EP4705127A1

EP4705127A1 - Plug-in vehicle with air heating and dehumidification module

Info

Publication number: EP4705127A1
Application number: EP24723151.7A
Authority: EP
Inventors: Stefano DE ANTONELLIS; Luca Davide MAROCCO; Angelo Freni
Original assignee: Politecnico di Milano
Current assignee: Politecnico di Milano
Priority date: 2023-05-03
Filing date: 2024-04-30
Publication date: 2026-03-11
Also published as: IT202300008715A1; WO2024227804A1

Abstract

A plug-in vehicle comprising an electrical plug (2) connectable to an external electrical power supply, and at least one air heating and dehumidification module (10) comprising an air inlet duct configured for mixing a first air flow taken from the outside of said vehicle and a second air flow taken from a passenger compartment (120) of said vehicle, a treated air outlet duct configured to input in said passenger compartment (120), an exhaust air outlet duct configured to input in an external environment, a reactor comprising absorbent substances and being interposed between said air inlet duct and said treated air outlet duct or said exhaust air outlet duct, a heating section upstream of said reactor or integrated in said reactor, said heating section being selectively activable by a power supply through said electrical plug (2), for heating an air flow to be circulated in said reactor.

Description

Title: Plug-in vehicle with air heating and dehumidification module

DESCRIPTION

Technical field

The present invention relates to a plug-in vehicle comprising an electrical plug connectable to an external electrical power supply and at least one air heating and dehumidification module.

In general, the present invention finds application in air-conditioning systems, in particular for heating and dehumidification, in a vehicle of the plug-in type, be it electric or hybrid.

Prior art

Electric vehicles (EV) will play a key role in the coming years in reducing CO2 emissions and it is possible that in the short term they replace those powered by internal combustion engines.

One of the critical aspects currently limiting the uptake of electric vehicles is the low range thereof: according to recent studies, up to 50% of the battery power is used by the air-conditioning (A/C) system to control the thermo-hygrometric conditions of the passenger compartment.

At present, typically, the heating of the passenger compartment is performed with heating elements and with the use of a heat pump. When it is necessary to dehumidify air, a refrigerating machine is activated or the external air flow inputted in the passenger compartment is increased. In all these cases, electric energy stored in the batteries is used resulting in a reduction of the vehicle range.

Document US9463683 (B2) relates to a defogging and air-conditioning system for electric vehicles, wherein the steam emitted by passengers is absorbed by a desiccant which, moreover, heats the air by releasing the absorption heat. The air, recirculated inside the vehicle, is sent on a front window and on other areas so as to promote defrosting and contribute to heating the passenger compartment of the vehicle. The system is based on substances having a steam absorption capacity mainly with a high relative humidity.

Document US9592796 (B2) relates to a dehumidification device HVAC for vehicles and to a flexible dehumidification element. In said device, to avoid the range reduction of the battery-powered vehicle caused by the use of electric energy for defogging windows and heating the passenger compartment interior, the internal air of the vehicle is allowed to pass through thermal exchange means for heat exchange between the internal air of the vehicle and the external air. In particular, the internal air of the vehicle is cooled by the external one before crossing the absorbent substances, to increase the relative humidity and promote the dehumidification process; the dehumidification element can thus absorb air steam having a relatively high relative humidity. In fact, the system uses substances having an absorption capacity mainly in the presence of a high relative humidity.

Document US 10957923 (B2) relates to a system for vehicles powered by hydrogen fuel cells, wherein ice formation on road surfaces at low temperatures caused by discharge water is inhibited, by treating said water before discharge with a de-icing or antifreeze substance to lower the water freezing point.

Moreover, generic open-cycle absorption systems for air dehumidification, cooling and cleaning are known, for example from documents US9388994 (B2), US11110386 (B2), US9040184 (B2), US2009/0277195 (Al).

Moreover, for the air-conditioning of passenger compartments of electric vehicles the techniques described by: Dazhang Yang, Yilin Huo, Qing Zhang, Jing Xie, Zhikang Yang, Recent advances on air heating system of cabin for pure electric vehicles: A review, Heliyon, Volume 8, Issue 10, 2022, are known.

Finally, for the thermal storage in electric vehicles the techniques described by: Peng Xie, Lu Jin, Geng Qiao, Cheng Lin, Camila Barreneche, Yulong Ding, Thermal energy storage for electric vehicles at low temperatures: Concepts, systems, devices and materials, Renewable and Sustainable Energy Reviews, Volume 160, 2022, are known.

In general, it is still necessary to improve the A/C system of the electric and / or hybrid vehicles, especially to raise energy efficiency and increase the range thereof.

Summary of the invention

An object of the present invention is to remedy some drawbacks of the prior art.

A further particular object of the present invention is to improve the A/C system of the electric and/or hybrid vehicles, be they passenger cars, buses, commercial vehicles, mini cars, boats, airplanes and the like.

A further particular object of the present invention is to increase the range of electric and/or hybrid vehicles.

A further particular object of the present invention is to increase the efficiency of the heating system of a vehicle.

A further particular object of the present invention is to increase the efficiency of the A/C system of a vehicle.

A further particular object of the present invention is to ensure air dehumidification in a vehicle.

These and other objects are achieved by a plug-in electric and/or hybrid vehicle comprising at least one air heating and dehumidification module according to the features of the appended claims, which form an integral part of the present description. An idea underlying the present invention is to provide a plug-in vehicle comprising an electrical plug connectable to an external electrical power supply, and at least one air heating and dehumidification module.

The at least one air heating and dehumidification module comprises an air inlet duct configured for mixing a first air flow taken from the outside of the vehicle and a second air flow taken from a passenger compartment of the vehicle.

The at least one air heating and dehumidification module comprises a treated air outlet duct configured to input in the passenger compartment.

The at least one air heating and dehumidification module comprises an exhaust air outlet duct configured to input in an external environment, alternatively to the treated air outlet duct.

The at least one air heating and dehumidification module comprises a reactor which comprises absorbent substances, the reactor being interposed between the air inlet duct and the treated air outlet duct or the exhaust air outlet duct.

The at least one air heating and dehumidification module comprises a heating section upstream of the reactor or integrated in the reactor, the heating section being selectively activable by a power supply through the electrical plug, for heating an air flow to be circulated in the reactor.

Advantageously, the plug-in vehicle incorporates a system composed of one or more modules which allows energy to be stored for an indefinite period and air to be heated and dehumidified on demand, avoiding, for example, the windows of the passenger compartment to be fogged.

The module comprises absorbent substances and a heating section, which are suitably crossed by an air flow.

The use of the system consists in two steps, the discharging one and the regeneration one, which the module is configured for. Advantageously, during the discharging step, which preferably occurs when using the vehicle, a humid air flow is allowed to flow through the reactor, dehumidifying and simultaneously heating, as a result of absorption heat release. The resulting dry and hot air flow is first conveyed towards the air-conditioning system of the vehicle, where it can be further treated, and then in the passenger compartment. In this step the heating section is off.

In the regeneration step, which preferably occurs during battery recharge, when the recharge electrical plug is connected to an external power supply, air is first heated in a heating section and then allowed to flow through the reactor, where it humidifies, removing the water deposited on or in the absorbent substances. Air is then expelled outside. In this step the heating section is on.

Advantageously, the present invention allows to store energy for an indefinite period and to heat the passenger compartment of the vehicle and moreover to avoid windows to frog, drastically reducing the use of batteries to operate the air-conditioning system during cold periods, especially in the case of an electric vehicle (EV) .

Advantageously, the present invention allows the electric range of the vehicle to be increased.

Advantageously, the present invention allows the efficiency of the heating system of the passenger compartment of the vehicle to be increased.

Advantageously, the present invention allows the storage of thermal energy for an indefinite period.

Advantageously, the present invention allows an effective air dehumidification to be ensured preventing condensate formation on the windows of the passenger compartment of the vehicle.

Advantageously, the present invention allows the air quality in the passenger compartment to be ensured by inputting a suitable external air flow.

Advantageously, the present invention allows the efficiency of the A/C system during the summer operation to be increased.

Further features and advantages will be more apparent from the following detailed description of preferred non-limiting embodiments of the present invention, and from the dependent claims which outline preferred and particularly advantageous embodiments of the invention.

Brief description of the drawings

The invention is illustrated with reference to the following figures, given by way of non-limiting examples, in which:

Figure 1 exemplifies a plug-in vehicle comprising an electrical plug and at least one air heating and dehumidification module.

Figure 2A exemplifies the plug-in vehicle of Figure 1 in a discharging step while Figure 2B exemplifies the same plug-in vehicle in a regeneration step.

Figure 3A exemplifies an air heating and dehumidification module, Figure 3B in a discharging step and Figure 3C in a regeneration step.

Figure 4A exemplifies a dual air heating and dehumidification module in a discharging step and Figure 4B in a regeneration step.

Figure 5A exemplifies an alternative of the air heating and dehumidification module in a discharging step and Figure 5B in a regeneration step.

Figure 6A exemplifies an alternative of the air heating and dehumidification module in a discharging step and Figure 6B in a regeneration step.

Figure 7A exemplifies an alternative of the air heating and dehumidification module in a discharging step and Figure 7B in a regeneration step.

Figure 8A exemplifies an alternative of the dual air heating and dehumidification module in a discharging step and Figure 8B in a regeneration step.

Figure 9 exemplifies a water storage and discharge device which can be associated to the plug-in vehicle.

In the various figures, analogous elements will be identified by analogous reference numbers. If more elements are present in a single figure, only one or some of them could be identified by a reference number, meaning that the other ones are included by analogy.

Detailed description

The present invention has the function of storing energy for heating and dehumidifying the air used for the air-conditioning of the passenger compartment in plug-in vehicles, be they electric (EV) and hybrid (PHEV).

As it will be further described, the system is of the modular type and it integrates with the conventional air-conditioning devices which are present on vehicles.

Figure 1 exemplifies a plug-in vehicle 1. The plug-in vehicle 1 comprises an electrical plug 2 which can be connected to an external electrical power supply.

The plug-in vehicle 1 comprises at least one air heating and dehumidification module 10, which comprises an air inlet duct configured for mixing a first air flow taken from the outside of the vehicle 1 and a second air flow taken from a passenger compartment 120 of the vehicle.

The at least one air heating and dehumidification module 10 comprises a treated air outlet duct, configured to input air in the passenger compartment 120, preferably by crossing the air-conditioning system 110 of the plug-in vehicle 1.

The at least one air heating and dehumidification module 10 comprises an outlet duct of exhaust air configured to input the latter in the external environment.

The exhaust air outlet duct, as it will be further described, is used alternatively to the treated air outlet duct, in that the outlet air from the at least one air heating and dehumidification module 10 is sent, alternatively, to the passenger compartment 120 or to the external environment, through the treated air outlet duct or the exhaust air outlet duct respectively.

Preferably, the exhaust air outlet duct can comprise a second heating system, configured to prevent ice formation when humid air is expelled in the external environment.

As it will be further described, the at least one air heating and dehumidification module 10 comprises a reactor with absorbent substances and a heating section which is activable by an electrical power supply through the electrical plug 2.

Herein, “absorbent substances” mean materials which are able to absorb or adsorb water steam or humidity.

In particular, the plug-in vehicle comprises at least one electric traction battery (not represented), and the electrical plug 2, besides powering the heating section, is further configured to recharge the at least one traction battery.

Figure 2A exemplifies the plug-in vehicle 1 in a discharging step, wherein an air flow INA in the inlet duct crosses the at least one air heating and dehumidification module 10, and wherein the air flow SA is then sent to the treated air outlet duct which inputs in the passenger compartment 120. The electrical plug 2 is not represented since the discharging step typically occurs during the drive of the vehicle 1, wherein it is not charging and the electrical plug is retained in a housing.

In particular, the plug-in vehicle 1 is configured to perform a mixing of the first air flow OA taken from the outside of the vehicle 1 and the second air flow RA taken from the passenger compartment 120 of the vehicle 1.

Figure 2B exemplifies the same plug-in vehicle 1 in a regeneration step, wherein an air flow INA coming from the outside (thus, exclusively the air flow OA) flows in the inlet duct and crosses the at least one air heating and dehumidification module 10 and is then sent as an air flow EA to the exhaust air outlet duct which inputs in the external environment.

Figure 3A exemplifies in greater detail an air heating and dehumidification module 10.

The module 10 comprises a reactor 60 which comprises absorbent substances. The reactor is interposed between the air inlet duct 20 and the treated air outlet duct 30 and the exhaust air outlet duct 40, the last two ones forming alternative outlet paths as described.

The module 10 comprises a heating section 50 upstream of the reactor 60; in an alternative, the heating section could be integrated in the reactor 60.

The heating section 50 is selectively activable by an electrical power supply through the electrical plug 2, for heating an air flow to be circulated in the reactor 60.

Keeping in mind that one or more modules 10 can be provided, for now focus will be on a single module.

The vehicle 1 comprises an air INA inlet duct 20, a treated air SA outlet duct 30 and an outlet duct 40 of the exhaust air EA, expelled during the regeneration step. During the discharging step, described below, the inlet air flow INA is formed by mixing an air flow taken from the outside OA and the recirculated one from the passenger compartment RA. This allows to absorb both the steam which is present in the external air flow, required for controlling air quality, and the steam generated inside the passenger compartment 120, for example due to the presence of occupants of the vehicle. Moreover, the external air flow ensures the air exchange in the passenger compartment, allowing the pollutants produced by the occupants to be diluted, and the passenger compartment to be kept in overpressure, avoiding uncontrolled re-entries of external air. During the regeneration step, described below, the inlet air flow INA is instead exclusively composed of external air.

As already described, the module 10 comprises the following internal components: a heating section 50 and a reactor 60, comprising absorbent substances.

Preferably, the module 10 is thermally insulated towards the external space. In addition, the module 10 can comprise suitable air filtration sections (not represented), upstream and downstream of the system, adjustment/ interception gates of the inlet and outlet air flow and one or more fans, as per common engineering practice.

The heating section 50 can comprise a heating element or be powered by a thermal carrier fluid or by condensation of a hot gas coming from the condenser of the heat pump. In any case, the heating section is, directly or indirectly, powered by the electrical plug 2.

The heating section 50 can be placed upstream of the reactor 60 or be integrated inside it. In this second case, for the same temperature of the heating surface, a greater material regeneration can be obtained.

The reactor 60 preferably comprises substances which are able to absorb the water steam or humidity, such as, by simple way of example, zeolite, ALPO/SAPO, silica gel, Metal-Organic Framework (MOF) compounds, hygroscopic salts, etc., shaped as packed grains, monolithic structures and/or suitably corrugated sheets, and possible support materials.

Among the different materials those characterized by a high absorption heat are particularly interesting, i.e. water steam or humidity absorbent substances with absorption heat values being higher than 2400 kJ/kg, preferably higher than 3000 kJ/kg. Examples are: zeolite 13X, zeolite Y, zeolite SAPO-34 or hygroscopic salts, which allow to considerably increase the air temperature compared to those having a low absorption heat, such as silica gel and polymers.

The air inlet 20 and outlet ducts 30 and 40 are formed so as to suitably convey the air between the module 10 and the other components of the air-conditioning system of the vehicle and/or the external environment.

The expulsion duct 40 of the exhaust air EA can include an additional heating system to prevent, in particular low-temperature climatic conditions, frost or condensate formation, in addition to a system for condensate collection.

The system exploits the physical absorption principle for heating and dehumidifying an air flow.

Figure 3B exemplifies the operation of the module 10 in a discharging step and, comparatively, Figure 3C exemplifies the operation of the module 10 in a regeneration step.

During the discharging step, the humid air flow INA is conveyed in the reactor 60 through which it dehumidifies and, as a result of the absorption heat release, simultaneously heats. The resulting air flow SA is preferably first conveyed towards the air-conditioning system 110 of the vehicle, where it can be further treated. The resulting air flow SA is then inputted in the passenger compartment 120. In the discharging step, the heating section 50 is off, i.e. inactive.

In the regeneration step, the inputted air INA is first heated in the heating section 50 and then it is allowed to flow through the reactor 60, where it humidifies, removing water from the absorbent substance. The exhaust air EA is then expelled outside. In this step the heating section 50 is on, i.e. active.

The discharging step with heating and dehumidification of the passenger compartment typically occurs during the drive of the vehicle 1 , while the regeneration of the absorbent substances of the reactor 60 during the recharging step of the batteries of the vehicle 1, through the electrical plug 2.

During the discharging step, the inlet air flow INA is formed by mixing an air flow OA taken from the outside and a recirculated air flow RA from the passenger compartment. In particular, two operating conditions A and B can be distinguished.

A) In case of low temperature of the external air, for example less than 10°C and/or low specific humidity, the external air flow OA is the minimum one which is suited to ensure the air quality control, for example by controlling the CO2 concentration in the passenger compartment or by a predetermined position of the related gate. It is inappropriate to excessively increase the external air flow OA since, due to the limited specific humidity, the heating during the absorption process would be limited and, thus, the absorption heat release as well. The air flow inputted in the passenger compartment SA is thus adjusted by varying the recirculation flow.

B) In case of higher temperature, for example 10°C and more, and/or higher specific humidity of the external air, for example more than 6 g/kg, the external air temperature downstream of the reactor can reach and exceed 30°C. Hence, the external air flow OA can be increased compared to what is required only for controlling the internal air quality to increase the released thermal power obviously net of the power spent to bring the air flow from the external temperature to the one which is present in the passenger compartment 120. As stated, the discharging step typically occurs during the use of the vehicle 1 while the regeneration step is performed simultaneously with the charging of the batteries of the vehicle or, however, when the vehicle is stationary through an external electric energy source.

The hot and dry air flow SA, possibly also treated by the existing air- conditioning A/C system 110 of the vehicle, is inputted in the passenger compartment 120 to heat it and to prevent or remove the condensate/ frost on the internal surfaces.

In fact, the plug-in vehicle can comprise a plurality of air heating and dehumidification modules 10, interconnected with each other.

In fact, the system is to be considered as modular, thus it can be formed by integration of two or more modules 10, as in the example of the system 200 with two modules 10.

The system 200 is provided with an air INA inlet duct 70, a common outlet duct 80 of the treated air SA to be sent to the passenger compartment or to the existing air-conditioning A/C system and a common exhaust air EA outlet duct 90. Each reference module 10 can be provided with its own heating section 50, as represented, or the latter can be common to several modules 10.

The modules 10 can be used individually or simultaneously, both in the discharging and in the regeneration step.

For the same absorbent substance used, compared to the single-module configuration, the system 200 allows the selective regeneration only of the exhausted modules 10, with reduction of the required energy and time; moreover it allows the reduction of the energy and time required for the regeneration of the absorbent substances of the reactor 60, the process being selectively activable only for the exhausted modules 10; finally it allows the reduction of the “start-up” time during the discharging step since only the absorbent substance of the concerned module/s 10 is heated.

Figure 5A exemplifies an alternative of the air heating and dehumidification module 10 in a discharging step and Figure 5B in a regeneration step.

The module 300 further comprises a heat exchanger 100 configured to exchange energy between air circulating in the exhaust air outlet duct 40 and air INA circulating in the air inlet duct 20.

Preferably, the module 300 further comprises a bypass section 108 configured to directly expel part of the air INA circulating in the air inlet duct 20 downstream of the heat exchanger 100.

Preferably, the module 100 further comprises a post-heater 105 configured to heat the air circulating in the exhaust air outlet duct 40 for the expulsion in the environment outside the vehicle.

The modified system 300 thus integrates a high-efficiency heat exchanger 100, of the static or rotary type, possibly a post-heater 105, used during the regeneration step of the absorbent substance, and possibly a by-pass section 108. The post-heater 105 can be placed outside or inside the exchanger. The exhaust air flow EA cools in the exchanger 100 with condensation of part of the steam which is present and pre-heats the inlet one INA, before being expelled outside. The air can be heated in the postheater 105 which can be a heating element or a regenerating exchanger which operates between the air stream EA before and after the exchanger 100, in order to reduce the relative humidity.

Part of the external air flow INA entering the system 300 during the regeneration can be expelled downstream of the exchanger 100, before the heating section 50, through a bypass section 108.

The configuration of the system 300 allows the condensation of part of the steam which is present in the expelled air EA during the regeneration, thus a lower steam input outside. This aspect is advantageous since the regeneration in poorly ventilated environments (for example a closed garage) would risk to excessively increase the ambient humidity in a short time, with possible condensation on the room surfaces.

The configuration of the system 300 with the bypass section 108 allows, during the regeneration step, to have an external air flow INA in the recuperator which is greater than the hot and humid one EA exiting the reactor with absorbent substances, so as to promote the steam condensation.

The configuration of the system 300 with the post-heater 105 allows the temperature of the exhaust air EA to be increased and the relative humidity thereof to be reduced. This aspect is particularly advantageous since, during the regeneration at low external temperature, for example an environment with a temperature less than 0°C, the steam could frost up in the discharge duct 40 or close to the discharge itself. Moreover, the post-heater 105, when inserted inside the exchanger 100, prevents frost formation which could obstruct the air passage channels.

The system 300 thus allows a decrease in the power required for heating the air used for the regeneration, resulting in an increase in the efficiency of the overall system in the plug-in vehicle 1.

Figure 6A exemplifies an alternative of the air heating and dehumidification module 10 in a discharging step and Figure 6B in a regeneration step.

The module 10 comprises an evaporator 115 of an air-conditioning system of the vehicle 1. The exhaust air outlet duct 40 is configured to exchange heat with the evaporator 115.

The module 10 further comprises a condenser 125 of the air-conditioning system of the vehicle 1. The air inlet duct 20 is configured to heat the first air flow INA by exchanging heat with the condenser 125. The system can thus effectively integrate with the refrigerating machine/ heat pump which is part of the conventional air-conditioning system of the vehicle 1.

In particular, the module 10 can effectively interact with the evaporator 115 and the condenser 125, although the latter can possibly not be present in the A/C system of the vehicle 1. The exhaust air flow EA licks the evaporator 115 before being expelled by the system, so as to condense most of the steam which is present in the stream.

As it will be described hereafter, a tray for condensate collection can also be provided.

The external air flow INA is possibly pre-heated by licking the condenser 125 of the refrigerating machine, if any.

This configuration advantageously allows the input of liquid condensate in the environment outside the vehicle 1, rather than air with a high relative humidity, during the regeneration step. Hence, in case of regeneration in a closed environment with limited ventilation, such as for example a closed garage, the increase in humidity of the external air at undesired values is reduced or prevented, which could cause the condensate on the room surfaces and thus limit the regeneration capacity of the absorbent substances of the reactor.

Moreover, this configuration advantageously allows the decrease in the power required for heating the air in the regeneration step, resulting in an energy saving and in an increase in the system efficiency.

Figure 7A exemplifies an alternative of the air heating and dehumidification module 400 in a discharging step and Figure 7B in a regeneration step.

The module 400 comprises a second air inlet duct 130 and a second exhaust air outlet duct 140 which inputs in an external environment, and a further heat exchanger 150 interposed therebetween. The further heat exchanger 150 is configured to exchange energy with air SA circulating in the treated air outlet duct 30.

The system 400 is particularly effective in summer conditions, dehumidifying the air with a limited increase in temperature. As said, the module 400 has a further inlet duct 130 of the air flow IOA’, a further outlet duct 140 of the air EA’ and an additional heat exchanger 150. The presence of the exchanger 150 is fundamental to reduce the air temperature.

The system 400 advantageously allows the dehumidification of the air inputted in the passenger compartment SA, promoting the sense of comfort by the occupants.

Moreover, the system 400 advantageously allows the increase in the efficiency of the A/C system, the refrigerating machine of the air- conditioning system of the vehicle 1 having to provide only sensitive power for cooling the passenger compartment, without dehumidifying the air.

Figure 8A exemplifies an alternative 500 of the dual air heating and dehumidification module 10 in a discharging step and Figure 8B in a regeneration step.

The system 500, besides comprising two modules 10, comprises a heat recuperator 160 configured to exchange heat between air circulating in the treated air outlet duct in a first air heating and dehumidification module 10A and air circulating in the air inlet duct of a second air heating and dehumidification module 10B.

In other words, the system 500 is composed of two reference modules 10A and 10B and an additional heat recuperator 160 with simultaneous discharge of the two modules 10A and 10B and simultaneous regeneration of the two modules 10A and 10B.

The system 500 can be formed by integration 500 of two or more reference modules 10 and of an additional heat recuperator 160, as in the still nonlimiting example depicted in the figure. The system 500 is provided with two air INA inlet ducts 70 and 75, a common treated air outlet duct 80 for an air flow SA sent to the air-conditioning system and a common exhaust air outlet duct 90 which discharges the air flow EA. When the modules 10A and 10B are in the discharging step as in Figure 8A, the hot air EA exiting the module 10A is used to pre-heat the air INA entering the second module 10B. The configuration 500 thus allows the increase in the temperature of part of the air SA conveyed towards the air- conditioning system.

Figure 9 exemplifies a water storage and discharge device 165 which can be associated to the plug-in vehicle 1.

The water storage and discharge device 165 can be connected to the exhaust air outlet duct 40 before being inputted in the environment outside the vehicle 1.

The water storage and discharge device 165 advantageously allows the water produced during the regeneration process to be disposed.

The device 165 comprises a condensed water storage tank 170, possibly thermally insulated, an inlet section 175 of the expelled air flow EA-I and of the possible condensed water which is present therein, coming from the at least one module 10, an outlet section 180 towards the external environment of the expelled air EA-O, a condensed water outlet section 185, a valve/pump 190 for discharging condensed water.

The device 165 can preferably include one or more of the following components: a heater 195 placed on the exhaust air extraction pipe, a heater 196 placed inside the tank 170, an inlet section 197 of a solution or substance suited to lower the water freezing temperature, such as table salt or sodium chloride, and a dosing pump 198.

During the regeneration step the condensed water is stored in the device 165. Then, when the vehicle 1 is used, water is discharged on the road or in a suitable external space or apparatus or container or conveyed in a tank for cleaning windows and ADAS sensors through the opening/ activation of the valve/ pump 190, which can occur with manual control or in an automatic manner with the vehicle 1 running.

If any, the heater 195 placed on the exhaust air extraction pipe allows to lower the relative humidity and prevent condensate or frost formation close to the vehicle 1.

If any, the heater 196 placed inside the tank 170 allows to prevent ice formation inside the tank.

If any, the anti-frost solution inlet section 197 and the related dosing pump 198 allow to lower the freezing point of water and to disperse it on the road with no risk of ice formation, in case of low temperatures of the external air and soil.

Considering the here-quoted description, the person skilled in the art will be allowed to device further modifications and alternatives, in order to meet contingent and specific requirements.

For example, the different suggested configurations can be suitably combined with each other.

Moreover, for example, the exchanger 100, 130 and 160 can be composed of a single physical device.

The here-described embodiments are hence to be considered as illustrative and non-limiting examples of the invention.

Claims

1. Plug-in vehicle comprising:

- an electrical plug (2) connectable to an external electrical power supply,

- at least one air heating and dehumidification module (10), wherein said at least one air heating and dehumidification module (10) comprises:

- an air inlet duct (20) configured for mixing a first air flow taken from the outside of said vehicle and a second air flow taken from a passenger compartment (120) of said vehicle,

- a treated air outlet duct (30) configured to input in said passenger compartment (120),

- an exhaust air outlet duct (40) configured to input in an external environment, alternatively to said treated air outlet duct (30),

- a reactor (60) comprising absorbent substances, said reactor (60) interposed between said air inlet duct (20) and said treated air outlet duct (30) or said exhaust air outlet duct (40),

- a heating section (50) upstream of said reactor (60) or integrated in said reactor (60), said heating section (50) being selectively activable by a power supply through said electrical plug (2), for heating an air flow to be circulated in said reactor (60).

2. Plug-in vehicle according to claim 1, configured to perform a discharging step, wherein an air flow in said inlet duct (20) crosses said reactor (60) so as to perform a dehumidification and heating, and wherein said air flow is then sent to said treated air outlet duct (30).

3. Plug-in vehicle according to claim 2, further configured to perform, in said discharging step, a mixing of said first air flow and said second air flow based on a detected temperature and / or humidity of external air.

4. Plug-in vehicle according to any one of claims 1 to 3, wherein said treated air outlet duct (30) is further configured to cross an air-conditioning system (110) before being inputted in said passenger compartment (120).

5. Plug-in vehicle according to any one of claims 1 to 4, configured to perform a regeneration step, wherein an air flow in said inlet duct (20) crosses said heating section (50) and said reactor (60), said heating section (50) being activated, so as to remove water from said absorbent substances, and wherein said air flow is then sent to said exhaust air outlet duct (40).

6. Plug-in vehicle according to any one of claims 1 to 5, wherein said absorbent substances comprise one or more of: zeolite, ALPO/SAPO, silica gel, Metal-Organic Framework compounds, hygroscopic salts.

7. Plug-in vehicle according to claim 6, wherein said absorbent substances have an absorption heat which is higher than 2400 kJ/kg, preferably higher than 3000 kJ/kg, such as zeolite 13X, zeolite Y, zeolite SAPO-34 or hygroscopic salts.

8. Plug-in vehicle according to any one of claims 1 to 7, further comprising a heat exchanger (100) configured to exchange heat between air circulating in said exhaust air outlet duct (40) and air circulating in said air inlet duct (20).

9. Plug-in vehicle according to claim 8, further comprising a bypass section (108) configured to expel part of said air circulating in said air inlet duct (20) downstream of said heat exchanger (100).

10. Plug-in vehicle according to claim 8 or 9, further comprising a postheater (105) configured to heat said air circulating in said exhaust air outlet duct (40) and to prevent ice formation.

11. Plug-in vehicle according to any one of claims 1 to 10, further comprising an evaporator (115) of an air-conditioning system, wherein said exhaust air outlet duct (40) is further configured to exchange heat with said evaporator (115).

12. Plug-in vehicle according to any one of claims 1 to 11, further comprising a condenser (125) of an air-conditioning system, wherein said air inlet duct (20) is further configured to heat said first air flow by exchanging heat with said condenser (125).

13. Plug-in vehicle according to any one of claims 1 to 12, further comprising a second air inlet duct (130) and a second exhaust air outlet duct (140) which inputs in an external environment, and a further heat exchanger (150) interposed between said second air inlet duct (130) and said second exhaust air outlet duct (140), said further heat exchanger (150) being configured to exchange heat with air circulating in said treated air outlet duct (30).

14. Plug-in vehicle according to any one of claims 1 to 13, comprising a plurality of air heating and dehumidification modules (10), interconnected with each other.

15. Plug-in vehicle according to any one of claims 1 to 14, comprising a heat recuperator (160) configured to exchange heat between air circulating in said treated air outlet duct (90) of a first air heating and dehumidification module (10A), and air circulating in said air inlet duct (70) of a second air heating and dehumidification module (10B).

16. Plug-in vehicle according to any one of claims 1 to 15, further comprising a water storage and discharge device (165), connected to said exhaust air outlet duct (40; 90) before being inputted in said external environment.