orradiator40.
• Also illustrated inFIG. 21 is an embodiment of theHVAC system62 through which an airflow passes before entering the passenger compartment. In this embodiment, theheat transfer device116 and theTED112 are functionally coupled to or disposed within theHVAC system62 so that they can transfer thermal energy to or from the airflow. The airflow in theHVAC system62 can flow through one ormore channels52,54 separated by apartition60. In certain embodiments, the first andsecond channels52,54 are of the same approximate size (e.g., same approximate height, length, width, and/or cross-sectional area). In other embodiments, the first andsecond channels52,54 are of differing sizes, as illustrated inFIG. 21. For example, the width, height, length, and/or cross-sectional area of the first andsecond channels52,54 can be different. In some embodiments, the first channel is larger than the second channel. In other embodiments, the first channel is smaller than the second channel. In further embodiments, additional partitions may be used to create any number of channels or conduits. The partitions may be of any suitable material, shape, or configuration. The partitions can serve to partially or completely separate the conduits or channels and may have apertures, gaps, valves, blend doors, other suitable structures, or a combination of structures that allow for fluid communication between channels. At least a portion of the partition can thermally insulate thefirst channel52 from thesecond channel54.
• In certain embodiments, theHVAC system62 comprises a first movable element configured to be operable to control the airflow passing through the first andsecond channels52,54. For example, ablend door56 can be configured to control the airflow passing through thechannels52,54. The blend door can be rotatably coupled proximate the entrance of thechannels52,54. By rotating, the blend door can control the airflow through thechannels52,54. Theblend door56 can selectively modify, allow, impede, or prevent airflow through one or both of the first andsecond channels52,54. Preferably, theblend door56 can prevent airflow through one of the channels while directing all of the airflow through the other channel. Theblend door56 can also allow airflow through both channels in varying amounts and ratios. In some embodiments, theblend door56 is coupled to thepartition60 and rotates relative to thepartition60. It is also contemplated that more than one blend door could be used in theHVAC system62 in order to direct airflow and improve heating and/or cooling of the airflow.
• In some embodiments anevaporator58 may be disposed in theHVAC system62 in the path of the airflow in order to remove moisture from the airflow before it enters the passenger compartment. In some embodiments, theevaporator58 may be positioned before thechannels52,54 so that it may condition the entire airflow. In other embodiments the evaporator may be positioned within one of the channels so that it may condition only the airflow in a certain channel. Other devices such as condensers can also be used to prepare or cool the airflow before it enters the passenger compartment.
• In some embodiments, thesystem101 works in different modes including a first mode, or a heating mode, corresponding to a period of time while the engine is warming up (“startup heating mode”); a second mode, or a heating mode, corresponding to a period of time when the engine is still warming up, but is sufficiently warm to aid in heating airflow (“warm up engine heating mode,” or “warm up heating mode,” or “supplemental heating mode”); a third mode, or a heating mode, corresponding to a period of time when the engine is sufficiently warm (“warm engine heating mode,” “warm heating mode,” or “heating mode”); and a fourth mode for cooling the passenger compartment (“cooling mode” or “supplemental cooling mode”). In some embodiments, a single system can perform each of the various modes, but it is also contemplated that embodiments of the invention can be configured to perform only one of the modes described below. For example, one embodiment might be configured to only perform the mode of providing thermal energy from the thermoelectric device while the engine warms. Another embodiment might be configured to only provide cooling as described in the cooling mode.
• In some embodiments, thesystem101 can also work in other modes for a micro-hybrid or hybrid systems. Thesystem101 can work in a fifth mode, or a “stop cold heating mode,” corresponding to a period of time when the engine temperature drops and the coolant temperature correspondingly drops below a first predetermined threshold (e.g. engine is cold and engine (and/or coolant) temperature drops below a first temperature threshold); a sixth mode, or a “stop heating mode” or “stop cooled heating mode” corresponding to a time period when the engine temperature drops and the coolant temperature correspondingly drops below a second predetermined threshold, but is sufficiently warm to aid in heating airflow (e.g., engine is warmed up and engine (and/or coolant) temperature is between the first temperature threshold and a second temperature threshold); a seventh mode, or a “stop warm heating mode,” corresponding to a time period when the engine temperature is above and the coolant temperature correspondingly (e.g., engine is warm the engine (and/or coolant) temperature is above the second temperature threshold). The second predetermined threshold can correspond to a temperature of the coolant sufficient to provide the desired amount of heating to the airflow. In some embodiments, a single system can perform each of the various modes, but it is also contemplated that embodiments of the invention can be configured to perform only one of the modes described below. For example, one embodiment might be configured to only perform the mode of providing thermal energy from the thermoelectric device when coolant temperature is below the first predetermined threshold.
• FIG. 21 illustrates an embodiment of atemperature control system101 in the first mode, which may also be referred to as the “startup heating mode.” In this mode, heat is provided to the passenger compartment while theengine13 is warming up and has not yet reached a temperature sufficient to heat the passenger compartment (e.g., the engine temperature is below a first temperature threshold). When theengine13 is first started, it does not generate enough heat to sufficiently increase the temperature within the passenger compartment. A vehicle engine can take several minutes or more to warm up to the necessary temperature to provide comfort air to the passenger compartment. In this mode, a controller provides electrical energy to theTED112 which generates a thermal gradient and transfers heat from the heating end of theTED112 to theair channel54. Liquid coolant within the workingfluid circuit30 andthermal circuit141 is moved through the circuits by a pump within the engine13 (not illustrated). In alternative embodiments, a pump can be located outside theengine13.Valve145 is open and the workingfluid circuit30 is in fluid communication with theTED112 viathermal circuits131 and141, which thermally connects theTED112 and theengine13 viathermal circuit21.Valves125,165, and36 can be closed during the startup heating mode. In some embodiments, thelow temperature core40 is not needed during the startup heating mode because the airflow into the passenger compartment is being heated.
• FIG. 21 also illustrates an embodiment of atemperature control system101 in the fifth mode, which may also be referred to as the “stop cold heating mode” in, for example, a micro-hybrid or hybrid vehicle. When theengine13 is stopped in a micro-hybrid or hybrid system, theengine13 will cool while stopped. As theengine13 cools, the liquid coolant temperature will correspondingly drop. In this mode, heat is being provided to the passenger compartment when the temperature of theengine13 drops and is insufficient to heat the passenger compartment (e.g., the engine temperature is below a first (or second) temperature threshold). In this mode, a controller provides electrical energy to theTED112 which generates a thermal gradient and transfers heat from the heating end of theTED112 to theair channel54. Liquid coolant within the workingfluid circuit30 andthermal circuit141 is moved through the circuits by a pump (e.g., electric pump) within the engine13 (not illustrated). In alternative embodiments, a pump can be located outside theengine13.Valve145 is open and the workingfluid circuit30 is in fluid communication with theTED112 viathermal circuits131 and141, which thermally connects theTED112 and theengine13 viathermal circuit21.Valves125,165, and36 can be closed during the stop cold heating mode heating mode. In some embodiments, thelow temperature core40 is not needed during the stop cold heating mode because the airflow into the passenger compartment is being heated. Thus, thetemperature control system101 is able to provide a relatively longer period of time over which theengine13 does not have to be started to heat the airflow in a micro-hybrid or hybrid system. Without the heating function being provided by theTED112 as discussed herein, theengine13 may need to be started for the purpose of heating the passenger compartment while theengine13 is otherwise not needed to, for example, drive the vehicle.
• TheTED112 is disposed in theHVAC system62. In this manner, the thermal energy transferred to the airflow entering the passenger compartment by thethermoelectric device112 is transferred to the coolant in thermal communication with theengine13. In one embodiment, theTED112 is the sole source of thermal energy for the airflow entering the passenger compartment and no or little thermal energy is taken from theengine13 even though liquid coolant is circulating through the thermal circuits. Once the engine is sufficiently warm, still in the startup heating mode, thermal energy from theengine13 is also used to heat the coolant in the workingfluid circuit30. Thus, the airflow entering the passenger compartment, after initial startup, can be receiving thermal energy from both theengine13 and theTED112.
• In this embodiment, theHVAC system62 can include ablend door56 or other device that is configured to direct the airflow intodifferent channels52,54 leading to the passenger compartment. In this embodiment, theheat exchanger116 andTED112 is located in thesecond channel54. In the startup heating mode, theblend door56 is positioned so that at least a portion of the airflow is directed through thesecond channel54. In an alternative embodiment, theheat exchanger116 and/orTED112 may be operatively coupled to or placed within more than one channel of theHVAC system62.
• During the startup heating mode, thesystem101 can be configured to provide demisting of the airflow before it enters the passenger compartment. Theevaporator58 can be configured within theHVAC system62 so that the airflow passes through theevaporator58, thereby cooling and removing moisture from the airflow before it is heated byheat exchanger116 and/orTED112.
• FIG. 22 illustrates an embodiment of atemperature control system101 in a second mode, which can also be referred to as the “warm up engine heating mode” or “warm up heating mode.” In this mode, theengine13 has reached a warm up temperature that can provide some heat to the airflow, but is insufficiently warm to be the sole source of thermal energy for the system101 (e.g., the engine temperature is between a first temperature threshold and a second temperature threshold). In this mode, theengine13 is in thermal communication with theheat exchanger116 andTED112. Thermal energy from theengine13 is transferred via coolant through the tubing (thermal circuits21,30, and121) to theheat exchanger116, moved through the circuits by a pump within or outside the engine13 (not illustrated). Concurrently, more thermal energy can be transferred to the airflow using theTED112 viathermal circuit141 to supplement the thermal energy imparted from theengine13 via theheat exchanger116. The controller operates to openactuators28,32,34,125, and145 (closingactuators135 and165) in order to allow fluid communication between theheat exchanger116, theTED112, and theengine13. In some embodiments,actuator36 is closed so that there is no coolant flow to theradiator40. With theTED112 in thermal communication with theengine13 viathermal circuit21, more of the available thermal energy of theengine13 and coolant can be transferred to the airflow than if just theheat exchanger116 was operating. As theengine13 warms, theheat exchanger116 can transfer increasingly more thermal energy to the airflow. With theTED112 located downstream of theheat exchanger116 in the embodiments illustrated inFIG. 23, the difference in temperature decreases between a first heat transfer surface (or main surface) of theTED112 and a second heat transfer surface (or waste surface) of theTED112 as the airflow flowing across theTED112 becomes increasingly warmer, thereby enhancing the coefficient of performance of theTED112. Positioning theTED16 downstream of theheater core14 can also prevent or inhibit the thermal energy transferred from theTED16 to theairflow18 from being absorbed by a relativelycold heater core14 when the engine and coolant loop are relatively cold in the warm up heating mode; thus, inhibiting transfer of thermal energy from theairflow18 into the coolant loop in the warm up heating mode. In some embodiments, the operation according to the processes described in reference toFIGS. 21 and 22 may in combination also be considered the “startup heating mode.”
• FIG. 22 also illustrates an embodiment of atemperature control system101 in a sixth mode, which can also be referred to as the “stop heating mode” (or “stop cooled heating mode”) in, for example, a micro-hybrid or hybrid vehicle. When theengine13 is stopped in a micro-hybrid or hybrid system, theengine13 will cool while stopped. As theengine13 cools, the liquid coolant temperature will correspondingly drop. In this mode, theengine13 and coolant can provide some heat to the airflows using residual thermal energy, but are insufficiently warm to be the sole source of thermal energy for the system101 (e.g., the engine temperature is between a first and second temperature threshold). In this mode, theengine13 is in thermal communication with theheat exchanger116 andTED112. Thermal energy from theengine13 is transferred via coolant through the tubing (thermal circuits21,30, and121) to theheat exchanger116, moved through the circuits by a pump (e.g., electric pump) within or outside the engine13 (not illustrated). Concurrently, more thermal energy can be transferred to the airflow using theTED112 viathermal circuit141 to supplement the thermal energy imparted from theengine13 via theheat exchanger116. The controller operates to openactuators28,32,34,125, and145 (closingactuators135 and165) in order to allow fluid communication between theheat exchanger116, theTED112, and theengine13. In some embodiments,actuator36 is closed so that there is no coolant flow to theradiator40. With theTED112 in thermal communication with theengine13 viathermal circuit21, more of the available thermal energy of theengine13 and coolant can be transferred to the airflow than if just theheat exchanger116 was operating. Thus, thetemperature control system101 is able to provide a relatively longer period of time over which theengine13 does not have to be started to heat the airflow in a micro-hybrid or hybrid system. Without supplemental heating (e.g., thesystem101 does not have a TED112), theengine13 may need to be started for the purpose of heating the passenger compartment while theengine13 is otherwise not needed to, for example, drive the vehicle.
• FIG. 23 illustrates an embodiment of atemperature control system101 in a third mode, which can also be referred to as the “warm engine heating mode,” “warm heating mode,” or “heating mode.” In this mode, theengine13 has reached a sufficient temperature and is the sole source of thermal energy for the system101 (e.g., the engine temperature is above a second temperature threshold). In this mode, theengine13 is in thermal communication with theheat exchanger116. Thermal energy from theengine13 is transferred via coolant through the tubing (thermal circuits21,30, and121) to theheat exchanger116. A pump within or outside the engine13 (not illustrated) may be configured to circulate coolant between theengine13 and theheat exchanger116. The controller operates to openactuators28,32,34,125, and165 (closingactuators135 and145) in order to allow fluid communication between theheat exchanger116 and theengine13. Electric current to theTED112 can be stopped or restricted to stop operation of theTED112. In some embodiments,actuator36 is closed so that there is no coolant flow to theradiator40.
• FIG. 23 also illustrates an embodiment of atemperature control system101 in a seventh mode, which can also be referred to as the “stop warm heating mode” in, for example, a micro-hybrid or hybrid vehicle. In this mode, theengine13 is stopped, but is of sufficient temperature to be the sole source of thermal energy for the system101 (e.g., the engine temperature is above a second (or first) temperature threshold). When theengine13 is stopped in a micro-hybrid or hybrid system, theengine13 and coolant will initially have residual thermal energy. In this mode, theengine13 is in thermal communication with theheat exchanger116. Thermal energy from theengine13 is transferred via coolant through the tubing (thermal circuits21,30, and121) to theheat exchanger116. A pump (e.g., electric pump) within or outside the engine13 (not illustrated) may be configured to circulate coolant between theengine13 and theheat exchanger116. The controller operates to openactuators28,32,34,125, and165 (closingactuators135 and145) in order to allow fluid communication between theheat exchanger116 and theengine13. Electric current to theTED112 can be stopped or restricted to stop operation of theTED112. In some embodiments,actuator36 is closed so that there is no coolant flow to theradiator40.
• In the warm engine heating mode and/or stop warm heating mode, the controller can stop the electrical energy supplied to theTED112. When theengine13 is at a sufficient temperature, theTED112 is no longer needed and the electrical energy applied to theTED12 can be conserved. By controlling the operation of the actuators, thesystem101 is able to bypass theTED112 and thermally connect theheat exchanger116 to theengine13. In this embodiment, it is not necessary to havemultiple heat exchangers116 or multiple sets of heat exchangers in thepassenger air channel19. Instead, thesystem101 can operate in various cooling and/or heating modes while being connected to asingle heat exchanger116 or a single set of heat exchangers, and/or aTED112 or a single set ofTEDs112.
• Ablend door56 can direct at least a portion of the airflow through achannel54 in which theheat exchanger116 and/orTED112 is located so that the airflow is heated before entering the passenger compartment. To heat the passenger compartment at a slower rate, theblend door56 can be adjusted to allow less of the airflow to pass through theheat exchanger116 and/orTED112channel54 and/or allow more of the airflow to pass through theother channel52 which is not heated. To increase the heating rate, the blend door can be adjusted so that more of the airflow is directed through thechannel54 with theheat exchanger16 and/orTED112, and less of the airflow is allowed into theother channel52.
• If desired, it is also possible to use theTED112 as a thermal energy source during the warm engine heating mode and/or stop warm heating mode. Although awarm engine13 can typically supply enough thermal energy to theheat exchanger116 for heating the passenger compartment, aTED112 can be used as a supplemental thermal energy source as illustrated forFIG. 22. The actuators in thesystem101 can be configured such that theengine13 and the workingfluid circuit30 are placed in thermal communication with theheat exchanger116 and theTED112. Electric energy can continue to be supplied to theTED112 so that it transfers thermal energy to airflow of the passenger air compartment. The thermal energy from theTED112 is supplemental because theengine13 also transfers thermal energy to theheat exchanger116 via heated coolant moved by a pump within or outside theengine13.
• When thetemperature control system101 is in the warm engine heating mode, anevaporator58 can be configured to remove moisture from the airflow. Therefore, demisting is possible during the entire heating process. Similar to the configuration of the startup heating mode, theevaporator58 can be positioned in theHVAC system62 so that the airflow passes through theevaporator58 before being heated by theheat exchanger116 and/orTED112.
• FIG. 24 illustrates an embodiment of atemperature control system101 in a fourth mode or “cooling mode.” This mode can be utilized in conventional, micro-hybrid, or hybrid vehicles. By cooling in this mode as discussed herein, theengine13 may not be necessary to cool the passenger compartment. For example, a belt driven compressor may not be necessary to provide the necessary cooling. In some embodiments, theengine13 either remains stopped or can remain stopped for a longer period of time while in the cooling mode. The disclosed embodiments can substitute or supplement cooling provided by an electric compressor system in, for example, a hybrid vehicle. In the cooling mode, thesystem101 cools the airflow in theHVAC system62 by transferring heat from the airflow to alow temperature core40 via theTED112. In one embodiment,valves32,34,36,135, and145 are opened, andvalves28 and125 are closed.Pump53 is engaged to allow coolant flow through the workingfluid circuit30 andcooling circuit50, transferring thermal energy from theTED112 viathermal circuit141 to thelow temperature core40. The low temperature core orradiator40 is configured to assist in cooling the airflow. As part of thesystem101, a heat sink circuit or coolingcircuit50 is configured so that theTED112 is in thermal communication with the low temperature core orradiator40. In this configuration theengine13 is bypassed by the coolant system and is not in thermal communication with theheat exchanger116 or theTED112. Thus, the coolingcircuit50 and thelow temperature core40 transfer heat from theTED112 in an efficient manner.
• TheTED112 receives electric energy with a polarity opposite the polarity used in the heating modes. When electrical energy of the opposite polarity is applied to theTED112, the direction of the thermal gradient is reversed. Instead of providing heat or thermal energy to airflow of thepassenger air channel19, theTED112 cools the airflow by transferring thermal energy away from the airflow to thethermal circuit141, which is in thermal communication withthermal circuits30 and50 and ultimately with thelow temperature core40. Thecooling circuit50 and/or thelow temperature core40 can be located proximate thethermoelectric device112 to provide more efficient transfer of thermal energy. Preferably, the low temperature core orradiator40 is exposed to airflow or another source for dissipating heat. While airflow may be passing through anevaporator58, the evaporator system (i.e., compressor-based refrigeration system) can be deactivated such that theevaporator58 does not substantially affect the thermal energy of the airflow (e.g., the evaporator does not absorb thermal energy from the airflow).
• In some embodiments, during the cooling mode, theevaporator58 may be used as part of cooling the airflow before it enters the passenger compartment to provide a “supplemental cooling mode.” In some embodiments, such as for example in hybrid vehicles, theevaporator58 can be part of a compressor-based refrigeration system with a belt driven compressor. In some embodiments, the compressor can be an electric compressor. Theevaporator58 can be configured so that the airflow passes through it and moisture is removed before it reaches theTED112. Also, theTED112 can be located within one of a plurality ofchannels52,54. Ablend door56 can be configured to direct airflow into thechannel54 in which theTED112 is located. Similar to the heating modes, in the cooling mode theblend door56 can adjust the rate of cooling by adjusting how much air flow is allowed through thechannels52,54. Alternatively, theTED112 could be configured to transfer heat from the entire airflow without the use of separate channels. Thus, theTED112 can provide supplemental cooling by absorbing thermal energy along with theevaporator58 absorbing thermal energy from the airflow.
• In some embodiments, athermal storage device123 is coupled to theHVAC system101. As illustrated inFIG. 24, thethermal storage device123 can be coupled or be part of theevaporator58. An evaporator58 with athermal storage device123 can be considered a “heavy-weight” evaporator, while anevaporator58 without athermal storage device123 can be considered a “light-weight” evaporator. In a “heavy-weight” evaporator, thethermal storage device123 can be in thermal communication with theevaporator58 as illustrated inFIG. 24. In some embodiments, thethermal storage device123 can be connected, inside, or a part of theevaporator58. With a light-weight evaporator, thethermal storage device123 can be placed anywhere along theHVAC system101, such as for example, upstream or downstream ofevaporator58,heater exchanger116, and/orTED112. When the internal combustion engine is stopped as discussed herein, the thermal energy in the thermalenergy storage device123 may be utilized to provide cooling for a longer period of time without requiring the engine to start. For example, when the engine is stopped, thethermal storage device123 may initially cool the airflow. When the thermal energy stored in thethermal storage device123 has been absorbed by the airflow, theTED112 may be engaged to continue cooling the airflow.
• Thethermal storage device123 can be located in the first orsecond channel52,54 to provide versatility during the cooling mode. For example, thethermal storage device123 can be located in thefirst channel52. When theengine13 is shutoff and theevaporator58 is no longer operating, theblend door56 can be oriented to direct all or a substantial portion of the airflow through thefirst channel52 such that thethermal storage device123 provides cooling during an initial period of theengine13 being off. When the thermal energy stored in thethermal storage device123 has been expanded, theblend door56 can be oriented to direct all or a substantial portion of the airflow through thesecond channel54 for theTED112 to cool the airflow as discussed herein.
• TheHVAC system101 can convert electrical power directed to theHVAC system101 into thermal power and store this thermal power in thethermal storage device123. One or more thermoelectric devices can be utilized to convert electrical power into thermal power, but any suitable electrical power to thermal power conversion device may be used. In order to store the thermal power, thethermal storage device123 may contain both a high and low temperature phase change material, such as wax (a high temperature phase change material) and water (a low temperature phase change material). TheHVAC system100 can utilize thethermal storage device123 to utilize available electrical energy from systems such as an alternator, a regenerative braking system generator, and/or a waste heat recovery system, as further discussed in U.S. application Ser. No. 11/184,742, filed Jul. 19, 2005, the entire contents of which are hereby incorporated by reference and should be considered a part of this specification. In some embodiments, a compressor-based refrigeration system may be used to store thermal energy in thethermal storage device123 while an internal combustion engine is running and providing power to the compressor-based refrigeration system. In some embodiments, the same concepts can be applied to utilize thethermal storage device123 during heating modes to provide longer engine stop times.
• FIG. 25 illustrates an alternate embodiment of a temperature control system that can be used to cool the passenger compartment of a vehicle. In this embodiment, the airflow can be cooled without the use of aheat exchanger116 orTED112. All of the valves can be closed and all of the pumps turned off. In this embodiment,FIG. 25 illustrates that the one thermal circuit that can still be in operation is aradiator circuit90 that utilizes a pump inside theengine15 to circulate the cooling fluid in theradiator circuit90 controlled by separate temperature controls93, which can be independent of theHVAC system62 and thetemperature control system101.Actuators28 and29 are closed. In an embodiment, theradiator17 is a separate component from thelow temperature core40. In this mode, no electrical energy is applied to theTED112, and there is no thermal energy transfer from theengine15 to theheat exchanger116. Instead of using the heat exchanger as a source of heat transfer, the airflow is directed into achannel52 and then into the passenger compartment. In one embodiment, ablend door56 is configured to direct substantially all of the airflow intochannel52 so that the airflow does not pass through theheat exchanger116 before entering the passenger compartment. In some embodiments, airflow may pass through anevaporator58 before entering into thechannel52. Alternatively, anevaporator58 may be located within thechannel52 through which the airflow passes. In this manner, the airflow is cooled withoutsystem101 providing any heat transfer to theHVAC system62.
• FIG. 26A illustrates an alternative embodiment with a simplified control schematic with two modes of operation: a heating mode or a cooling mode.FIG. 26A illustrates an embodiment of atemperature control system102 in a first mode, which may also be referred to as a heating mode, a supplemental heating mode, and/or stop heating mode. In some embodiments, the heating mode of the embodiment shown inFIG. 26A combines the startup heating mode, warm up engine heating mode, and/or warm engine mode (in combination embodiment show in inFIG. 26A can be considered startup heating mode), as well as stop cold heating mode, stop heating mode, and/or stop warm heating mode, described above forFIGS. 21-23.
• As discussed above, when theengine15 is first started, it may not generate enough heat to sufficiently increase the temperature within the passenger compartment. In heating mode, heat is provided to the passenger compartment while theengine15 is initially warming up and has not yet reached a temperature sufficient to heat the passenger compartment. A controller provides electrical energy to theTED112 which generates a thermal gradient and transfers heat from the heating end of theTED112 to theair channel54.Pump55 moves the liquid coolant within the workingfluid circuit30 andradiator circuit90.Radiator circuit90 andthermal controller93 keep theengine15 cool, which can be independent of thetemperature control system102.Actuator31 can open both the workingfluid circuit30 andradiator circuit90 simultaneously.Valve93 can control fluid flow through theradiator circuit90. The workingfluid circuit30 is in fluid communication with theheat exchanger116 and theTED112. Anactuator32 connects the workingfluid circuit30 with athermal circuit37 leading back to theengine15 during heating mode. In some embodiments, thelow temperature core40 is not needed during heating mode because the airflow into the passenger compartment is being heated. Thus, theactuator32 closes liquid coolant flow to auxiliary heat exchanger orlow temperature core40.
• As also discussed herein, when theengine13 is stopped in a micro-hybrid or hybrid system, theengine13 will cool while stopped. As theengine13 cools, the liquid coolant will correspondingly drop in temperature. In stop cold heating mode and/or stop heating mode, heat is being provided to the passenger compartment when the temperature of theengine13 drops and is insufficient to heat the passenger compartment. A controller provides electrical energy to theTED112 which generates a thermal gradient and transfers heat from the heating end of theTED112 to theair channel54. Liquid coolant within the workingfluid circuit30 andthermal circuit141 is moved through the circuits by a pump (e.g., electric pump) within the engine13 (not illustrated). Liquid coolant within the workingfluid circuit30 andthermal circuit141 is moved through the circuits by a pump within the engine13 (not illustrated). In alternative embodiments, a pump can be located outside theengine13.Valve145 is open and the workingfluid circuit30 is in fluid communication with theTED112 viathermal circuits131 and141, which thermally connects theTED112 and theengine13 viathermal circuit21.Valves125,165, and36 can be closed during the stop cold heating mode heating mode. In some embodiments, thelow temperature core40 is not needed during the stop cold heating mode heating mode because the airflow into the passenger compartment is being heated. Thus, thetemperature control system102 is able to provide a relatively longer period of time over which theengine13 does not have to be started to heat the airflow in a micro-hybrid or hybrid system. Without heating being provided by aTED112, theengine13 may need to be started for the purpose of heating the passenger compartment while theengine13 is otherwise not needed to, for example, drive the vehicle.
• FIG. 26B illustrates an alternative embodiment with a simplified control schematic in a heating mode for a micro-hybrid or hybrid system while theengine15 is stopped. Flow through theradiator circuit90 can be restricted when keeping theengine15 cool is not necessary as, for example, during the stop cold heating mode, stop heating mode, and/or stop warm heating mode.Valve93 can be closed to restrict coolant flow throughthermal circuit93 and when the engine is stopped in a micro-hybrid or hybrid vehicle. By preventing coolant flow through theradiator17 while the engine is stopped, loss of residual heat to ambient can be mitigated. A controller provides electrical energy to theTED112 which generates a thermal gradient and transfers heat from the heating end of theTED112 to theair channel54. Pump55 (e.g., electric pump) moves the liquid coolant within the workingfluid circuit30 andradiator circuit90.Actuator31 can open the workingfluid circuit30. The workingfluid circuit30 is in fluid communication with theheat exchanger116 and theTED112. Anactuator32 connects the workingfluid circuit30 with athermal circuit37 leading back to theengine15 during heating to absorb residual heat of theengine15 and coolant. As the residual heat of theengine15 and coolant drops while theengine15 is stopped, theTED112 can continue to transfer heat from the heating end of theTED112 to the air channel to allow theengine15 to remain stopped for a relatively longer period of time.
• Theheat exchanger116 andTED112 are disposed in theHVAC system62. In this manner, the thermal energy transferred to the airflow entering the passenger compartment by thethermoelectric device112 is transferred to the coolant in thermal communication with theengine15. When theengine15 is warming up, theTED112 can be the sole or almost entirely the source of thermal energy the airflow entering the passenger compartment. Little or no thermal energy may be removed from theengine15 while theengine15 is still warming up, even though liquid coolant is circulating through the thermal circuits including theheat exchanger116 and theengine15.
• In some embodiments, a part of theTED116 can be a portion of theheat exchanger112, further simplifying thesystem102. In certain such embodiments, thetemperature control system102 can switch between heating and cooling modes by operating one or more actuators, abypass valve31, and/or one ormore selector valves32. In certain such embodiments, thetemperature control system102 is configured to switch between heating and cooling modes using two or fewer actuators. Thebypass valve31 can control whether the workingfluid circuit30 is bypassed. The selector valve32 (in conjunction with valve31) can control whether liquid coolant is in thermal contact with theengine15 or liquid coolant is in thermal contact with theauxiliary heat exchanger40.
• Once the engine is sufficiently warm, thermal energy from theengine15 is used to heat the coolant in the workingfluid circuit30. When theengine15 provides sufficient heat to the coolant, theheat exchanger116 begins to also heat the airflow in thechannel54 by transferring thermal energy from the heated coolant in workingfluid circuit30 to the airflow. Thus, the airflow entering the passenger compartment is receiving thermal energy from both theengine13 and theTED112 once theengine15 is warm. In an embodiment, the coolant can flow through both theheat exchanger116 and theTED112 from startup to when theengine15 is fully warm. During startup, theheat exchanger116 is not providing any thermal energy to the airflow because theengine15 and consequently the coolant flowing through theheat exchanger116 is relatively cold. Once theengine15 is warm, theengine15 can be the sole heat source through thermal communication with theair channel19 via the workingfluid circuit30 andheat exchanger116. The controller can also completely stop the electrical energy supplied to theTED112 even though the coolant continues to flow through theTED112. When theengine15 is at a sufficient temperature, theTED112 can be shut off, and the electrical energy applied to theTED12 can be conserved. In some embodiments, the controller can continue to supply electrical energy to theTED112, as appropriate, to provide supplemental heating.
• FIG. 27 illustrates an alternative embodiment with a simplified control schematic.FIG. 27 an embodiment of atemperature control system102 in a second mode, which may also be referred to as the “cooling mode.” This mode can be utilized in conventional, micro-hybrid, or hybrid vehicles. By cooling in this mode as discussed herein, theengine13 may not be necessary to cool the passenger compartment. In some embodiments, theengine13 either remains stopped or can remain stopped for a longer period of time while in the cooling mode. The disclosed embodiments can substitute or supplement cooling provided by an electric compressor system in, for example, a hybrid vehicle. In the cooling mode, thesystem102 cools the airflow in theHVAC system62 by transferring heat from the airflow to alow temperature core40 via theTED112.Actuator31 selectively closes coolant flow through workingfluid circuit30 to theheat exchanger116.Radiator circuit90 andthermal controller93 keep theengine13 cool viapump55, which can be independent ofsystem102.Pump53 is engaged to allow coolant flow through thecooling circuit50, transferring thermal energy from theTED112 to thelow temperature core40. The low temperature core orauxiliary heat exchanger40 is configured to assist in cooling the airflow. As part of thesystem102, a heat sink circuit or coolingcircuit50 is configured so that theTED112 is in thermal communication with thelow temperature core40. In this configuration theengine15 is bypassed by the coolant system and is not in thermal communication with theheat exchanger116 or theTED112. Thus, the coolingcircuit50 andauxiliary heat exchanger40 transfer heat from theTED112 in an efficient manner.
• TheTED112 receives electric energy with a polarity opposite the polarity used in the heating modes. When electrical energy of the opposite polarity is applied to theTED112, the direction of the thermal gradient is reversed. Instead of providing heat or thermal energy to airflow of thepassenger air channel19, theTED112 cools the airflow by transferring thermal energy away from the airflow to thecooling circuit50, which is in thermal communication with theauxiliary heat exchanger40. Thecooling circuit50 and theauxiliary heat exchanger40 can be located proximate thethermoelectric device112 to provide more efficient transfer of thermal energy. Preferably, the low temperature core orauxiliary heat exchanger40 is exposed to airflow or another source for dissipating heat. While airflow may be passing through anevaporator58, the evaporator system (i.e., refrigeration cycle system) can be deactivated such that theevaporator58 does not substantially affect the thermal energy of the airflow (e.g., the evaporator does not absorb thermal energy from the airflow).
• In some embodiments, during the cooling mode, theevaporator58 may be used to at least partially or completely cool comfort air before it enters the passenger compartment. In some embodiments, such as for example in hybrid vehicles, theevaporator58 can be part of a compressor-based refrigeration system with an electric compressor. Theevaporator58 can be configured such that the airflow passes through it and moisture is removed before it reaches theTED112. Also, theTED112 can be located within one of a plurality ofchannels52,54. Ablend door56 can be configured to selectively direct airflow into thechannel54 in which theTED112 is located or to direct comfort air into achannel52 that bypasses theTED112. Similar to the heating modes, in the cooling mode, theblend door56 can adjust the rate of cooling by adjusting how much air flow is allowed through thechannels52,54. Alternatively, theTED112 could be configured to transfer heat from the entire airflow without the use of separate channels. Thus, theTED112 can provide supplemental cooling by absorbing thermal energy along with theevaporator58 absorbing thermal energy from the airflow.
• In some embodiments, athermal storage device123 is coupled to theHVAC system102. As illustrated inFIG. 27, thethermal storage device123 can be coupled or be part of theevaporator58. With a light-weight evaporator, thethermal storage device123 can be placed anywhere along theHVAC system101, such as for example, upstream or downstream ofevaporator58,heater exchanger116, and/orTED112. Thethermal storage device123 can be located in the first orsecond channel52,54 to provide different arrangements during the cooling mode as discussed herein. In some embodiments, a compressor-based refrigeration system may be used to store thermal energy in thethermal storage device123 while an internal combustion engine is running and providing power to the compressor-based refrigeration system. When the internal combustion engine is stopped as discussed herein, the thermal energy in the thermalenergy storage device123 may be utilized to provide cooling for a longer period of time without requiring the engine to start. In some embodiments, the same concepts can be applied to utilize thethermal storage device123 during heating modes to provide longer engine stop times.
• In the embodiments ofFIGS. 26A-B and27, theHVAC system62 can include ablend door56 or other device that is configured to direct the airflow intodifferent channels52,54 leading to the passenger compartment. In these embodiments, theblend door56, and location of theheat exchanger116 andTED112 can be configured in a similar set up as described for the above embodiments ofFIGS. 21-25 for varying the rates of heating or cooling. Further, anevaporator58 and demisting can also be provided as described for the above embodiments ofFIGS. 21-25 during heating or cooling.
• FIG. 28A illustrates an example embodiment of anHVAC system62. TheHVAC system62 comprises apassenger air channel19, anair pump57, anevaporator58, aheat exchanger116, and aTED112. Theair fan57 draws theairflow118 through thepassenger air channel19 as indicated by theairflow arrows118. In an embodiment, theairflow118 passes through theevaporator58, then through theheat exchanger116, and finally through theTED112 to reach a passenger compartment through windscreen, upper, and/or lower vents. Thepassenger air channel19, theevaporator58, theheat exchanger116, and theTED112 can function as described with respect to the embodiments shown inFIGS. 2-31C and other embodiments described herein.
• FIG. 28B illustrates an example embodiment athermoelectric device112 that can be used in any of the embodiments described above with a liquid to airTED112. The above described embodiment ofFIG. 28A has four liquid to airTED units112 that can transfer thermal energy between a workingfluid122 andcomfort air118 separately or in combination.FIG. 28B is a perspective view of a partial cut away showing some functional elements of anexample TED unit112. In some embodiments, a system controller supplies electric power in a first polarity to theTED112 via electrical connections117.Liquid coolant122 enters theTED112 via acoolant circuit interface141. TheTED112 includes capillaries ortubes119 for carryingliquid coolant122 that are in substantial thermal communication withthermoelectric elements114 that are disposed between the capillaries ortubes119 and one or more air-side heat exchangers113. Depending on whether theTED112 is heating or cooling theairflow118, thethermoelectric elements114 either withdraw thermal energy from the coolant or deposit energy into the coolant.
• In some heating mode configurations, thethermoelectric elements114 pump thermal energy from the liquid coolant supplied via thecoolant circuit interface141 intocomfort air118. TheTED112 receives electric current in a first polarity via the electrical connections117, which results in a direction of thermal energy transfer in thethermoelectric elements114 that facilitatescomfort air118 heating. Thermallyconductive material115 can carry thermal energy between the liquid coolant flowing through the capillaries ortubes119 and thethermoelectric elements114. Thethermoelectric elements114 can be located on one or both sides of theconductive material115. Thethermoelectric elements114 pump the thermal energy between theconductive material115 and the air-side heat exchanger113, which can also be on one or both sides of theconductive material115. The air-side heat exchanger113 can include fins or other suitable structures for transferring thermal energy to thecomfort air118 that flows around and/or through theheat exchanger113.
• In some cooling mode configurations, thethermoelectric elements114 pump thermal energy fromcomfort air118 into theliquid coolant122. TheTED112 receives electric energy with a second polarity opposite the first polarity used in the heating modes via the electrical connections117, which results in a direction of thermal energy transfer in thethermoelectric elements114 that facilitatescomfort air118 cooling. The air-side heat exchanger113 places thecomfort air118 in substantial thermal communication with a first surface of thethermoelectric elements114. Thethermoelectric elements114 pump thermal energy into theconductive material115. Theconductive material115 places theliquid coolant122 in substantial thermal communication with a second surface of thethermoelectric elements114, permitting thermal energy to readily enter theliquid coolant122. The heated liquid coolant can be carried away from theTED112 via thecoolant circuit interface141
• FIG. 29 is a graph illustrating possible cabin heater output temperatures over a time period for certain temperature control system embodiments that can be used in a vehicle having a diesel engine. The graph shows a baselineair temperature profile501 over a 30-minute period, an electric positive temperature coefficient (PTC) heaterair temperature profile502 over a 30-minute period, and a TEDair temperature profile503 over a 30 minute period. Thebaseline501 illustrates a possible air temperature trend curve when an engine is the only heat source via a coolant circuit. For thebaseline profile501, the cabin air is heated while passing through the heat exchanger connected to the engine through the coolant circuit. ThePTC profile502 illustrates a possible air temperature trend curve when the cabin air is heated by a coolant circuit heat exchanger as well as a 1 KW PTC heater. TheTED profile503 illustrates a possible air temperature trend curve when the cabin air is heated by a coolant circuit heat exchanger as well as a liquid to air TED that has a 650 W electric power supply. The heat provided by the TED can partially come from the transformation of electric power into thermal energy and partially from the coolant circuit.
• As the graph ofFIG. 29 illustrates, thebaseline501 air cabin temperature not only never reaches the same air cabin temperature but also has a shallower uptrend in temperature over time. The shallower uptrend means that the interior cabin temperature rises at a slower rate. ThePTC curve502 with the electric resistance heater has a steeper uptrend in temperature as well as reaches a higher final temperature when compared to thebaseline501. This is desirable to quickly achieve a comfortable passenger vehicle environment. The graph also shows that theTED curve503 has almost an equivalent steepness in uptrend for the temperature as well as almost the same final temperature when compared to thePTC curve502. However, utilizing a TED can result in less power consumption when compared to electric resistance heaters. Thus, substantially the same rate of increase in cabin air temperature as well as final temperature can be achieved by utilizing a TED versus an electric resistance heater as part of a vehicle HVAC system while demanding less electric power.
• FIGS. 30A-C and31A-C illustrate schematics showing operation of an embodiment of a temperature control system in heating, cooling, and demisting modes during startup of an engine and start/stop of an engine at various thermal states of the engine over time. Given a state of the engine and a heating, cooling, or demisting mode, the temperature control system can considered to operating at different modes as discussed herein (e.g., startup heating mode and stop cold heating mode). The schematics are approximate illustrations that do not show exact engagement and disengagement time periods of HVAC components during operation. The horizontal operation lines represent either an on or off state of the HVAC component being discussed or operation of the component in general (i.e., the component transferring thermal energy to or absorbing thermal energy from the airflow or airstream). A step up in the operation line can indicate a switch in operation of the component as discussed herein (e.g., the component is turned on, is engaged, and/or has stored thermal energy). A step down in the operation line can also indicate a switch in operation of the component as discussed herein (e.g., the component is turned off, is disengaged, and/or has expended thermal energy). A flat or straight horizontal operation can represented a generally constant operation of the component. The operations discussed herein can be applied to a conventional vehicle, a micro-hybrid vehicle, a hybrid vehicle, and/or plug-in vehicle. For example, for a hybrid and plug-in hybrid vehicles without electric compressor, the start stop engine operations discussed herein would apply during the start stop operations typical for hybrid and plug-in hybrid vehicles (as well as conventional and micro-hybrid vehicles).
• FIG. 30A illustrates a temperature control system operation in a heating mode during startup of an engine (e.g., the vehicle has not been driven and the engine is started in a cold state). During heating mode ofFIG. 30A, theevaporator58 is not operating and/or may be bypassed as shown byoperation line3018 indicating thatevaporator58 is not engaged during heating (e.g., the evaporator is not absorbing thermal energy from the airflow). In the heating ofFIG. 30A, mode while the engine is warming up and is still cold,cold engine state3010, theheat exchanger116 is thermally disconnected from the engine, for example, described herein and particularly, in reference toFIG. 21 and shown byoperation line3020. When the engine is first started, it does not generate enough heat to sufficiently increase the temperature within the passenger compartment. A vehicle engine can take several minutes or more to warm up to the necessary temperature to provide comfort air to the passenger compartment. ATED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the heating end of theTED112 to the airflow. As illustrated inFIG. 30A byoperation line3024a, theTED112 can be the sole source of thermal energy for the airflow entering a passenger compartment duringstate3010. If the temperature control system is equipped with a heating thermoelectric storage (TSD)123a(e.g., a TSD thermally connected or part of the heat exchanger116) capable of storing thermal energy to heat the airflow, theTSD123ais initially cold and is not storing or storing minimal thermal energy (since the engine is cold) as indicated byoperation line3022a.
• While the engine is still warming up, but is not cold, warm upengine state3012, thermal energy from the engine can be used to heat the coolant in the working fluid circuits as discussed herein and in particular, in reference toFIG. 21. Instate3012 during heating mode ofFIG. 30A, the engine has reached a warm up temperature that can provide some heat to the airflow, but is insufficiently warm to be the sole source of thermal energy for the system. However, the airflow entering the passenger compartment, after initial startup, can be receiving thermal energy from both the engine and theTED112. As indicated by a step change inoperation line3020, the engine is put into thermal communication withheat exchanger116 to heat the airflow as discussed herein and particularly, in reference toFIG. 22. Concurrently, more thermal energy can be transferred to the airflow using theTED112 to supplement the thermal energy imparted from the engine via theheat exchanger116. Thus, theTED112 can remain engaged as illustrated byoperation line3024ainstate3012. Further, theTSD123astarts storing thermal energy as the engine warms up, as illustrated by the upwardly sloppingoperation line3022ainstate3012.
• When the engine has warmed up,warm engine state3014, thermal energy from the engine can be used to heat the coolant in the working fluid circuits during heating mode ofFIG. 30A. Instate3014, the engine has reached a sufficient temperature and can the sole source of thermal energy for the system as discussed herein and in particular, in reference toFIG. 23. As indicated byoperational line3020, theheat exchanger116 can become the sole heat source for the airflow in the air channel. TheTED112 can be disengaged to no longer heat the airflow as indicated in by a step down inoperation line3024a. In some embodiments, theTED112 can remain engaged and provide supplemental heating as indicated by a dashedoperation line3024b. With the engine warmed-up, theTSD123acan store thermal energy at or nearly at its capacity to be used in other heating modes as discussed herein and illustrated byoperation line3022aleveling out instate3014.
• FIG. 30B illustrates a temperature control system operation in a cooling mode during startup of the engine. During cooling mode, theevaporator58 is operating and engaged as shown by operation line3018 (e.g., theevaporator58 is absorbing thermal energy from the airflow). In the cooling mode ofFIG. 30B, theheat exchanger116 can be thermally disconnected from the engine as, for example, described herein and particularly, in reference toFIG. 24 (e.g., theheat exchanger116 is bypassed in the cooling mode) and as shown byoperation line3020. Initially while, for example, the passenger cabin is hot (e.g., on a hot day) when the engine is just started instate3010, supplemental cooling may be needed. ATED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the airflow of theTED112 to the cooling end of theTED112 as shown byoperation line3024a. If the temperature control system is equipped with a cooling thermoelectric storage (TSD)123b(e.g., a TSD connected or part of the evaporator58) capable of storing thermal energy to cool the airflow, theTSD123bis initially at ambient, but begins storing thermal energy at engine startup with the evaporator58 operating and providing cooling capacity nearly immediately upon startup. Atcold engine state3010, theTSD123bcan begin to store cooling capacity as indicated by the upwardlysloping operation line3022b.
• While the engine is still warming up, but is not cold, warm upengine state3012, theheat exchanger116 remains disengaged to not heat the airflow during the cooling mode ofFIG. 30B as illustrated byoperation line3020. In warm upengine state3012, the airflow entering the passenger compartment, after initial startup, can be cooled by just theevaporator58;operation line3018 showing thatevaporator58 remains engaged instate3012. As indicated by a step down inoperation line3024a, power to theTED112 can be disengaged and theTED112 stops cooling the airflow. However, supplemental cooling may be needed and theTED112 may continue to receive electrical energy (electric current) to provide cooling to the airflow as discussed herein, and in particular in reference toFIG. 24 and as illustrated byoperation line3024b. Further, theTSD123bcan store cooling capacity at or nearly at its capacity to be used in other cooling modes as discussed herein and illustrated byoperation line3022bleveling out instate3012.
• When the engine has warmed up,warm engine state3014, theheat exchanger116 remains disengaged to not heat the airflow during the cooling mode ofFIG. 30B as illustrated byoperation line3020. Instate3014, the airflow entering the passenger compartment can be cooled by just theevaporator58;operation line3018 shows thatevaporator58 remains engaged instate3014. As indicated byoperation line3024a, power to theTED112 can remain disengaged and theTED112 does not cool the airflow. However, supplemental cooling may be needed and theTED112 may continue to receive electrical energy (electric current) to provide cooling to the airflow as discussed herein, and in particular in reference toFIG. 24 and as indicated byoperation line3024b. Further, theTSD123bcan store cooling capacity at or nearly at its capacity to be used in other cooling modes as discussed herein and illustrated byoperation line3022bleveling out instate3012.
• FIG. 30C illustrates a temperature control system operation in a demisting mode during startup of the engine. During demising mode ofFIG. 30C, theevaporator58 is operating and engaged as shown by operation line3018 (e.g., theevaporator58 is absorbing thermal energy from the airflow). While the engine is warming up and is still cold,cold engine state3010, theheat exchanger116 is thermally disconnected from the engine as, for example, described herein and particularly, in reference toFIG. 21 and shown byoperation line3020. When the engine is first started, it does not generate enough heat to sufficiently increase the temperature of the airflow. ATED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the heating end of theTED112 to the airflow. As illustrated inFIG. 30C byoperation line3024afor the demisting mode, theTED112 can be the sole source of heat for the airflow entering a passenger compartment instate3010. If the temperature control system is equipped with a heating thermoelectric storage (TSD)123a(e.g., a TSD thermally connected to or part of the heat exchanger116) capable of storing thermal energy to heat the airflow, theTSD123ais initially cold and is not storing or storing minimal thermal energy (since the engine is cold) as indicated byoperational line3022a. If the temperature control system is equipped with a cooling thermoelectric storage (TSD)123b(e.g., a TSD connected to or part of the evaporator58) capable of storing thermal energy to cool the airflow, theTSD123bis initially at ambient, but begins storing cooling capacity at engine startup with the evaporator58 operating and providing cooling capacity nearly immediately upon startup. Atcold engine state3010, theTSD123bcan begin to store cooling capacity as indicated by the upwardlysloping operation line3022b.
• While the engine is still warming up, but is not cold, warm upengine state3012, thermal energy from the engine can be used to heat the coolant in the working fluid circuits. Instate3012, the engine has reached a warm up temperature that can provide some heat to the airflow, but is insufficiently warm to be the sole source of thermal energy for the system. However, the airflow entering the passenger compartment, after initial startup, can be receiving thermal energy from both the engine and theTED112. As indicated by a step change inoperation line3020, the engine is put into thermal communication withheat exchanger116 to heat the airflow as discussed herein and particularly, in reference toFIG. 22. Concurrently, more thermal energy can be transferred to the airflow using theTED112 to supplement the thermal energy transferred to the airflow from the engine via theheat exchanger116 as the air is heated after being cooled by theevaporator58 in demisting mode ofFIG. 30C. Thus, theTED112 can remain engaged as illustrated byoperation line3024a. Theheating TSD123astarts storing thermal energy as the engine warms up, as illustrated by the upwardly sloppingoperation line3022ainstate3012. Thecooling TSD123bcan store cooling capacity at or nearly at its capacity to be used in other cooling modes as discussed herein and illustrated byoperation line3022bleveling out instate3012.
• When the engine has warmed up,warm engine mode3014, thermal energy from the engine can be used to heat the coolant in the working fluid circuits in demisting mode ofFIG. 30C. Instate3014, the engine has reached a sufficient temperature to be the sole source of thermal energy for the system as discussed herein and in particular, in reference toFIG. 23. As indicated byoperational line3020, theheat exchanger116 can become the sole heat source for the airflow in the air channel. TheTED112 can be disengaged to no longer heat the airflow as indicated by a step down inoperation line3024a. In some embodiments, theTED112 can remain engaged and provide supplemental heating as indicated by a dashed operation line3034b. With the engine warm, theheating TSD123acan store thermal energy at or nearly at its capacity to be used in other heating modes as discussed herein and illustrated byoperation line3022aleveling out instate3014. Thecooling TSD123bcan store cooling capacity at or nearly at its capacity to be used in other cooling modes as discussed herein and illustrated byoperation line3022bleveling out instate3014. In some embodiments, the demisting process (includingstates3010,3012,3014) described in reference toFIG. 30C can be referred to as “startup demisting mode.”
• FIG. 31A illustrates a temperature control system operation in a heating mode during a stop of an engine for a start/stop system (e.g., the engine has been operating and is warm, but is stopped as discussed herein in, for example, a micro-hybrid system). During heating mode ofFIG. 31A, theevaporator58 is not operating and/or may be bypassed as shown byoperation line3118 indicating thatevaporator58 is not engaged during heating (e.g., the evaporator is not absorbing thermal energy from the airflow). With the engine warm, warm engine (or stop warm)mode3110, thermal energy from the engine can be used to heat the coolant in the working fluid circuits. Instate3110, even though the engine is stopped, the engine and coolant has sufficient residual heat to continue to be the sole source of thermal energy for the system as discussed herein and in particular, in reference toFIG. 23. As indicated byoperational line3120, theheat exchanger116 can be the sole heat source for the airflow in the air channel.TED112 is not receiving electrical energy (electric current) and is not heating the airflow as indicated byoperation line3124a. If supplemental heating is needed, aTED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the heating end of theTED112 to the airflow as indicated byoperation line3124b. If aheating TSD123ais provided, with theheat exchanger116 still transferring residual thermal energy from the engine and coolant to the airflow, theTSD123asubstantially retains its stored thermal energy from the time period when the engine was operating and was warm as indicated byoperation line3122a.
• When the engine has cooled, but is warm (warmed up), cooled engine (or stop cooled)state3112, thermal energy from the engine can still be used to heat the coolant in the working fluid circuits as discussed herein and in particular, in reference toFIG. 21, but the engine may be insufficiently warm to be the sole source of thermal energy for the system. In heating mode ofFIG. 31A, aheating TSD123ainstate3112 can be used to transfer stored thermal energy to the airflow. TheTSD123atransferring stored thermal energy can occur gradually over time or at a certain point in time duringstate3112 as indicated byoperation line3122ahaving adecline slope mid-state3112. With a cooled engine (and coolant) transferring some residual heat and theTSD123atransferring stored thermal energy, the airflow can be sufficiently heated without the use of aTED112. Thus, with aTSD123a, supplying electrical energy (electric current) to theTED112 can be delayed and electrical energy (electric current) conserved while the engine is stopped. However, if supplemental heating is needed, theTED112 can receive electrical energy (electric current) to transfer thermal energy to the airflow as indicated byoperation line3124b.
• When the engine has cooled and is now cold, cold engine (or stop cold)state3114, theheat exchanger116 thermally connected to the engine is bypassed as, for example, described herein and particularly, in reference toFIG. 21 and shown byoperation line3120. The airflow entering the passenger compartment can be still receiving some thermal energy fromTSD123a; however, theTSD123adoes not have sufficient energy to the sole heat source for the airflow as indicated byoperation line3122aleveling out after declining instate3114. ATED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the heating end of theTED112 to the airflow. As illustrated inFIG. 31A byoperation line3124a, theTED112 can become the sole source of thermal energy for the airflow entering a passenger compartment over the time period during state3114 (e.g., residual heat from the engine (and coolant) and stored heat from theTSD123ahave dissipated). Aftermode3114, the engine is cold as the system transitions tocold engine state3116 mode. Inmode3116, the cold engine is again started. The temperature control system can similarly operate as discussed herein for when a cold engine is started and heating is desired, and in particular, in reference toFIG. 30A.
• FIG. 31B illustrates a temperature control system operation in a cooling mode during a stop of an engine for a start/stop system (e.g., the engine has been operating and is warm, but is stopped as discussed herein in, for example, a micro-hybrid system). During cooling mode ofFIG. 31B instate3110, theevaporator58 is operating and engaged as shown by operation line3118 (e.g., theevaporator58 is absorbing thermal energy from the airflow). Even though engine is off in warm engine (or stop warm)mode3110, theevaporator58 and coolant may have some residual cooling capacity from when the engine was operating and running, for example, a compressor-based refrigeration system. Theheat exchanger116 can be thermally disconnected from the engine as, for example, described herein and particularly, in reference toFIG. 24 (e.g., theheat exchanger116 is bypassed in the cooling mode) and as shown byoperation line3120. As indicated byoperation line3124a, power to theTED112 can be disengaged and theTED112 does not cool the airflow when theevaporator58 is providing sufficient cooling. However, supplemental cooling may be needed and theTED112 can receive electrical energy (electric current) to provide cooling to the airflow as discussed herein, and in particular in reference toFIG. 24 and as illustrated byoperation line3124b. If acooling TSD123bis provided, with theevaporator58 still cooling the airflow with residual cooling capacity, theTSD123bsubstantially retains stored thermal energy from when theevaporator58 was being operated as indicated byoperation line3122b.
• When the engine has cooled, but is still warm (warmed up), cooled engine (or stop cooled)state3112, theheat exchanger116 remains disengaged to not heat the airflow during the cooling mode ofFIG. 31B as illustrated byoperation line3120. Theevaporator58 and coolant have expended its residual cooling capacity and is disengaged or bypassed as indicated by a step down inoperation line3118 as discussed herein. Acooling TSD123binstate3112 can be used to transfer stored cooling capacity to the airflow. TheTSD123btransferring stored thermal energy can occur gradually over time or at a certain point in time duringstate3112 as indicated byoperation line3122bhaving adecline slope mid-state3112. Initially, theTSD123bmay have sufficient stored cooling capacity to cool the airflow without the use of aTED112. Thus, with a coolingTSD123a, supplying electrical energy (electric current) to theTED112 can be delayed and electrical energy (electric current) conserved while the engine is stopped. As stored cooling capacity of theTSD123bis expended, theTED112 can be engaged to provide the needed level of cooling. TheTED112 can receive electrical energy (electric current) to transfer thermal energy to the airflow as indicated byoperation line3124a. Powering theTED112 can occur any time inmode3112 as indicated byoperation line3124ahaving astep change mid-mode3112.
• When the engine has cooled and is now cold, cold engine (or stop cold)state3114,heat exchanger116 can remain disengaged during the cooling mode ofFIG. 31B as illustrated byoperation line3120. With theevaporator58 and theTSD123bno longer providing cooling (from stored cooling capacity or otherwise), theTED112 can receive electrical energy (electric current) to provide cooling to the airflow as discussed herein, and in particular in reference toFIG. 24 and as indicated byoperation line3124a. In some embodiments, theTED112 can become the sole source of cooling for the airflow inmode3114. Inmode3116, the cold engine is again started. The temperature control system can similarly operate as discussed herein for when a cold engine is started and cooling is desired, and in particular, in reference toFIG. 30B.
• FIG. 31C illustrates a temperature control system operation in a demisting mode during a stop of an engine for a start/stop system (e.g., the engine has been operating and is warm, but is stopped as discussed herein in, for example, a micro-hybrid system). During demisting mode ofFIG. 31C instate3110, theevaporator58 is operating and engaged as shown by operation line3118 (e.g., theevaporator58 is absorbing thermal energy from the airflow). Even though engine is off in warm engine (or stop warm)mode3110, theevaporator58 and coolant may have some residual cooling capacity from when the engine was operating and running, for example, a compressor-based refrigeration system. With the engine warm inmode3110, thermal energy from the engine can be used to heat the coolant in the working fluid circuits. Instate3110, even though the engine is stopped, the engine and coolant have sufficient residual heat to continue to be the sole source of thermal energy for the system as discussed herein and in particular, in reference toFIG. 23. As indicated byoperational line3120, theheat exchanger116 can be the sole heat source for the airflow in the air channel. If supplemental heating is needed to provide the necessary level of demisting, aTED112 can receive electrical energy (electric current) to generate a thermal gradient and transfer heat from the heating end of theTED112 to the airflow as indicated byoperation line3124b. If aheating TSD123ais provided, with theheat exchanger116 still transferring residual thermal energy from the engine and coolant to the airflow, theTSD123asubstantially retains stored thermal energy from when the engine was operating and was warm as indicated byoperation line3122a. If acooling TSD123bis provided, with theevaporator58 and coolant still cooling the airflow with residual cooling capacity, theTSD123bsubstantially retains stored thermal energy from when theevaporator58 was being operated as indicated byoperation line3122b.
• When the engine has cooled, but is still warm (warmed up), cooled engine (or stop cooled)state3112, theevaporator58 and coolant have expended its residual cooling capacity and is disengaged or bypassed as indicated by a step down inoperation line3118 as discussed herein. Acooling TSD123binstate3112 can be used to transfer stored cooling capacity to the airflow. TheTSD123btransferring stored thermal energy can occur gradually over time or at a certain point in time duringstate3112 as indicated byoperation line3122bhaving adecline slope mid-state3112. Initially, theTSD123bhas sufficient stored cooling capacity to cool the airflow without the use of aTED112 to provide demisting. Thermal energy from the engine can still be used to heat the coolant in the working fluid circuits as discussed herein and in particular, in reference toFIG. 21, but the engine is insufficiently warm to be the sole source of thermal energy for the system during demisting inmode3112. Aheating TSD123ainstate3112 can be used to transfer stored thermal energy to the airflow. TheTSD123atransferring stored thermal energy can occur gradually over time or at a certain point in time duringstate3112 as indicated byoperation line3122ahaving adecline slope mid-state3112. With a cooled engine (and coolant) transferring some residual heat and theTSD123atransferring stored thermal energy, the airflow can be sufficiently heated without the use of aTED112. Thus, with aTSD123a, supplying electrical energy (electric current) to theTED112 can be delayed and electrical energy (electric current) conserved while the engine is stopped. However, if supplemental heating is needed, theTED112 can receive electrical energy (electric current) to transfer thermal energy to the airflow as indicated byoperation line3124b. As stored cooling capacity of theTSD123band stored heating capacity of theTSD123ais expended, theTED112 can be engaged to provide either the needed level of cooling or heating. In some embodiments, theTED112 can receive electrical energy (electric current) to transfer thermal energy to the airflow as discussed herein and in particular, in reference toFIG. 21. In some embodiments, theTED112 can receive electrical energy (electric current) in an opposite polarity to absorb thermal energy from the airflow as discussed herein, and in particular in, reference toFIG. 24. Whether theTED112 cools or heats the air can be determined by a controller of the temperature control system depending on what the system needs at the specific operating point to achieve demisting as well as the location of theTED112 in the air channel during demisting mode ofFIG. 30C. For example, either thecooling TSD123borheating TSD123amay have more stored thermal capacity duringstate3112 and theTED112 can be powered to compensate for the any lack of or more fully expended stored thermal capacity. Powering theTED112 can occur any time instate3112 as illustrated by a step up inoperation line3124amid-state3112.
• When the engine has cooled and is now cold, cold engine (or stop cold)state3114, the temperature control system can continue for some time operation as discussed herein duringstate3112, with the TSDs123a,bexpending their remaining thermal capacities. In some embodiments, two TEDs may be provided at different locations within the air channels as discussed herein to provide demisting when the TSDs have expended their stored thermal capacities. For example, a first TED may cool (dry) the airflow as the airflow enters the air channel. A second TED may heat the airflow as the airflow passes through the air channel to achieve demisting. Inmode3116, the cold engine is again started. The temperature control system can similarly operate as discussed herein for when a cold engine is started and demisting is desired, and in particular, in reference toFIG. 30C.
• Reference throughout this specification to “some embodiments,” “certain embodiments,” or “an embodiment” means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least some embodiments. Thus, appearances of the phrases “in some embodiments” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment and may refer to one or more of the same or different embodiments. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner, as would be apparent to one of ordinary skill in the art from this disclosure, in one or more embodiments.
• For purposes of illustration, some embodiments have been described in the context of providing comfort air the passenger compartment of a vehicle, an aircraft, a train, a bus, a truck, a hybrid vehicle, an electric vehicle, a ship, or any other carrier of persons or things. It is understood that the embodiments disclosed herein are not limited to the particular context or setting in which they have been described and that at least some embodiments can be used to provide comfort air to homes, offices, industrial spaces, and other buildings or spaces. It is also understood that at least some embodiments can be used in other contexts where temperature-controlled fluids can be used advantageously, such as in managing the temperature of equipment.
• As used in this application, the terms “comprising,” “including,” “having,” and the like are synonymous and are used inclusively, in an open-ended fashion, and do not exclude additional elements, features, acts, operations, and so forth. Also, the term “or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term “or” means one, some, or all of the elements in the list.
• Similarly, it should be appreciated that in the above description of embodiments, various features are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that any claim require more features than are expressly recited in that claim. Rather, inventive aspects lie in a combination of fewer than all features of any single foregoing disclosed embodiment.
• Although the invention presented herein has been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the invention extends beyond the specifically disclosed embodiments to other alternative embodiments and/or uses of the invention and obvious modifications and equivalents thereof. Thus, it is intended that the scope of the invention herein disclosed should not be limited by the particular embodiments described above.

Claims (21)

1-90. (canceled)

91. A comfort air system for conditioning air during startup of an internal combustion engine, the comfort air system comprising:

an engine cooling circuit configured to remove heat from the internal combustion engine;

a heater core disposed in a comfort air channel configured to supply conditioned air to a cabin, the heater core in thermal communication with the engine cooling circuit;

an evaporator core of a powered refrigeration system disposed in the comfort air channel;

a heating and cooling device in thermal communication with the conditioned air and in thermal communication with a heat source or a heat sink;

a supplemental heat exchanger disposed in the comfort air channel downstream from the heater core with respect to a direction of conditioned air flow, the supplemental heat exchanger in thermal communication with the heating and cooling device; and

a controller configured to operate the comfort air system in a plurality of modes of operation, and wherein the plurality of modes of operation comprises:

a startup heating mode wherein the heating and cooling device is configured to heat the conditioned air to a temperature greater than a temperature of the heater core;

a heating mode wherein the internal combustion engine is configured to heat the conditioned air while power is not supplied to the heating and cooling device and while the internal combustion engine is running; and

a startup demisting mode wherein the evaporator core is configured to cool the conditioned air and the heating and cooling device is configured to heat the conditioned air,

wherein, in the startup demisting mode, the heating and cooling device provides heat to the conditioned air while the internal combustion engine is not able to heat the conditioned air to a specified comfortable temperature without the heat provided by the heating and cooling device.

92. The comfort air system ofclaim 91, wherein the heating and cooling device comprises a thermoelectric device comprising a waste surface and a main surface, wherein the waste surface is in thermal communication with the heat source or heat sink, and wherein the main surface is in thermal communication with the supplemental heat exchanger.

93. The comfort air system ofclaim 91, further comprising a thermal storage device disposed in the comfort air channel, the thermal storage device configured to store thermal energy and at least one of transfer thermal energy to the conditioned air or absorb thermal energy from the conditioned air.

94. The comfort air system ofclaim 93, wherein the thermal storage device is thermal communication with the evaporator core, and wherein the thermal storage device is configured to store cooling capacity during at least one of a cooling mode or a demisting mode.

95. The comfort air system ofclaim 91, wherein the heat source is at least one of a battery, an electronic device, a burner, or an exhaust of a vehicle.

96. The comfort air system ofclaim 91, wherein the heating and cooling device is in fluid communication with a fluid circuit containing a liquid phase working fluid, and wherein the liquid phase working fluid is in fluid communication with the heat source or the heat sink.

97. The comfort air system ofclaim 96, wherein the fluid circuit includes a first conduit configured to convey coolant in the first conduit and a first bypass conduit configured to convey coolant in the first bypass conduit, the first conduit in fluid communication with the heater core, the first bypass conduit configured to bypass flow of the coolant around the first conduit, and wherein the startup heating mode includes restricting flow of the coolant through the first conduit and directing flow of the coolant through the first bypass conduit.

98. The comfort air system ofclaim 97, wherein the heating mode includes directing flow of the coolant through the first conduit and restricting flow of the coolant through the first bypass conduit.

99. The comfort air system ofclaim 97, wherein the fluid circuit includes a second conduit configured to convey coolant in the second conduit and a second bypass conduit configured to convey coolant in the second bypass conduit, the second conduit in thermal communication with the heating and cooling device, the second bypass conduit configured to bypass flow of the coolant around the second conduit, and wherein the startup heating mode includes directing flow of the coolant through the second conduit and restricting flow of the coolant through the second bypass conduit.

100. The comfort air system ofclaim 97, wherein, in the startup heating mode, the controller is configured to operate at least one fluid control device to restrict flow of the coolant through the first conduit and direct flow of the coolant through the first bypass conduit.

101. The comfort air system ofclaim 97, wherein the fluid circuit includes a conduit configured to convey coolant in the conduit and a bypass conduit configured to convey coolant in the bypass conduit, the conduit in thermal communication with the heating and cooling device, the bypass conduit configured to bypass flow of the coolant around the conduit, and wherein the heating mode includes restricting flow of the coolant through the conduit and directing flow of the coolant through the bypass conduit.

102. The comfort air system ofclaim 101, wherein the startup heating mode includes directing flow of the coolant through the conduit and restricting flow of the coolant through the bypass conduit.

103. The comfort air system ofclaim 91, wherein at least a portion of the heating and cooling device is disposed in the comfort air channel.

104. The comfort air system ofclaim 91, wherein, in the startup heating mode, the engine cooling circuit is in thermal communication with the heating and cooling device.

105. A comfort air system for conditioning air during startup of an internal combustion engine, the comfort air system comprising:

an engine cooling circuit configured to remove heat from the internal combustion engine;

a heater core disposed in a comfort air channel configured to supply conditioned air to a cabin, the heater core in thermal communication with the engine cooling circuit;

an evaporator core of a powered refrigeration system disposed in the comfort air channel;

a heating and cooling device in thermal communication with the conditioned air and in thermal communication with a heat source or a heat sink;

a supplemental heat exchanger disposed in the comfort air channel and in thermal communication with the heating and cooling device; and

a controller configured to operate the comfort air system in a plurality of modes of operation, and wherein the plurality of modes of operation comprises:

a startup demisting mode wherein the evaporator core is configured to cool the conditioned air and the heating and cooling device is configured to heat the conditioned air,

wherein, in the startup demisting mode, the heating and cooling device provides heat to the conditioned air while the internal combustion engine does not generate enough heat to increase the temperature of the conditioned air to greater than or equal to a suitable threshold temperature without the heat provided by the heating and cooling device.

106. The comfort air system ofclaim 105, wherein the startup demisting mode includes the internal combustion engine configured to heat the conditioned air while the heating and cooling device heats the conditioned air.

107. The comfort air system ofclaim 105, wherein the plurality of modes of operation further comprises a demisting mode wherein the evaporator core is configured to cool the conditioned air while power is not supplied to the heating and cooling device.

108. The comfort air system ofclaim 105, wherein the supplemental heat exchanger is downstream of the evaporator core in the comfort air channel with respect to a direction of conditioned air flow.

109. The comfort air system ofclaim 105, wherein, in the startup demisting mode, the engine cooling circuit is in thermal communication with the heating and cooling device.

110. A comfort air system for conditioning air during startup of an internal combustion engine, the comfort air system comprising:

an engine cooling circuit configured to remove heat from the internal combustion engine;

a heater core disposed in a comfort air channel configured to supply conditioned air to a cabin, the heater core in thermal communication with the engine cooling circuit;

a heating and cooling device disposed in the comfort air channel, the heating and cooling device in thermal communication with the conditioned air and in thermal communication with a heat source or a heat sink; and

a controller configured to operate the comfort air system in a plurality of modes of operation, and wherein the plurality of modes of operation comprises:

a startup demisting mode wherein the heating and cooling device is configured to heat the conditioned air that has been cooled,

wherein, in the startup demisting mode, the heating and cooling device provides heat to the conditioned air while the internal combustion engine does not generate enough heat to increase the temperature of the conditioned air to greater than or equal to a suitable threshold temperature without the heat provided by the heating and cooling device.

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