MXPA97001024A - Storage of thermal energy for the compartment of a vehic - Google Patents

Abstract

A thermal energy storage system (112) is described, which is operable in modes of storing and discharging the heating capacity and modes of storing and discharging the cooling capacity, to maintain a temperature in the vehicle compartment. Each mode includes a thermal charge cycle and a thermal discharge cycle. The thermal energy storage system (112) communicates with an air conditioning system (118) of a vehicle, including a compressor 8132) and a vehicle cooling system (116), which includes the engine (120) vehicle. The thermal energy storage system (112) comprises a thermal energy storage apparatus (152) that houses the thermal energy storage material (155) that stores thermal energy. The thermal energy storage apparatus (152) is connected to the air conditioning system (118) and the cooling system (116), such that the refrigerant or cooling fluid flows through the apparatus (152) of storage of thermal energy in heat exchange relation with material (155) of thermal energy storage

Description

STORAGE OF THERMAL ENERGY FOR THE COMPARTMENT OF A VEHICLE TECHNICAL FIELD This invention relates to the storage and recovery of the heating and cooling capacity in a thermal energy storage system. It is described in the context of a thermal energy storage system that includes at least one thermal energy storage apparatus configured to be incorporated into the heating and cooling system of a vehicle or the like.

BACKGROUND OF THE INVENTION The use of heating and cooling systems for vehicular applications is common and well established to maintain a comfortable environment within the vehicle while the vehicle engine is in operation. When the occupants of the vehicle stop driving and rest in the vehicle, the interior space in the vehicle can become very uncomfortable because the temperature of the air inside the vehicle increases or decreases. In most vehicles, the heating and cooling system maintains comfort levels within the vehicle only during engine operation. These heating and cooling systems do not provide space conditioning inside the vehicle when the engine shuts down. REF: 24033 Materials that change phase ("PCM": Phase Change Materials) store heat during the phase transition, usually liquid / solid phase transitions. For example, water, paraffins, alcohol, salts and salt hydrates have remarkably high energy densities over temperature ranges of practical significance. A large amount of thermal energy can be stored as a latent heat of fusion during the fusion of an appropriate PCM. Then the stored heat can be extracted from the liquid PCM by cooling it until it crystallizes. Thermal energy can also be stored as sensible heat in PCM. Several attempts have been made to incorporate PCMs into heating and air conditioning systems, which include heat pump systems, solar collection systems, and more conventional heating and air conditioning systems. For example, U.S. Patent No. 5,054,540 issued to Carr discloses a cold storage container positioned in the air duct of a vehicle or the like. A plurality of elongated sealed containers are positioned in the cold storage container, each of the sealed containers is filled with a gas / water medium capable of forming a gas hydrate. U.S. Patent No. 5,277,038 issued to Carr also implements a system for storing thermal energy to a vehicle, which utilizes gas hydrates. However, gas hydrates can have a variety of disadvantages. Gas hydrates suffer from the development of significant pressures during decomposition and may be subjected to excessive overcooling. They may also require specific devices to initiate nucleation. Another disadvantage of the 5,277,038 patent is that it is required that the vehicle air distribution system discharge the stored thermal energy. The vehicle's air distribution system has a powerful fan which draws power from the batteries very quickly. In addition, the 5,277,038 patent describes the storage of high and low temperature thermal energy of the same temperature. This does not allow the system of the 5,277,038 patent to provide a comfortable thermal conditioning of the interior of a vehicle. In addition, the system described in the patent 5,277,038 is not compatible with electric motor vehicles (VE) which do not have vehicle heating and cooling systems. Another example is the "heat battery" designed to provide instantaneous "heating" to the cab of a vehicle. (Automotive Engineering, Vol. 100, No. 2, February 1992). The core of the heat battery includes a series of flat, sheet metal PCM envelopes in spaced apart relationship. The heat battery and an electric cooling pump are installed in a cooling line that runs from the engine to the cabin heater, to form a closed circuit capable of heating the cab very quickly when the engine is started. While such a design has certain advantages in the applications of the classic passenger vehicle, there is still a need for designs of the thermal energy storage system which can be put into operation more flexibly. For example, there is still a particular need for a thermal storage system which can provide space conditioning for several hours to a closed space when the motor shuts down.

DESCRIPTION OF THE INVENTION According to one aspect of the invention, a thermal energy storage system is operable in at least one, a heating mode and a cooling mode to maintain a temperature in the compartment of a vehicle. Each mode includes a thermal charge cycle and a thermal discharge cycle. The thermal energy storage system communicates with at least one of a vehicle air conditioning system that includes a compressor and a vehicle cooling system that includes a heating source. The system comprises at least one thermal energy storage apparatus configured to house thermal energy storage material that stores thermal energy. The at least one thermal energy storage apparatus is attached to at least one of the air conditioning system and the cooling system, such that at least one of the refrigerant and cooling fluid flows through the apparatus of thermal energy in relation to heat transfer with the thermal energy storage material. The system further comprises a transfer device and a transfer circuit that circulates a transfer medium between the at least one thermal energy storage apparatus and the transfer device. The transfer device includes a transfer coil attached to the transfer circuit and fan means or ventilation means to create the air flow through the transfer coil, in such a way that the thermal energy stored in the energy storage apparatus Thermal and transferred to the transfer device by the transfer medium can be discharged to the vehicle compartment by exchanging thermal energy in the transfer medium contained in the transfer coil with the air flow. According to another aspect of the invention, a thermal energy system communicates with a cooling system and an air conditioning system. The cooling system includes a component of the vehicle to be cooled. The thermal energy system has cooling and heating charge cycles and cooling and heating discharge cycles. The thermal energy system comprises at least one thermal energy storage apparatus that includes a thermal energy storage material that stores thermal energy. A connection is provided between the thermal energy storage apparatus and the air conditioning system to circulate a refrigerant from the air conditioning system in heat exchange relationship with the thermal energy storage material during the charge cycle Cooling. A connection is provided between the thermal energy storage apparatus and the cooling system to recirculate a cooling fluid from the cooling system in heat exchange relationship with the thermal energy storage material during the heating load cycle . A controller controls the cooling load cycle when the air conditioning system is in operation and controls the heating load cycle when a temperature of the vehicle component exceeds a predetermined temperature for transferring heat to the thermal energy storage material from the cooling fluid to cool the vehicle component. According to another aspect of the invention, a control system for a thermal energy storage system is provided which stores high and low temperature thermal energy for the subsequent discharge of high and low temperature thermal energy to a confined space. The control system comprises a load control circuit that includes first movable means between an open position and a closed position to control the flow of a low temperature thermal energy medium to the thermal energy storage system. The second means are movable between an open position and a closed position to control the flow of a high temperature thermal energy medium to the thermal energy storage system. Means are provided that selectively control the first and second means, such that when the first media are in the open position the low temperature thermal energy medium flows through the thermal energy storage system and removes the thermal energy from the thermal energy storage system and when the second means are in an open position, the high temperature thermal energy medium flows through the thermal energy storage system and stores thermal energy in the thermal energy storage system. A thermostat detects the temperature of the compartment of a vehicle, such that when the temperature of the vehicle compartment reaches a pre-set temperature, the thermal energy storage system discharges or stores thermal energy to maintain the temperature of the vehicle compartment. According to another aspect of the invention, a thermal energy system communicates with an air conditioning system and a cooling system to maintain a desired temperature in the vehicle compartment when one of the air conditioning system and the air conditioning system. Cooling is not able to maintain the desired temperature. The system comprises at least one thermal energy storage apparatus configured to have a thermal energy storage material that stores thermal energy. A connection is provided between the thermal energy storage apparatus and the air conditioning system for transferring a refrigerant from the air conditioning system to the thermal energy storage material. A connection is provided between the thermal energy storage apparatus and the cooling system to transfer a cooling fluid from the cooling system to the thermal energy storage material. A fan adjacent to the thermal energy storage apparatus is configured to create an air flow through the thermal energy storage apparatus for exchanging thermal energy with the thermal energy storage material and for forcing air into the vehicle compartment. A controller operates the fan when one of the air conditioning system and the fluid cooling system is not able to maintain the desired temperature in the vehicle compartment to maintain that desired temperature. According to another aspect of the invention, a thermal energy storage system is operable in at least one, a heating mode and a cooling mode to maintain a temperature in the vehicle compartment. Each mode includes a thermal charge cycle and a thermal discharge cycle. The thermal energy storage system communicates with at least one of an air conditioning system that includes a compressor and a vehicle cooling system that includes a heating source. The thermal energy storage system comprises at least one thermal energy storage apparatus configured to house a thermal energy storage material that stores thermal energy. The at least one thermal energy storage apparatus is attached to at least one of the air conditioning system and the cooling system, such that at least one of a refrigerant and a cooling fluid flows through the cooling system. thermal energy storage apparatus in heat exchange relationship with the thermal energy storage material. A fan is positioned adjacent to the at least one thermal energy storage apparatus to create the air flow through the thermal energy storage apparatus for exchanging thermal energy with the thermal energy storage apparatus. According to another aspect of the invention, the storage of thermal energy for the compartment of a vehicle comprises a first cooling circuit comprising a motor and a heating coil with the hot cooling fluid supplied from the motor to the heating coil for provide positive thermal potential to the heating coil. A main air conditioning circuit comprises a compressor, a condenser, a refrigerant receiver, a measuring device, an evaporator and first means to interrupt the flow of refrigerant to the evaporator and arranged to provide negative thermal potential to the evaporator. A vehicle air supply duct and a fan have an inlet and an outlet. The heating coil and the evaporator are both located in the duct. The thermal energy storage means comprise an enclosed volume of the thermal energy storage means for storing at least one, a negative thermal potential and a positive thermal potential. A direct expansion coil of the refrigerant delivers the thermal potential thermal storage medium during a charge cycle of negative thermal potential. A cooling coil supplies the thermal energy storage medium with a positive thermal potential during a charge cycle of positive thermal potential. A ventilator makes air flow to recover thermal potential of the thermal energy storage means to condition the air and returns the conditioned air to the compartment during a thermal potential discharge cycle. A complementary refrigerant circuit comprises the direct expansion coil of the refrigerant in direct contact with the thermal energy storage means for providing negative thermal potential to the thermal energy storage means. The complementary refrigerant circuit is arranged in communication with the compressor, the condenser and the refrigerant receiver of the main air conditioning circuit to supply the flow of the refrigerant to the direct expansion coil and with second means to interrupt this flow to the direct expansion coil . A second cooling circuit provides the flow of the hot cooling fluid to the thermal energy storage means. The second cooling circuit comprises third means for interrupting the supply of the hot cooling fluid to the second fluid cooling circuit. The third means are arranged for a fluid communication with the first fluid cooling circuit. A first air conditioning control means activates the compressor and the first means. A control system selects one, of a first thermal energy storage charging mode for activating the compressor and the second means for storing negative thermal potential and a second thermal energy storage charging mode for activating the third means in the second Cooling fluid circuit to store positive thermal potential and to deactivate second and third media when not in a charging mode.

BRIEF DESCRIPTION OF THE DRAWINGS The detailed description refers in particular to the attached figures in which: Figure 1 is a schematic view of an embodiment of a thermal energy storage system integrated into the space conditioning system of a vehicle according to with the present invention; Figure 2 is a schematic view of one embodiment of a thermal energy storage system integrated into the space conditioning system of a vehicle according to the present invention; Figure 3 is an exploded perspective view of one embodiment of a thermal energy storage apparatus containing the PCM (materials that change phase) according to the present invention, for use in the thermal energy storage system shown in Figure 2; Figure 4 is a schematic view of a load control circuit showing the position of the switches and relays when the interior of the vehicle is cooled during the operation of the engine and no cooling fluid or refrigerant is sent to the energy storage system thermal for thermal load; Fig. 5 is a schematic view of the charge control circuit of Fig. 4, showing the position of the switches and relays to allow the flow of the refrigerant to the thermal energy storage system to provide a thermal energy charge source of low temperature; Figure 6 is a schematic view of the charge control circuit of Figure 4, showing the position of the switches and relays to allow the flow of the cooling fluid to the thermal energy storage system to provide a source of energy charge high temperature thermal; Figure 7 is a schematic view of a load control circuit showing the position of the switches and relays when the interior of the vehicle is cooled by the air conditioning system; Figure 8 is a schematic view of the load control circuit of Figure 7 showing the position of the switches and relays when the air conditioning system cools the interior of the vehicle and the refrigerant flows to the thermal energy storage system for provide a low temperature charge source; Figure 9 is a schematic view of the load control circuit of Figure 7 showing the position of the relays and switches to allow the flow of the refrigerant to the thermal energy storage system to provide a source of low thermal energy charge. temperature; Fig. 10 is a schematic view of the load control circuit of Fig. 7, showing the position of the relays and switches to allow the flow of cooling fluid to the thermal energy storage system to provide a source of energy charge high temperature thermal; and Figure 11 is a schematic view of a discharge control circuit showing an ignition control circuit, a fan control circuit and a thermostat control circuit.

Mode.s. to carry out the invention industrial versatility A thermal energy storage apparatus according to the present invention is illustrated schematically in figure 1, integrated into the space conditioning circuit for a classic vehicle. One embodiment of the present invention having a thermal energy storage system installed integrated into a space conditioning system 1 10 for a common vehicle is illustrated schematically in Figure 1. The space conditioning system 1 10 includes a system 1 12 thermal energy storage to store thermal energy while the vehicle is in operation and release the stored thermal energy to the vehicle when needed. Normally, the thermal energy storage system 1 12 releases the stored thermal energy to the vehicle when the vehicle engine is not in operation. The space conditioning system 1 10 commonly includes a cooling fluid circuit system 1 16 and a system 118 of the air conditioning refrigerant. Commonly, the operation of the system 1 16 of the cooling fluid circuit and the system 1 18 of the air conditioning refrigerant require that the engine of the vehicle be in operation. The thermal energy storage system 1 12 heats and cools the interior of the vehicle when the vehicle engine is not in operation. The system 16 of the fluid cooling circuit of the engine includes a motor 120 of the vehicle, a radiator 122, a heating coil 124, a thermostat 125, a valve 158 and a closed circuit 126 of the cooling fluid, which transfers the fluid from cooling in the direction 127 between the motor 120, the radiator 122 and the heating coil 124. During the operation of the vehicle engine 120, the cooling fluid passes through the engine 120 to prevent it from overheating. The circuit 126 of the cooling fluid or cooling circuit transfers the high temperature cooling fluid leaving the motor 120 to the radiator 122 and the heating coil 124 to be cooled. When the vehicle operator wishes to heat the interior of the vehicle, a vehicle fan 128 is activated to drive air in the direction 130 on the heating coil 124. The heating coil 124, located within the vehicle air system 142, exchanges heat with the forced air blown through its surface. Then the hot air is blown or impelled in the direction 143 to the interior of the vehicle or in the direction 149 towards the defroster of the window. A deflection control flap 151, located in the vehicle air duct system 142, controls the amount of air flow directed toward the defroster. When the deflection control flap or flap 15 is opened, as shown in dashed lines, the air flow is directed towards the defogger. When the defogging control flap 151 is closed, as shown in dashed lines, the air flow is directed towards the interior of the vehicle. The amount of the air flow passing through the heating coil 124 is controlled by the position of a flap or flap 137 for air control, located in the air duct system 142 of the vehicle. The air flow generated by the vehicle fan 128 is allowed to pass through the heating coil 124 when the flap 137 for air flow control is positioned upward in a bypass duct 139 away from the heating coil , as shown by the position of flap 137 for air control in dashed lines. The air flow deviates from the heating coil 124 and flows through the diversion conduit 139 when the flap 137 for air flow control is positioned to cover the inlet of the heating coil 124 as shown by the position of the heating coil. flap 137 for air control in solid lines. The conventional system 118 of the refrigerant for air conditioning includes a compressor 132, a condenser 134, a dryer 135, an expansion valve 136 and an evaporator coil 140. A refrigerant circuit 144 circulates the refrigerant in the direction 145 through a closed circuit between the compressor 132, the condenser 134, the dryer 135, the expansion valve 136 and the evaporator coil 140. The refrigerant system 118 for air conditioning liquefies the refrigerant and then transfers the refrigerant to the evaporator coil 140. The vehicle fan 128 creates a forced air flow 130 through the evaporator coil 140, such that the air flow 130 and the refrigerant can exchange heat to produce cold air and evaporate the refrigerant. Then, this chilled air stream is impelled in the direction 143 to the interior of the vehicle through the vehicle air duct system 142. More specifically, the ambient air flow is conducted through the evaporator coil 140, wherein the liquefied refrigerant within the evaporator coil 140 provides cooling to the air stream that it crosses. The refrigerant expands and evaporates while absorbing the heat flow within the ambient air stream. The refrigerant, once expanded, is directed to the compressor 132 where it becomes a high temperature / high pressure steam gas stream directed to the condenser 134. The condenser 134 removes the superheat, liquefies and subcools this refrigerant at high temperature before its circulation back to the expansion valve 136 and the evaporator coil 140, where it exchanges heat with the ambient air to provide cooling. The system 116 of the engine cooling circuit and the system 118 of the refrigerant for air conditioning require the operation of the engine 120. These systems 116, 118 do not heat or cool the interior of the vehicle when the engine 120 is not in operation. It will be understood that in an electric motor vehicle (VE) there is no cooling circuit 126 and that resistor coils are used for heating. At present, an air conditioning system 118 is not practical for use in an electric vehicle because it uses too much energy. A thermal energy storage system 112 according to the present invention is provided for heating and / or cooling the interior of a vehicle during the idle interval of the engine 120. The thermal energy storage system 112 operates in two cycles, a thermal charge cycle and a thermal discharge cycle. In the thermal charging cycle, the thermal energy storage system 112 acquires high temperature thermal energy from system 116 of the motor cooling circuit or low temperature thermal energy of system 118 of the refrigerant circuit for air conditioning. In the discharge cycle, the high or low temperature thermal energy stored in the thermal energy storage system 112 is discharged into the interior of a vehicle. While the vehicle is in operation, either the heating effect obtained from a connection in series or parallel to the system 116 of the engine cooling circuit or the cooling effect obtained from the system 118 of the refrigerant for air conditioning, it is circulated through the thermal energy storage system 112 for its absorption. More specifically, the thermal energy storage system 112 may have PCMs (materials that change phase) that interact primarily with the cooling circuit system 116 and low temperature PCM (materials that change phase) that interact primarily with the system 118 of the refrigerant for air conditioning. When the engine 120 is turned off, the previously stored thermal energy is discharged to heat or cool the interior occupied spaces of the vehicle in an attempt to maintain a comfortable living and / or working environment. In addition, this thermal energy can be extracted from the thermal energy storage system 112 and circulated through the engine cooling system 116 either before or after starting, to heat or cool the engine 120 and other components of the vehicle such as a vehicle battery. The thermal energy storage system 112 is modular in design, consisting of all the components necessary for the operation. It only requires connection to cooling lines 126 and lines 144 of the vehicle's refrigerant. A forced air stream through a transfer device 154 is used to discharge the thermal energy stored in the high and low temperature PCMs (materials that change phase) to the interior of the vehicle. Because a forced air stream is used, the transfer device 154 must be located to allow the flow of unobstructed discharge air to the spaces of the vehicle to be conditioned. The location requirements of the transfer device 154 would otherwise be only in proximity to the associated cooling and refrigerant lines 126, 144 for ease of installation. When a high and low temperature PCM (phase changing material) is required, the preferred low temperature PCM is water and the preferred high temperature PCM is calcium chloride hexahydrate. In alternative embodiments of the present invention, the high temperature PCM may be a eutectic composition of magnesium chloride hexahydrate and magnesium nitrate hexahydrate. The thermal energy storage system 112 includes a heat exchanger 146, an expansion tank 148, a pump 150 a first thermal energy storage apparatus 152 and a second thermal energy storage apparatus 154. A transfer circuit 156 connects the heat exchanger 146, the expansion tank 148, the pump 150 and the first and second thermal energy storage devices 152, 154 to allow a transfer medium to travel in a closed circuit between and through of the components 146, 148, 150, 152 and 154 of the thermal energy storage system 112. The transfer medium is glycol. However, an antifreeze fluid or any other fluid that has a low freezing point and a high boiling point can be used as the transfer medium. The transfer circuit 156 is an independent closed system and is dedicated to the thermal energy storage system 112 as a circulation circuit of the energy transfer and transfer medium. Figure 1 illustrates the thermal energy storage system 112 which utilizes a single material 155 that changes phase for both high temperature and low temperature applications in a single thermal energy storage apparatus 152. The thermal energy storage apparatus 152 has a side 364 of the cooling circuit that passes through the housing 153 in contact with the PCM 155. The side 364 of the cooling circuit includes a cooling coil. Side 156 of the transfer circuit includes a glycol coil. Side 168 of the refrigerant circuit includes a direct expansion coil. An appropriate coil configuration for this embodiment of the present invention can be purchased from Astro Air of Jacksonville, Texas. The cooling fluid of the motor is circulated to the thermal energy storage apparatus 153 through the cooling circuit 126 with the opening of the valve 160. The cooling fluid of the high temperature motor circulates through the side 364 of the cooling circuit. cooling placed in direct contact with the individual material 155 that changes phase, housed in the thermal energy storage apparatus 152. The cooling liquid continues with its circulation from the thermal energy storage apparatus 152 to the engine cooling system 116 to complete the cooling circuit 126. The thermal energy absorbed by the material 155 that changes phase is retained until heating is required when the motor 120 is not in operation. During the high temperature discharge, the transfer circuit 156 containing the transfer medium is initiated by the pump 150. The pump 150 drives the transfer medium within the closed transfer circuit 156 through the side 166 of the transfer circuit of the thermal energy storage apparatus 152 in direct contact with the material 155 that changes phase in the thermal energy storage apparatus 152. The transfer medium that flows through the thermal energy storage apparatus 152 it absorbs the flow of heat from the storage and carries it to the radiator 122 located within the confines of the interior space of the vehicle to be conditioned. The fan 174 creates an air flow through the transfer coil 222 to drive the high temperature thermal effect out of the transfer medium in an exchange of heat with the ambient air from the interior space of the vehicle. The transfer medium is recycled to expansion tank 148 and pump 150 to continue its circulation. In the cooling configuration, the side 168 of the refrigerant circuit of the thermal energy storage apparatus 152 is installed in parallel to the line 144 of the existing liquid refrigerant. The valve 160 is closed to isolate the transfer circuit 156 from the engine cooling system 117. In the thermal energy storage system 112, the side 118 of the refrigerant circuit is placed in direct contact with the indivual material that changes phase within the thermal energy storage apparatus 152. After the cooling charge cycle is consumed, the cooling capacity stored in the thermal energy storage apparatus 152 can be removed by initiating the flow of the transfer medium through the closed transfer circuit 156, as described above for the heating discharge cycle. The flow of the transfer medium through the pump 150 and to the side 156 of the transfer circuit of the thermal energy storage apparatus 152 provides a heat exchange interface with the cooled PCM 155 to decrease the temperature of the transfer medium before of its output and circulation to the radiator 221. This low temperature transfer medium circulates through the transfer coil 222 and is exposed to the air flow induced by the fan 174. The air flow is conducted through the transfer coil 222 to release the cooled thermal energy in the transfer medium to the interior space of the vehicle. Then the transfer medium completes its cycle through expansion tank 148 and pump 150 to continue circulation. The circulation of the cooling circuit 126 through the thermal energy storage apparatus 152 can be used to heat or cool the motor 120, the battery (not shown) and the associated components of the motor, either before the start or immediately after the start. starting or under heavy load condition of the motor 120. Stirring in the thermal energy storage apparatus 152 by the stirrer 182 can be maintained in all modes during the charge / discharge cycles to prevent stratification of the temperature and stagnation of material 155 that changes phase, also as to improve heat transfer. Another preferred embodiment of the present invention is illustrated in Figure 2. A thermal energy storage system 390 shown in Figure 2 includes the thermal energy storage apparatus 392, which has a side 394 of the cooling circuit, a side 396 of the refrigerant circuit and an optional agitator 398. The thermal energy storage system 390 shown in Figure 2 is similar in components and operation to the thermal energy storage system 112 shown in Figure 1, with the engine cooling fluid used as a high temperature charge source and the refrigerant used as a low temperature charge source to a single material 391 that changes phase within the thermal energy storage apparatus 392. In the preferred embodiments of the present invention, the individual PCM 391 used in the thermal energy storage system 390 consists of water. The main difference between the thermal energy storage system 112 and the thermal energy storage system 390 is that the heat exchange process for the thermal energy discharge in the thermal energy storage system 390 uses an air flow through the thermal energy storage system 390. convection through the thermal energy storage apparatus 392 during the discharge cycle. A fan 400 located adjacent to the thermal energy storage apparatus 392 creates the flow of air through the thermal energy storage apparatus 392 during the discharge cycles. A preferred embodiment of the thermal energy storage apparatus 392 is illustrated in Figure 3. The thermal energy storage apparatus 392 further includes a first housing 392 that contains the PCM 391 and a second housing 395 that covers the first housing 393. In preferred modalities, the second housing 395 is made of metal or plastic. A second plastic housing 395 is lightweight and provides an insulation barrier for the PCM 391 contained in the first housing.

The first housing 393 includes end walls 383, 385 and the second housing 395 includes end walls 402, 403, the top wall 404 and the side walls 405, 506. A space 397 between the first housing 393 and the side walls 405, 406 of the second housing 395 and upper wall 404 forms a passage 397 for the flow of air through which the air flow travels. In addition, first and second plenums 378, 379 are located on the ends of the thermal energy storage apparatus 390 with the first plenum chamber 378 between the end wall 402 and the end wall 383 and the second plenum chamber 379 between the end wall 403 and the end wall 385. The fans 400 are contained in the upper part of the second housing 395. The fans 400 conduct the air flow from the interior of the vehicle through triangular-shaped holes 399 located in the bottom of the first housing 393. The first housing 393 has a hexagonal cross-section having a lower V-shaped cross section 380, a V-shaped upper cross-section 381 and a rectangular cross-section 182 between the upper and lower cross-sections in the form of a cross-section. V 380, 381. Advantageously, V-shaped transverse sections 380, 381 direct the air flow and provide a n greater surface area for the air flow to make contact with the first housing 393 containing the PCM (material that changes phase). The cross-sectional shape of the first housing 393 also allows the first housing 393 to expand due to the forces created during the melting or freezing of the PCM 391. In alternative embodiments of the present invention, other cross-sectional shapes may be used. In the preferred embodiments of the present invention, the side 396 of the refrigerant circuit includes a direct expansion coil 386 and the side 394 of the cooling circuit includes a cooling coil 387. These coils 386, 387 are positioned within the first housing 393 in direct contact with the PCM 391. The coils 386, 387 exit the first housing 393 through the end wall 383. The coils 386, 387 are mounted within the first housing 393 by fastening the coils 386, 387 to the end wall 383, by sliding the first end 383 in the direction 388 towards the flange 376 and by attaching the end wall 383 to the flange 376. In alternative embodiments of the present invention, the coils 386, 387 can be installed by mounting the first housing 393 except for the V-shaped upper cross-section 381, by placing the coils 386, 387 inside the first housing 393 and then welding the upper V-shaped cross section 381 over the section cross section 382 rectangular. The end walls 383, 385 include openings or holes 389.

Similar openings or holes 401 are located on the end walls 402, 403 of the second housing 395, such that when the second housing 395 is placed on the first housing 393, the openings or holes 389, 401 are aligned to allow air flow to the first and second plenums 378, 379 in the direction 408. A grid of open passages or passages 377 is formed in the end walls 402, 403 to also allow air flow to the plenums 378, 379. Irrespective of the discharge mode, an air flow is created by convection through the passage 397 for the air flow of the storage apparatus 392 of thermal energy by the fans 400, to transfer the energy from the material 391 that changes phase within the thermal energy storage apparatus 392 to the flow of passing or circulating air. The inlet air flow with the ambient vehicle conditions inside enters the thermal energy storage apparatus 392 through openings or orifices 389, 401 and the passages 377 and flows through the plenums to the openings or holes 399 of triangular shape. The air flow continues through the passage 397 for the air flow, where it is in direct contact with the first housing 393 for the heat exchange with the PCM 391 and discharges again into the interior space of the vehicle in the direction 409, to provide temperature maintenance. The inner and outer surfaces of the first housing 393 can be constructed to improve heat transfer and turbulent air flow by means of fins, corrugations, structural ribs, etc. Spaced-apart vents or vents 407 are spaced above the V-shaped upper section 381. These vents 407 relieve the pressure created in the first housing 393 due to the expansion of the PCM as it changes phase and temperatures. The vents 407 are spaced apart in such a manner that the pressure can be relieved even when the thermal energy storage apparatus 392 is inclined. In addition, the PCM 391 can be charged to the first housing 393 through the vents 407. The vents 407 can be joined together to have a single vent (not shown) to prevent PCM 391 from spilling from the first housing 393 when the 392 thermal energy storage device tilts. Preferred modes of the controller portions 184 are shown in Figures 4-11. A first embodiment shown in Figure 4-6 includes a first load control circuit 610 that is part of the controller 184. The load control circuit 610 allows the vehicle occupant to operate the air conditioning system 118 to cool the air conditioner. inside the vehicle or load the thermal energy storage system 112. The load control circuit 610 includes an air conditioning switch 612, a thermal energy storage charge switch 614, a relay 616 having a normally closed contact 618 and a normally open contact 620, solenoid valves 138 which control the flow of the refrigerant to the evaporator 140, 178 which controls the flow of the refrigerant to the thermal energy storage system 112 and 160 which controls the flow of the cooling fluid to the thermal energy storage system 112 and an output array 132 of the high compressor conventional pressure, input 132 of the conventional high-pressure compressor and conventional low-temperature evaporator safety switches 628. The operation of the first charging circuit 610 has three different modes as follows.

The first mode of operation for the load control circuit 610 is shown in Figure 4, wherein, during the operation of the vehicle engine 120, the air conditioning system 118 cools the vehicle and the energy storage system 112. Thermal does not load the material that changes phase with heating or cooling capacity. In this mode of operation, the switch 612 of the air conditioner is in an ON position and the thermal storage load switch 614 is in a OFF position. The current flows through the safety switches 628 to energize a conventional magnetic clutch 630 which activates the compressor 132 of the cooling system. The current also energizes the solenoid valve 138 to allow the refrigerant to flow to the evaporator 140 to cool the interior of the vehicle while the engine 120 is in operation. Because the normally open contact 620 is open, the solenoid valve 178 is not energized and thus the refrigerant does not flow into the thermal energy storage system 112. In this mode of operation, the air conditioning system 118 operates in its normal mode to cool the interior of the vehicle, while the engine 120 of the vehicle is in operation. If any of the safety switches in the array 629 are off, the magnetic clutch 630 is de-energized and thus the compressor 132 is turned off as well. The second mode of operation of the load control circuit 610 is illustrated in Figure 5, wherein, during operation 120 of the vehicle engine, the thermal energy storage system 112 stores low temperature thermal energy and the system 118 of Air conditioning does not cool the interior of the vehicle. In this mode of operation, the thermal energy storage charge switch 614 is in the "cold" position and the air conditioning switch 612 may be in either the OFF or ON position. The electrical current of the thermal energy storage charging switch 614 energizes the relay 616 to open the normally closed contact 618 and close the normally open contact 620. The current flows through the contact 620 to energize the magnetic clutch 630 while the safety switches of the manifold 628 are in their normal operating positions. The activation of the magnetic clutch 630 initiates the operation of the refrigeration compressor 132. The current in this mode of operation energizes the solenoid valve 178 which allows the flow of the refrigerant to the thermal energy storage system 112. The solenoid valve 138 is not activated because the normally closed contact 618 is open. In this mode of operation, the air conditioning system 118 is used only to charge the thermal energy storage system 112. The third mode of operation for the load control circuit 601 is shown in Figure 6, wherein, during operation of the vehicle engine 120, the thermal energy storage system 112 stores high temperature thermal energy and the system 118 Air conditioning can be either on or off. In this mode of operation, the thermal energy storage charge switch 614 is in the "hot" position and the air conditioning switch 612 may be in either the ON or OFF position. In this mode of operation, the solenoid valve 160 is energized to allow the engine cooling liquid to flow into the thermal energy storage system 112 to provide a source of high temperature thermal energy. If the air conditioning switch 612 is in the ON position, the air conditioning system 118 operates to cool the interior of the vehicle while the engine 120 is in operation. The operation of the air conditioning system 118 does not affect the capacity of the heating load cycle that occurs simultaneously in the thermal energy storage system 112. A second embodiment of a charge control circuit 640 of the controller 184 is shown in FIGS. 7-10. The load control circuit 640 includes the air conditioning switch 612, the thermal energy storage charge switch 614, the solenoid valves 138, 160 and 178 and the array 628 containing the output of the high pressure compressor 132, the input of the low pressure compressor 132 and the safety switches of the evaporator 140 of low temperature. The load control circuit 640 further includes the relay 642 having the contacts 644, 646, 648 and 650, the relay 652 has contacts 654, 656, the timer 658 and a potentiometer 659 connected to the timer 658. The control circuit 640 Charge operates in four different modes as follows.

The first mode of operation for the load control circuit 640 is shown in Figure 7 where, during the operation of the vehicle engine 120, the thermal energy storage system 112 does not store either high or low temperature thermal energy. and the air conditioning system 118 cools the interior of the vehicle. In this mode of operation, the air conditioning switch 612 is in the ON position and the thermal energy storage load switch 614 is in the OFF position. The current flows through, and energizes, the developer 641 to close the normally open contacts 644, 646 and open the normally closed contacts 648, 650. Because the relay 652 is not energized, the normally closed contact 654 remains closed. The current flows through the closed contacts 644 and 654 to energize and open the solenoid valve 138 which allows the refrigerant to flow to the evaporator 140 of the system 118 of the air conditioning refrigerant. The current also flows to energize the magnetic clutch 630 to activate the air conditioning compressor 132 if all of the safety switches 628 are in the operating positions. If any of the safety switches in the array 628 are turned off, the magnetic clutch 630 is deenergized and the compressor 132 is turned off. In this operating mode, with the thermal energy storage charging switch 614 in the OFF position, the Solenoid valves 160, 178 are de-energized, which prevents the refrigerant or cooling fluid from reaching the thermal energy storage system 112. The second mode of operation for the load control circuit 640 is illustrated in Figure 8 where, during the operation of the vehicle engine 120, the thermal energy storage system 112 stores low temperature thermal energy and the system 118 of air conditioning cools the interior of the vehicle. In this mode of operation, the air conditioning switch 612 is in the ON position and the thermal energy storage load switch 614 is in the "cold" position. The current travels through, and de-energizes, the relays 642 and 652. The contacts 648, 650 and 654 are open and the contacts 644, 646 and 656 are closed. The magnetic clutch 630 is energized to energize the refrigerant compressor 132 if the safety switches in the manifold 628 are in the normal operating position. The current flows through the "cold" contact of the thermal storage charge switch 614 and the contact 646 to reach the timer 658. The timer 658 cycles through a continuous sequence of opening of the solenoid valve 138 and closing of the solenoid valve 178 to allow the refrigerant to flow to the evaporator coil 140 and close the solenoid valve 138 and open the solenoid valve 178 to allow the refrigerant to flow into the thermal energy storage system 112, to provide a low thermal energy load system temperature 112. In preferred embodiments of the present invention, timer 658 operates to allow refrigerant to flow to evaporator coil 140 for 120 seconds and then allows refrigerant to flow into thermal energy storage system 112 for 30 seconds . This time interval of 120 seconds / 30 seconds continues as long as the air conditioning switch 612 is in the ON position and the thermal energy storage load switch 614 is in the "cold" position. Potentiometer 659 operates to change the temponization interval. The third mode of operation for the load control circuit 640 is shown in Figure 9 where, during operation of the vehicle engine 120, the thermal energy storage system 112 stores low temperature thermal energy and the air conditioning system 118 does not cool the interior of the vehicle. In this mode of operation, the switch 612 of the air conditioner 612 is in the OFF position and the thermal energy storage load switch 614 is in the "cold" position. The relay 642 is not energized and the relay 652 is energized, such that the contacts 644, 646 are open and the contacts 648, 650 and 656 are closed. The magnetic clutch 630 is energized to energize the refrigerant compressor 132 if the safety switches 628 are in the operational position. Because the contacts 646 and 654 are open, there is no current to the solenoid valve 138 or the timer 658. The solenoid valve 178 is the sole open solenoid valve, which allows the continuous flow of the refrigerant to the energy storage system 112 thermal The fourth mode of operation for the load control circuit 640 is illustrated in Figure 10 wherein, during the operation of the vehicle engine 120, the thermal energy storage system 112 stores high temperature thermal energy and the conditioning system. Air can either cool or not cool the interior of the vehicle. In this mode of operation, the air conditioning switch 612 may be in either the ON or OFF position and the thermal energy storage charging switch 614 is in the "hot" position. The solenoid valve 160 is energized and opened to provide a path for the cooling fluid to flow into the thermal energy storage system 112 to provide a source of high temperature thermal energy. The air conditioning system 118 operates simultaneously with the high temperature load of the thermal energy storage system 112 if the air conditioning switch 612 is in the ON position. The load control circuit 640 allows the vehicle operator to charge the thermal energy storage system with high or low temperature thermal energy, while simultaneously operating the heating system 116 or cooling system 118 for heating or cool the interior of the vehicle.

The portion of the 670 circuit of the discharge control of the controller 184 is shown in FIG. 11. The discharge control circuit 670 includes an ignition control circuit 672, a fan control circuit 674 and a thermostat control circuit 676. for the operation of the thermostat 678. The discharge control circuit 670 further includes fans 174, the relay 680 having the contact 682, the relay 684 having the contacts 686, 688 and a discharging switch 690. When the engine 120 of the vehicle is in operation, the ignition control circuit 672 energizes the relay 680 to open the contact 682 and de-energize the power supply of the fans 174, to ensure that there is no air flow beyond a thermal energy storage apparatus when the engine 120 is in operation. After the engine 120 is turned off, the vehicle operator can select the position of the OFF switch 690 of OFF, "hot" or "cold". When the discharge switch 690 is in the OFF position, the fans 174 do not work. All embodiments of the present invention may include a control system for allowing the low temperature thermal energy stored in a thermal energy storage system to supplement a radiator in a cooling system, to prevent the engine 120 from overheating during Extreme load. For example, this may be necessary when the vehicle is traveling uphill on a hot day. This same control system could operate to heat the vehicle engine 120, the battery and the engine component before engine 120 is started. All embodiments of the present invention can be used in a variety of environments including vehicles. electric, hybrid electric vehicles, vehicles with conventional combustion engines and constructions. In addition, all the embodiments of the present invention can be charged hot or cold by joining them to kettles, ovens, electric sources, heating and cooling systems, building power grids, etc. All materials that change phase for all modes can exhibit sensitive and / or latent heat capabilities, as well as phase change characteristics, depending on the transition temperatures and operating temperature ranges of the system. It will be apparent to those skilled in the art that various changes and modifications may be substituted for those parts of the system described herein. For example, the thermal energy storage medium and the transfer fluids, other than those specifically described herein, can be used advantageously. In addition, various substitutes for the valves and pumps and / or additional valves or pumps illustrated in the drawings may be employed in accordance with the invention. In addition, multiple apparatuses and / or thermal energy storage systems may be added to the vehicle in accordance with the present invention.

All the illustrated modes denote a controller 184. This controller 184 controls the pumps, the fans, the solenoid valves and the agitators in all the modes illustrated. Although the invention has been described in detail with reference to certain preferred embodiments, there are variations and modifications within the spirit and scope of the invention as described and defined in the following claims.

It is noted that in relation to this date, the best method known to the applicant to carry out the aforementioned invention, is that which is clear from the present description of the invention.

Having described the invention as above, the contents of the following are refracted as property

Claims (12)

1. Claims 1. A thermal energy storage system for the compartment of a vehicle, characterized in that it comprises: a first cooling circuit comprising a motor and a heating coil, with hot cooling fluid supplied from the motor to the heating coil for provide positive thermal potential to the heating coil; a master air conditioning circuit, comprising a compressor, a condenser, a refrigerant receiver, a measuring device, an evaporator and first means for interrupting the flow of the refrigerant to the evaporator and arranged to provide a negative thermal potential to the evaporator; an air supply duct to the vehicle and a fan, the duct has an inlet and an outlet, the heating coil and the evaporator are both located in the duct; thermal energy storage means comprising an enclosed volume of a thermal energy storage means for storing at least one, a negative thermal potential and a positive thermal potential; a direct refrigerant expansion coil for supplying the thermal energy storage medium with a negative thermal potential during a negative thermal potential loading cycle; a cooling coil for supplying the thermal energy storage medium with the positive thermal potential during a charge cycle of the positive thermal potential; a complementary fan arranged to make the air flow to recover the thermal potential of the thermal energy storage means to condition the air and to return the conditioned air to the compartment during a thermal potential discharge cycle; a complementary refrigerant circuit comprising the direct expansion coil of the refrigerant in direct contact with the thermal energy storage means, to provide the negative thermal potential to the thermal energy storage means, the complementary refrigerant circuit is arranged in communication with the compressor , the condenser and the refrigerant receiver of the main air conditioning circuit for supplying the flow of the refrigerant to the direct expansion coil and second means for interrupting this flow to the direct expansion coil; a second cooling circuit for providing the flow of the hot cooling fluid to the thermal energy storage means, the second cooling circuit comprises third means for interrupting the supply of the hot cooling fluid to the second cooling circuit, the third means are arranged for fluid communication with the first cooling circuit; first means for controlling the air conditioning, for activating the compressor and the first means; and a control system for selecting one, of the charge cycle of the negative thermal potential and activating the compressor and the second means for storing the negative thermal potential and the positive thermal potential charging cycle and activating the third means in the second circuit of cooling, to store the positive thermal potential and disable the second and third media when they are not in a thermal potential loading cycle, the control system controls the flow of the refrigerant through the complementary refrigerant circuit, to allow the flow of the refrigerant through the direct expansion coil of the refrigerant and the resulting storage of the negative thermal potential in the thermal energy storage medium regardless of whether the control system allows the flow of the cooling fluid through the heating coil to heat the compartment of the vehicle and the control system Rolls the flow of cooling fluid through the cooling coil, to allow the storage of the positive thermal potential in the thermal storage medium regardless of whether the control system allows the flow of cooling fluid through the cooling coil and the resulting heating of the vehicle compartment and regardless of whether the control system allows the flow of refrigerant through the main air conditioning circuit to remove heat from the vehicle compartment, the control system controls the operation of the complementary fan to make the air flow to recover the thermal potential of the means of storage of thermal energy, to condition the air and to return the air conditioning to the compartment during a discharge cycle of the thermal potential regardless of the state of the fan.
2. 2. The system according to claim 1, characterized in that it also comprises a first housing for the enclosed volume, a second housing that provides an air gap between itself and the first housing, the fan is arranged to extract air from the compartment, to make flow the air through the air space, to condition the extracted air and to return the air extracted, conditioned, to the compartment during the discharge cycle of the thermal potential.
3. 3. The system according to claim 1, characterized in that it further comprises a transfer circuit including a first heat exchange coil, in heat exchange contact with the thermal energy storage means, a second heat exchange coil for providing thermal potential to the compartment, a circuit with a pump for circulating a heat exchange medium between the first and second heat exchange coils, the fan is arranged to flow air through the second heat exchange coil for condition the air and return the air conditioner to the compartment during the discharge cycle of the thermal potential.
4. 4. The system according to claim 1, 2 or 3, characterized in that the thermal energy storage means comprises a material that changes phase.
5. 5. The system according to claim 1, 2 or 3, characterized in that it further comprises second control means to prevent the discharge of the thermal potential stored when the engine is in operation and to allow a cycle of discharge of the thermal potential when the engine is arrested.
6. 6. The system according to claim 1, 2 or 3, characterized in that it also comprises third control means positioned for access by the operator of a vehicle, to allow a discharge cycle of the thermal potential.
7. 7. The system according to claim 1 or 2, characterized in that it also comprises means that detect the temperature, to energize and de-energize the fan of the thermal energy storage means during the discharge cycle of the thermal potential, depending on the temperature of the compartment .
8. 8. The system according to claim 3, characterized in that it also comprises means for detecting the temperature, for energizing and de-energizing the fan of the thermal energy storage means and the circuit pump, for circulating the heat exchange medium between the first and second heat exchange coils during the discharge cycle of the thermal potential, depending on the temperature of the compartment.
9. 9. The system according to claim 1, 2 or 3, characterized in that it further comprises safety means for disconnecting the compressor when at least one of a suction pressure of the refrigerant in the compressor falls to a pressure less than a predetermined pressure, a compressor discharge pressure rises to a pressure greater than a predetermined pressure and a suction temperature of the refrigerant falls to a temperature lower than a predetermined temperature.
10. 10. The system according to claim 1, 2 or 3, characterized in that it further comprises fourth control means for deactivating the first means for stopping the flow of the refrigerant to the evaporator of the main air conditioning circuit when the first means of controlling the conditioning of air and the second control means are energized to store negative thermal potential in the thermal energy storage means, keeping the second means open to charge the thermal energy storage means with negative thermal potential.
11. 11. The system according to claim 1, 2 or 3, characterized in that the control system comprises a timer to alternately activate the first means to allow the flow of the refrigerant to the evaporator of the main air conditioning circuit and the second means to allow the Coolant flow to the complementary cooling circuit.
12. 12. The system according to claim 1, 2 or 3, characterized in that the control system includes fifth control means for activating and deactivating the third means for storing positive thermal potential.