JP2018012498A - Comfort air systems - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide temperature control systems and methods that can be designed for controlling the interior climate of a vehicle or the climate of another desired region.SOLUTION: A 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 a 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.SELECTED DRAWING: Figure 1A

Description

[Related applications]
This application is filed in U.S. Provisional Patent Application No. 61 / 620,350 filed on April 4, 2012, U.S. Patent Application No. 13 / 802,201 filed on March 13, 2013, And claims the benefit of US patent application Ser. No. 13 / 802,050 filed Mar. 13, 2013. The entire disclosure of each of these patent applications is hereby incorporated by reference and made a part of this specification.

FIELD The present disclosure relates to the field of temperature control and relates to temperature control systems and methods that incorporate thermoelectric devices.

Description of Related Art Vehicle occupant compartments are typically cooled and heated by heating, ventilation, and air conditioning (HVAC) systems. The HVAC system directs a comfortable air flow through the heat exchanger to heat or cool the comfortable air before it flows into the passenger compartment. In a heat exchanger, energy is transferred between comfortable air and a refrigerant such as a water glycol coolant. Comfortable air may be supplied from outside air or from a mixture of air and outside air recirculated from the passenger compartment. The energy for cooling and heating the passenger compartment of the vehicle is usually supplied from a fuel supply engine, such as an internal combustion engine.

  Some automotive HVAC mechanisms include a positive temperature coefficient (PTC) heating device that provides auxiliary heating of the air flowing to the passenger compartment. Existing HVAC mechanisms for automotive PTC devices have various drawbacks.

  The embodiments described herein have several features, none of which are responsible for the desired properties alone. Without limiting the scope of the invention as expressed by the claims, some of the advantageous features are briefly described.

  Certain disclosed embodiments include systems and methods for controlling the atmosphere of a vehicle or another desired area. Some embodiments provide a temperature control system for a vehicle in which a thermoelectric system provides supplemental heating and / or cooling. A thermoelectric system may transfer thermal energy between a working fluid such as a liquid refrigerant and comfort air upon application of a current of a selected polarity. In certain embodiments, the thermoelectric system supplements or substitutes for heat from an internal combustion engine or other major heat source. The thermoelectric system can also supplement or replace the cooling energy provided by a compressor-based cooling system or other major cooling energy source.

  Particular embodiments disclosed include systems and methods for cooling with a stopped engine or engine off. A cooling mode with the engine off can be used to maintain a comfortable cabin for a limited amount of time when the idling engine shuts down. In this mode, the evaporator is inoperable because the engine is shut down. The thermal inertia of the refrigerant and the cooling provided by the thermoelectric module allows the engine to be shut down and fuel saved while still allowing the passenger cabin to be cooled.

  Particular embodiments disclosed include systems and methods for heating with a stopped engine or engine off. The engine off mode heating mode can be used to maintain a comfortable cabin temperature for a limited time when the idling engine shuts down. The heat provided by the thermoelectric module, the thermal inertia of the refrigerant, and the thermal inertia of the engine block allows the system to heat the vehicle cabin while allowing the engine to shut down and save fuel. .

  The disclosed embodiments include a system for heating and cooling the interior atmosphere 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 operably connected to the main fluid channel. Contains. The thermoelectric device is configured to heat the fluid flowing through the primary fluid channel upon application of the first polarity of electrical energy and to cool the fluid upon application of the second polarity of electrical energy. Can be included. The thermoelectric device can be subdivided into a plurality of thermal regions. The plurality of thermal regions are connected to a first electrical circuit that is switchable between a first polarity and a second polarity, and the first thermal region and the first electrical circuit independent of the polarity of the first electrical circuit A second thermal region connected to a second electrical circuit that is switchable between polarity and second polarity.

  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 primary fluid channel may be connected to a single thermoelectric device whose first major surface is in the first thermal region of the thermoelectric device, and the second heat exchanger is disposed in the primary fluid channel and is connected to the thermoelectric device. It is thermally connected to the second major surface of the second thermal region of the device. The system includes a working fluid channel, a third heat exchanger disposed in the working fluid channel and thermally connected to the first waste surface of the first heat region of the thermoelectric device, and the thermoelectric device disposed in the working fluid channel. And a fourth heat exchanger thermally connected to the second waste surface of the second heat region. The thermoelectric device transmits thermal energy between the first main surface and the first waste surface of the first heat region, and transmits thermal energy between the second main surface and the second waste surface of the second heat region. Can be configured to.

  The system may include a controller configured to operate the system in one of a plurality of available modes by controlling the polarity of the first electrical circuit and the polarity of the second electrical circuit. The available modes can include a demist mode, a heating mode, and a cooling mode. The controller may include a first electrical circuit of the second polarity and a second electrical of the first polarity of the one or more thermoelectric devices when the at least one thermoelectric device is operating in the demist mode. The circuit can be configured to operate independently.

  The system includes a first working fluid circuit that is thermally connected to the first waste surface of the first thermal region of the one or more thermoelectric devices, and a second working fluid circuit that is independent of the first working fluid circuit. The second working fluid circuit is thermally connected to the second waste surface of the second thermal region of the one or more thermoelectric devices. Each of the first working fluid circuit and the second working fluid circuit is selectively connected between one or more thermoelectric devices and a heat sink, or between one or more thermoelectric devices and a heat source. Can be done. The first working fluid circuit may be connected to a heat source when the first electrical circuit is switched to the first polarity and connected to the heat sink when the first electrical circuit is switched to the second polarity. The second working fluid circuit may be connected to the heat source when the second electrical circuit is switched to the first polarity and connected to the heat sink when the second electrical circuit is switched to the second polarity. The system can include a controller configured to operate the system in a demist mode by switching the first electrical circuit to the second polarity and switching the second electrical circuit to the first polarity.

  In certain embodiments, a method of using HVAC to carry temperature-controlled air to a vehicle occupant compartment operates the system in one of a plurality of available modes to provide air flow to the occupant compartment. Including that. The available modes may include a demist mode, a heating mode, and a cooling mode that can be operated separately in one or more regions within the vehicle. This method involves conveying air to at least a portion of the passenger compartment by directing the air flow into the main fluid channel during operation in demist mode, and heat energy from the air flow in the first heat region of the thermoelectric device. Cooling the air flow in the main fluid channel, and subsequently heating the air flow by applying thermal energy to the air flow in the second thermal region of the thermoelectric device. The method conveys a heated air stream to at least a portion of the passenger compartment by directing the air stream into the main fluid channel during operation in the heating mode, and a first thermal region of the thermoelectric device and Heating the air stream in the main fluid channel may be included by applying thermal energy to the air stream in the second heat zone. The method conveys the cooled air flow to at least a portion of the passenger compartment by directing the air flow to the main fluid channel during operation in the cooling mode, and the first thermal region and the first of the thermoelectric device. It may include cooling the air flow in the main fluid channel by removing thermal energy from the air flow in the two heat region.

  Carrying air removes thermal energy from the first heat zone of the at least one thermoelectric device by circulating a first working fluid between the first heat zone and the heat sink, and the second heat zone and the heat source. And adding a thermal energy to the second heat zone of the thermoelectric device by circulating a second working fluid therebetween. Each of the first working fluid and the second working fluid may include a liquid heat transfer fluid. For example, the first working fluid may include an aqueous solution, and the second working fluid may include the same aqueous solution at different temperatures.

  The transport of the heated air stream further provides electrical energy having a first polarity to the first thermal region of the thermoelectric device, and provides electrical energy having the same polarity to the second thermal region of the thermoelectric device. Can include. Due to the electrical energy provided to the thermoelectric device, the thermal energy can be transferred from the at least one working fluid through the thermoelectric device to the air stream.

  In some embodiments, a method of manufacturing a system for conditioning vehicle passenger air provides an air flow channel and operably connects one or more 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 electrical circuit to a first thermal region of the thermoelectric devices Is included. The first electrical circuit may be configured to selectively supply power to the first thermal zone with a first polarity or a second polarity. The method can include connecting a second electrical circuit to a second thermal region of the thermoelectric device. The second electrical circuit may be configured to selectively supply power to the second thermal zone with the first polarity or the second polarity.

  The method includes a controller configured to at least partially control the system in one or more thermoelectric devices by selecting a polarity of the first electrical circuit and a polarity of the second electrical circuit. Providing.

  The method can include configuring at least one working fluid channel to selectively transfer thermal energy between the at least one thermoelectric device and a heat source or heat sink.

  Operatively connecting the thermoelectric device to the air flow channel includes placing the first heat exchanger in the air flow channel, placing the second heat exchanger in the air flow channel, the first heat region of the thermoelectric device. Connecting the first heat exchanger to the first heat exchanger and connecting the second heat region of the thermoelectric device to the second heat exchanger. Connecting the first heat region of the thermoelectric device to the first heat exchanger can include connecting a main surface of the first heat region to the first heat exchanger, wherein the main surface is the first heat region. On the other side of the waste surface.

  In certain embodiments, a system for controlling temperature in at least a portion of a passenger compartment of a vehicle includes a first fluid channel, a second fluid channel that is at least partially separated from the first fluid channel by a partition, a first A cooling device operably connected to or extending to both the first fluid channel and the second fluid channel, a heater core operably connected to the heated air of the second fluid channel, A thermoelectric device operatively connected to the second fluid channel downstream of the heater core or operably connected to the first fluid channel downstream of the cooling device; and a first fluid channel and a second fluid channel Including a flow diverter channel disposed therebetween or a flow control valve disposed in the first fluid channel and the second fluid channel. They are out. The flow diversion channel can be configured to selectively divert the air cooled by the cooling device in the first fluid channel to the second fluid channel, the air passing through the flow diversion channel and then the heater core and the thermoelectric. It flows through at least one of the devices. The controller may be configured to operate at least one such system at least in a cooling mode, a heating mode, and a demist mode. The controller can divert the flow diversion channel from the first fluid channel to the second fluid channel during the demist mode.

  The flow diversion channel may include a diversion blend door, a flow diversion element, and / or a flow control valve configured to rotate at least between an open position and a closed position. When the diverting blend door or flow diverting element is in the open position, air can be diverted from the first fluid channel to the second fluid channel. When the diverting blend door or flow diverting element is in the closed position, air may be allowed to flow through the first fluid channel without diverting. Similar air conversion may be achieved by selectively opening flow control valves located in the first fluid channel and the second fluid channel.

  The system can include an inlet channel selector 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 device can be configured to direct the air flow into the second fluid channel, and the thermoelectric device can be configured to transfer thermal energy to the air flow during heating mode operation. The inlet channel selector may include an inlet blend door. The inlet blend door may be operable to move between a first position, a second position, and all positions between the first position and the second position. The position of the inlet blend door can be independent of the position of the diverting blend door.

  At least one cooling device can absorb thermal energy from the air stream, and the thermoelectric device can transfer thermal energy to the air stream during operation in the demist mode. At least one cooling device can be configured to absorb thermal energy from the air stream, and the thermoelectric device can be configured to absorb thermal energy from the air stream during operation in the cooling mode.

  The flow diversion channel may include an opening formed in the partition of the flow diversion element. The opening or flow diverting element can be configured to be selectively blocked.

  One or more thermoelectric devices can be subdivided into a plurality of thermal regions, wherein the plurality of thermal regions heats the fluid flowing through the second fluid channel upon application of electrical energy in the first polarity. The first polarity is independent of the polarity of the electrical energy applied to the first thermal zone and the first thermal zone, configured to cool the fluid upon application of electrical energy at the second polarity. And a second thermal region that can be switched between the second polarity.

  One or more heater cores may be in thermal communication with the powertrain refrigerant at least during the heating mode. In some embodiments, the heater core is not in thermal communication with the powertrain refrigerant at least during the cooling mode.

  At least one surface of the one or more thermoelectric devices may be connected to a heat exchanger in thermal communication with the air stream. The cooling device may also be connected to one or more heat exchangers in thermal communication with the air stream.

  In certain embodiments, a method of carrying temperature-controlled air to a vehicle occupant compartment using an HVAC system is provided for any of a plurality of available modes for providing air flow to at least a portion of the occupant compartment. Including operating at least a portion of the system. The available modes can include a demist mode, a heating mode, and a cooling mode. The method includes conveying air to the passenger compartment by directing an air flow into at least the first fluid flow channel during operation in demist mode, and using the cooling device to direct the air flow in the first fluid flow channel. Cooling, then diverting the air flow from the first fluid flow channel to the second fluid flow channel, and then using the heater core, thermoelectric device, or both the heater core and thermoelectric device, the second fluid flow channel Heating the air flow. The method conveys a heated air flow to at least a portion of the passenger compartment by directing an air flow into at least the second fluid flow channel during heating mode operation, and a heater core, a thermoelectric device, Or heating the air flow in the second fluid flow channel using both the heater core and the thermoelectric device. The method carries a cooled air flow to at least a portion of the passenger compartment by directing an air flow into at least one of the first fluid flow channel and the second fluid flow channel during operation in the cooling mode. Cooling the air flow by cooling the air flow in the first fluid flow channel using a cooling device and cooling the air flow in the second fluid flow channel using a thermoelectric device, or the thermoelectric device Cooling the air flow in the first fluid flow channel using the cooling device while cooling the air flow in the second fluid flow channel using.

  Carrying the air during the cooling mode uses the thermoelectric device to cool the air flow to the desired temperature, so that the first amount of energy to be provided to the thermoelectric device uses the cooling device to bring the air flow to the desired temperature. Determining whether the amount of energy is less than the second amount of energy to be provided to the cooling device to cool to the second level, and determining that the first amount of energy is less than the second amount of energy. Cooling the air flow in the fluid flow channel using a thermoelectric device.

  The conveyance of the heated air stream was determined to determine whether the heater core can heat the air stream to the desired temperature, and the heater core was able to heat the air stream to the desired temperature. If the second fluid flow channel air flow is determined to be heated using the heater core and the heater core is determined to be unable to heat the air flow to a desired temperature, the second fluid Heating the air flow in the flow channel with a thermoelectric device.

  In some embodiments, a method of manufacturing an apparatus for regulating passenger air in at least a portion of a vehicle includes providing an air flow channel that is at least partially divided into a first air conduit and a second air conduit. Operably connecting the cooling device to the first air conduit, or operably connecting the cooling device to both the first air conduit and the second air conduit, and operably connecting the heater core to the second air conduit. Operably connecting at least one thermoelectric device to the second air conduit such that the thermoelectric device is downstream of the heater core when air flows through the channel, or when air flows through the channel. Operably connecting the at least one thermoelectric device to the first air conduit and the air flowing through the channel such that the thermoelectric device is downstream of the cooling device. The fluid diverting channel is positioned downstream of the cooling device and upstream of the heater core, or when air flows through the channel, the fluid diverting channel is positioned downstream of the cooling device, heater core, and thermoelectric device. The fluid conversion channel is provided between the first air conduit and the second air conduit, or the first air conduit and the second air conduit downstream of the cooling device when air flows through the channel. Providing a flow control valve. The fluid diversion channel may be configured to selectively divert air from the first air conduit to the second air conduit. Similar air conversion can be achieved by selectively opening flow control valves located in the first air conduit and the second air conduit.

  The operable connection of the cooling device may include placing a heat exchanger in the first fluid channel and connecting the heat exchanger to the cooling device. The operable connection of the heater core may include placing a heat exchanger in the second fluid channel and connecting the heat exchanger to the heater core. The operable connection of the thermoelectric device may include placing a heat exchanger in the second fluid channel and connecting the heat exchanger to the thermoelectric device.

  The method may include providing a channel selector, the channel selector being located near the inlets of the first air conduit and the second air conduit.

  Some disclosed embodiments relate to controlling the temperature of a passenger compartment of a vehicle. For example, a temperature control system (TCS) may include an air channel configured to carry an air flow to a passenger compartment of a vehicle. The TCS may include one thermal energy source, a heat transfer device, and a thermoelectric device TED connected to the air channel. The fluid circuit may circulate refrigerant to the thermal energy source, the heat transfer device, and / or the TED. The bypass circuit may bypass the TED and connect the thermal energy source to the heat transfer device. The actuator can selectively circulate the refrigerant in either a bypass circuit or a fluid circuit with a TED. The control device may operate the actuator when it is determined that the thermal energy source is ready to heat the air stream.

  Some embodiments provide a system for controlling the temperature of a passenger compartment of a vehicle, the system being configured to carry a passenger air flow to the passenger compartment of the vehicle. Circulating refrigerant in the channel, at least one thermal energy source, at least one heat transfer device connected to the passenger air channel, at least one thermoelectric device (TED), thermal energy source, heat transfer device, and / or TED At least one bypass circuit configured to connect a thermal energy source to the heat transfer device, at least one configured to circulate refrigerant through the bypass circuit instead of the fluid circuit One actuator and at least one control system. The control system includes a second bypass circuit configured to connect a thermal energy source to the TED, at least one actuator configured to circulate refrigerant in the second bypass circuit instead of the fluid circuit, and at least one One control system may be included. 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 heat the passenger airflow, so that at least one instead of the fluid circuit. Circulate refrigerant through two bypass circuits.

  Additional embodiments may include a pump configured to circulate refrigerant through the fluid circuit. The system may also include an evaporator operably connected to the passenger air channel. The thermal energy source may be a vehicle engine, a heater core supplied with thermal energy from the vehicle engine, an exhaust system, another suitable heat source, or a combination of heat sources. Another embodiment may include a blend door operably connected to the passenger air channel and configured to route a passenger air flow 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 the cold core. The cold core may be a radiator configured to dissipate heat from the fluid to ambient air. The cooling fluid circuit may also include a pump to provide proper movement of the fluid. The control system further determines whether the system is operating in a heating mode or a cooling mode and, if it is determined that the system is operating in a cooling mode, to the at least one actuator, to the cooling fluid circuit. It may be configured to circulate the refrigerant.

  In some embodiments, the thermal energy source is ready to heat the passenger airflow when the thermal energy source reaches a threshold temperature. The controller may also determine that the thermal energy source is ready to heat the passenger airflow when the refrigerant circulating through the thermal energy source reaches a threshold temperature.

  Some embodiments provide a method for controlling temperature in a passenger compartment of a vehicle, the method comprising: passenger air across a heat transfer device operatively connected in a passenger air channel of the vehicle. Moving flow, operating a vehicle temperature control system in a first mode of operation, where a thermoelectric device (TED) transfers thermal energy between fluid circuits, which may include a thermal energy source and a heat transfer device And switching the temperature control system to the second operation mode after the temperature control system operates in the first operation mode, wherein the temperature control system includes the heat transfer device and the thermal energy source and the heat. Open the bypass circuit in communication. The bypass circuit is configured to transfer thermal energy between the heat transfer device and the thermal energy source without the use of a TED.

  In another embodiment, the temperature control system switches to the second mode when the thermal energy source reaches a threshold temperature. The thermal energy source may be an automobile engine. The temperature control system is specified when the fluid temperature in the fluid circuit reaches a threshold temperature, when a certain amount of time has elapsed, when the temperature of the passenger airflow reaches the threshold temperature, or any other specified You may switch to 2nd mode based on other criteria, such as conditions or a combination of conditions.

  Certain embodiments provide a method of manufacturing an apparatus for controlling the temperature of a passenger compartment of a vehicle, the method being configured to carry a passenger airflow to the passenger compartment of the vehicle. Providing a passenger air channel, operably 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), heat Operably connecting a fluid circuit configured to circulate refrigerant to the energy source, heat transfer device, and / or TED, operably connecting the TED and / or heat transfer device to the fluid circuit, Operatively connecting at least one bypass circuit configured to circulate refrigerant to a thermal energy source to the heat transfer device; In addition, at least one actuator configured to circulate the refrigerant in the bypass circuit is provided, and a second bypass circuit configured to circulate the refrigerant is operatively connected to a thermal energy source to the TED. Providing at least one actuator configured to circulate refrigerant in the second bypass circuit instead of the fluid circuit, and that the thermal energy source is ready to heat the passenger airflow When determined, includes providing at least one control device configured to operate the at least one actuator.

  In some embodiments, the passenger air channel may include a first air channel and a second air channel. The second air channel may be at least partially in parallel with the first air channel. The passenger air channel may also include a blend door configured to selectively divert the air flow through the first air channel and the second air channel. The thermoelectric device can be placed only in the second air channel.

  In another embodiment, the 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 cold core and the TED. The cooling fluid circuit may be configured to circulate the refrigerant.

  According to embodiments disclosed herein, a temperature control system is provided for heating, cooling, and / or demisting a passenger compartment of a vehicle during startup of the vehicle's internal combustion engine. The system comprises an engine refrigerant circuit comprising an engine block refrigerant conduit configured to carry internal refrigerant. The engine block conduit is in thermal communication with the vehicle's internal combustion engine. The system further comprises a heater core disposed in the comfort air channel of the vehicle and in fluid communication with the engine block refrigerant 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 heat sink. The system further comprises an auxiliary heat exchanger disposed in the comfort air channel and in thermal communication with the main surface of the thermoelectric device. The auxiliary heat exchanger is downstream of the heater core with respect to the direction of comfort air flow 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 operating modes. The plurality of operating modes includes a startup heating mode, wherein the thermoelectric device transfers thermal energy from the waste surface to the main surface while receiving a current supplied with the first polarity and while the internal combustion engine is running. And is configured to heat a comfortable air flow. The plurality of operating modes further includes a heating mode, wherein the internal combustion engine is configured to heat the comfortable air flow while current is not supplied to the thermoelectric device and while the internal combustion engine is running. In the startup heating mode, the thermoelectric device heats the comfort air flow while the internal combustion engine is unable to heat the comfort air flow to a specific comfort temperature without the heat provided by the thermoelectric device. The performance factor of the thermoelectric device increases as the refrigerant temperature increases during the startup heating mode.

  In some embodiments, the temperature control system is configured in the start-up heating mode when the internal combustion engine is started at an ambient operating temperature, faster than heating the occupant cabin to a specific cabin temperature in the heating mode. It is configured to heat the passenger compartment to a specific cabin temperature. The startup heating mode includes an internal combustion engine configured to heat a comfortable air flow while the thermoelectric device receives a current supplied with a first polarity. The plurality of modes of operation further comprise a supplemental cooling mode, wherein the thermoelectric device provides a comfortable air flow by transferring thermal energy from the main surface to the waste surface while receiving a current supplied with the second polarity. Configured to cool. The plurality of operating modes further comprises an activation demist mode, wherein the evaporator core is configured to cool the comfort air flow, and the thermoelectric device removes from the waste surface while receiving current supplied in the first polarity. It is configured to heat the comfortable air flow by transferring thermal energy to the main surface. The startup demist mode includes an internal combustion engine configured to heat a comfortable air flow while the thermoelectric device receives a current supplied with a first polarity. The multiple operating modes further comprise a demist mode, wherein the evaporator core is configured to cool the comfort air flow while no current is supplied to the thermoelectric device, and the auxiliary heat exchanger is configured to be the comfort air channel evaporator core. It is downstream of. The system further comprises a heat storage device disposed in the comfort air channel, wherein the heat storage device stores heat energy and performs at least one of transferring heat energy to the air stream or absorbing heat energy from the air stream. Configured. The system further comprises an evaporator core of a belt driven cooling system disposed in the comfort air channel, and the heat storage device is connected to the evaporator core. The heat storage device is configured to accumulate cooling capacity during at least one of a cooling mode or a demist mode, the thermoelectric device is disposed in the comfort air channel, and the waste surface of the thermoelectric device is connected to the engine block refrigerant conduit and the heat Communicate. The heat source is at least one of a battery, an electronic device, a burner, or vehicle exhaust. 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 heat sink, and the fluid circuit is configured to carry a refrigerant therein. A conduit includes a first bypass conduit, the first conduit is in fluid communication with the heater core, and the first bypass conduit is configured to bypass the refrigerant flow around the first conduit. The activation heating mode includes restricting refrigerant flow through the first conduit and directing refrigerant flow through the first bypass conduit. The fluid circuit includes a second conduit and a second bypass conduit configured to carry an internal refrigerant, the second conduit is in fluid communication with the auxiliary heat exchanger, and the second bypass conduit is in the second conduit. Configured to bypass refrigerant flow around and / or the heating mode includes restricting refrigerant flow through the second conduit and directing refrigerant flow through the second bypass conduit. Yes.

  According to embodiments disclosed herein, a method is provided for controlling the temperature of a passenger compartment of a vehicle during startup of the vehicle's internal combustion engine. The method includes directing air flow through the comfort air channel. The method further includes directing refrigerant through the engine refrigerant circuit, the engine refrigerant circuit including an engine block refrigerant conduit in thermal communication with the internal combustion engine of the vehicle. The method further includes directing an air flow through the heater core disposed in the comfort air channel and in thermal communication with the engine block refrigerant conduit. The method further includes directing the air flow through an auxiliary heat exchanger in thermal communication with the thermoelectric device. The auxiliary heat exchanger is downstream of the heater core with respect to the direction of comfort air flow in the comfort air channel during air flow. The thermoelectric device has a waste surface and a main surface, the waste surface is in thermal communication with an engine block refrigerant conduit or heat sink, and the main surface is in thermal communication with an auxiliary heat exchanger. The method further includes supplying a current of a first polarity to the thermoelectric device in a startup heating mode so that the thermoelectric device heats the comfort air by transferring thermal energy from the waste surface to the main surface. Yes. In start-up heating mode, the thermoelectric device heats the comfort airflow while the internal combustion engine is unable to heat the comfort airflow to a particular comfortable temperature without the heat provided by the thermoelectric device.

  In some embodiments, the method further includes limiting current to the thermoelectric device in the heating mode, the internal combustion engine is configured to heat the comfort air flow, and the temperature control system is configured to activate the heating mode. When the internal combustion engine is started at an operating temperature of ambient temperature, the vehicle is configured to heat the passenger compartment of the vehicle to a specific cabin temperature faster than heating the passenger cabin to the specific cabin temperature in the heating mode. . The method further includes directing air flow through the evaporator core of a belt driven cooling system disposed in the comfort air channel. The method further comprises supplying current with a second polarity to the thermoelectric device in a supplemental cooling mode so that the thermoelectric device cools the comfortable air flow by transferring thermal energy from the main surface to the waste surface. Contains. The method further includes restricting refrigerant flow through the engine block refrigerant conduit to prevent thermal communication between the waste heat transfer surface of the thermoelectric device and the internal combustion engine. The method further includes transmitting the thermal energy from the waste surface to the main surface while the evaporator cools the comfort air, so that the thermoelectric device heats the comfort air to the thermoelectric device in the startup demist mode. The auxiliary heat exchanger is downstream of the evaporator core with respect to the direction of the comfort air flow in the comfort air channel, and the waste heat exchanger is disposed of the thermoelectric device Connected to the surface, 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 an engine block refrigerant conduit or heat sink.

  According to embodiments disclosed herein, a temperature control system is provided for heating, cooling, and / or demisting a passenger compartment of a vehicle while the vehicle's internal combustion engine is stopped. The system comprises an engine refrigerant circuit comprising an engine block refrigerant conduit configured to carry internal refrigerant. The engine block conduit is in thermal communication with the vehicle's internal combustion engine. The system further comprises a heater core disposed in the comfort air channel of the vehicle and in fluid communication with the engine block refrigerant conduit. The system further comprises a thermoelectric device having a waste surface and a main surface. The system further comprises an auxiliary 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 heat sink. The system further comprises a controller configured to operate the temperature control system in a plurality of operating modes. The plurality of operating modes includes a stop heating mode, wherein the residual heat of the internal combustion engine is configured to heat the comfortable air flow while no current is supplied to the thermoelectric device and while the internal combustion engine is stopped. The plurality of operating modes further includes a stopped cold heating mode, wherein the thermoelectric device mainly takes heat energy from the waste surface while receiving a current supplied with the first polarity and while the internal combustion engine is stopped. It is configured to heat a comfortable air flow by transmitting to a surface. In the stopped cold heating mode, the thermoelectric device heats the comfort air flow while the internal combustion engine is unable to heat the comfort air flow to a specific comfort temperature without the heat provided by the thermoelectric device.

  In some embodiments, the temperature control system may provide a longer internal engine shutdown time in the stopped cold heating mode than in the stopped heating mode during heating of the passenger compartment to a constant cabin temperature. Configured to allow. The stopped cold heating mode includes an internal combustion engine configured to heat a comfortable air flow while the thermoelectric device receives a current supplied with a first polarity. The plurality of modes of operation further includes a supplemental cooling mode, wherein the thermoelectric device conducts a comfortable air flow by transferring thermal energy from the major surface to the waste surface while receiving a current supplied at the second polarity. Configured to cool. The system further comprises a heat storage device disposed in the comfort air channel, wherein the heat storage device stores heat energy and performs at least one of transferring heat energy to the air stream or absorbing heat energy from the air stream. Configured. The system further comprises an evaporator core of a belt driven cooling system disposed in the comfort air channel, and the heat storage device is connected to the evaporator core. The heat storage device is configured to accumulate cooling capacity during at least one of a cooling mode or a demist mode and while the internal combustion engine is in operation. The plurality of operating modes further includes a first stop demist mode, wherein the thermoelectric device is configured to cool the comfort airflow by absorbing thermal energy from the airflow using a stored cooling capacity; The thermoelectric device is also configured to heat the comfortable air flow by transmitting thermal energy from the waste surface to the main surface while receiving the current supplied with the first polarity. The auxiliary heat exchanger is downstream of the heat core relative to the direction of the comfort air flow 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 refrigerant conduit. The heat source is at least one of a battery, an electronic device, a burner, or vehicle exhaust. The fluid circuit includes a first conduit and a first bypass conduit configured to carry an internal refrigerant, wherein the first conduit is in fluid communication with the heater core, and the first bypass conduit is a refrigerant conduit around the first conduit. Configured to bypass flow. The stopped cold heating mode includes restricting refrigerant flow through the first conduit and directing refrigerant flow through the first bypass conduit. The fluid circuit includes a second conduit and a second bypass conduit configured to carry an internal refrigerant, the second conduit is in fluid communication with the auxiliary heat exchanger, and the second bypass conduit is in the second conduit. It is configured to bypass the refrigerant flow around. The stopped heating mode includes restricting the flow of refrigerant through the second conduit and directing the flow of refrigerant through the second bypass conduit. The plurality of operating modes further includes a second stop demist mode, wherein the thermoelectric device transfers the thermal energy from the main surface to the waste surface while receiving a current supplied with the second polarity, thereby providing a comfortable air flow. The internal combustion engine is configured to heat the comfort air flow while the internal combustion engine is capable of heating the comfort air flow to a specific comfort temperature, and / or The auxiliary heat exchanger is upstream of the heater core with respect to the direction of comfort air flow in the comfort air channel when the temperature control system is in operation.

  According to embodiments disclosed herein, a method is provided for controlling the temperature of a passenger compartment of a vehicle during a stop of the internal combustion engine of the vehicle. The method includes directing air flow through the comfort air channel. The method further includes directing refrigerant through the engine refrigerant circuit, the engine refrigerant circuit including an engine block refrigerant conduit in thermal communication with the internal combustion engine of the vehicle. The method further includes directing an air flow through the heater core disposed in the comfort air channel and in thermal communication with the engine block refrigerant conduit. The method further includes directing the air flow through an auxiliary heat exchanger in thermal communication with the thermoelectric device. The thermoelectric device has a main surface and a waste surface, the main surface is in thermal communication with an auxiliary heat exchanger, and the waste surface is connected to the 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 refrigerant conduit or heat sink. The method further includes a first polarity in a stopped cold heating mode to heat the comfort air by the thermoelectric device transferring heat energy from the waste surface to the main surface while the internal combustion engine is stopped. Including supplying electrical current to the thermoelectric device. In the stopped cold heating mode, the thermoelectric device heats the comfort air flow while the internal combustion engine is unable to heat the comfort air flow to a specific comfort temperature without the heat provided by the thermoelectric device.

  In some embodiments, the auxiliary heat exchanger is downstream of the heater core relative to the direction of the comfort air flow in the comfort air channel while the air flow is flowing. The method further includes limiting the current to the thermoelectric device in the stop heating mode. The internal combustion engine is configured to heat the comfort airflow. The temperature control system allows a longer stop time of the internal combustion engine in the stop cold heating mode than in the stop heating mode during heating of the vehicle passenger compartment to a constant cabin temperature. Configured. The method further includes providing a second polarity current to the thermoelectric device to cool the comfort air flow by transferring the thermal energy from the main surface to the waste surface in the auxiliary cooling mode. Contains. The method further includes restricting refrigerant flow through the engine block refrigerant conduit to prevent thermal communication between the waste heat transfer surface of the thermoelectric device and the internal combustion engine. The method further includes providing a second polarity current to the thermoelectric device to cool the comfort air by transferring the thermal energy from the main surface to the waste surface in the stopped demist mode. The internal combustion engine is configured to heat the comfort air flow while the internal combustion engine is capable of heating the comfort air flow to a specific comfort temperature and / or the auxiliary heat exchanger It is upstream of the heater core relative to the direction of the comfort air flow in the comfort air channel during flow.

  The following drawings and related descriptions are provided to illustrate embodiments of the disclosure and are not intended to limit the scope of the claims.

FIG. 2 shows a schematic structure of an exemplary embodiment of a microhybrid system. FIG. 2 shows a schematic structure of an exemplary embodiment of a microhybrid system. 1 is a schematic diagram of an exemplary embodiment of an HVAC structure incorporating a thermoelectric device. 1 is a schematic diagram of an exemplary embodiment of an HVAC system incorporating a dual channel structure. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system that incorporates a dual channel structure in a heating configuration. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system that incorporates a dual channel structure in a cooling configuration. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system that incorporates a dual channel structure in a demist configuration. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system that incorporates a dual channel structure with relocated or additional thermoelectric devices in a demist configuration. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system incorporating a dual channel structure with a blend door. 1 is a schematic diagram of an exemplary embodiment of an HVAC system that incorporates a dual channel structure in a heating configuration. FIG. 1 is a schematic diagram of an exemplary embodiment of an HVAC system incorporating a dual channel structure with a flow diverting element. 1 is a schematic diagram of an exemplary embodiment of an HVAC system incorporating a dual channel structure with multiple valves. FIG. 2 shows a table for an exemplary embodiment of an HVAC system that incorporates a bithermal thermoelectric device. 1 is a schematic diagram of an exemplary embodiment of an HVAC system incorporating a bithermal thermoelectric device. 2 shows a table for power configuration of an exemplary embodiment of a bithermal thermoelectric device. 1 is a schematic diagram of an exemplary embodiment of a temperature control system incorporating a bithermal thermoelectric device. FIG. 2 is a schematic diagram of an exemplary embodiment of a bithermal thermoelectric circuit. 1 is a schematic diagram of one embodiment of a temperature control system. FIG. 6 shows a flow chart for one embodiment of a temperature control system with a bypassable TED. FIG. 1 is a schematic diagram of one embodiment of a temperature control system including a cooling circuit and a heating circuit. FIG. Fig. 15 shows a flow chart for the embodiment of the temperature control system shown in Fig. 14; 1 is a schematic diagram of one embodiment of a temperature control system in a heating mode. FIG. 1 is a schematic diagram of one embodiment of a temperature control system in a heating mode. FIG. 1 schematically illustrates one embodiment of a heating mode temperature control system. FIG. 1 schematically illustrates one embodiment of a cooling mode temperature control system. FIG. FIG. 6 illustrates an embodiment of an alternative cooling mode temperature control system. FIG. 6 is a schematic diagram of another embodiment of a temperature control system in a heating mode. FIG. 6 is a schematic diagram of another embodiment of a temperature control system in a heating mode. 3 schematically illustrates another embodiment of a temperature control system in a cooling mode. FIG. 2 illustrates an exemplary embodiment of an HVAC system in a vehicle. FIG. 2 illustrates an exemplary embodiment of a liquid to air thermoelectric device. FIG. 6 shows a graph of potential cabin heater output temperature over a period of time for an embodiment of a particular HVAC system. FIG. 2 is a circuit diagram of an exemplary embodiment for operating a temperature control system during a start-up mode. FIG. 2 is a circuit diagram of an exemplary embodiment for operating a temperature control system during a start-up mode. FIG. 2 is a circuit diagram of an exemplary embodiment for operating a temperature control system during a start-up mode. FIG. 2 is a schematic diagram of an exemplary embodiment of operating a temperature control system during a start / stop mode. FIG. 2 is a schematic diagram of an exemplary embodiment of operating a temperature control system during a start / stop mode. FIG. 2 is a schematic diagram of an exemplary embodiment of operating a temperature control system during a start / stop mode.

  While certain preferred embodiments and examples are disclosed herein, the subject matter of the invention goes beyond the details of the disclosed embodiments to other alternative embodiments and / or inventions. Extends to uses, and variations and equivalents thereof. Thus, the scope of the invention disclosed herein is not limited by any of the specific embodiments described below. For example, in any of the methods or steps disclosed herein, the operation or operation of the methods or steps can be performed in any suitable order and is limited to any particular disclosed order. There is no need to

  For purposes of comparing various embodiments with the prior art, certain aspects and advantages of these embodiments are described. Not all such aspects or advantages need to be achieved by any particular embodiment. Thus, for example, various embodiments can achieve or optimize one advantage or group of advantages taught herein without having to achieve another aspect or advantage also taught herein. It may be executed in such a way. While some of the embodiments are described in connection with specific fluid circuit and valve configurations, specific temperature control and / or fluid circuit configurations, the present invention may be utilized with other system configurations. It is understood that it is good. Furthermore, although the present invention is limited to use by vehicles, it can also be advantageously used in other environments where temperature control is desired.

  As used herein, the term “coolant” is used in its broad general sense and includes, for example, a fluid that transfers thermal energy within a heating or cooling system. As used herein, the term “heat transfer device” is used in its broad general sense, for example, heat exchangers, heat transfer surfaces, heat transfer structures, and others for transferring thermal energy between media. Any suitable device, or any combination of such devices. As used herein, the terms “thermal energy source” and “heat source” are used in their broad general sense, for example, vehicle engines, burners, electronic components, heating elements, batteries or battery packs, exhaust system Includes components, devices that convert energy into thermal energy, or any combination of such devices. In some situations, the terms “thermal energy source” and “heat source” may refer to a negative thermal energy source, such as, for example, a chiller, an evaporator, another cooling component, or a combination of components. .

  As used herein, the terms “sufficient” and “sufficient” are widely used according to their general meaning. For example, in the context of sufficient heating or sufficient heat transfer with comfort air, these terms refer to situations where the passenger airflow (or airflow) is heated to a comfort temperature for the passenger (eg, one airflow Or the situation in which the passenger airflow is heated to a threshold temperature and is broadly encompassed without limitation.

  As used herein, the term “ready” is widely used according to its general meaning. For example, in the context of a heat source that is ready to provide heat, the term is used when one or more criteria are met to determine when the heat source has sufficiently heated the passenger airflow. The situation is widely covered without limitation. For example, when a heat source can transfer sufficient heat energy so that the heater core is comfortable when directed to the vehicle occupant or proximal to the airflow, the passenger The working air stream can be heated sufficiently. Airflow can be comfortable if it is at or near room temperature, at or somewhat above room temperature, at a temperature above room temperature, above a suitable threshold temperature, or at a temperature equal to a suitable threshold temperature . Suitable threshold temperatures may be about 70 degrees Fahrenheit, about 72 degrees Fahrenheit, about 75 degrees Fahrenheit, room temperature, ambient temperature dependent temperature, or other temperatures. A suitable threshold temperature (or a specific comfort temperature) may be about 60 degrees Fahrenheit, about 65 degrees Fahrenheit, about 70 degrees Fahrenheit, or higher than or equal to room temperature. A suitable threshold temperature (or a specific comfort temperature) may be about 10 degrees Fahrenheit, about 25 degrees Fahrenheit, about 30 degrees Fahrenheit, or about 40 degrees Fahrenheit above ambient temperature. In some embodiments, the heat source is ready to heat the passenger cabin if the heat source is capable of heating the air flow such that the passenger cabin is not subjected to cold air. In some embodiments, the heat source is warm enough (or hot) to raise the refrigerant temperature to heat the airflow to a comfortable temperature and / or room temperature as described herein. In some cases, the heat source is ready to heat the passenger cabin.

  As used herein, the term “passenger air channel” is widely used in its general sense. For example, passenger air channels encompass components through which comfort air flows, including ducts, pipes, vents, ports, connectors, HVAC systems, and other suitable structures or combinations of structures.

  As used herein, the term “thermoelectric device” is widely used according to its general meaning. For example, the term refers to any device that incorporates a thermoelectric material and that is used to transmit thermal energy against a temperature gradient when electrical energy is applied, or to generate electrical output based on temperature differences across the thermoelectric material. Widely included. The thermoelectric device may be incorporated into or used with other temperature control elements, such as a heater core, evaporator, electric heating element, heat storage device, heat exchanger, another structure, or combination of structures.

  As used herein, the term “actuator” is used broadly according to its general meaning. For example, the term broadly encompasses fluid control devices, such as valves, regulators, and other suitable structures or combinations of structures used to control fluid flow.

  As used herein, the term “control device” is widely used according to its general meaning. For example, the term broadly refers to a device or system configured to control fluid movement, electrical energy transfer, thermal energy transfer, and / or data communication between one or more thereof. Comprehensive. The control device may include a single controller that controls one or more components of the system, or it may include two or more controllers that control various components of the system. Also good.

  Vehicle occupant compartment temperatures are typically controlled by heating, ventilation, and air conditioning (HVAC) systems, which may also be referred to as comfort air systems or temperature control systems. If the system is used for heating, the vehicle engine or another suitable device can be the heat source. Thermal energy may be transferred from a heat source to a heat exchanger (eg, a heater core, etc.) via a refrigerant circuit or other fluid circuit. The heat exchanger may transfer thermal energy to an air flow across the heat exchanger before entering the vehicle passenger compartment. In some configurations, the vehicle engine or heater core may take a substantial amount of time, such as a few minutes, before reaching a temperature at which the heater core can sufficiently heat the air directed into the vehicle passenger compartment. . For example, in certain types of vehicles, such as plug-in hybrids, the engine may not even be operated until the vehicle is driven a substantial distance, such as 50 miles. When the heater core reaches a temperature at which sufficient heat energy can be transferred so that the airflow in the passenger compartment is comfortable, the heater core and / or engine can be said to be “ready” to heat the airflow.

  Cooling can be achieved using a compressor-based cooling system (including various components such as an evaporator) to cool the airflow entering the passenger compartment. The vehicle engine supplies energy (eg, via mechanical or electrical connections) to power the components of the cooling system. Many components of the cooling system are often separated from the components of the heating system. For example, the cooling system is typically connected to the passenger compartment air flow using a heat exchanger separated from the heater core.

  Some HVAC systems have a demisting function and moisture is removed from the air during the heating mode to remove fog and / or to prevent the formation of condensate on the windshield. In some systems, the demist function is achieved by first passing air through an evaporator to lower the air temperature below the dew point, thereby condensing and removing moisture. The evaporator can be cooled, for example, by a two-stage vapor compression cycle. After passing through the evaporator, the air can be passed through a heater to achieve the appropriate temperature for passenger comfort.

  FIG. 1A illustrates one embodiment of a micro-hybrid / mild hybrid system that includes a start-stop system (or stop-and-go system) for a vehicle. Micro-hybrid systems can improve vehicle fuel efficiency and reduce pollution. Unlike “pure” hybrid motor vehicles, micro hybrid motor vehicles have an internal combustion engine, but do not necessarily have an electric motor to drive the vehicle. The internal combustion engine can be stopped in the operating state (pause) of the selected vehicle, for example, while the vehicle stops with a signal. In some embodiments, the vehicle functions in a stop-and-go mode with a star towel generator connected to a reversible electric machine or an internal combustion engine powered by a “starter” mode AC / DC converter. obtain.

  In some implementations, the use of a star towel generator in stop-and-go mode may cause the internal combustion engine to stop completely when the vehicle itself stops, and then the driver's action, for example, understood as a restart command Subsequent to, the internal combustion engine may be restarted. A typical stop-and-go situation is a red light stop. When the vehicle stops with a signal, the engine automatically stops, and then when the signal turns green, the system detects that the driver has pressed the clutch pedal, or the driver intends to restart the vehicle. Following another action understood in the sense that it is, it is restarted using the star towel tantator. Under certain predetermined conditions, the engine may be turned off before the vehicle is stopped. For example, when a given situation indicates that the vehicle is about to stop completely, the vehicle is coasting at a certain speed, and / or the vehicle is coasting down a hill The transmission can be switched to neutral and the engine can be stopped while the vehicle continues on its track.

  An automobile with an internal combustion engine may have an on-board electrical system to power an electric starter for the internal combustion engine and other electrical devices of the automobile. During start-up of the internal combustion engine, the starter battery 10a can supply power to the starter 11a, which starts the internal combustion engine (for example, when the switch 12a is closed by a corresponding starter signal from the controller). The starter battery 10a may be a conventional 12V (14V) vehicle battery connected to a 12V (or 14V) electrical system. In some embodiments, the voltage of the battery and corresponding electrical system may be as high as, for example, 18V, 24V, 36V, 48V, and 50V. In some embodiments, the battery 10a may be a high capacity battery. When the internal combustion engine is started, the internal combustion engine drives a generator 13a ("alternator"), which then produces a voltage of approximately 14V, which is passed through the on-board electrical system to various power consumers of the vehicle. 14a is made available. In the process, the generator 13a can also recharge the starter battery 10a.

  In some embodiments, the micro-hybrid vehicle may have multiple voltage electrical systems. For example, the vehicle may have a low voltage system to power the vehicle's power consuming portion 14a (eg, a conventional electronic device). Continuing with this example, the vehicle may also have a high voltage system to power the starter 11a. In some embodiments, the vehicle low voltage system may also power the starter 11a.

  In some embodiments, the starter 11a may have the proper power to initially accelerate the vehicle from a standstill during startup of the internal combustion engine. For example, if the driver steps on the accelerator of the vehicle for acceleration after the internal combustion engine is stopped, the starter will take the vehicle from the stopped state until the internal combustion engine starts and takes over acceleration and propulsion of the vehicle forward. Appropriate torque can be applied to accelerate.

  FIG. 1B illustrates one embodiment of a micro-hybrid / mild hybrid system that includes a start-stop system (or stop-and-go system) for a vehicle with a capacitor. The micro hybrid vehicle 2b may have an internal combustion engine 5b to provide a traction force for the micro hybrid vehicle 2b via a transmission. The integrated starter generator 6b is drivably connected to one end of the crankshaft of the engine 5b using a drive belt 4b. It will be appreciated that other means for drivingly connecting the integrated starter generator 6b to the engine 5b may be used. In some embodiments, the starter motor and generator may be separate.

  In one embodiment, the integrated starter generator 6b is a multiphase AC device, and is connected to the inverter 10b via a multiphase cable 7b. The control lead 8b is used to transfer data bidirectionally between the integrated starter generator 6b and the inverter 10b, and in this case can be used to calculate the rotational speed of the engine 5b. A signal indicating the rotation speed of the body-type starter generator 6b is supplied. Alternatively, engine speed can be measured directly using a crankshaft sensor or another sensing device.

  Capacitor pack 12b can be connected to the DC side of inverter 10b. In one embodiment, capacitor pack 12b includes ten 2.7 volt capacitors (electrical double layer capacitors, also referred to as cells), and thus has a nominal terminal voltage of 27 volts. It will be appreciated that in a capacitor pack, a greater or lesser number of capacitors may be used and the voltage of each capacitor forming the pack may be greater or less than 2.7 volts. In some embodiments, a high capacity battery, a high voltage battery, and / or a conventional battery may replace the capacitor pack 12b or function simultaneously with the capacitor pack 12b.

  The capacitor pack 12b can be connected to a DC / DC voltage converter 15b. The DC / DC converter may be connected to a 12 volt voltage source via supply lead 16. The 12 volt voltage source is a conventional electrochemical battery and is used to power an electrical device attached to the micro hybrid vehicle 2b. An integrated starter generator 6b can be electrically connected to recharge the capacitor. A regenerative braking system can also be electrically connected to recharge the capacitor. In some embodiments, the vehicle may have other dynamic or thermal energy recovery systems to recharge the capacitor (and / or battery). The DC / DC converter is also 12 volts if, for example, the micro-hybrid vehicle 2b has not been operated for several weeks and the charge on the capacitor pack 12b is below the predetermined level required for a good start. It can be used to recharge the capacitor pack 12b from a voltage source. The DC / DC converter supplies a voltage greater than 12 volts to achieve this recharging function. Alternatively, a conventional starter connected to a 12V voltage source may be used.

  Capacitor controller 20b may be operatively connected to inverter 10b by control line 21b to control the flow of electricity between inverter 10b and capacitor pack 12b. The capacitor control device 20b continues to receive a signal indicating the terminal voltage of the capacitor pack 12b from the capacitor pack 12b via the voltage sensor line 22b, and continues to receive a signal indicating the engine speed via the control line 21b. It will be appreciated that the capacitor controller 20b may be formed as part of another electrical controller, such as the inverter 10b or a powertrain controller.

  In some embodiments, similar start-stop concepts can be applied to hybrid vehicles and / or plug-in hybrid vehicles. Throughout this disclosure, “hybrid” applies to both hybrid vehicles and plug-in hybrid vehicles unless otherwise noted. The hybrid vehicle can be driven by both an internal combustion engine and an electric motor. The temperature control system described herein provides a longer engine stop to improve fuel efficiency while the hybrid vehicle uses a thermoelectric device to provide similar characteristics and comfort as a conventional vehicle. Achieve time. In order to achieve maximum efficiency, the hybrid vehicle uses a start / stop strategy, which means that during normal idling conditions, the vehicle's internal combustion engine shuts down to save energy. It is important to maintain thermal comfort within the passenger compartment of the vehicle during this period. In order to maintain cabin comfort during cold weather climates, the refrigerant is circulated through the heater core and / or thermoelectric device as described herein to provide heat to the cabin. In hot weather climates, some vehicles use an electric compressor to drive a conventional belt-driven compressor of an air conditioning system to keep the cabin cool without operating the internal combustion engine. However, electric compressors may be insufficient and undesirable in certain situations. In some embodiments, the temperature control system described herein may assist or replace an electric compressor while providing coolness.

  Automatic HVAC mechanisms (conventional vehicles, micro-hybrid vehicles, and / or hybrid vehicles) to assist or replace one or more parts of a passenger compartment heating and cooling system One or more thermoelectric devices (TED) may be included. In some embodiments, the micro-hybrid and / or hybrid vehicle may be equipped with an electric pump (eg, a water pump) to provide circulation of the working fluid, which is a traditional belt-driven pump. Or replaces a conventional belt driven pump while the engine is off. By supplying electrical energy to the thermoelectric device, the thermal energy may be transferred to or from the passenger airflow via one or more fluid circuits and / or heat exchangers. As a stand-alone heater, the thermoelectric device may remain energized after the compartment and engine reach the desired temperature. In a system using such a configuration, the energy applied to the thermoelectric device may be wasted once the vehicle engine reaches a temperature sufficient to heat the passenger compartment. This is because the waste heat from the engine may be sufficient to heat the passenger compartment. However, adding a thermoelectric device to a heating and cooling system typically has a significant impact on the design of an HVAC system, and the design will include two or more heat exchangers. Therefore, an improved passenger compartment can be quickly and efficiently heated and / or cooled without the need for additional heat exchangers or many other components not used in normal HVAC system designs. There is a demand for temperature control systems. The system selectively facilitates the heating or cooling power provided by other subsystems, allowing the HVAC system to rely on the evaporator core for the purpose of dehumidifying air when demisting is desired. This is advantageous in some cases.

  Some embodiments provide an optimal subsystem arrangement that allows one or more thermoelectric devices to provide dual-mode functionality or multi-mode functionality in a single device. Includes the resulting system structure. Modes implemented by certain embodiments include heating mode, cooling mode, demist mode, startup heating mode, steady heating mode, startup demist mode, steady demist mode, stop cold heating mode, stop cooling heating mode , Stop warm heating mode, other useful modes, or combinations of modes. Some embodiments have a system structure that provides an optimized TE HVAC system to overcome the problems associated with the placement of a TED in series with an evaporator core and a heater core. In some embodiments, the first and second fluid conduits are utilized with one or more blend doors to optimize the position of the subsystem in the comfort airflow.

  In some embodiments, the TED may be configured to supplement heating and cooling of the passenger compartment. In an exemplary configuration, the engine and thermoelectric device may transfer heat to one or more heat exchangers that connect into passenger air. However, adding thermoelectric devices to the heating and cooling system typically has a significant impact on the design of the HVAC system, and the design will include two or more heat exchangers. Therefore, an improvement that can quickly and efficiently heat and / or cool a passenger compartment without the need for additional heat exchangers or many other components not used in the design of a normal HVAC system There is a need for an improved temperature control system. The system is advantageous when it can selectively supply heat from the engine and / or thermoelectric device through a common heat exchanger connected to the passenger airflow, while also providing cooling from the thermoelectric device. It is.

  The HVAC system with TED can provide a demisting function and moisture is removed from the air during the heating mode to remove fog and / or to prevent the formation of condensate on the windshield. In some systems, the demist function is achieved by first reducing the air temperature below the dew point through the evaporator, thereby condensing and removing moisture. The evaporator can be cooled, for example, by a two-stage vapor compression cycle. After passing through the evaporator, the air is passed through a heater (ie, TED) to achieve the proper temperature for passenger comfort.

  Referring now to FIG. 2, an exemplary embodiment of the HVAC system 100 that includes a heater core 130, an evaporator 120, and a thermoelectric device (TED) 140 is illustrated. At least some of the components of the HVAC system 100 may be in fluid communication via thermal energy transfer means such as, for example, a tube that directs the fluid. Control devices such as valves 150, 160 and 170 can be used to control the transfer of thermal energy through the piping. The controller can be configured to control various components of the system 100 and their relative fluid communication. In the illustrated embodiment, when the valve 160 is opened, a thermal circuit connecting the heater core 130 and the TED 140 is created. The air handling unit (eg, a fan) is configured to carry an air flow 110 that is in thermal communication with the evaporator 120, the heater core 130, and the TED 140. The TED 140 may include one or more thermoelectric elements that transfer thermal energy in a particular direction when electrical energy is applied to one or more TE elements. When electrical energy is applied using the first polarity, the TED 140 transfers thermal energy in the first direction. In addition, when electric energy having a second polarity opposite to the first polarity is applied, the TED 140 transfers thermal energy in a second direction opposite to the first direction.

  In some embodiments, the heat storage device 123 is coupled to the HVAC system. As shown in FIG. 2, the heat storage device 123 may be connected to the evaporator 120 or may be a part of the evaporator 120. The evaporator 120 with the heat storage device 123 may be considered a “heavy-weight” evaporator. The evaporator 120 without the heat storage device 123 may be considered a “light-weight” evaporator. When using a lightweight evaporator, the heat storage device 123 may be located anywhere along the HVAC system 100, such as upstream or downstream of the evaporator 120, the heater core 130, and / or the TED 140. The HVAC system 100 may convert electrical energy directed to the HVAC system 100 into heat output, and the heat output may be stored in the heat storage device 123. One or more thermoelectric devices may be utilized to convert electrical output to thermal output, but any suitable electrical output to thermal output conversion device may be used. In order to conserve heat output, the thermal storage device 123 can include both high and low temperature phase change materials, such as wax (high temperature phase change material) and water (low temperature phase change material). The HVAC system 100 can utilize a heat storage device 123 to use available electrical energy from the system, such as an alternator, regenerative brake system generator, and / or waste heat recovery system, which is Is further described in US patent application Ser. No. 11 / 184,742, filed on Jan. 19, the entire contents of which are hereby incorporated herein by reference and considered a part of this specification. It should be. In some embodiments, the compressor-based cooling system may be used to store thermal energy in the heat storage device 123 while the engine 13 is running and supplying power to the compressor-based cooling system. . When the engine 13 is shut down as described herein, the thermal energy of the heat storage device 123 provides cooling for a longer period of time without requiring engine startup and / or operation of the TED 140. Can be used. The thermal storage device 123 may be used with the TED 140 to provide a longer period of time without requiring an engine start while providing cooling, as described herein. For example, when the engine is stopped, the heat storage device 123 may initially cool the air flow. When the thermal energy stored in the heat storage device 123 is absorbed by the air stream, the TED 140 may be involved to continue cooling the air stream. In some embodiments, a similar concept may be applied to utilize the heat storage device 123 during the heating mode to provide longer engine stop time. For example, when the engine is stopped, the heat storage device 123 may initially cool the air flow. When the thermal energy stored in the heat storage device 123 is transferred to the air stream, the TED 140 may be involved to continue heating the air stream.

  In a first mode, which may be referred to as a heating mode, the valve 150 causes the heater core 130 to heat with a thermal energy source (not shown) such as a vehicle engine, a separate fuel combustion engine, an electrical heating element, or any other heat source. Open for communication. The evaporator 120 is not in fluid communication with a thermal energy sink to minimize the thermal energy transferred between the air flow and the evaporator 120. Thermal energy from the heater core 130 is transferred to the air flow 110. In order to provide supplemental heating to the air flow, the valve 160 may be open, which opens the thermal circuit between the TED 140 and the heater core 130, where the TED 140 is in thermal communication with a thermal energy source. ing. Electrical energy is applied to the TED 140 with a polarity that causes thermal energy to be transferred to the air stream 110.

  In a second mode, which may be referred to as a cooling mode, valve 150 and valve 160 are closed and valve 170 is open. Accordingly, the fluid flow between the heater core 130 and the thermal energy source is stopped to minimize the thermal energy transferred from the heater core 130 to the air flow 110. The evaporator 120 is in fluid communication with a thermal energy sink (not shown), such as a compressor-based cooling system, that allows a fluid, such as a refrigerant, to flow through the evaporator 120. The evaporator 120 moves thermal energy away from the air flow 110. The TED 140 can now be used to transfer additional thermal energy away from the air stream 110 in fluid communication with a thermal energy sink, such as an auxiliary radiator or cooling system, via the valve 170. The polarity of TED is opposite to that used in the first mode.

  In a third mode, which may be referred to as the demist mode, valve 150 is open and valve 170 is closed. The heater core 130 is in thermal communication with a thermal energy source. The evaporator 120 is in thermal communication with the thermal heat sink. Since the valve 160 may be opened to provide supplemental heating to the air stream 110, the TED 140 is in thermal communication with a thermal energy source, where the TED 140 is thermal energy from the thermal energy source to the air stream 110. To communicate. The third mode initially functions as a demister, where the evaporator 120 condenses air and removes moisture, and the air stream 110 cools below the dew point. The airflow 110 is then heated by the heater core 130 and, if necessary, by the TED 140 to achieve an appropriate temperature for passenger comfort.

  FIG. 3 shows an exemplary embodiment of the HVAC system 2 through which the air flow 18 passes before entering the passenger compartment (not shown). The HVAC system 2 includes a cooling device 12, a heater core 14, and a thermoelectric device (TED) 16. At least some of the components of the HVAC system 2 may be in fluid communication with each other via a thermal energy transfer means such as a fluid conduit. The controller can be configured to control the various components of the HVAC system 2 and their relative fluid communication. The heater core 14 is generally configured to be in thermal communication with a thermal energy source such as a vehicle engine, a separate fuel combustion engine, an electrical heating element, or any other heat source. Thermal energy from the heat source can be transferred to the heater core 14 via a refrigerant passing through the tube.

  A cooling device 12, such as an evaporator or thermoelectric device, is in thermal communication with a thermal heat sink such as a compressor-based cooling system, a condenser, or any other cooling system. The TED 16 may 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 the first polarity, the TED 16 transfers thermal energy in the first direction. In addition, when electrical energy having a second polarity opposite to the first polarity is applied, the TED 16 transfers thermal energy in a second direction opposite to the first direction. The TED 16 is configured to be in thermal and fluid communication with a thermal energy source, such as a vehicle engine, a separate fuel combustion engine, an electrical heating element, or any other heat source. The TED 16 is also configured to be in thermal and fluid communication with a thermal energy sink such as a cold core or radiator, a compressor-based cooling system, or any other cooling system. The TED 16 is configured to either heat or cool the air stream 18 depending on the mode of the HVAC system 2, such as heating, cooling, or demist.

  The air flow 18 of the HVAC system 2 may flow through one or more channels or conduits. In some embodiments, the first channel 4 and the second channel 6 are separated by a divider 20. In certain embodiments, the first and second channels 4, 6 are of approximately the same size (eg, approximately the same height, length, width, and / or cross-sectional area) as shown in FIG. It is. However, in another aspect, the first and second channels 4, 6 may have different sizes. For example, the width, height, length, and / or cross-sectional area of the first and second channels 4, 6 may be different. In some embodiments, the first channel 4 is larger than the second channel 6. In another embodiment, the first channel is smaller than the second channel. In further embodiments, additional dividers can be used to create any number of channels or conduits. The divider may be of any suitable material, shape, or configuration. Partitions can function to partially or completely separate conduits or channels and have openings, gaps, valves, blend doors, other suitable configurations, or combinations of configurations that allow fluid communication between channels. Can do. At least a portion of the partition may thermally insulate the first channel 4 from the second channel 6.

  In certain embodiments, the HVAC system 2 comprises a first movable element configured to be operable to control air flow through the first and second channels 4, 6. For example, the first blend door 8, which may also be referred to as an inlet blend door, can be positioned upstream of the first and second channels 4, 6 (eg, near the inlets of the first and second channels 4, 6). And is operable to control the air flow through the first and second channels 4, 6. The first blend door 8 may selectively alter, allow, block or block air flow through one or both of the first and second channels 4, 6. In a particular configuration, the first blend door 8 may direct all of the air flow through the other channel while blocking air flow through one of the channels. Also, the first blend door 8 can vary the amount and ratio of air flow through both channels. In some embodiments, the first blend door 8 is coupled to the partition 20 and rotates relative to the partition 20. Another first movable element is also compatible with certain embodiments disclosed herein.

  A second movable element (eg, second blend door 10) may be disposed downstream of the cooling device 12 and upstream of the heater core 14 and the TED 16. The second movable element is operable to control the air flow through the first and second channels 4, 6 by selectively diverting the air in the first channel 4 to the second channel 6. is there. In some embodiments, the second blend door 10 is coupled to the partition 20 and has an open position in which fluid (eg, air) can flow between the first and second channels 4, 6; It rotates relative to the partition 20 between a closed position where the flow between the second channels 4, 6 is substantially impeded or blocked. The first and second blend doors 8, 10 can be controlled by a controller or a separate control system. In some embodiments, the first and second blend doors 8, 10 may operate independently of each other. Other second movable elements are also compatible with the specific embodiments disclosed herein.

  In the illustrated embodiment, the cooling device 12 is located upstream of the heater core 14 and thermoelectric device 16 and is located in a different conduit or channel. The first and second channels 4, 6 are used when the first and second blend doors 8, 10 are first and second when the HVAC system 2 is selectively used for heating, cooling, and / or demisting. An air flow is configured to be selectively guided between the channels 4 and 6.

  In some embodiments, one or more of the cooling device 12, the heater core 14, and the thermoelectric device 16 may be in thermal communication with a heat exchanger configured to be in thermal communication with an air stream.

  FIG. 4 shows an exemplary embodiment of the HVAC system 2 configured in a first mode, which may also be referred to as a heating mode. In this mode, the first blend door 8 substantially prevents or blocks the air flow 18 from entering the first channel 4, thereby pushing substantially all the air flow 18 into the second channel 6. It is composed of various positions. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. The second blend door 10 is configured to prevent a substantial portion of the air flow 18 from passing between the first and second channels 4, 6. Preferably, in this mode, a substantial portion of the air flow 18 does not pass through the cooling device 12. In this mode, the cooling device 12 may be configured not to be in thermal communication with a thermal energy sink, such as a refrigerant system, so that resources such as refrigerant can be used more efficiently elsewhere. Also, directing air flow through the second channel 6 and bypassing the cooling device 12 reduces the transfer of undesirable thermal energy from the air flow 18 into the cooling device 12. Even when the cooling device 12 is not actively in thermal communication with the thermal heat sink, the cooling device 12 generally has a lower temperature than the air stream 18, so that a substantial portion of the air stream 18 is in thermal communication with the cooling device 12. The cooling device 12 then unnecessarily reduces the temperature of the air stream 18 before heating.

  In the first mode, the heater core 14 that is in fluid communication with the second channel 6 is in thermal communication with a thermal heat source such as a vehicle engine. Thermal energy transferred from the heat source to the heater core 14 is transferred to the air stream 18. Although the heated heater core 14 may provide sufficient heat energy to the airflow 18 to heat the passenger compartment, a thermoelectric device (TED) 16 may be used as an auxiliary or alternative heat energy source. . Thus, the TED 16 may apply supplemental thermal energy while the heater core 14 transfers thermal energy to the air stream 18. The TED 16 may be configured to be in thermal communication with the same thermal energy source as the heater core 14 or in thermal communication with another thermal energy source. Electrical energy is supplied to the TED 16 using a polarity that transfers thermal energy to the air stream 18. In order to optimize the auxiliary heating, the TED 16 is preferably positioned downstream of the heater core 14, which is a first heat transfer surface (or main surface, not shown) of the TED 16 and a second heat transfer of the TED 16. Since the temperature difference between the surface (or waste surface, not shown) can be reduced, the coefficient of performance is improved. When the engine and the refrigerant loop are relatively cool in the first mode, the thermal energy transferred from the TED 16 to the air flow 18 is also relatively low in the heater core 14 by arranging the TED 16 downstream of the heater core 14. Therefore, in the first mode (or other heating mode), the transfer of thermal energy from the air flow 18 into the refrigerant loop is suppressed. The TED 16 is generally used for auxiliary heating. However, when the thermal heat source does not supply sufficient heat to the heater core 14, for example, when the engine is warming up, the main heat source is used. May be used as Also, if the heater core 14 supplies sufficient thermal energy to the air flow 18, the TED 16 may not be involved. The resulting air stream 18 is thus heated to the desired temperature and directed to the passenger compartment.

  In some embodiments, the first blend door 8, which may also be referred to as an inlet blend door, may be configured to direct at least a portion of the air flow 18 through the second channel 6, so that a portion of the air flow 18 is Heated before entering the passenger compartment. In order to heat the passenger compartment at a slower rate, the inlet blend door 8 allows the less air flow to pass through the second channel and / or the more air flow, the first air flow is not heated. It can be selectively adjusted to pass through channel 4. To increase the heating rate, the blend door can be selectively adjusted to direct more air flow through the second channel 6 and less air flow into the first channel 4.

  FIG. 5 shows an exemplary embodiment of the HVAC system 2 configured in a second mode, which may also be referred to as a cooling mode. In this mode, the first blend door 8 connects at least a portion of the air flow 18 (eg, all, substantially all, or a substantial portion of the air flow 18) to which the cooling device 12 is operably connected. Because it is configured to direct through one channel 4, a portion of the air flow 18 is cooled before entering the passenger compartment. The second blend door 10 is configured to prevent a substantial portion of the air flow 18 from passing between the first and second channels 4, 6. The amount of air flow 18 through the first and second channels can be adjusted by selectively changing the position of the first blend door 8.

  In the second mode, the cooling device 12 such as an evaporator is thermally connected to a thermal heat sink (not shown) such as an auxiliary radiator. In this mode, the HVAC system 2 cools the air stream 18 by transferring heat from the air stream 18 to the cooling device 12. In some embodiments, a thermoelectric device (TED) 16 may be used to provide supplemental cooling to the air flow 18 of the second channel 6. The TED 16 may be configured to be in thermal communication with a thermal energy sink (not shown), such as a low temperature core or an auxiliary radiator. Electrical energy is supplied to the TED 16 using a polarity that causes the TED 16 to absorb thermal energy from the air stream and then transfers the thermal energy to the thermal heat sink. Thus, the TED 16 may provide an auxiliary transfer of thermal energy from the air stream 18 to the heat sink while the cooling device 12 cools the air stream 18. In the second mode, the heater core 14 is not operating, for example, the heater core 14 is not substantially in thermal communication with a thermal heat sink (eg, a powertrain refrigerant). In certain embodiments, the operation of the heater core 14 can be controlled using valves or other control systems (not shown), and the heater core 14 can be operatively disconnected from a thermal heat source.

  In order to cool the passenger compartment at a slower speed, the first blend door 8 allows less air flow 18 to pass through the first channel 4 and / or more air flow 18 to the second channel. 6 can be selectively adjusted to pass. In order to increase the cooling rate, the first blend door 8 is selectively adjusted so that more air flow 18 is directed through the first channel 4 and less air flow into the second channel 6. Can be done. In some embodiments, the first blend door 8 may be arranged to substantially prevent or block the air flow 18 from entering the second channel 6, so that at least a substantial portion of the air flow 18 or Substantially everything is pushed into the first channel 4. In certain of such embodiments, the TED 16 is operably decoupled from the air stream 18, otherwise the electrical energy used by the TED 16 can be directed to another location.

  FIG. 6 illustrates an exemplary embodiment of the HVAC system 2 configured in a third mode, which may also be referred to as a demist mode. In this mode, the first blend door 8 is configured such that at least a portion (eg, all, substantially all, or a substantial portion) of the air flow 18 can be directed through the first channel 4 with the cooling device 12. As such, the air stream 18 is cooled to remove humidity from the air stream 18. In this mode, the second blend door 10 substantially prevents or blocks the air flow 18 from continuing through the first channel 4, so that when the air flow 18 passes through the cooling device 12, At least a part is configured to be converted from the first channel 4 into the second channel 6.

  In the third mode, the cooling device 12 such as an evaporator can be in fluid communication with the first channel 4 and can be in thermal communication with a thermal heat sink, such as an auxiliary radiator (not shown). In this mode, the HVAC system 2 cools the air stream 18 by transferring heat from the air stream 18 to the cooling device 12. In some embodiments, the cooling device 12 may be a thermoelectric device. If the cooling device 12 is a thermoelectric device, electrical energy is supplied to the thermoelectric device using a polarity selected so that the TED absorbs the thermal energy from the air stream 18 and applies the thermal energy to the heat sink. In some embodiments, multiple thermoelectric devices are operably connected to the HVAC system 2. In at least some embodiments, the polarity of the thermal energy directed to each TED and each thermal region of each TED can be controlled independently.

  In the embodiment shown in FIG. 7, the cooling device 12 and the TED 16 may be separate units in which the TED 16 is disposed in the first channel 4. Again, in the third or demist mode, the cooling device 12 and the TED 16 may be in fluid communication with the first channel 4. Electrical energy may be supplied to the TED 16 with a polarity selected so that the TED 16 absorbs thermal energy from the air stream 18 and applies the thermal energy to the heat sink. In the demist mode, the first blend door 8 may direct at least a portion (eg, all, substantially all, or a substantial portion) of the air flow 18 through the first channel 4 comprising the cooling device 12 and the TED 16. Thus, the air stream 18 is cooled to remove humidity from the air stream 18. In this mode, the second blend door 10 substantially prevents or blocks the air flow 18 from continuing through the first channel 4, so that when the air flow 18 passes through the cooling device 12, It may be configured in such a position that at least a part is converted from the first channel 4 into the second channel 6. As described herein with respect to other embodiments, the first, second, and / or third modes of operation may absorb thermal energy from the air stream 18 for the embodiment of FIG. Alternatively, it can be accomplished by reversing the polarity of the TED as necessary to transfer thermal energy to the air stream 18. Further, TED may be added downstream of the heater core 14 to achieve the first, second, and / or third modes of operation described herein with respect to other embodiments.

  Returning to FIG. 6, in the third mode, the heater core 14 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 the air stream 18. The heater core 14 can typically provide sufficient thermal energy to heat the passenger compartment, but the thermoelectric device (TED) 16 can be used as an auxiliary heat source. Thus, the TED 16 may add supplemental thermal energy while the heater core 14 transfers thermal energy to the air stream 18. The TED 16 may be configured to be in thermal communication with a thermal energy source such as an engine (not shown). Electrical energy is supplied to the TED 16 using a polarity that causes the TED to transfer thermal energy to the air stream 18. In some embodiments, the efficiency of auxiliary heating is improved when the TED 16 is placed downstream of the heater core. This reduces the temperature difference between the main surface of the TED 16 and the waste surface, thereby improving the performance factor. Also, placing the TED 16 downstream of the heater core 14 means that the thermal energy transferred from the TED 16 to the air stream 18 is relatively cool when the engine and refrigerant loop are relatively cool in the third mode. In the third mode (or other heating mode), the transfer of thermal energy from the air stream 18 into the refrigerant loop is prevented because it can be prevented or prevented from being absorbed by the heater core 14. If the airflow 18 is already at the desired temperature for the passenger compartment before reaching the TED 16, the TED 16 is not involved and its resources can be diverted to another location.

  In an embodiment as shown in FIG. 8, the HVAC system 2 can be configured such that the cooling device 12 spans the height of both the first channel 4 and the second channel 6. In this embodiment, the first blend door is removed and only the blend door 10 directs the air flow 18 to the first channel 4 and / or the second channel 6 to achieve the mode of operation described herein. Can be converted. In the first mode or heating mode, the blend door 10 can be configured in a position (swinged up in FIG. 8) such that it substantially obstructs or blocks the air flow 18 into the first channel 4. Force all the air flow 18 into the second channel 6. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. In the first mode, the cooling device 12 may be in fluid contact with the air stream 18, but the cooling device 12 may be configured not to be in thermal communication with a thermal energy sink such as a refrigerant system, thereby providing a resource such as a refrigerant. Can be used more efficiently elsewhere. The heater core 14 and TED 16 may operate as described herein with respect to the heating mode to transfer thermal energy to the air stream 18.

  In some embodiments, the blend door 10 may be configured to direct at least a portion of the air flow 18 through the second channel 6 so that the portion of the air flow 18 is prior to entering the passenger compartment. To be heated. In order to heat the passenger compartment at a slower rate, the blend door 10 allows the less air flow to pass through the second channel 6 and / or the more air flow, the first air flow is not heated. It can be selectively adjusted to pass through channel 4. In order to increase the heating rate, the blend door can be selectively adjusted so that more air flow is directed through the second channel 6 and less air flow is directed through the first channel 4.

  In the embodiment as shown in FIG. 8, the HVAC system 2 may also be configured to operate in a second mode or a cooling mode. In this mode, the blend door 10 cools at least a portion of the air flow 18 (eg, all, substantially all, or a substantial portion of the air flow 18 by swinging down in FIG. 8) by the cooling device 12. Can be configured to be routed through the first channel 4 after being done. The amount of air flow 18 passing through the first and second channels 4, 6 can be adjusted by selectively changing the position of the blend door 10, for example, a portion of the air flow 18 through the second channel 6. Aimed to add auxiliary cooling by supplying electrical energy to the TED 16 with the polarity selected to convert and absorb the thermal energy from the air stream and apply the thermal energy to the heat sink And Thus, the TED 16 may provide supplemental thermal energy transfer from the air stream 18 to the heat sink while the cooling device 12 cools the air stream 18. In the second mode, the heater core 14 is not operating.

  In an embodiment as shown in FIG. 8, the HVAC system 2 may also be configured to operate in a third mode or a demist mode. In this mode, the blend door 10 can be configured in a position (swinged up in FIG. 8) that substantially obstructs or blocks the air flow 18 into the first channel 4 so that substantially all air Stream 18 is pushed into second channel 6. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. Since the cooling device 12 is operating, the air stream 18 is cooled to remove humidity from the air stream 18. In the third mode, the cooling device 12 such as an evaporator can be in fluid communication with the HVAC system 2 and can be in thermal communication with a heat sink such as an auxiliary radiator (not shown). In this mode, the HVAC system 2 may cool the air stream 18 by transferring heat from the air stream 18 to the cooling device 12. In some embodiments, the cooling device 12 may be a thermoelectric device. If the cooling device 12 is a thermoelectric device, electrical energy is supplied to the thermoelectric device using a polarity selected so that the TED absorbs the thermal energy from the air stream 18 and applies the thermal energy to the heat sink. In some embodiments, multiple thermoelectric devices are operably connected to the HVAC system 2. In at least some embodiments, the polarity of the thermal energy directed to each TED and each thermal region of each TED can be controlled independently.

  In the third mode, the heater core 14 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 may be transferred to the air stream 18. The heater core 14 can typically provide sufficient thermal energy to heat the passenger compartment, but the TED 16 can be used as an auxiliary heat source. The TED 16 may be configured to be in thermal communication with a thermal heat source such as an engine (not shown). Electrical energy can be supplied to the TED 16 with a polarity that causes the TED to transfer thermal energy to the air stream 18. In some embodiments, the efficiency of auxiliary heating can be improved when the TED 16 is placed downstream of the heater core. This improves the performance factor because it can reduce the temperature difference between the main surface of the TED 16 and the waste surface. Also, placing the TED 16 downstream of the heater core 14 means that the thermal energy transferred from the TED 16 to the air stream 18 is relatively cool when the engine and refrigerant loop are relatively cool in the third mode. In the third mode (or other heating mode), the transfer of thermal energy from the air stream 18 into the refrigerant loop is prevented because it can be prevented or prevented from being absorbed by the heater core 14. If the airflow 18 is already at the desired temperature for the passenger compartment before reaching the TED 16, the TED 16 is not involved and its resources can be diverted to another location.

  FIGS. 9-11 are other exemplary configurations configured to divert airflow 18 as described with respect to the embodiment of FIG. 8 to operate in the first, second, and / or third modes. An embodiment is shown. In the embodiment of FIG. 9, the blend door 11 is disposed downstream of the cooling device 12, the heater core 14, and the TED 16. In the first and third modes, the blend door 11 may be configured in a position (swinged up in FIG. 9) such that it substantially obstructs or blocks the air flow 18 into the first channel 4. Force all the air flow 18 into the second channel 6. In the second mode, the blend door 11 causes at least a portion of the airflow 18 (eg, all, substantially all, or a substantial portion of the airflow 18 by swinging down in FIG. It can be configured to be guided through the first channel 4 after being cooled. In some embodiments, the blend door 11 may be configured to allow at least a portion of the air flow 18 to be directed through the first channel 4 while other portions of the air flow 18 are directed through the second channel 6. . The cooling device 12, heater core 14, and TED 16 may be configured to operate as described herein with respect to FIGS. 3-6 to achieve the first, second, and / or third modes of operation. .

  In the embodiment of FIG. 10, the flow diverting element 22 is substantially similar to the blend door 11 of FIG. 9 described herein to achieve a first, second, and / or third mode operating regime. Configured to work in the same way. While the flow diverting element 22 blocks all or substantially all of the air flow 18 through one of the first channel 4 or the second channel 6 or directs the other part of the air flow through the second channel 6. , May be configured to direct at least a portion of the air flow 18 through the first channel 4 (in the embodiment of FIG. 10, it is swung up or down). As shown in FIG. 10, the flow switching element 22 may be downstream of the heater core 14 and the TED 16. In some embodiments, the flow diverting element 22 may be upstream of the heater core 14 and the TED 16. The cooling device 12, heater core 14, and TED 16 may be configured to operate as described herein with respect to FIGS. 3-6 to achieve the first, second, and / or third modes of operation. .

  In the embodiment of FIG. 11, the first valve 23 and the second valve 24 disposed in the first channel and the second channel, respectively, downstream of the cooling device 12 are in the first, second, and / or third modes. In order to achieve this operational regime, it is configured to operate functionally in substantially the same manner as the blend door 11 of FIG. 9 described herein. As shown in FIG. 11, the first valve 23 and the second valve 24 may be downstream of the heater core 14 and the TED 16. In some embodiments, the first valve 23 and / or the second valve 24 may be upstream of the heater core 14 and the TED 16. In order to block all or substantially all of the air flow 18 through the first channel 4, the first valve 23 may be configured to restrict the air flow 18 through the first channel 4 (closed). On the other hand, the second valve 24 may be configured (opened) to direct the air flow 18 through the second channel 6. In order to block all or substantially all of the air flow 18 through the second channel 6, the first valve 23 may be configured (opened) to direct the air flow 18 through the first channel 4. Thus, the second valve 24 may be configured (closed) to restrict the air flow 18 through the second channel 6. To direct at least a portion of the air flow 18 through the first channel 4 and to guide other portions of the air flow 18 through the second channel 6, both the first valve 23 and the second valve 24 are open. Alternatively, one of the valves may be opened, and the other valve may be partially opened. The cooling device 12, heater core 14, and TED 16 may be configured to operate as described herein with respect to FIGS. 3-6 to achieve the first, second, and / or third modes of operation. .

  In certain embodiments described herein, the heating and cooling functions of the HVAC system are implemented by two or more different subsystems that can be located in substantially different parts within the HVAC system. The In some alternative embodiments, a single TED simultaneously heats and cools to achieve thermal regulation, human comfort and increased system efficiency. This can be accomplished, for example, by configuring a single TED with separate electrical regions that can be excited with a user selected voltage polarity to simultaneously cool and heat the comfort air. As used herein, the terms “bithermal thermoelectric device” and “bithermal TED” broadly refer to a thermoelectric device comprising two or more electrical regions, where the electrical region is the desired It can have any suitable electrical, geometric or spatial configuration to achieve air conditioning.

  Bithermal TEDs subdivide thermoelectric circuits into multiple thermal zones, whether they are air-to-air, liquid-to-air, or liquid-to-liquid. Can be designed and configured. The thermoelectric device may be constructed using the high density advantages taught by Bell et al. Or may be constructed using conventional techniques (eg, US Pat. No. 6,959,555 and (See U.S. Pat. No. 7,231,772). The advantages of the new thermoelectric cycle as taught by Bell et al. May or may not be used (eg, LE Bell, “Alternate Thermoelectric Thermodynamic Cycles with Improved, which is incorporated herein by reference in its entirety. Power Generation Efficiencies ", 22nd Int'l Conf. On Thermoelectrics, Herault, France (2003), US 6,812,395, US 2004/0261829).

  In some embodiments, the controller or energy management system operates the bithermal TED to optimize power usage according to ambient conditions, target compartment climatic conditions, and the desired environmental conditions of the target compartment. . In demist applications, for example, power to the bithermal TED can be managed according to data obtained by sensors reporting temperature and humidity levels, so the TED can use electrical energy to regulate and dehumidify comfort air. Used for.

  Some embodiments provide a comfortable air demist during cold climates by combining two or more functions such as cooling, dehumidification, and / or heating into a single device, for example. Reduce the number of devices used Certain embodiments improve system efficiency by providing cooling power based on demand in response to climatic conditions to demist comfort air. In some embodiments, the cooling system provides cooling power in proportion to demand.

  Certain embodiments allow a wider range of thermal management and control by providing the ability to fine tune the temperature of the comfort air in an energy efficient manner. Some embodiments provide the ability to advantageously utilize the heat sink and heat source in a single device by further separating the working fluid loop of the heat exchanger in response to the utilization of the sink and source.

  In the exemplary HVAC system 300 shown in FIGS. 12-13, the heating and cooling functionality is a single or substantially adjacent heating chiller subsystem 306 having a first thermal region 308 and a second thermal region 310. Implemented in In some embodiments, the heating and cooling subsystem 306 is a bithermal thermoelectric device (or bithermal TED). Each of the first heat zone 308 and the second heat zone 310 may be configured to selectively heat or cool the comfort airflow F5 independently. Further, each of the thermal zones 308, 310 may be supported by independently configurable electrical and working fluid networks. A controller (not shown) may be configured to control the electrical network and the working fluid network to operate the heater / cooler subsystem 306 in any of a plurality of available modes. For example, the controller may adjust the electrical and working fluid network of the HVAC system 300 according to the configuration shown in the table of FIG. 12 when the demist, heating or cooling mode is selected.

  Any suitable technique may be used to select an operating mode for HVAC system 300. For example, the operating mode may be selected at least in part through a user interface presented to the operator to select one or more settings such as temperature, fan speed, vent position, and the like. In some embodiments, the 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 may also monitor sensors that detect ambient environmental conditions. The controller may use information received from sensors, user controls, other sources, or combinations of sources to select between a demist mode, a heating mode, and a cooling mode. Based on the selected mode of operation, the controller may provide one or more pumps, fans, power supplies, valves, compressors, etc. to provide the passenger compartment with comfortable air having the desired characteristics. HVAC system components or combinations of HVAC system components may be operated.

  In the exemplary embodiment shown in FIG. 13, the HVAC system 300 heats the air channel 302, the fan 304 configured to direct the air flow F5 through the air channel 302, the air flow F5 flowing through the air channel 302, A bithermal TED 306 configured to cool and / or demist, an optional cooling device 312 configured to cool the air stream F5, an optional heating device 314 configured to heat the air stream F5, Power supply device (not shown), electrical connections E1-E4 connected between the power supply device and bithermal TED 306, heat source (not shown), heat sink (not shown), bithermal TED 306 and one or Working fluid conduits F1-F configured to carry working fluid between two or more heat sources or sinks Includes a combination of other HVAC system components, or any suitable component. The heat source can be one or two storage locations for waste heat generated by the vehicle, such as, for example, powertrain refrigerants, motor blocks, main radiators, exhaust system components, battery packs, other suitable materials, or combinations of materials. It can contain more than one. The heat sink may include an auxiliary radiator (eg, a radiator that is not connected to the powertrain refrigerant circuit), a heat storage device, another suitable material, or a combination of materials.

  In operation in the demist mode, the first heat region 308 of the bithermal TED 306 cools and dehumidifies the comfort air F5. The control device causes the power supply device to supply power of the first polarity (or cooling polarity) via the first electric circuits E1 to E2 connected to the first heat region 308. The controller causes the first working fluid circuits F1-F2 connected to the high temperature side of the first heat zone 308 of the TED 306 to be in thermal communication with a heat sink, such as an auxiliary radiator. Due to the polarity of the power provided to the first heat zone 308 of the TED 306, heat energy is directed from the comfort air F5 to the first working fluid circuits F1-F2.

  In the demist mode, the second heat region 310 of the bithermal TED 306 heats the dehumidified comfort air F5 after the air passes through the first heat region 308. The control device causes the power supply device to supply electric power of the second polarity (or heating polarity) via the second electric circuits E <b> 3 to E <b> 4 connected to the second heat region 310. The control device causes the second working fluid circuits F3 to F4 connected to the low temperature side of the second heat region 310 of the TED 306 to be in thermal communication with a heat source such as a powertrain refrigerant. Due to the polarity of the power provided to the second heat zone 310 of the TED 306, heat energy is directed from the second working fluid circuits F3-F4 to the comfort air F5. The controller may adjust the thermal energy transferred to or from the comfort air F5 in each thermal region so that the comfort air F5 reaches the desired temperature and / or humidity. The comfort air F5 can then be directed to the passenger compartment.

  When heating mode operation is selected, both the first and second thermal regions 308, 310 of the TED 306 heat the comfort air F5. The control device causes the power supply device to supply heating polarity power via the first and second electric circuits E1 to E4 connected to the heat regions 308 and 310. The control device causes the working fluid circuits F1 to F4 connected to the low temperature side of the TED 306 to be in thermal communication with a heat source such as a powertrain refrigerant. Due to the polarity of power provided to both the first and second thermal zones 308, 310 of the TED 306, thermal energy is directed from the working fluid circuits F1-F4 to the comfort air F5.

  When cooling mode operation is selected, both the first and second thermal regions 308, 310 of the bithermal TED 306 cool the comfort air F5. The control device causes the power supply device to supply electric power with cooling polarity via the first and second electric circuits E1 to E4 connected to the heat regions 308 and 310. The controller causes the working fluid circuits F1-F4 connected to the hot side of the TED 306 to be in thermal communication with a heat sink, such as an auxiliary radiator. Due to the polarity of power provided to both the first and second thermal regions 308, 310 of the TED 306, thermal energy is directed from the comfort air F5 to the working fluid circuits F1-F4.

  The HVAC system 300 shown in FIGS. 12-13 can optionally include a cooling device 312 such as an evaporator and a heating device 314 such as a heater core. The cooling device 312 and the heating device 314 are configured to supplement or replace one or more of the cooling, demisting and heating functions of the bithermal TED 306 while the HVAC system 300 is operated in a particular mode. Can be done. For example, if the powertrain refrigerant has already reached a sufficiently high temperature to pass the comfort air F5 to the desired temperature when passing through the heater core 314, the heater core 314 will replace the comfort air F5 in place of the TED 306. Can be used to heat. Although the exemplary embodiment shown in FIG. 13 shows that the cooling device 312 and / or the heating device 314 can be located upstream of the bithermal TED 306, at least one of the cooling device 312 and the heating device 314 is: It will be appreciated that it may be located downstream of the bithermal TED 306. For example, in some embodiments, when the HVAC system 300 is operated in demist mode, at least one of the thermal regions 308, 310 of the bithermal TED 306 has been dehumidified by a heating device disposed downstream of the TED 306. It can be used to cool or dehumidify the comfort air F5 while heating the air.

  In the exemplary embodiment of the heating and cooling device 400 shown in FIGS. 14-16, the first fluid flow F1 is two heat exchanges positioned on the first side of a bithermal TED 306 having two thermoelectric circuit regions 402,408. Pass through regions 404 and 410. The second fluid flow F2 passes through two heat exchange zones 406, 412 that are positioned on the second side of the bithermal TED. Each of the first thermoelectric circuit region 402 and the second thermoelectric circuit region 408 may be configured to selectively transfer thermal energy in a desired direction independently of each other. Further, the thermoelectric circuit regions 402 and 408 can be connected to electric circuit paths E1 to E2 and E3 to E4, respectively, which can be configured independently. The controller can be configured to control the electrical networks E1-E4 and the fluid flows F1-F2 to operate the heater / cooler 400 in one of a plurality of available modes. For example, when a demist, heating, or cooling mode is selected, the controller may adjust the electrical network of the heating cooler 400 according to the configuration shown in the table of FIG.

  Any suitable technique may be used to select the operating mode for the heater / cooler 400, including those previously described with respect to the HVAC system 300 shown in FIGS.

  In the exemplary embodiment shown in FIGS. 15-16, heating cooler 400 includes a first heat exchange region set 404, 406 in thermal communication with both sides of first thermoelectric circuit region 402. The second heat exchange region set 410, 412 is in thermal communication with both sides of the second thermoelectric circuit region 408. The first and second thermoelectric circuit regions 402, 408 are configured to heat, cool, and / or demist fluid flowing through the heat exchange region. A power supply (not shown) may provide power to each of the thermoelectric circuit regions 402, 408 using independent electrical circuit paths E1-E2, E3-E4. The heating cooler may include a fluid conduit configured to carry fluid streams F1-F2 through heat exchange regions 404 and 410, 406 and 412 in thermal communication with the TED.

  In demist mode operation, the first thermoelectric circuit region 402 of the heater / cooler 400 cools the main fluid stream F1 flowing through the first heat exchange region 404 of the main fluid conduit. The control device causes the power supply device to supply power of the first polarity (or cooling polarity) via the first electric circuits E1 to E2 connected to the first thermoelectric circuit region 402. The working fluid stream F2 flowing through the first heat exchange region 406 of the working fluid conduit removes heat from the high temperature side of the first thermoelectric circuit region 402. The working fluid stream F2 may flow in the opposite direction of the main fluid stream F1 as the fluid streams F1-F2 traverse the heater / cooler 400. Due to the polarity of the power provided to the first thermoelectric circuit region 402 of the heater / cooler 400, thermal energy is 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 an alternative embodiment, the controller may direct the working fluid flow F2 along the main fluid flow F1 to the target compartment when the demist mode is selected.

  In the demist mode, the second thermoelectric circuit region 408 of the heating and cooling device 400 is connected to the main fluid while the fluid passes through the first heat exchange region 404 and flows through the second heat exchange region 410 of the main fluid conduit. Heat stream F1. The control device causes the power supply device to supply power of the second polarity (or heating polarity) via the second electric circuits E3 to E4 connected to the second thermoelectric circuit region 408. The working fluid flow F2 flowing through the second heat exchange region 412 of the working fluid conduit is in thermal communication with the low temperature side of the second thermoelectric circuit region 408. If the flow direction of the working fluid stream F2 is opposite to the flow direction of the main fluid stream F1, the working fluid stream F2 is subjected to a second heat exchange before flowing to the first heat exchange region 406 of the working fluid conduit. Pass through region 412. Due to the polarity of the power provided to the second thermoelectric circuit region 408 of the heater / cooler 400, thermal energy is directed from the working fluid stream F2 to the main fluid stream F1.

  When heating mode operation is selected, one or both of the first and second thermoelectric circuit regions 402, 408 of the heating cooler 400 will pass through the first and second heat exchange regions 404, 410 of the main fluid conduit. The main fluid stream F1 flowing through is heated. The control device causes the power supply device to supply heating polarity power via the first and second electric circuits E1 to E4 connected to the thermoelectric circuit regions 402 and 408. The working fluid flow F2 flowing through the first and second heat exchange regions 406, 412 transfers heat to the low temperature side of the thermoelectric circuit regions 402, 408. In some embodiments, the controller causes the working fluid stream F2 to be in thermal communication with a heat source, such as a powertrain refrigerant, when the heating mode is selected. Due to the polarity of the power provided to the first and second thermoelectric circuit regions 402, 408 of the heater / cooler 400, thermal energy is directed from the working fluid stream F2 to the main fluid stream F1. In some embodiments, once the primary fluid flow F1 is determined to be able to reach the desired temperature without both thermoelectric circuit regions 402, 408 being active, the power is transferred to the thermoelectric circuit. Only one of regions 402, 408 is provided.

  When the cooling mode of operation is selected, both the first and second thermoelectric circuit regions 402, 408 of the heating cooler 400 flow through the first and second heat exchange regions 404, 410 of the main fluid conduit. The main fluid stream F1 is cooled. The control device causes the power supply device to supply electric power with cooling polarity via the first and second electric circuits E1 to E4 connected to the thermoelectric circuit regions 402 and 408. The working fluid stream F2 flowing through the first and second heat exchange regions 406, 412 removes heat from the high temperature side of the thermoelectric circuit regions 402, 408. In some embodiments, the controller causes the working fluid flow F2 to be in thermal communication with a heat sink, such as an auxiliary radiator, when the cooling mode is selected. Due to the polarity of the power provided to the first and second thermoelectric circuit regions 402, 408 of the heater / cooler 400, thermal energy is directed from the main fluid stream F1 to the working fluid stream F2. In some embodiments, if the primary fluid flow F1 is determined to be able to reach the desired temperature without both thermoelectric circuit regions 402, 408 operating, the power is transferred to the thermoelectric circuit. Only one of regions 402, 408 is provided.

  Referring now to FIG. 17, the engine 103 (and / or other heat generating system, phase change material, positive temperature coefficient device, etc., eg, battery, electronic device, internal combustion engine, electric motor, vehicle exhaust, heat sink, etc. Of a thermal storage system and / or a known or recently developed heating system), a thermoelectric device (TED) 112, a heat transfer device 151, and a passenger air channel 19 are shown. ing. The heat transfer device 151 is arranged in the passenger air channel 19. In the illustrated embodiment, the TED 112 is a liquid to gas heat transfer device. Thus, at least a portion of the TED 112 may also be disposed within the passenger air channel 19. Passenger air channel 19 may be configured such that comfort air passes through channel 19 and is in thermal communication with heat transfer device 151 and TED 112. In some embodiments, the air handling unit (eg, fan) is configured to carry an air flow. At least some of the components of the system may be in fluid communication via a thermal energy transfer means such as, for example, a fluid transmission tube. Actuators such as valves 125, 135, 145 and 165 can be used to control the transfer of thermal energy through the tube. A control device such as a controller may be configured to control the various components of the system and their relative fluid communication.

  In the illustrated embodiment, in the first mode, there is thermal communication between the TED 112 and the engine 103 when the valves 135 and 145 are open and the valves 125 and 165 are closed. In a thermal source circuit including the first circuit, or circuit lines 111, 131, and 141, a fluid such as a refrigerant is circulated and thermal energy is transmitted between the engine 103 and the TED 112. The TED 112 is supplied with electrical energy of a specific polarity that allows the transfer of thermal energy between the first circuit and the passenger air channel 19. In the first mode, the TED 112 delivers thermal energy from the first circuit to the air flow in the passenger air channel 19.

  In the second mode, the valves 135 and 145 are closed and the valves 125 and 165 are opened. The circulating fluid enables thermal communication between the engine 103 and the heat transfer device 151. In the bypass circuit including the second circuit or the circuit lines 111, 121, and 161, a fluid such as a refrigerant is circulated, and thermal energy is transmitted between the engine 103 and the heat transfer device 151. The TED 112 is bypassed and is no longer in thermal communication with the engine 103. In this mode of operation, fluid flow is stopped in thermal circuit 141 and no electrical energy is supplied to TED 112. In some embodiments, the system may switch between first mode and second mode operation. In some embodiments, a low temperature core (not shown) is operatively connected or selectively operatively connected to the thermal circuit 111 to transfer the heat transfer device 151, the TED 112, and / or temperature control. It can be used to transfer thermal energy from other elements of the system to the ambient air. For example, the low temperature core may be connected in parallel with the engine 103 or connected instead of the engine 103 in at least some operating modes.

  The TED 112 may 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 the first polarity, the TED 112 transfers thermal energy in the first direction. In addition, when electrical energy is applied using a second polarity opposite to the first polarity, the TED 112 transfers thermal energy in a second direction opposite to the first direction. By configuring the system such that the heated end of the TED 112 is in thermal communication with the passenger air channel 19, the TED 112 heats up to the air flow in the passenger air channel 19 when electrical energy of the first polarity is applied. It can be configured to transfer energy. Furthermore, since the cooling end of the TED 112 can be in thermal communication with the engine 103, the TED 112 draws thermal energy from the circuit to which the engine is connected. In certain embodiments, a control system (not shown) adjusts the polarity of electrical energy applied to the TED 112 to select between a heating mode and a cooling mode. In some embodiments, the control system adjusts the amount of electrical energy applied to the TED 112 to select a heating or cooling capacity.

  FIG. 18 illustrates a method for controlling temperature in the passenger compartment of a vehicle. The method includes moving an air stream across the heat exchanger. The air flow may 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 the TED delivers thermal energy from the heat source to the passenger air channel. The control system continues to operate in the first mode until one or more switching criteria are met. If one or more criteria are met, the control system switches to the second mode of operation. In one embodiment, the control system switches to the second mode when the refrigerant circulating through the engine or another heat source is ready to heat the air flow. In the second mode, heat energy is transferred from the engine or another heat source to the heat exchanger. The TED is bypassed and is not in substantial thermal communication with the heat source or heat exchanger. In this configuration, fluid such as refrigerant flows through the bypass circuit, so thermal energy is generated in the bypass circuit. The system may also operate one or more actuators, such as valves, to cause the fluid flow to bypass the TED. In one embodiment, the controller controls the valve to switch between operating modes. In the second mode of operation, the heat exchanger can act in much the same way as a heater core in a conventional vehicle HVAC system.

  One or more criteria for switching the operation mode may be any appropriate criteria, and are not limited to vehicle characteristics or temperature parameters. In some embodiments, the criteria for switching the fluid flow include one or two of an algorithm, user operation or non-operation, thermal energy source temperature, fluid temperature, elapsed time, and gas temperature. The above is included. In certain embodiments, the criteria may be user specified or user adjusted, depending on preference. In one embodiment, switching from the first mode to the second mode occurs when the engine reaches a threshold temperature. In another embodiment, the switching occurs when the fluid circuit reaches a threshold temperature. In yet another embodiment, the switching occurs when the gas temperature reaches a threshold temperature.

  Referring to FIG. 19, one embodiment of a temperature control system is shown that may be configured to heat and cool the air flow in the passenger air channel 19. The system includes a TED 112, a heat transfer device 151, a cold core or heat sink 171, a thermal energy source 181, and a plurality of actuators 125, 135, 145, 165, 175, 185. The plurality of actuators may limit the flow of fluid or refrigerant through the circuit as described herein. The heat transfer device 151 is arranged in the passenger air channel 19. The TED 112 shown in the liquid to air embodiment may also be placed in the passenger air channel 19. Passenger air channel 19 is configured such that airflow can pass through channel 19 and be in thermal communication with heat transfer device 151 and TED 112. In some embodiments, the air handling unit (eg, fan) is configured to carry an air flow. The system further comprises a heat sink circuit 170 including a cold core 171 and at least one valve 175. The TED 112 is in thermal communication with the heat sink circuit 170 via the working fluid circuit 142. The system also includes a heat source circuit 180 that includes a thermal energy source 181 and at least one valve 185. The TED 112 is in thermal communication with the heat source circuit 180 via the working fluid circuit 142. Some embodiments also include a heat transfer circuit 121 that includes a heat transfer device 151 and at least one valve 125. Heat is transferred between the air flow and the heat transfer device 151 and the TED 112. In one embodiment, the thermal energy source 181 is an automobile engine and the cold core 171 is a radiator. In some embodiments, the thermal energy source may be a battery, electronic device, internal combustion engine, vehicle exhaust, heat sink, heat storage system such as phase change material, positive temperature coefficient device, and / or any known or recently developed The heat generation system can be included. It is also contemplated that the pump can be configured to work with the system to produce fluid flow. In some embodiments, the micro-hybrid and / or hybrid vehicle replaces the conventional belt-driven pump or replaces the conventional belt-driven pump while the engine is stopped. An electric pump (e.g., a water pump) may be implemented.

  The following description illustrates the diversity of integrated systems where only TED 112 can be used for both heating and cooling. The system is for operation in different modes by operating at least one of valves 175 and 185 that cause the refrigerant to flow through heat source circuit 180 or heat sink circuit 170, depending on whether heating or cooling mode is selected. Can be configured. In the heating mode, the opening valve 185 and the closing valve 175 allow the refrigerant to flow through the heat source circuit 180 and not through the heat sink circuit 170. In this mode, the TED 112 operates with a first polarity and is configured to transfer thermal energy from the heat source circuit 180 to the air flow in the passenger air channel 19. The heat transfer device 151 can also be operated with the TED 112 to further improve heat transfer by the opening valve 125 and the closing valve 135. In some embodiments, the heat transfer device 151 can be operated without the TED 112 as described above.

  In the cooling mode, the closing valve 185 and the opening valve 175 allow the refrigerant to flow through the heat sink circuit 170 and not through the heat source circuit 180. In this mode, the TED 112 operates with a second polarity opposite the first polarity and is configured to transfer thermal energy from the passenger air channel 19 to the heat sink circuit 170, which is from the air flow to the heat sink circuit 170. And lowering the temperature of the air flow by moving the heat energy.

  FIG. 20 shows another embodiment of a method of operating a temperature control system that can be followed by the embodiment of the system shown in FIG. 19 that utilizes TED for heating and cooling. In this embodiment, the air flow moves across the heat transfer device and the TED and into the passenger compartment. In certain embodiments, the system circulates a fluid, such as a refrigerant, to a first circuit or heat transfer circuit that is in thermal communication with a heat transfer device and / or a thermoelectric device (TED). The system receives an indication as to whether heating mode or cooling mode is selected. When the heating mode is selected, the system flows the fluid through a heat source circuit in thermal communication with the thermal energy source, the heat transfer device, and / or the TED. In the heating mode, the TED transfers thermal energy between the heat source circuit and the passenger air channel. The heat transfer device can also be utilized to supplement or replace the function of the TED. When the cooling mode is selected, the system flows fluid through a heat sink circuit that is in thermal communication with the cold core and the TED. In the cooling mode, the TED transfers thermal energy between the heat sink circuit and the passenger air channel. The system assigns a selected polarity depending on whether the heating mode or the cooling mode is selected, and electrical energy of the selected polarity is supplied to the TED. In the heating mode, the polarity that causes the TED to transfer thermal energy from the heat source circuit to the passenger air channel is selected. In the cooling mode, the TED selects a polarity that transfers thermal energy from the passenger air channel to the heat sink circuit.

  As described with respect to the system embodiment shown in FIG. 19, the heat sink circuit and working fluid circuit may include actuators that may be used to control fluid or refrigerant flow within the system. In one embodiment, the system flows fluid through the heat sink circuit by operating an actuator associated with the heat source circuit. In another embodiment, the system flows fluid 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 may be opened and an actuator associated with the heat source circuit may be closed to flow fluid through the heat sink circuit. It is also contemplated that multiple pumps may be configured to function with the working fluid circuit, the heat source circuit, and the heat sink circuit to facilitate fluid flow.

  FIG. 21 illustrates one embodiment of a temperature control system 101 that is used to provide temperature controlled air to the passenger compartment. In this embodiment, the system 101 comprises a thermoelectric device (TED) 112, a heat transfer device such as the engine 13, a heat exchanger 116, and a passenger air channel 19 that is part of the HVAC system 62. In some embodiments, the system 101 additionally comprises a cold core 40. The system 101 is further configured to transfer a fluid, such as a refrigerant, between different components and to prevent (or limit) fluid communication and / or thermal communication between the different components. Two or more pumps 53 and actuators 28, 32, 34, 36, 125, 135, 145 and 165 are provided. The engine 13 may be any suitable type of vehicle engine, such as an internal combustion engine, and is a source of thermal energy. In some embodiments, the engine 13 may be any heat generating system, such as a battery, electronic device, vehicle exhaust, heat sink, heat storage system such as phase change material, positive temperature coefficient device, or any other known or recently developed It may be a heat generation system. System 101 may be controlled by a controller, multiple controllers, or any other device that may function to control pumps, valves, heat sources, TEDs, and other components of system 101. By controlling the components, valves and pumps, the controller can cause the system 101 to operate in various modes of operation. In addition, the control device can change the operation mode of the system 101 in accordance with an input signal or a command.

  In one embodiment, a fluid, such as a liquid refrigerant, transfers thermal energy between components of the system 101 and is controlled by one or more pumps. Liquid refrigerants may carry thermal energy through a tube system that provides fluid communication between the various components. Actuators can be used to control which components are in thermal communication with heat exchanger 116 and / or TED 112 at a given time. Alternatively, the temperature control system may use other materials or means to provide thermal communication between the controllers.

  In this embodiment, the system 101 uses a single heat exchanger 116 and a single TED 112, which can maintain the normal configuration without the need for additional heat exchangers, thus affecting the design of the HVAC. Can be minimized. However, it is also contemplated that the system 101 may be configured with multiple heat exchangers, TEDs, and / or multiple HVAC systems or air flow channels. In some embodiments, the system 101 may incorporate heat exchangers and other components into a single heat exchanger to minimize the impact on the HVAC design. For example, it is contemplated that heat exchanger 116 and TED 112 may be a single heat exchanger. In some embodiments, US patent application Ser. No. 12/782, filed May 18, 2010, the entire contents of which are hereby incorporated by reference and made a part of this specification. As further described in US 569, the working fluid circuit is arranged such that a single heat exchanger is thermally connected to both the engine and the thermoelectric device removed from the air channel 19. obtain. Depending on the mode of system 101, heat exchanger 116 and / or TED 112 may be in thermal communication with engine 13. Further, depending on the mode of the system 101, the TED may be in thermal communication with the low temperature core 40. In the heating mode, heat exchanger 116 and / or TED 112 may be in thermal communication with engine 13. In the cooling mode, the heat transfer device 116 and / or the TED 112 may be in thermal communication with the cold core or radiator 40.

  FIG. 21 also illustrates one embodiment of the HVAC system 62 through which the air flow passes before entering the passenger compartment. In this embodiment, the heat transfer device 116 and the TED 112 are functionally coupled to the HVAC system 62 or disposed within the HVAC system 62 so that heat energy can be transferred to or from the air stream. The air flow of the HVAC system 62 may flow through one or more channels 52, 54 that are separated by a partition 60. In certain embodiments, the first and second channels 52, 54 are of approximately the same size (eg, approximately the same height, length, width, and / or cross-sectional area). In another embodiment, the first and second channels 52, 54 are of different sizes, as shown in FIG. For example, the width, height, length, and / or cross-sectional area of the first and second channels 52, 54 may be different. In some embodiments, the first channel is longer than the second channel. In another embodiment, the first channel is smaller than the second channel. In further embodiments, additional dividers can be used to create any number of channels or conduits. The divider may be of any suitable material, shape or configuration. Partitions can function to partially or completely separate conduits or channels and have openings, gaps, valves, blend doors, other suitable structures, or a combination of structures that allow fluid communication between channels It may be. At least a portion of the partition may thermally insulate the first channel 52 from the second channel 54.

  In certain embodiments, the HVAC system 62 includes a first movable element configured to be operable to control air flow through the first and second channels 52, 54. For example, the blend door 56 can be configured to control the air flow through the channels 52, 54. The blend door may be rotatably coupled proximate to the inlets of the channels 52,54. By rotation, the blend door can control the air flow through the channels 52, 54. The blend door 56 may selectively change, allow, block or block airflow through one or both of the first and second channels 52,54. Preferably, the blend door 56 can block airflow through the other channel while directing all of the airflow through one channel. The blend door 56 may allow air flow through both channels in different amounts and ratios. In some embodiments, the blend door 56 is coupled to the partition 60 and rotates relative to the partition 60. It is also contemplated that more than one blend door can be used in the HVAC system 62 to guide the air flow and improve air flow heating and / or cooling.

  In some embodiments, the evaporator 58 may be placed in the airflow path in the HVAC system 62 to remove humidity from the airflow before the airflow enters the passenger compartment. In some embodiments, the evaporator 58 may be placed in front of the channels 52, 54 so that the overall air flow can be adjusted. In another embodiment, the evaporator can be placed inside one of the channels so that only the air flow of a particular channel can be adjusted. Other devices, such as a condenser, can also be used to prepare or cool the air flow before it enters the passenger compartment.

  In some embodiments, the system 101 operates in a first mode or heating mode (“startup heating mode”) that corresponds to a period of time during which the engine is warming up, where the engine is still warming up. A second mode or heating mode ("warm up engine heating mode" or "warm heating mode" corresponding to a period of time that is in operation but sufficiently warm to assist in heating the airflow (Warm up heating mode) "or" supplemental heating mode "), a third mode or heating mode (" warm engine heating mode "corresponding to periods when the engine is sufficiently warm , “Warm heating mode” or “heating mode”) and a fourth mode for cooling the passenger compartment (“cooling m”). ode) "or" supplemental cooling mode ")). In some embodiments, a single system may perform each of the various modes, but it is contemplated that embodiments of the present invention may be configured to perform only one of the modes described below. For example, one embodiment may be configured to only perform a mode of supplying thermal energy from a thermoelectric device while the engine is warm. Another embodiment may be configured to provide only cooling as described in the cooling mode.

  In some embodiments, the system 101 may function in other modes for a microhybrid or hybrid system. The system 101 is when the engine temperature is lowered and the refrigerant temperature is correspondingly below a first predetermined threshold (eg, the engine is cold and the engine (and / or refrigerant) temperature is below the first temperature threshold). 5th mode or “stop cold heating mode”, corresponding to the period, the engine temperature is lowered and the refrigerant temperature is accordingly lowered below the second predetermined threshold, but the air flow is heated Corresponding to a period when the engine is warming up (eg, the engine (and / or refrigerant) temperature is between a first temperature threshold and a second temperature threshold), Sixth mode or “stop heating mode” or “stop cooled heating mode”, the engine temperature rises and the refrigerant temperature rises accordingly (eg, Engine warm, corresponding to a period when the engine (and / or the coolant) temperature is above a second temperature threshold value), may function in the seventh mode or "between stop warm heating mode (stop warm Heating mode)". The second predetermined threshold may correspond to a refrigerant temperature sufficient to provide the desired amount of heating to the air stream. In some embodiments, a single system may perform each of the various modes, but it is contemplated that embodiments of the present invention may be configured to perform only one of the modes described below. For example, one embodiment may be configured to only perform a mode of providing thermal energy from a thermoelectric device when the refrigerant temperature is below a first predetermined threshold.

  FIG. 21 illustrates one embodiment of the temperature control system 101 in a first mode, which may also be referred to as a “startup heating mode”. In this mode, heat is supplied to the passenger compartment when the engine 13 has warmed up and has not yet reached a temperature sufficient to heat the passenger compartment (eg, the engine temperature is below the first temperature threshold). Is done. When engine 13 is first started, it does not generate enough heat to raise the temperature in the passenger compartment sufficiently. The vehicle engine can take several minutes or more to warm up to the temperature required to provide comfortable air to the passenger compartment. In this mode, the controller provides electrical energy to the TED 112 that creates a temperature gradient and transfers heat from the heated end of the TED 112 to the air channel 54. The liquid refrigerant in the working fluid circuit 30 and the heat circuit 141 is moved through the circuit by a pump (not shown) in the engine 13. In an alternative embodiment, the pump can be located external to engine 13. Valve 145 opens and working fluid circuit 30 is in fluid communication with TED 112 via thermal circuits 131 and 141, which thermally connect TED 112 and engine 13 via thermal circuit 21. Valves 125, 165, and 36 may be closed during the startup heating mode. In some embodiments, the cold core 40 is not required during the startup heating mode due to the heated airflow into the passenger compartment.

  FIG. 21 also shows an embodiment of the temperature control system 101 in a fifth mode, which may also be referred to as “stop cold heating mode”, for example in a micro-hybrid or hybrid vehicle. When the engine 13 is stopped in the micro hybrid or the hybrid system, the engine 13 is cooled while being stopped. As the engine 13 cools, the temperature of the liquid refrigerant also decreases accordingly. In this mode, heat is provided to the passenger compartment when the temperature of the engine 13 falls and is insufficient to heat the passenger compartment (eg, the engine temperature is below the first (or second) temperature threshold). Yes. In this mode, the controller provides electrical energy to the TED 112 that creates a temperature gradient and transfers heat from the heated end of the TED 112 to the air channel 54. The liquid refrigerant in the working fluid circuit 30 and the heat circuit 141 is moved through the circuit by a pump (for example, an electric pump) (not shown) in the engine 13. In an alternative embodiment, the pump can be located external to engine 13. Valve 145 opens and working fluid circuit 30 is in fluid communication with TED 112 via thermal circuits 131 and 141, which thermally connect TED 112 and engine 13 via thermal circuit 21. Valves 125, 165, and 36 may be closed during the stopped cold heating mode. In some embodiments, the cold core 40 is not required during the stopped cold heating mode because the air flow into the passenger compartment is heated. Thus, the temperature control system 101 can provide a relatively long period of time during which the engine 13 does not need to be started to heat the airflow in a microhybrid or hybrid system. In the absence of the heating function provided by the TED 112 as described herein, the engine 13 needs to be activated for the purpose of heating the passenger compartment, even if the engine 13 does not need to drive the vehicle, for example. There may be.

  The TED 112 is located in the HVAC system 62. In this manner, the thermal energy transmitted by the thermoelectric device 112 to the airflow entering the passenger compartment is transmitted to the refrigerant in thermal communication with the engine 13. In one embodiment, the TED 112 is the only source of thermal energy for the airflow entering the passenger compartment, and there is little or no thermal energy taken from the engine 13 as the liquid refrigerant circulates through the thermal circuit. If the engine is sufficiently warm while still in start-up heating mode, thermal energy from engine 13 is also used to heat the refrigerant in working fluid circuit 30. Thus, the airflow entering the passenger compartment can receive thermal energy from both the engine 13 and the TED 112 after initial startup.

  In this embodiment, the HVAC system 62 may include a blend door 56 or other device configured to direct airflow into different channels 52, 54 leading to the passenger compartment. In this embodiment, the heat exchanger 116 and TED 112 are positioned in the second channel 54. In the startup heating mode, the blend door 56 is positioned such that at least a portion of the air flow is directed through the second channel 54. In alternative embodiments, the heat exchanger 116 and / or TED 112 may be operably coupled within two or more channels of the HVAC system 62 or may be disposed within two or more channels.

  During the startup heating mode, the system 101 may be configured to provide an airflow demist before the airflow enters the passenger compartment. The evaporator 58 may be configured in the HVAC system 62 such that the air flow passes through the evaporator 58 so that the air flow is cooled and air flow is heated before the air flow is heated by the heat exchanger 116 and / or the TED 112. Remove the humidity from the.

  FIG. 22 illustrates one embodiment of the temperature control system 101 in a second mode, which may also be referred to as “warm-up engine heating mode” or “warm-up heating mode”. In this mode, the engine 13 has reached a warm-up operating temperature that can supply some heat to the airflow, but not warm enough to be the only source of thermal energy for the system 101 (eg, The engine temperature is between the first temperature threshold and the second temperature threshold). In this mode, engine 13 is in thermal communication with heat exchanger 116 and TED 112. Thermal energy from the engine 13 is transmitted to the heat exchanger 116 via a refrigerant passing through the pipes (thermal circuits 21, 30 and 121), and is circuitized by a pump (not shown) in the engine 13 or outside the engine 13. Moved through. At the same time, more heat energy can be transferred to the airflow using the TED 112 via the thermal circuit 141 to supplement the thermal energy provided from the engine 13 via the heat exchanger 116. The controller operates to open actuators 28, 32, 34, 125, and 145 (closed actuators 135 and 165) in order to allow fluid communication between heat exchanger 116, TED 112 and engine 13. To do. In some embodiments, the actuator 36 is closed so that there is no refrigerant flow to the radiator 40. With the TED 112 that is in thermal communication with the engine 13 using the thermal circuit 21, more available thermal energy of the engine 13 and refrigerant can be transferred to the airflow than if only the heat exchanger 116 is operating. As the engine 13 warms up, the heat exchanger 116 can transfer more and more heat energy to the airflow. The TED 112 positioned downstream of the heat exchanger 116 in the embodiment shown in FIG. Since the temperature difference between the two heat transfer surfaces (or waste surfaces) is reduced, the performance factor of the TED 112 is improved. Placing the TED 16 downstream of the heater core 14 means that the heat energy transferred from the TED 16 to the air stream 18 is relatively low when the engine and refrigerant loop are relatively cold in the warm-up heating mode. Since it can be prevented or suppressed from being absorbed by the heat flow 14, the transfer of thermal energy from the air flow 18 into the refrigerant loop is suppressed in the warm-up heating mode. In some embodiments, the operations according to the process described with reference to FIGS. 21 and 22 may be combined and considered a “start-up heating mode”.

  FIG. 22 also illustrates one embodiment of the temperature control system 101 in a sixth mode, which may also be referred to as a “stop heating mode” (or “stop cooling heating mode”), for example in a microhybrid or hybrid vehicle. When the engine 13 is stopped in the micro hybrid or the hybrid system, the engine 13 is cooled while being stopped. As the engine 13 cools, the temperature of the liquid refrigerant also decreases accordingly. In this mode, the engine 13 and the refrigerant can utilize the residual heat energy to supply some heat to the air stream, but not warm enough to be the only source of thermal energy for the system 101 (eg, The engine temperature is between a first temperature threshold and a second temperature threshold). In this mode, engine 13 is in thermal communication with heat exchanger 116 and TED 112. The heat energy from the engine 13 is transmitted to the heat exchanger 116 via a refrigerant passing through the pipes (thermal circuits 21, 30 and 121), and a pump (for example, an electric pump) (for example, an electric pump) inside or outside the engine 13 ( (Not shown) through the circuit. At the same time, more heat energy can be transferred to the airflow using the TED 112 via the thermal circuit 141 to supplement the thermal energy provided from the engine 13 via the heat exchanger 116. The controller operates to open actuators 28, 32, 34, 125, and 145 (closed actuators 135 and 165) in order to allow fluid communication between heat exchanger 116, TED 112 and engine 13. To do. In some embodiments, the actuator 36 is closed so that there is no refrigerant flow to the radiator 40. With the TED 112 in thermal communication with the engine 13 via the thermal circuit 21, more available thermal energy of the engine 13 and refrigerant can be transferred to the airflow than if only the heat exchanger 116 is operating. Thus, the temperature control system 101 can provide a relatively long period of time during which the engine 13 does not need to be started to heat the airflow in a microhybrid or hybrid system. Without auxiliary heating (eg, system 101 does not have TED 112), engine 13 needs to be activated for the purpose of heating the passenger compartment, even if engine 13 does not need to drive the vehicle, for example. There may be.

  FIG. 23 illustrates one embodiment of the temperature control system 101 in a third mode, which may also be referred to as “warm engine heating mode”, “warm heating mode” or “heating mode”. In this mode, the engine 13 reaches a sufficient temperature and is the only source of thermal energy for the system 101 (eg, the engine temperature is above the second temperature threshold). In this mode, engine 13 is in thermal communication with heat exchanger 116. Thermal energy from the engine 13 is transmitted to the heat exchanger 116 via the refrigerant passing through the pipes (thermal circuits 21, 30 and 121). A pump (not shown) within engine 13 or external to engine 13 may be configured to circulate refrigerant between engine 13 and heat exchanger 116. The controller operates to open the actuators 28, 32, 34, 125, and 165 (closed actuators 135 and 145) in order to allow fluid communication between the heat exchanger 116 and the engine 13. . In order to stop the operation of the TED 112, the current to the TED 112 may be stopped or limited. In some embodiments, the actuator 36 is closed so that there is no refrigerant flowing to the radiator 40.

  FIG. 23 also illustrates an embodiment of the temperature control system 101 in a seventh mode, which may also be referred to as a “stop warm heating mode”, for example in a microhybrid or hybrid vehicle. In this mode, the engine 13 is shut down, but at a temperature sufficient to be the only source of thermal energy for the system 101 (eg, the engine temperature is above a second (or first) temperature threshold). When the engine 13 is stopped in the micro-hybrid or hybrid system, the engine 13 and the refrigerant initially have residual heat energy. In this mode, engine 13 is in thermal communication with heat exchanger 116. Thermal energy from the engine 13 is transmitted to the heat exchanger 116 via the refrigerant passing through the pipes (thermal circuits 21, 30 and 121). A pump (eg, an electric pump) (not shown) within or external to engine 13 may be configured to circulate refrigerant between engine 13 and heat exchanger 116. The controller operates to open the actuators 28, 32, 34, 125, and 165 (closed actuators 135 and 145) in order to allow fluid communication between the heat exchanger 116 and the engine 13. . In order to stop the operation of the TED 112, the current to the TED 112 may be stopped or limited. In some embodiments, the actuator 36 is closed so that there is no refrigerant flow to the radiator 40.

  In the warm engine heating mode and / or the warm heating mode, the controller may stop the electrical energy supplied to the TED 112. If the engine 13 is at a sufficient temperature, the TED 112 is no longer needed and the electrical energy applied to the TED 112 can be saved. By controlling the operation of the actuator, the system 101 can bypass the TED 112 and thermally connect the heat exchanger 116 to the engine 13. In this embodiment, the passenger air channel 19 need not have multiple heat exchangers 116 or multiple sets of heat exchangers. Instead, the system 101 may be connected to a single heat exchanger 116 or a set of single heat exchangers and / or a single TED 112 or a single set of TEDs 112 while providing various cooling and / or Can operate in heating mode.

  The blend door 56 may direct at least a portion of the air flow through the channel 54 in which the heat exchanger 116 and / or the TED 112 is positioned so that the air flow is heated before entering the passenger compartment. To heat the passenger compartment at lower speeds, the blend door 56 allows less airflow to pass through the heat exchanger 116 and / or the channel 54 of the TED 112 and more airflow to the other unheated channel 52. Can be adjusted to pass. To increase the heating rate, the blend door is such that more air flow is directed through the channel 54 with the heat exchanger 116 and / or TED 112 and less air flow is placed in the other channel 52. Can be adjusted.

  If desired, the TED 112 can be used as a thermal energy source during the warm engine heating mode and / or the stopped warm heating mode. The hot engine 13 can typically supply sufficient heat energy to the heat exchanger 116 to heat the passenger compartment, while the TED 112 is used as an auxiliary heat energy source as described with respect to FIG. Can be. The actuator of system 101 may be configured such that engine 13 and working fluid circuit 30 are placed in thermal communication with heat exchanger 116 and TED 112. As electrical energy can continue to be supplied to the TED 112, it transfers thermal energy to the airflow in the passenger air compartment. The engine 13 also transfers heat energy to the heat exchanger 116 through a heated refrigerant that is moved by a pump inside or outside the engine 13, so the heat energy from the TED 112 is auxiliary. is there.

  When the temperature control system 101 is in the warm engine heating mode, the evaporator 58 may be configured to remove humidity from the air flow. Therefore, demisting is possible during the entire heating process. Similar to the configuration of the startup heating mode, the evaporator 58 may be arranged in the HVAC system 62 such that the air flow passes through the evaporator 58 before being heated by the heat exchanger 116 and / or the TED 112.

  FIG. 24 illustrates one embodiment of a temperature control system 101 in a fourth mode or “cooling mode”. This mode can be utilized in conventional micro-hybrid or hybrid vehicles. With this mode of cooling as described herein, the engine 13 may not need to cool the passenger compartment. For example, a belt driven compressor may not need to provide the necessary cooling. In some embodiments, the engine 13 remains stopped or has been stopped for a long time during the cooling mode. The disclosed embodiments may replace or supplement the cooling provided by the electric compressor system, for example, in a hybrid vehicle. In the cooling mode, the system 101 cools the air flow of the HVAC system 62 by transferring heat from the air flow to the cold core 40 via the TED 112. In one embodiment, valves 32, 34, 36, 135 and 145 are opened and valves 28 and 125 are closed. The pump 53 is involved to allow refrigerant flow through the working fluid circuit 30 and the cooling circuit 50 and moves the thermal energy from the TED 112 to the cold core 40 via the thermal circuit 141. The cold core or radiator 40 is configured to assist in cooling the air flow. As part of the system 101, the heat sink circuit or cooling circuit 50 is configured such that the TED 112 is in thermal communication with the cold core or radiator 40. In this configuration, engine 13 is bypassed by the refrigerant system and is not in thermal communication with heat exchanger 116 or TED 112. Thus, the cooling circuit 50 and the cold core 40 transfer heat from the TED 112 in an efficient manner.

  The TED 112 receives electrical energy having a polarity opposite to that used in the heating mode. When reverse polarity electrical energy is applied to the TED 112, the direction of the thermal gradient is reversed. Rather than providing heat or thermal energy to the passenger air channel 19, the TED 112 passes from the air stream to a thermal circuit 141 that is in thermal communication with the thermal circuits 30 and 50 and ultimately in thermal communication with the cold core 40. The air flow is cooled by depriving and transmitting thermal energy. The cooling circuit 50 and / or the cold core 40 may be positioned proximate to the thermoelectric device 112 to provide more efficient thermal energy transfer. Preferably, the cold core or radiator 40 is exposed to an air stream or other source for dissipating heat. While the air flow can pass through the evaporator 58, the evaporator system (ie, the compressor-based cooling system) causes the evaporator 58 to have substantially no effect on the thermal energy of the air flow (eg, the evaporator heats from the air flow). May not be activated) so as not to absorb energy.

  In some embodiments, during the cooling mode, the evaporator 58 may be used as a part to cool the air flow before it enters the passenger compartment to provide an “auxiliary cooling mode”. In some embodiments, such as in a hybrid vehicle, the evaporator 58 may be part of a compressor-based cooling system that includes a belt driven compressor. In some embodiments, the compressor may be an electric compressor. The evaporator 58 may be configured such that the air flow passes and the humidity is removed before the air flow reaches the TED 112. Also, the TED 112 may be located within one of the plurality of channels 52, 54. The blend door 56 may be configured to direct airflow into the channel 54 in which the TED 112 is positioned. Similar to the heating mode, in the cooling mode, the blend door 56 can adjust the cooling rate by adjusting how much airflow is passed through the channels 52, 54. Alternatively, the TED 112 may be configured to transfer heat from the entire air stream without the use of a separate channel. Thus, TED 112 may provide supplemental cooling by absorbing thermal energy along with evaporator 58 that absorbs thermal energy from the air stream.

  In some embodiments, the heat storage device 123 is coupled to the HVAC system 101. As shown in FIG. 24, the heat storage device 123 may be connected to the evaporator 58 or may be a part of the evaporator 58. The evaporator 58 with the heat storage device 123 is considered a “weight” evaporator, while the evaporator 58 without the heat storage device 123 is considered a “light” evaporator. In the “weight” evaporator, the heat storage device 123 may be in thermal communication with the evaporator 58 as shown in FIG. In some embodiments, the heat storage device 123 may be connected to the evaporator 58, may be inside the evaporator 58, or may be part of the evaporator 58. For lightweight evaporators, the heat storage device 123 may be located anywhere between the HVAC systems 101, such as upstream or downstream of the evaporator 58, heat exchanger 116, and / or TED 112, for example. When the internal combustion engine is shut down as described herein, the thermal energy of the thermal energy storage device 123 can be utilized to provide cooling for a longer period without requiring the engine to start. For example, when the engine is stopped, the heat storage device 123 first cools the air flow. Once the thermal energy stored in the heat storage device 123 is absorbed by the air flow, the TED 112 may be involved to continue cooling the air flow.

  The thermal storage device 123 may be positioned in the first or second channel 52, 54 and provides versatility during the cooling mode. For example, the heat storage device 123 can be positioned in the first channel 52. When the engine 13 is shut off and the evaporator 58 is no longer operational, the blending door 56 will allow all or a substantial amount of air flow so that the heat storage device 123 provides cooling during the initial period when the engine 13 is turned off. This portion can be oriented to guide through the first channel 52. As the thermal energy stored in the heat accumulator 123 increases, the blend door 56 causes all or a substantial portion of the air flow to pass through the second channel 54 so that the TED 112 cools the air flow as described herein. May be oriented to guide through.

  The HVAC system 101 may convert the electrical output that is directed to the HVAC system 101 into a thermal output, and store this thermal output in the heat storage device 123. One or more thermoelectric devices may be utilized to convert electrical output to thermal output, although any suitable electrical output to thermal output conversion device may be used. To store heat output, the thermal storage device 123 can include both high and low temperature phase change materials, such as wax (high temperature phase change material) and water (low temperature phase change material). HVAC system 100 is a U.S. patent application Ser. No. 11/11 filed Jul. 19, 2005, the entire contents of which are hereby incorporated by reference and should be considered part of this specification. As further described in US Pat. No. 184,742, a heat storage device 123 is used to utilize available electrical energy from the system, such as an alternator, regenerative brake system generator, and / or waste heat recovery system. Can be used. In some embodiments, the compressor-based cooling system may be used to store thermal energy in the heat storage device 123 while the internal combustion engine is operating and supplying power to the compressor-based cooling system. . In some embodiments, the same concept can be applied to utilize the heat storage device 123 during the heating mode in order to provide longer engine shutdown times.

  FIG. 25 illustrates an alternative embodiment of a temperature control system that can be used to cool a passenger compartment of a vehicle. In this embodiment, the air stream can be cooled without the use of heat exchanger 116 or TED 112. All valves are closed and all pumps are off. In this embodiment, FIG. 25 shows that one thermal circuit that may still be operating is a radiator circuit 90 controlled by a separate temperature controller 93 that may be independent of the HVAC system 62 and the temperature control system 101. The radiator circuit 90 uses a pump inside the engine 15 to circulate the cooling fluid. Actuators 28 and 29 are closed. In one embodiment, the radiator 17 is a separate component from the cold core 40. In this mode, there is no electrical energy applied to the TED 112 and no thermal energy transfer from the engine 15 to the heat exchanger 116. Instead of using a heat exchanger as a heat transfer source, the air flow is directed into the channel 52 and then into the passenger compartment. In one embodiment, the blend door 56 is configured to direct substantially all of the air flow into the channel 52 so that the air flow does not pass through the heat exchanger 116 before entering the passenger compartment. In some embodiments, the air flow may pass through the evaporator 58 before entering the channel 52. Alternatively, the evaporator 58 can be positioned in the channel 52 through which the air flow passes. In this way, the airflow is cooled without the system 101 providing any heat transfer to the HVAC system 62.

  FIG. 26A shows an alternative embodiment with two modes of operation, a heating mode or a cooling mode, with a simplified control schematic. FIG. 26A illustrates one embodiment of the temperature control system 102 in a first mode, which may also be referred to as a heating mode, an auxiliary heating mode, and / or a stop heating mode. In some embodiments, the heating mode of the embodiment shown in FIG. 26A is a startup heating mode, a warm-up engine heating mode, and / or a warm engine mode (the combined embodiment shown in FIG. 26A is a startup heating mode). As well as the stopped cold heating mode, the stopped heating mode, and / or the stopped warm heating mode described above with respect to FIGS.

  As mentioned above, when engine 15 is first started, it may not generate enough heat to sufficiently raise the temperature in the passenger compartment. In the heating mode, heat is supplied to the passenger compartment while the engine 15 is initially warmed up and has not yet reached a temperature sufficient to heat the passenger compartment. The controller provides electrical energy to the TED 112 that creates a thermal gradient and transfers heat from the heated end of the TED 112 to the air channel 54. The pump 55 moves the liquid refrigerant in the working fluid circuit 30 and the radiator circuit 90. Radiator circuit 90 and thermal controller 93 maintain engine 15 at a low temperature, which may be independent of temperature control system 102. The actuator 31 can open the working fluid circuit 30 and the radiator circuit 90 simultaneously. The valve 93 can control the flow of fluid through the radiator circuit 90. The working fluid circuit 30 is in fluid communication with the heat exchanger 116 and the TED 112. The actuator 32 connects the working fluid circuit 30 to a thermal circuit 37 that returns to the engine 15 during the heating mode. In some embodiments, the cold core 40 is not required during the heating mode because the air flow into the passenger compartment is heated. Thus, the actuator 32 closes the flow of liquid refrigerant to the auxiliary heat exchanger or cold core 40.

  Further, as described in this specification, when the engine 13 is stopped in the micro hybrid or the hybrid system, the engine 13 is cooled while being stopped. As the engine 13 cools, the temperature of the liquid refrigerant decreases accordingly. In the stop cold heating mode and / or the stop heating mode, heat is provided to the passenger compartment when the temperature of the engine 13 drops and is insufficient to heat the passenger compartment. The controller provides electrical energy to the TED 112 that creates a thermal gradient and transfers heat from the heated end of the TED 112 to the air channel 54. The liquid refrigerant in the working fluid circuit 30 and the heat circuit 141 is moved through the circuit by a pump (for example, an electric pump) (not shown) in the engine 13. The liquid refrigerant in the working fluid circuit 30 and the heat circuit 141 is moved through the circuit by a pump (for example, an electric pump) (not shown) in the engine 13. In an alternative embodiment, the pump may be located outside the engine 13. Valve 145 opens and working fluid circuit 30 is in thermal communication with TED 112 via thermal circuits 131 and 141, which thermally connect TED 112 and engine 13 via thermal circuit 21. Valves 125, 165 and 36 may be closed during the heating mode of the stopped cold heating mode. In some embodiments, since the air flow into the passenger compartment is heated, the cold core 40 is not required during the heating mode of the stopped cold heating mode. Therefore, the temperature control system 102 can provide a relatively long period of time during which the engine 13 does not need to be started to heat the air flow in a microhybrid or hybrid system. Without the heating provided by the TED 112, the engine 13 may need to be started for the purpose of heating the passenger compartment, even if the engine 13 does not need to drive the vehicle, for example.

  FIG. 26B shows an alternative embodiment of a heating mode for a micro-hybrid or hybrid system while the engine 15 is stopped, according to a simplified control schematic. For example, if it is not necessary to keep the engine 15 cool, such as during a stopped cold heating mode, a stopped heating mode, and / or a stopped warm heating mode, the flow through the radiator circuit 90 may be limited. The valve 93 can be closed to restrict the flow of refrigerant through the thermal circuit 93 when the engine is stopped in a micro-hybrid or hybrid vehicle. By blocking the flow of refrigerant through the radiator 17 while the engine is stopped, the loss of residual heat to the outside air can be reduced. The controller provides electrical energy to the TED 112 that creates a thermal gradient and transfers heat from the heated end of the TED 112 to the air channel 54. The pump 55 (for example, an electric pump) moves the liquid refrigerant in the working fluid circuit 30 and the radiator circuit 90. The actuator 31 can open the working fluid circuit 30. The working fluid circuit 30 is in fluid communication with the heat exchanger 116 and the TED 112. Actuator 32 connects working fluid circuit 30 to thermal circuit 37 that returns to engine 15 during heating to absorb residual heat from engine 15 and the refrigerant. While the engine 15 is shut down, the TED 112 is heated by the TED 112 to allow the engine 15 to remain stopped or remain stopped for a long time if the residual heat of the engine 15 and the refrigerant is reduced. Heat can continue to be transferred from the section to the air channel.

  Heat exchanger 116 and TED 112 are located in HVAC system 62. In this way, the thermal energy transferred by the thermoelectric device 112 to the airflow entering the passenger compartment is transferred to the refrigerant in thermal communication with the engine 15. When the engine 15 is warming up, the TED 112 may be the only or almost all heat energy source for the airflow entering the passenger compartment. Even though the liquid refrigerant circulates through a heat circuit including the heat exchanger 116 and the engine 15, little or no heat energy is removed from the engine 15 while the engine 15 is warming up. .

  In some embodiments, the components of the TED 112 may be part of the heat exchanger 116, which further simplifies the system 102. In certain such embodiments, the temperature control system 102 operates in a heating mode by operating one or more actuators, the bypass valve 31, and / or one or more switching valves 32. And switching between cooling modes. In certain such embodiments, the temperature control system 102 is configured to switch between a heating mode and a cooling mode using two or less actuators. The bypass valve 31 may control whether the working fluid 30 is bypassed. The switching valve 32 (in conjunction with the valve 31) can control whether the liquid refrigerant is in thermal contact with the engine 15 or whether the liquid refrigerant is in thermal contact with the auxiliary heat exchanger 40.

  When the engine reaches a sufficiently high temperature, the heat energy from the engine 15 is used to heat the refrigerant in the working fluid circuit 30. When engine 15 provides sufficient heat to the refrigerant, heat exchanger 116 begins to heat the air flow in channel 54 by transferring thermal energy from the heated refrigerant in working fluid circuit 30 to the air flow. . Thus, the airflow entering the passenger compartment receives thermal energy from both engine 13 and TED 112 when engine 15 is hot. In one embodiment, the refrigerant may flow through both the heat exchanger 116 and the TED 112 from startup until the engine 15 is completely hot. During start-up, the engine 15 is relatively cold and, as a result, the refrigerant flowing through the heat exchanger 116 is also relatively cold so that the heat exchanger 116 provides no thermal energy to the air flow. Absent. When the engine 15 is hot, the engine 15 may be the only heat source through thermal communication with the air channel via the working fluid circuit 30 and the heat exchanger 116. In addition, the control device can completely stop the electrical energy supplied to the TED 112 even if the refrigerant continues to flow through the TED 112. If the engine 15 is at a sufficient temperature, the TED 112 may be shut off and the electrical energy applied to the TED 112 may be saved. In some embodiments, the controller may continue to supply electrical energy to the TED 112 to provide supplemental heating as needed.

  FIG. 27 illustrates an alternative embodiment using a simplified control schematic. FIG. 27 is an embodiment of the temperature control system 102 in the second mode, which may also be referred to as “cooling mode”. This mode can be utilized in conventional micro-hybrid or hybrid vehicles. By cooling in this mode as described herein, the engine 13 may not need to cool the passenger compartment. In some embodiments, the engine 13 remains stopped or has been stopped for a long time during the cooling mode. The disclosed embodiments may replace or supplement the auxiliary cooling provided by the electric compressor system, for example, in a hybrid vehicle. In the cooling mode, the system 102 cools the air flow of the HVAC system 62 by transferring heat from the air flow to the cold core 40 via the TED 112. The actuator 31 selectively closes the refrigerant flowing through the working fluid circuit 30 to the heat exchanger 116. The radiator circuit 90 and the thermal controller 93 can maintain the engine 13 at a low temperature via the pump 55, which may be independent of the system 102. The pump 53 is responsible for flowing refrigerant through the cooling circuit 50 that transfers the thermal energy from the TED 112 to the low temperature core 40. The cold core or auxiliary heat exchanger 40 is configured to assist in cooling the air flow. As part of the system 102, the heat sink circuit or cooling circuit 50 is configured such that the TED 112 is in thermal communication with the cold core 40. In this configuration, engine 15 is bypassed by the refrigerant system and is not in thermal communication with heat exchanger 116 or TED 112. Thus, the cooling circuit 50 and the auxiliary heat exchanger 40 transfer heat from the TED 112 in an efficient manner.

  The TED 112 receives electrical energy having a polarity opposite to that used in the heating mode. When reverse polarity electrical energy is applied to the TED 112, the direction of the thermal gradient is reversed. Instead of providing heat or heat energy to the airflow of the passenger air channel 19, the TED 112 deprives and transmits heat energy from the airflow to the cooling circuit 50 in thermal communication with the auxiliary heat exchanger 40. To cool the air flow. In order to provide more efficient heat energy transfer, the cooling circuit 50 and the auxiliary heat exchanger 40 may be positioned proximate to the thermoelectric device 112. Preferably, the cold core or auxiliary heat exchanger 40 is exposed to an air stream or other source for dissipating heat. While the air flow can pass through the evaporator 58, the evaporator system (ie, the cooling cycle system) allows the evaporator 58 to have substantially no effect on the thermal energy of the air flow (eg, the evaporator absorbs thermal energy from the air flow). Not).

  In some embodiments, the evaporator 58 can be used to at least partially or completely cool the comfort air before it enters the passenger compartment during the cooling mode. In some embodiments, such as in a hybrid vehicle, the evaporator 58 may be part of a compressor-based cooling system that includes an electric compressor. The evaporator 58 may be configured such that the air flow passes and the humidity is removed before the air flow reaches the TED 112. Also, the TED 112 may be located within one of the plurality of channels 52, 54. The blend door 56 may be configured to selectively direct airflow into the channel 54 in which the TED 112 is positioned or to direct comfort air into the channel 52 that bypasses the TED 112. Similar to the heating mode, in the cooling mode, the blend door 56 can adjust the cooling rate by adjusting how much airflow is passed through the channels 52, 54. Alternatively, the TED 112 may be configured to transfer heat from the entire air stream without the use of a separate channel. Thus, TED 112 may provide supplemental cooling by absorbing thermal energy along with evaporator 58 that absorbs thermal energy from the air stream.

  In some embodiments, the heat storage device 123 is coupled to the HVAC system 102. As shown in FIG. 27, the heat storage device 123 may be connected to the evaporator 58 or may be a part of the evaporator 58. For lightweight evaporators, the heat storage device 123 may be located anywhere between the HVAC systems 101, such as upstream or downstream of the evaporator 58, heat exchanger 116, and / or TED 112, for example. The thermal storage device 123 may be positioned in the first or second channel 52, 54 and provides a different arrangement during the cooling mode as described herein. In some embodiments, the compressor-based cooling system is used to store thermal energy in the heat storage device 123 while the internal combustion engine is running and supplying heat to the compressor-based cooling system. obtain. When the internal combustion engine is shut down as described herein, the thermal energy of the thermal energy storage device 123 can be utilized to provide cooling for a longer period without requiring the engine to be started. In some embodiments, the same concept can be applied to utilize the heat storage device 123 during the heating mode in order to provide longer engine downtime.

  In the embodiment of FIGS. 26A-26B and 27, the HVAC system 62 may include a blend door 56 or other device configured to direct airflow into different channels 52, 54 leading to the passenger compartment. In these embodiments, the blend door 56 and heat exchanger 116 and TED 112 locations are configured with settings similar to those described above with respect to the embodiments of FIGS. 21-25 to change the rate of heating or cooling. obtain. Further, evaporator 58 and demist may also be provided as described with respect to the above-described embodiments of FIGS. 21-25 during heating or cooling.

  FIG. 28A shows an exemplary embodiment of the HVAC system 62. The HVAC system 62 includes a passenger air channel 19, an air fan 57, an evaporator 58, a heat exchanger 116, and a TED 112. The air fan 57 draws the air flow 118 through the passenger air channel 19 as indicated by the air flow arrow 118. In one embodiment, the air flow 118 passes through the evaporator 58 and then through the heat exchanger 116 and finally through the TED 112 and reaches the passenger compartment through the windshield, upper vent, and / or lower vent. To do. Passenger air channel 19, evaporator 58, heat exchanger 116 and TED 112 may function as described with respect to the embodiment shown in FIGS. 2-31C and other embodiments described herein.

  FIG. 28B shows an exemplary embodiment of a thermoelectric device 112 that may be used in any of the above embodiments using a liquid to gas TED 112. The embodiment of FIG. 28A described above has four TED units 112 from liquid to gas that can transfer thermal energy separately or in combination between working fluid 122 and comfort air 118. FIG. 28B is a partially cut away perspective view showing some functional elements of an exemplary TED unit 112. In some embodiments, the system controller supplies first polarity power to the TED 112 via the electrical connection 117. The liquid refrigerant 122 enters the TED 112 via the refrigerant circuit interface 141. The TED 112 includes a capillary or tube to carry a liquid refrigerant 122 that is in substantially thermal communication with the thermoelectric element 114, and the thermoelectric element 114 exchanges heat with one or more gas sides with the capillary or tube 119. It is arrange | positioned between the containers 113. Depending on whether the TED 112 is heating or cooling the air stream 118, the thermoelectric element 114 extracts thermal energy from the refrigerant or imparts energy to the refrigerant.

  In some heating mode configurations, the thermoelectric element 114 pushes thermal energy from the liquid refrigerant supplied through the refrigerant circuit interface 141 into the comfort air 118. The TED 112 receives a first polarity current via the electrical connection 117, which produces a direction of heat energy transfer in the thermoelectric element 114 that facilitates heating of the comfort air 118. The thermally conductive material 115 may transfer thermal energy between the liquid refrigerant flowing through the capillary or tube 119 and the thermoelectric element 114. The thermoelectric element 114 can be positioned on one or both sides of the thermally conductive material 115. The thermoelectric element 114 delivers thermal energy between the heat conducting material 115 and the gas side heat exchanger 113, which may also be on one or both sides of the heat conducting material 115. The gas side heat exchanger 113 includes fins or other suitable structures for transferring thermal energy to the comfort air 118 flowing around and / or through the heat exchanger 113. May be included.

  In some cooling mode configurations, the thermoelectric element 114 delivers thermal energy from the comfort air 118 into the liquid refrigerant 122. The TED 112 receives electrical energy having a second polarity opposite to the first polarity used in the heating mode via the electrical connection 117, which facilitates cooling of the comfort air 118. This produces the direction of movement of thermal energy at. The gas side heat exchanger 113 places the comfort air 118 in a location that is in substantial thermal communication with the first surface of the thermoelectric element 114. The thermoelectric element 114 sends thermal energy into the heat conducting material 115. The thermally conductive material 115 places the liquid refrigerant 122 in a location that is in substantial thermal communication with the second surface of the thermoelectric element 114 and allows thermal energy to easily enter the liquid refrigerant 122. The heated liquid refrigerant can be transported away from the TED 112 via the refrigerant circuit interface 141.

  FIG. 29 is a graph of possible cabin heater output temperature over a period of time for a particular temperature control embodiment that may be used in a vehicle having a diesel engine. The graph shows a reference air temperature profile 501 over a 30 minute period, a positive temperature coefficient (PTC) heating device air temperature profile 502 over a 30 minute period, and a TED air temperature profile 503 over a 30 minute period. The reference value 501 shows a possible air temperature trend curve when the engine is the only heat source through the refrigerant circuit. With respect to the reference value profile 501, the cabin air is heated through the refrigerant circuit and through the heat exchanger connected to the engine. The PTC profile 502 shows a potential air temperature trend curve when the cabin air is heated not only by the refrigerant circuit heat exchanger but also by a 1 kW PTC heater. The TED profile 503 shows the potential air temperature trend curve when the cabin air is heated not only by the refrigerant circuit heat exchanger but also by liquid to gas TED with a 650 W power supply. Show. The heat provided by the TED may be partly derived from the conversion of electric power into thermal energy or partly from the refrigerant circuit.

  As shown in the graph of FIG. 29, the air cabin temperature of the reference value 501 never reaches the same air cabin temperature, and the temperature rise trend over the period is shallow. A shallower upward trend means that the internal cabin temperature rises at a slower rate. The PTC curve 502 with an electrical resistance heater has a steeper temperature rise and reaches a higher final temperature compared to the reference value 501. This is desirable to quickly achieve a comfortable passenger vehicle environment. The graph also shows that the TED curve 503 has a steep increase in temperature and a similar final temperature compared to the PTC curve 502. However, the use of TED consumes less power than an electrical resistance heater. Thus, substantially the same rate of increase and final temperature of the cabin air temperature can be achieved by utilizing TED for the electrical resistance heater as part of the vehicle HVAC system, which requires Less power.

  FIGS. 30A-30C and 31A-31C illustrate one implementation of a temperature control system in heating, cooling, and demist modes during engine start-up and engine start / stop for engines that are in various thermal states over time. Figure 3 shows a schematic diagram illustrating the operation of the embodiment. Assuming engine and heating, cooling or demist mode conditions, the temperature control system may be considered to operate in different modes as described herein (eg, start-up heating mode and stop cold heating mode). . The schematic is an approximate diagram that does not show the exact engagement and non-interval periods of the operating HVAC component. The horizontal operating line represents the on or off state of the HVAC component being described, or general component operation (i.e., transferring thermal energy to an air flow or air flow, or air flow or Component that absorbs thermal energy from the airflow). An ascending step in the operating line may indicate a switch in operation of the component described herein (eg, that the component was turned on, engaged, and / or stored thermal energy) ). A step down in the operating line may also indicate a switch in the operation of the components described herein (eg, the component has been turned off, is no longer involved, and / or has consumed thermal energy) about). Flat or straight horizontal motion may generally indicate constant component motion. The operations described herein may be applied to conventional vehicles, micro hybrid vehicles, hybrid vehicles, and / or plug-in vehicles. For example, hybrid vehicles and plug-in hybrid vehicles that do not have an electric compressor are described herein during start and stop operations typical of hybrid vehicles and plug-in hybrid vehicles (and conventional vehicles and micro-hybrid vehicles). The described start / stop engine operation will apply.

  FIG. 30A shows the operation of the temperature control system in a heating mode during engine startup (eg, the vehicle is not driven and the engine is started in a cold state). During the heating mode of FIG. 30A, the evaporator 58 may not be operating and / or may be bypassed (eg, the evaporator), as indicated by the operating line 3018 indicating that the evaporator 58 is not involved during heating. Does not absorb heat energy from the air stream). In the mode of heating of FIG. 30A, where the engine is warming up but still cold and the engine cold state 3010, the heat exchanger 116 is described herein, for example, with particular reference to FIG. As indicated by 3020, the engine is thermally disconnected. When the engine is first started, it does not generate enough heat to sufficiently heat the temperature in the passenger compartment. The vehicle engine can take several minutes or more to warm up to the temperature required to provide comfortable air to the passenger compartment. The TED 112 can receive electrical energy (current) to create a temperature gradient and transfer heat from the heated end of the TED 112 to the air stream. As indicated by operation line 3024a in FIG. 30A, TED 112 may be the only thermal energy source for airflow entering the passenger compartment during state 3010. A temperature control system may be thermally connected to a heat thermoelectric storage device (TSD) 123a (eg, heat exchanger 116 or part of heat exchanger 116) that can store thermal energy to heat an air stream. TSD 123a is initially cold and does not store thermal energy or stores minimal heat energy as indicated by operating line 3022a (the engine is cold). Because).

  During a warmed-up engine state 3012 where the engine is still warming up but not cold, the thermal energy from the engine is in the working fluid circuit, particularly as described herein with reference to FIG. Can be used to heat other refrigerants. During the heating mode state 3012 of FIG. 30A, the engine has reached a warm-up operating temperature that can supply some heat to the airflow, but is not warm enough to be the only source of thermal energy for the system. That's it. However, the airflow entering the passenger compartment may receive thermal energy from both the engine and the TED 112 after initial startup. The engine is in thermal communication with the heat exchanger 116 to heat the airflow, as described herein with particular reference to FIG. I'm left. At the same time, more heat energy can be transferred to the airflow using the TED 112 to assist the heat energy provided from the engine via the heat exchanger 116. Thus, TED 112 may remain involved as indicated by action line 3024a in state 3012. Further, TSD 123a begins to accumulate thermal energy as the engine warms up, as indicated by an operating line 3022a that slopes upward in state 3012.

  In an engine warm state 3014 where the engine is warm, the thermal energy from the engine can be used to heat the refrigerant in the working fluid circuit during the heating mode of FIG. 30A. In state 3014, the engine has reached a sufficient temperature and may be the only source of thermal energy for the system, as described herein with particular reference to FIG. As indicated by operating line 3020, heat exchanger 116 may be the only heat source for air flow in the air channel. The TED 112 may no longer be involved in heating the air stream as indicated by the descending step of the operating line 3024a. In some embodiments, the TED 112 may provide supplemental heating while engaged, as indicated by the dotted operating line 3024b. As the engine warms, the TSD 123a stores thermal energy at its maximum capacity or near its maximum capacity, which can be used in other heating modes described herein and indicated by the operating line 3022a flattened in state 3014. obtain.

  FIG. 30B shows the operation of the temperature control system in a cooling mode during engine startup. During the cooling mode, the evaporator 58 is in operation and involved as indicated by the operating line 3018 (eg, the evaporator 58 is absorbing thermal energy from the air flow). In the cooling mode of FIG. 30B, the heat exchanger 116 may be thermally disconnected from the engine, eg, as described herein with particular reference to FIG. 24 and indicated by the operating line 3020 (eg, heat exchange). The vessel 116 is bypassed in the cooling mode). For example, when the engine has just been started in state 3010, supplemental cooling may be required for the first time the passenger cabin is hot (eg, a hot day). The TED 112 may receive electrical energy (current) to create a thermal gradient and transfer heat from the air flow of the TED 112 to the cooling end of the TED 112, as indicated by the operating line 3024a. A cooling thermoelectric storage device (TSD) 123b (eg, a TSD that is thermally connected to or part of the evaporator 58) is capable of storing thermal energy to cool the air flow. If provided, the TSD 123b is initially in the ambient atmosphere, but begins to accumulate thermal energy when the engine is started with the evaporator 58 operating and providing cooling capacity at approximately the same time as starting. In the cold engine state 3010, the TSD 123b may begin to accumulate cooling capacity as indicated by the upwardly sloping operating line 3022b.

  During the warmed-up engine state 3012 where the engine is still warming but not cold, the heat exchanger 116 does not heat the air flow during the cooling mode of FIG. 30B as indicated by the operating line 3020. Remain unaffected. In the warm-up engine state 3012, the airflow entering the passenger compartment can be cooled only by the evaporator 58 after initial startup. Action line 3018 indicates that evaporator 58 remains involved in state 3012. As indicated by the descending step of the operating line 3024a, no power to the TED 112 is involved, and the TED 112 stops cooling the airflow. However, supplemental cooling may be required, and the TED 112 is described in particular herein with respect to FIG. 24, and electrical energy (current) is provided to provide cooling to the airflow as indicated by the operating line 3024b. ) Can continue to receive. Further, TSD 123b stores thermal energy at its maximum capacity or near its maximum capacity for use in other cooling modes, as described herein and indicated by operating line 3022b flattened in state 3012. obtain.

  When the engine is warm and in the engine warm state 3014, the heat exchanger 116 remains unaffected so as not to heat the air flow during the cooling mode of FIG. 30B, as indicated by the operating line 3020. In state 3014, the air flow entering the passenger compartment can only be cooled by the evaporator 58. Operation line 3018 indicates that evaporator 58 remains engaged in state 3014. As indicated by operating line 3024a, power to TED 112 remains uninvolved and TED 112 does not cool the air flow. However, supplemental cooling may also be required, and the TED 112 is described in particular herein with respect to FIG. 24, as shown by the operating line 3024b, to provide electrical energy ( Can continue to receive (current). Further, TSD 123b stores thermal energy at its maximum capacity or near its maximum capacity for use in other cooling modes, as described herein and indicated by operating line 3022b flattened in state 3012. obtain.

  FIG. 30C shows the operation of the temperature control system in the demist mode during engine startup. During the demist mode of FIG. 30C, the evaporator 58 is in operation and is involved, as indicated by the operating line 3018 (eg, the evaporator 58 is absorbing thermal energy from the air flow). During engine cold state 3010 where the engine is warming up and still cold, heat exchanger 116 may be removed from the engine, for example, as described herein with particular reference to FIG. Thermally disconnected. When the engine is first started, it does not generate enough heat to raise the temperature of the airflow. The TED 112 can receive electrical energy (current) to create a thermal gradient and transfer heat from the heated end of the TED 112 to the air stream. For demist mode, as shown in FIG. 30C by operating line 3024a, TED 112 may be the only heat source for air flow entering the passenger compartment in state 3010. A temperature control system may be thermally connected to a heat thermoelectric storage device (TSD) 123a (eg, heat exchanger 116 or part of heat exchanger 116) that can store thermal energy to heat an air stream. The TSD 123a is initially cold and does not store thermal energy or stores minimal thermal energy as indicated by the operating line 3022a (the engine is Because of the low temperature). A cooling thermoelectric storage device (TSD) 123b (eg, a TSD that is thermally connected to or part of the evaporator 58) is capable of storing thermal energy to cool the air flow. If provided, the TSD 123b is initially in the ambient atmosphere, but begins to accumulate thermal energy when the engine is started with the evaporator 58 operating and providing cooling capacity at approximately the same time as starting. In the cold engine state 3010, the TSD 123b may begin to accumulate cooling capacity as indicated by the upwardly sloping operating line 3022b.

  During a warmed-up engine state 3012 where the engine is still warming up but not cold, thermal energy from the engine can be used to heat the refrigerant in the working fluid circuit. In state 3012, the engine has reached a warm-up operating temperature that can supply some heat to the airflow, but not warm enough to be the only source of thermal energy for the system. However, the airflow entering the passenger compartment may receive thermal energy from both the engine and the TED 112 after initial startup. The engine is placed in thermal communication with the heat exchanger 116 to heat the air flow, as described herein with particular reference to FIG. 22, as indicated by a step change in the operating line 3020. At the same time, when the air is heated after being cooled by the evaporator 58 in the demist mode of FIG. The TED 112 can be used to communicate to the air stream. Thus, TED 112 may remain involved as indicated by action line 3024a. Heated TSD 123a begins to accumulate thermal energy as the engine warms up, as indicated by an operating line 3022a that slopes upward in state 3012. Cooled TSD 123b may store thermal energy at its maximum capacity or near its maximum capacity for use in other cooling modes, as described herein and indicated by operating line 3022b flattened in state 3012. .

  When the engine is warm, engine warm state 3014, thermal energy from the engine may be used to heat the working fluid circuit refrigerant in the demist mode of FIG. 30C. In state 3014, the engine has reached a temperature sufficient to be the only source of thermal energy, particularly for a system as described herein with respect to FIG. As indicated by operating line 3020, heat exchanger 116 may be the sole heat source for air flow in the air channel. The TED 112 may no longer be involved in heating the air stream as indicated by the descending step of the operating line 3024a. In some embodiments, the TED 112 may provide supplemental heating while engaged, as indicated by the dotted operating line 3034b. With the engine warm, the heated TSD 123a is heated at its maximum capacity or near its maximum capacity, as used herein, as used in other heating modes described by the operating line 3022a flattened in the state 3014. Can store energy. The cooling TSD 123b may store cooling capacity at or near its maximum capacity, as described herein and used in other cooling modes indicated by the operating line 3022b flattened in state 3012. In some embodiments, the demist process described with respect to FIG. 30C (including states 3010, 3012, 3014) may also be referred to as “wake-up demist mode”.

  FIG. 31A shows the operation of the temperature control system for a start / stop system in a heating mode during engine shutdown (eg, the engine is running and warming, but as described herein, for example, Stopped in micro hybrid system). During the heating mode of FIG. 31A, the evaporator 58 may not be operating and / or may be bypassed (eg, the evaporator), as indicated by the operating line 3118 indicating that the evaporator 58 is not involved during heating. Does not absorb heat energy from the air stream). In engine warm (or stop warm) mode 3110 when the engine is warm, the thermal energy from the engine can be used to heat the refrigerant of the working fluid. In state 3110, even when the engine is stopped, the engine and refrigerant have sufficient residual heat to remain the only source of thermal energy for the system, as described herein with particular reference to FIG. . As indicated by operating line 3120, heat exchanger 116 may be the only heat source for air flow in the air channel. The TED 112 is not receiving electrical energy (current) and is not heating the airflow as indicated by the operating line 3124a. When supplemental heating is required, the TED 112 creates a thermal gradient and, as indicated by the operating line 3124b, transfers electrical energy (current) to transfer heat from the heated end of the TED 112 into the air. I can receive it. When a heated TSD 123a is provided, the TSD 123a is in a period of time when the engine has been operating and warmed, as indicated by the operating line 3122a, with the heat exchanger 116 still transferring residual heat energy from the engine and refrigerant to the air stream. From which the stored thermal energy is substantially retained.

  If the engine is cooled, but in the warm (warm-up), cooled engine (or stop cooling) state 3112, the thermal energy from the engine is still as described herein, particularly with respect to FIG. Although it can be used to heat the refrigerant in the working fluid circuit, the engine can be warm enough to be the only source of thermal energy for the system. In the heating mode of FIG. 31A, the heating TSD 123a in state 3112 can be used to transfer the stored thermal energy to the air stream. The TSD 123a that transfers the stored thermal energy may occur gradually over the period of state 3112, or may occur at a particular point in state 3112, as indicated by operating line 3112a having a down-gradient intermediate state 3112. By allowing the cooled engine (and refrigerant) to transfer some residual heat and the TSD 123a to transfer the stored thermal energy, the air flow can be sufficiently heated without the use of the TED 112. Therefore, the supply of electrical energy (current) to the TED 112 may be delayed by the TSD 123a, and the electrical energy (current) is stored while the engine is stopped. However, if auxiliary heating is required, the TED 112 may receive electrical energy (current) to transfer thermal energy to the air stream, as indicated by the operating line 3124b.

  In the case of an engine cold (or cold) state 3114 when the engine is cooled and cool, a heat exchanger 116 that is thermally connected to the engine is described herein, for example, with particular reference to FIG. Bypassed as indicated by action line 3120. The air flow entering the passenger compartment can still receive some thermal energy from the TSD 123a. However, TSD 123a does not have enough energy to be the only heat source for air flow, as indicated by operating line 3122a that flattens after falling in state 3114. The TED 112 can receive electrical energy (current) to create a thermal gradient and transfer heat from the heated end of the TED 112 to the air stream. As shown in FIG. 31A by operating line 3124a, TED 112 may be the only source of thermal energy for airflow entering the passenger compartment over the period during state 3114 (eg, residual heat from engine (and refrigerant) and TSD 123a. The heat storage from is dissipated). After mode 3114, the engine cools with the transition to system cold engine state 3116. In mode 3116, the cold engine is started again. The temperature control system may operate similarly to that described herein for the case where the cold engine is started and heating is desired, particularly with respect to FIG. 30A.

  FIG. 31B shows the operation of the temperature control system for a start / stop system in a cooling mode during engine shutdown (eg, the engine is running and warm, but as described herein, eg, a micro-hybrid Stopped in the system). During the cooling mode of FIG. 31B in state 3110, the evaporator 58 is operating and participating as indicated by the operating line 3118 (eg, the evaporator 58 is absorbing thermal energy from the air flow). . Even if the engine is off in engine warm (or stop warm) mode 3110, the evaporator 58 and the refrigerant will retain some residual from when the engine was running and running, for example, a compressor-based cooling system. It may have a cooling capacity. The heat exchanger 116 may be thermally disconnected from the engine, for example, as described herein with particular reference to FIG. 24 and indicated by the operating line 3120 (eg, the heat exchanger 116 may be in a cooling mode). Bypassed). As indicated by the operating line 3124a, power to the TED 112 may not be involved, and the TED 112 does not cool the air flow if the evaporator 58 provides sufficient cooling. However, supplemental cooling may also be required, and the TED 112 is described in particular herein with respect to FIG. 24, and as shown by the operating line 3124b, electrical energy (current ). If a cooling TSD 123b is provided, the TSD 123b has accumulated since the evaporator 58 was operating as indicated by the operating line 3122b, with the evaporator 58 still cooling the air flow using the residual cooling capacity. Substantially retains the thermal energy generated.

  If the engine is cooled but still warm (warm-up), cooled engine (or stop cooling) state 3112, the heat exchanger 116 may be in the air during the cooling mode of FIG. 31B as indicated by the operating line 3120. It remains unaffected so as not to heat the stream. Evaporator 58 and refrigerant run out of their cooling capacity and are not involved or bypassed as indicated by the descending step of operating line 3118, as described herein. The cooled TSD 123b in state 3112 can be used to transfer the accumulated cooling capacity to the airflow. The TSD 123b that transfers the stored thermal energy may occur gradually over the period of state 3112, or may occur at a particular point in state 3112, as indicated by operating line 3112b having a down-gradient intermediate state 3112 . Initially, the TSD 123b may have an accumulated cooling capacity sufficient to cool the air flow without using the TED 112. Therefore, the supply of electrical energy (current) to the TED 112 may be delayed by the TSD 123a, and the electrical energy (current) is stored while the engine is stopped. As the accumulated cooling capacity of TSD 123b is consumed, TED 112 may be involved to provide the required level of cooling. The TED 112 may receive electrical energy (current) to transfer thermal energy to the air stream, as indicated by the operating line 3124a. Powering the TED 112 can occur at any point in the mode 3112, as indicated by the operating line 3124a having an intermediate mode 3112 that steps change.

  In the cold engine (or cold) state 3114 when the engine is cooled and cool, the heat exchanger 116 remains unengaged during the cooling mode of FIG. 31B, as indicated by the operating line 3120. possible. With the evaporator 58 and TSD 123b no longer providing cooling (from accumulated cooling capacity or others), the TED 112 is described herein with particular reference to FIG. 24 and as indicated by the operating line 3124a. In addition, it can receive electrical energy (current) to provide cooling to the air flow. In some embodiments, the TED 112 may be the only cooling source for air flow in mode 3114. In mode 3116, the cold engine is started again. The temperature control system may operate similarly to that described herein for the case where the cold engine is started and cooling is desired, particularly with respect to FIG. 30B.

  FIG. 31C shows the operation of the temperature control system for a start / stop system in demist mode while the engine is stopped (eg, the engine is running and warm but as described herein, eg, micro Stopped in the hybrid system). During state 3110, during the demist mode of FIG. 31C, the evaporator 58 is operating and participating, as indicated by the operating line 3118 (eg, the evaporator 58 is absorbing thermal energy from the air flow. ). Even when the engine is off in engine warm (or stop warm) mode 3110, the evaporator 58 and the refrigerant will remain some residual from when the engine was running and running, for example, a compressor-based cooling system. It may have a cooling capacity. In mode 3110, when the engine is warm, heat energy from the engine can be used to heat the refrigerant in the working fluid circuit. In state 3110, even when the engine is stopped, the engine and refrigerant have sufficient residual heat to remain the only source of thermal energy for the system, as described herein with particular reference to FIG. . As indicated by operating line 3120, heat exchanger 116 may be the only heat source for air flow in the air channel. If supplemental heating is required to provide the required level of demist, the TED 112 creates a thermal gradient, as indicated by the operating line 3124b, and transfers heat from the heated end of the TED 112 to the air stream. To receive electrical energy (current). If a heated TSD 123a is provided, the TSD 123a will accumulate from when the engine is running and warmed, as indicated by the operating line 3122a, with the heat exchanger 116 still transferring residual thermal energy from the engine and refrigerant. Substantially retains the thermal energy generated. If a cooling TSD 123b is provided, the TSD 123b has been in operation as indicated by the operating line 3122b, with the evaporator 58 and refrigerant still cooling the air flow using the residual cooling capacity. , Substantially holding the stored thermal energy.

  If the engine is cooled but still warm (warm-up), cooled engine (or stop cooling) state 3112, the evaporator 58 and refrigerant have used up their residual cooling capacity and, as described herein, Not involved or bypassed as indicated by the descending step of operating line 3118. The cooled TSD 123b in state 3112 can be used to transfer the accumulated cooling capacity to the airflow. The TSD 123b that transfers the stored thermal energy may occur gradually over the period of state 3112, or may occur at a particular point in state 3112, as indicated by operating line 3122b having a sloped intermediate state 3112 . Initially, TSD 123b may have an accumulated cooling capacity sufficient to cool the air flow without using TED 112 to provide demist. The thermal energy from the engine can still be used to heat the refrigerant in the working fluid circuit, as described herein with particular reference to FIG. Insufficient warmth to be the only source of thermal energy. The heated TSD 123a in state 3112 can be used to transfer the stored thermal energy to the air stream. The TSD 123a that transfers the stored thermal energy may occur gradually over the period of state 3112, or may occur at a particular point in state 3112, as indicated by operating line 3112a having a sloped intermediate state 3112 . By allowing the cooled engine (and refrigerant) to transfer some residual heat and the TSD 123a to transfer the stored thermal energy, the air flow can be sufficiently heated without the use of the TED 112. Therefore, the supply of electrical energy (current) to the TED 112 may be delayed by the TSD 123a, and the electrical energy (current) is stored while the engine is stopped. However, if auxiliary heating is required, the TED 112 may receive electrical energy (current) to transfer thermal energy to the air stream, as indicated by the operating line 3124b. As the accumulated cooling capacity of TSD 123b and the accumulated heating capacity of TSD 123a are consumed, TED 112 may be involved to provide either the required level of cooling or heating. In some embodiments, the TED 112 may receive electrical energy (current) to transfer thermal energy to the air stream, particularly as described herein with respect to FIG. In some embodiments, the TED 112 may receive reverse polarity electrical energy (current) to absorb thermal energy from the air stream, particularly as described herein with respect to FIG. Whether the TED 112 is cooling or heating the air flow determines what the system requires at a particular operating point to achieve demisting, and the TED 112 in the air channel during the demisting mode of FIG. 30C. Depending on the position of the temperature control system. For example, either the cooled TSD 123b or the heated TSD 123a may have more heat storage capacity during the state 3112, and the TED 112 will make up for any lack of heat storage capacity or more fully depleted. Can be powered. Powering the TED 112 can occur at any point in the state 3112 as indicated by a step increase in the operating line 3124a in the intermediate state 3112.

  In the case of engine cold (or cold stop) state 3114 when the engine is cooled and cool, the temperature control system is described herein with TSD 123a, b running out of its remaining heat capacity. Operation during such state 3112 may continue for some time. In some embodiments, two TEDs may be provided at different locations within the air channel as described herein to provide demist when TSDs run out of their stored heat capacity. . For example, the first TED may cool (dry) the air flow as it enters the air channel. The second TED may heat the air flow as the air flow passes through the air channel to achieve demisting. In mode 3116, the cold engine is started again. The temperature control system may operate similarly to that described herein for the case where the cold engine is started and demist is desired, particularly with respect to FIG. 30C.

  Throughout this specification, references to “some embodiments”, “specific embodiments” or “one embodiment” refer to at least certain features, structures or characteristics described in connection with the embodiments. It is meant to be included in some embodiments. Thus, the phrases “in some embodiments” or “in one embodiment” used in various places throughout this specification are not necessarily all referring to the same embodiment, and the same or different implementations. One or more of the forms may be mentioned. Furthermore, the particular features, structures or characteristics may be combined in any suitable manner in one or more embodiments, as will be apparent to those skilled in the art to which this disclosure belongs.

  For illustration purposes, some embodiments provide comfort air to the passenger compartment in a vehicle, aircraft, train, bus, truck, hybrid vehicle, electric vehicle, ship, or any other human or thing carrier. It is described in relation to that. The embodiments disclosed herein are not limited to the circumstances or settings described, and at least some embodiments provide comfortable air to homes, offices, industrial spaces, and other buildings and spaces. It is understood that it can be used to provide. It is also understood that at least some embodiments may be used in other situations where temperature controlled fluids may be advantageously used, such as temperature management of devices.

  As used in this application, the terms “comprising”, “including”, “having”, etc. are synonymous and are used generically without limitation and do not exclude additional elements, features, operations, operations, etc. . Also, since the word “or” is used in its comprehensive sense (not exogenous), for example, when used to connect a list of elements, the word “or” Means one, some, or all of the elements.

  Similarly, in the above description of the embodiments, various features may sometimes be described in a single embodiment, for the purpose of streamlining the disclosure and assisting in understanding one or more aspects of the various inventions. It should be understood that the figures are collected in the description. This method of disclosure, however, is not to be understood as expressing an intention that any claim in the claim requires more features than are expressly recited in a claim. Rather, the inventive aspects are a combination of fewer than all the features of any of the embodiments disclosed above.

  While the invention described herein has been disclosed in connection with certain preferred embodiments and examples, those skilled in the art will recognize other alternatives to the invention beyond the embodiments in which the invention is disclosed in detail. It will be understood that the invention extends to specific embodiments and / or uses, and obvious modifications and equivalents thereof. Therefore, it is intended that the scope of the invention disclosed herein should not be limited by the specific embodiments described above.

Claims (26)

A comfort air system for regulating air during a stop of an internal combustion engine of a vehicle, said comfort air system comprising:
An engine cooling circuit configured to extract heat from the internal combustion engine of the vehicle;
A heater core disposed in a comfort air channel configured to supply conditioned air to the cabin of the vehicle, and in thermal communication with the engine cooling circuit;
A heating and cooling device in thermal communication with the conditioning air and in thermal communication with a heat source or heat sink;
An auxiliary heat exchanger disposed downstream of the heater core in the comfort air channel with respect to the direction of flow of prepared air and in thermal communication with the heating and cooling device;
A controller configured to operate the comfort air system in a stop demist mode;
The evaporator core of the powered cooling system is configured to cool the conditioned air using residual cooling capacity, the heating and cooling device is receiving current and the internal combustion engine is stopped A comfort air system configured to heat the conditioning air by transferring thermal energy to the auxiliary heat exchanger during which the evaporator core is disposed in the comfort air channel. The controller is further configured to operate the comfort air system in a stopped cold heating mode, the heating and cooling device receiving a supplied current and while the internal combustion engine is stopped; The conditioned air is heated by transferring thermal energy to the auxiliary heat exchanger, and in the stopped cold heating mode, the heating and cooling device is the internal combustion engine, and the heating and cooling device. The comfort air system of claim 1, wherein heat is provided to the conditioned air while it is not possible to heat the conditioned air to a specific comfort temperature without the heat provided by. The comfort air system of claim 2, wherein the stopped cold heating mode includes the internal combustion engine configured to heat the conditioned air while the heating and cooling device receives an electrical current. The comfortable air system according to any one of claims 1 to 3, wherein the heat source includes at least one of a battery, an electronic device, a burner, or an exhaust device of the vehicle. The comfort air system of any one of claims 1-4, wherein at least a portion of the heating and cooling device is disposed within the comfort air channel. A heat storage device disposed in the comfort air channel, the heat storage device storing heat energy, transferring heat energy to air in the comfort air channel, or heat from air in the comfort air channel; Configured to perform at least one of energy absorption, wherein the heat storage device is in thermal communication with the evaporator core, and the heat storage device is in operation of the internal combustion engine during at least one of a cooling mode or a demist mode. The thermal storage device is configured to store thermal energy for cooling, and the thermal storage device absorbs thermal energy from the conditioned air using the stored thermal energy for cooling during the stop demist mode 6. A comfort air system according to any preceding claim, wherein the comfort air system is configured to cool the conditioned air. The heating and cooling device comprises a thermoelectric device having a waste surface and a main surface, wherein the waste surface is in thermal communication with the heat source or heat sink, and the main surface is in thermal communication with the auxiliary heat exchanger. Item 7. The comfortable air system according to any one of items 1 to 6. 8. A comfortable air system according to any preceding claim, wherein the heating and cooling device is in thermal communication with the engine cooling circuit. A comfort air system for regulating air during a stop of an internal combustion engine of a vehicle, said comfort air system comprising:
An engine cooling circuit configured to extract heat from the internal combustion engine of the vehicle;
A heater core disposed in a comfort air channel configured to supply regulated air to a cabin of the vehicle and in thermal communication with the engine cooling circuit;
A heating and cooling device configured to condition air in the comfort air channel and in thermal communication with a heat source or heat sink;
An auxiliary heat exchanger disposed in the comfort air channel and in thermal communication with the heating and cooling device;
A controller configured to operate the comfort air system in a stop demist mode;
The heating and cooling device is configured to cool the conditioned air in the comfort air channel by transferring thermal energy from the auxiliary heat exchanger, while the internal combustion engine is stopped; and A comfortable air system, wherein the internal combustion engine is configured to heat the conditioned air while the internal combustion engine is capable of heating the conditioned air to a specific comfortable temperature via the heater core. The controller is further configured to operate the comfort air system in a stopped cold heating mode, and the heating and cooling device provides thermal energy to the auxiliary heat exchanger while the internal combustion engine is stopped. In the stopped cold heating mode, the heating and cooling device is configured such that the internal combustion engine is configured without the heat provided from the heating and cooling device. The comfort air system of claim 9, wherein heat is provided to the conditioned air while it is impossible to heat the conditioned air to a specific comfort temperature. The comfort air system allows for a longer downtime of the internal combustion engine in the stopped cold heating mode than heating the conditioned air without the heating and cooling device while the internal combustion engine is stopped The comfort air system of claim 10, wherein the comfort air system is configured to: 12. The comfortable air system of claim 10 or 11, wherein in the stopped cold heating mode, the engine cooling circuit is in thermal communication with the heater core and the heating and cooling device. The heating and cooling device comprises a thermoelectric device having a waste surface and a main surface, wherein the waste surface is in thermal communication with the heat source or heat sink, and the main surface is in thermal communication with the auxiliary heat exchanger. Item 13. The comfortable air system according to any one of Items 9 to 12. 14. The heating and cooling device in fluid communication with a fluid circuit comprising a liquid phase working fluid, wherein the liquid phase working fluid is in fluid communication with the heat source or heat sink. Comfortable air system. 15. A comfort air system according to any one of claims 9 to 14, wherein the auxiliary heat exchanger is upstream of the heater core in the comfort air channel with respect to the direction of flow of prepared air. The controller is further configured to operate the comfort air system in a stop cooling mode, and the heating and cooling device transfers thermal energy from the auxiliary heat exchanger while the internal combustion engine is stopped. 16. A comfort air system according to any one of claims 9 to 15 configured to cool the conditioned air by: The controller is further configured to operate the comfort air system in another stop demist mode, and the heating and cooling device is stopped while the internal combustion engine is stopped after the conditioned air is cooled. The comfort air system according to any one of claims 9 to 16, configured to heat the conditioned air by transferring thermal energy to the auxiliary heat exchanger. 18. A powered cooling system evaporator core disposed in the comfort air channel, the evaporator core configured to cool the conditioned air using a residual cooling capacity. Comfortable air system as described. The comfort air system according to any one of claims 9 to 18, wherein the heat source comprises at least one of a battery, an electronic device, a burner, or an exhaust device of the vehicle. 20. A comfort air system according to any one of claims 9 to 19, wherein at least a portion of the heating and cooling device is disposed within the comfort air channel. A method for preparing a cabin of a vehicle while the internal combustion engine of the vehicle is stopped, the method comprising:
Guiding air through a comfortable air channel,
Directing refrigerant through an engine refrigerant circuit to extract heat from the internal combustion engine of the vehicle;
Directing the air through a heater core disposed in the comfort air channel and in thermal communication with the engine refrigerant circuit;
Directing said air through an auxiliary heat exchanger in thermal communication with a heating and cooling device in thermal communication with a heat source or heat sink;
Including supplying current to the heating and cooling device to cool the air by transferring thermal energy from the auxiliary heat exchanger to the heat sink in a stopped demist mode. ,
While the internal combustion engine is capable of heating the air to a specific comfortable temperature, the internal combustion engine is stopped and heats the air via the heater core;
Method. The method of claim 21, further comprising restricting the flow of the refrigerant through at least a portion of the engine refrigerant circuit to prevent thermal communication between the heating and cooling device and the internal combustion engine. 23. A method according to claim 21 or 22, wherein the auxiliary heat exchanger is upstream of the heater core relative to the direction of air flow in the comfort air channel. A method for preparing an occupant compartment of a vehicle during a stop of an internal combustion engine of the vehicle, the method comprising:
Guiding air through a comfortable air channel,
Directing refrigerant through an engine refrigerant circuit in thermal communication with the internal combustion engine of the vehicle;
Directing the air through a heater core disposed in the comfort air channel and in thermal communication with the engine refrigerant circuit;
Directing said air through an auxiliary heat exchanger in thermal communication with a heating and cooling device in thermal communication with a heat source or heat sink;
In the stop demist mode, the heating and cooling device is configured to cool the air by transferring thermal energy to the auxiliary heat exchanger after the air has been cooled by a residual cooling capacity. Supplying current to the cooling device;
The internal combustion engine is stopped;
Method. 25. The method of claim 24, further comprising directing the air through an evaporator core to cool the air using the residual cooling capacity. 26. A method according to claim 24 or 25, wherein the auxiliary heat exchanger is downstream of the heater core in the comfort air channel with respect to the direction of air flow.

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