WO2009076637A2

WO2009076637A2 - Adsorption/latent storage cooling system and method

Info

Publication number: WO2009076637A2
Application number: PCT/US2008/086683
Authority: WO
Inventors: Kevin L. Wert
Original assignee: Modine Manufacturing Company
Priority date: 2007-12-12
Filing date: 2008-12-12
Publication date: 2009-06-18
Also published as: WO2009076637A3

Abstract

A temperature control system includes, in some embodiments, a first heat exchanger including a first flow path and a second flow path in heat exchange relationship with the first flow path, wherein the first flow path at least partially encloses a sorbent material and a refrigerant; a second heat exchanger in fluid communication with the first heat exchanger; and a storage unit in fluid communication with the second heat exchanger and being operable to store liquid refrigerant therein.

Description

ADSORPTION/LATENT STORAGE COOLING SYSTEM AND METHOD

REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Patent Application No. 61/007,337, filed on December 12, 2007 and U.S. Provisional Patent Application No. 61/027,716, filed on February 11, 2008.

BACKGROUND

[0002] The present invention relates to the use of adsorption materials to form cooling systems as an alternative to or in addition to conventional cooling systems. Many conventional cooling systems incorporate a compressor, a condenser, an expansion element, and an evaporator forming a fluid circuit. Typical conventional cooling systems require a constant supply of power for optimal operation. For example, a cooling system in a vehicle draws power from the vehicle's battery, which in turn is constantly recharged while the engine of the vehicle is operating. However, if the operator turns the engine off and the cooling system is still operating, the cooling system draws power from the vehicle's battery, possibly to the point of depletion in a relatively short amount of time as the battery is not being recharged. One alternative is to maintain the engine on while the vehicle is at a stop such that the cooling system does not deplete the battery. However, this can cause overheating of the engine due to the lack of cooling air flow, and generates significant emission of combustion gasses.

SUMMARY

[0003] In some embodiments of the present invention, a temperature control system is provided that can store cooling capacity and that can at least temporarily operate in the absence of a power supply (e.g., a battery). The temperature control system can be, for example, an auxiliary cooling system for the vehicular idle-off market. Like a thermal battery, the system can be discharged to provide cooling to a vehicle cabin when the vehicle's engine (and a primary cooling system) is inactive. The system can operate independently or in concert with other auxiliary cooling systems (e.g., vapor compression/battery). Also, the system can be recharged using waste heat from several possible sources, including the vehicle's engine, a condenser (or gas cooler) of a conventional compression cooling system, a fuel-fired burner, and the like. [0004] In some embodiments of the present invention, a temperature control system is provided, and includes a first vessel for supporting a working fluid, a second vessel for supporting an adsorbent material, and a conduit fluidly connecting the first vessel to the second vessel. In a first mode, the first vessel permits evaporation of the working fluid, the conduit allows flow of vaporized working fluid in a first direction, and the second vessel permits condensation of the working fluid. In a second mode, the second vessel permits evaporation of previously condensed working fluid, the conduit allows flow of vaporized working fluid in a second direction opposite the first direction, and the first vessel permits condensation of the working fluid.

[0005] Some embodiments of the present invention provide a vehicular cabin temperature control system, comprising a first heat exchanger including a first flow path and a second flow path separated from fluid communication with the first flow path but in heat exchange relationship with the first flow path; a quantity of sorbent located within the first flow path; a refrigerant located within the first flow path; a second heat exchanger fluidly connected to the first heat exchanger; and a refrigerant reservoir in fluid communication with the second heat exchanger and within which liquid refrigerant received from the second heat exchanger is received and stored.

[0006] In some embodiments of the present invention, a method of operating a temperature control system for a cabin of a vehicle is provided, and comprises: flowing an exhaust gas through a first flow path of a first heat exchanger; heating a refrigerant and sorbent located in a second flow path of the first heat exchanger separate from the first flow path by flowing the exhaust gas through the first flow path; generating a flow of vapor refrigerant by heating the refrigerant and sorbent; directing the flow of vapor refrigerant from the first heat exchanger to a second heat exchanger in fluid communication with the first heat exchanger; condensing the vapor refrigerant in the second heat exchanger; directing condensed refrigerant from the second heat exchanger to a refrigerant reservoir in fluid communication with the second heat exchanger; storing the condensed refrigerant in the refrigerant reservoir; drawing the condensed refrigerant from the refrigerant reservoir; transferring heat from a working fluid to the condensed refrigerant; evaporating the condensed refrigerant by transferring heat from the working fluid to the condensed refrigerant; moving the working fluid to a third heat exchanger; and transferring heat from the cabin of the vehicle to the working fluid in the third heat exchanger to cool the cabin of the vehicle.

[0007] Other aspects of the invention will become apparent by consideration of the detailed description and accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Fig. 1 is a schematic representation of a temperature control system according to an embodiment of the present invention.

[0009] Fig. 2 is a schematic representation of the system in Fig. 1, shown in a first mode of operation.

[0010] Fig. 3 is a schematic representation of the system in Fig. 2, shown in a second mode of operation.

[0011] Fig. 4 is a schematic representation of a temperature control system according to a second embodiment of the present invention.

[0012] Fig. 5 is a schematic representation of a temperature control system according to a third embodiment of the present invention.

[0013] Fig. 6 is a section view of a cooling cell of the temperature control system illustrated in Fig. 5.

[0014] Fig. 7 is a graph illustrating results of a test run of the temperature control system illustrated in Fig. 5.

[0015] Fig. 8 is a schematic view of a temperature control system according to a fourth embodiment of the present invention.

[0016] Fig. 9 is a schematic view of the temperature control system illustrated in Fig. 7, shown in a first mode of operation.

[0017] Fig. 10 is a schematic view of the temperature control system illustrated in Fig. 8, shown in a second mode of operation. [0018] Fig. 11 is a schematic view of the temperature control system illustrated in Fig. 8, shown in a third mode of operation.

[0019] Fig. 12 is a perspective view of a first construction of the temperature control system illustrated in Fig. 8.

[0020] Figs. 13A-13C are top, elevation and end views, respectively, of the temperature control system illustrated in Fig. 12.

[0021] Fig. 14 a perspective view of a core subassembly of the temperature control system illustrated in Fig. 12.

[0022] Fig. 15 is a detailed view of a portion of the core subassembly illustrated in Fig. 14.

[0023] Fig. 16 is an exploded view an evaporator/condenser of the temperature control system illustrated in Fig. 12.

[0024] Fig. 17 A is a detailed view of a reservoir of the temperature control system illustrated in Fig. 12.

[0025] Fig. 17B is a section view of the reservoir illustrated in Fig. 17A.

DETAILED DESCRIPTION

[0026] Before any embodiments of the invention are explained in detail, it is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The invention is capable of other embodiments and of being practiced or of being carried out in various ways. Also, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting. The use of "including," "comprising," or "having" and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Unless specified or limited otherwise, the terms "mounted," "connected," "supported," and "coupled" and variations thereof are used broadly and encompass both direct and indirect mountings, connections, supports, and couplings. Further, "connected" and "coupled" are not restricted to physical or mechanical connections or couplings. [0027] The contents of U.S. Provisional Patent Application No. 61/007,337 and U.S. Provisional Patent Application No. 61/027,716 are relevant to this application and therefore are also incorporated herein by reference.

[0028] Figs. 1-3 schematically illustrate a temperature control system 10 designed for cooling an enclosed space. The system 10 can be identified as an adsorbent/latent system due to the use of one or more adsorbent materials and the potential of the system to store cooling capacity (described in more detail below). In the illustrated construction, the system 10 is mounted in a vehicle (not shown) to help control the temperature within the cabin of the vehicle. The vehicle includes an engine (not shown) that generates heat as a result of operating the vehicle. The heat generated by the engine is utilized in a mode of operation of the system 10 to recharge the system 10 (as described in further detail below). It will be clear to one of ordinary skill in the art that the system 10 can be implemented in a variety of other environments for temperature control of an enclosed space. Moreover, sources of energy (other than waste heat) may be utilized to recharge the system 10.

[0029] With reference to Fig. 1, the system 10 includes a first vessel 15 designed to enclose a working fluid 20. In the illustrated construction, the working fluid 20 is water primarily enclosed in the vessel 15. However, other constructions of the system 10 can include different working fluids. The vessel 15 is fluidly connected to a conduit 25 via a connection portion 30 (e.g., a connection port). The vessel 15 is also in heat exchange relationship with a first pumped liquid coolant system ("LCS") 35. The LCS 35 includes a pump 40, a first heat exchanger 45 in heat exchange relationship with an enclosed space (e.g., cabin of a vehicle), and a second heat exchanger 50 in heat exchange relationship with ambient air. It will be appreciated that the first and second heat exchangers 45, 50 can be separate heat exchangers or part of the same heat exchanger adapted to receive and discharge heat at different locations of the heat exchanger. Accordingly, the terms "first heat exchanger" and "second heat exchanger" are used herein and in the appended claims to refer to separate heat exchangers and different portions of a single heat exchanger". The LCS 35 also includes a conduit system 55 that allows selectively pumping liquid coolant via either the first heat exchanger 45 or the second heat exchanger 50 depending upon the mode of operation of the system 10 (further explained below).

[0030] The system 10 also includes a second vessel 60 designed to enclose an adsorbent material 65. Suitable adsorbent materials include a molecular sieve, silica gel, zeolite, activated carbon, and others. The second vessel 60 is fluidly connected to the conduit 25 via a connection portion 70 (e.g., a port). Therefore, the second vessel 60 is fluidly connected to the first vessel 15 via the conduit 25. The second vessel 60 is also in heat exchange relationship with a second pumped liquid coolant system (LCS) 75. The LCS 75 includes a pump 80, a first heat exchanger 85 in heat exchange relationship with ambient air, and a second heat exchanger 90 in heat exchange relationship with a heat source (e.g., the engine or compressor in a vehicle) to collect waste heat. For the purposes of this application, the term "waste heat" is utilized to define energy generated as a result of the operation of an energy source that would otherwise be lost (such as to surrounding elements, the environment around a vehicle, and the like). In the illustrated construction, the waste heat can be the heat generated as a result of operating the engine of a vehicle. In other words, the system 10 can utilize the heat generated as a result of normal use of a vehicle's engine for recharging the system 10. The LCS 75 also includes a conduit system 95 that allows selectively pumping liquid coolant via either the first heat exchanger 85 or the second heat exchanger 90 depending on the mode of operation of the system 10 (further explained below).

[0031] As indicated above, the system 10 includes conduit 25 fluidly connecting to the first vessel 15 and the second vessel 60. Accordingly, the conduit 25 allows the working fluid 20 to flow between the first vessel 15 and the second vessel 60 different directions (as indicated in Figs. 2 and 3) based upon the operating mode of the system 10. The system 10 also includes a valve 100 placed along the conduit 25 and operable to regulate the amount of working fluid 20 flowing between the first vessel 15 and the second vessel 60. Because the system 10 includes vessels 15 and 60 fluidly connected by conduit 25, the system 10 can be defined as a "linear system" allowing working fluid to flow back-and-forth between vessels 15 and 60. The linear characteristic of the system 10 differentiates the system 10 from typical conventional cooling systems (described in the background) that operate in the form of a closed circuit.

[0032] In the illustrated construction, a controller 105 is electrically connected to the valve 100. The controller 105 is operable to control the valve 100 between an open position, allowing working fluid 20 to flow (e.g., at partial or full capacity) and a closed position, where the working fluid 20 is restricted from flowing between the vessels 15 and 60. Though not explicitly shown, the controller 105 can be the main controller of a vehicle implementing the system 10 for cooling purposes. However, in other constructions, the controller 105 can be a separate controller (e.g., a dedicated system controller 105, a controller 105 sharing other heating and/or air conditioning functions of the vehicle, and the like) coupled to and independently operating the valve 100. Moreover, the system 10 can include a number of sensors (not shown) connected to the controller 105. For example, the system 10 can include temperature sensors sending signals to the controller 105 indicative of the temperature of the working fluid 20 at different locations of the system 10, the temperature of ambient air, and/or the temperature of the enclosed space (e.g., cabin in the vehicle). The system 10 can also or instead include flow sensors and/or fluid sensors (e.g., liquid or vapor refrigerant sensors), generating signals indicative of the amount of working fluid 20 within the first vessel 15, the amount of working fluid 20 within the second vessel 60, and/or the amount of working fluid 20 flowing between the vessels 15 and 60. Other elements, such as additional sensors, one or more user interfaces, data memory, wireless transmitters and receivers, and other devices can be connected to the controller 105 for operating the system 10.

[0033] With reference to Figs. 2 and 3, the system 10 can operate in two modes: a cooling mode (illustrated in Fig. 2) and a recharge mode (illustrated in Fig. 3). The system 10 can also includes an inactive or passive mode in which the valve 100 is shut. In such embodiments, the valve 100 can be shut to avoid or prevent working fluid 20 from flowing between the vessels 15 and 60. As a consequence, the parasitic loss of energy in the form of the working fluid 20 carrying energy through the system 10 is prevented when the system 10 is inactive.

[0034] With reference to Fig. 2, the system 10 operates in the cooling mode with the purpose of regulating the temperature within an enclosed space (e.g., cabin of a vehicle). In the cooling mode, the first vessel 15 acts as an evaporator for the working fluid 20. More specifically, the LCS 35 operates such that the conduit system 55 enables the operation of heat exchanger 45 in heat exchange relationship with the cabin. The heat exchanger 45 draws heat from the cabin (thus cooling the cabin). The liquid coolant flow, generated by the pump 40, carries the heat from the heat exchanger to the vessel 15. Within the vessel 15, liquid working fluid 20' absorbs the heat and generates a vapor of working fluid 20". The vapor 20" flows though the conduit 25 and valve 100 to the second vessel 60. The controller 105 can regulate the valve 100 to allow a desired amount of vapor 20" therethrough, thus controlling the amount of cooling in the cabin. In some applications and embodiments, this control can be used to prevent the working fluid 20' from freezing under certain conditions (e.g., relatively light cooling loads).

[0035] In the second vessel 60, the adsorbent material 65 adsorbs the vapor 20" and liberates heat. More specifically, the vapor 20" condenses on the surface of the adsorbent material 65, thus liberating the heat. The heat generated by the adsorption process is carried away from the vessel 60 by the LCS 75. In some embodiments, the adsorption process is sufficiently vigorous to maintain an evaporator saturation pressure corresponding to sub- ambient temperatures in the cabin. Accordingly, the vessel 60 can act like the compressor of a conventional vapor compression cooling system. In the cooling mode, the LCS 75 operates such that the conduit system 95 enables the operation of heat exchanger 85 in heat exchange relationship with ambient air. The liquid coolant flow, generated by the pump 80, carries the heat from the vessel 60 to the heat exchanger 85, thus releasing the heat into ambient air.

[0036] With reference to Fig. 3, the system 10 operates in a recharge (or desorption) mode with the purpose of building up the cooling capacity of the system 10. In the recharge mode, the LCS 75 operates such that the conduit system 95 enables the operation of heat exchanger 90 in heat exchange relationship with an energy source (e.g., exhaust heat from the engine of a vehicle). Accordingly, in some embodiments the heat exchanger 90 collects at least a portion of the waste heat generated from an engine. The liquid coolant flow, generated by the pump 80, carries the heat from the heat exchanger 90 to the vessel 60. Within the vessel 60, the adsorbent material 65 absorbs the heat (in other words, the adsorbent material 65 is heated) and releases the working fluid previously accumulated during the cooling mode of the system 10 in the form of vapor 20". The vapor 20" flows though the conduit 25 and valve 100 to the first vessel 15. The controller 105 can regulate the valve 100 to allow a desired amount of vapor 20" therethrough, thus controlling the rate of charge of the system 10.

[0037] In the first vessel 15, the vapor 20" is condensed into liquid working fluid 20', thus liberating heat. In the recharge mode, the first vessel 15 acts as a condenser of a conventional cooling system. The heat liberated as a result of the condensation process is carried away from the vessel 15 by LCS 35. The LCS 35 operates such that the conduit system 55 enables the operation of heat exchanger 50 in heat exchange relationship with ambient air. The liquid coolant flow, generated by the pump 40, carries the heat from the vessel 15 to the heat exchanger 50, thus releasing the heat into ambient air. When the system 10 has built a desired cooling capacity during the recharge mode, the valve 100 can be closed, such as under control of the controller 105 as discussed above. With the valve 100 closed (inactive mode of the system 10), the system 10 can remain in a charged state for an extended period of time.

[0038] Fig. 4 schematically illustrates a temperature control system 210 according to another embodiment of the present invention. This embodiment employs much of the same structure and has many of the same properties as the embodiment of the system 10 described above in connection with Figs. 1-3. Accordingly, the following description focuses primarily upon the structure and features that are different than the embodiment described above in connection with Figs. 1-3. Reference should be made to the description above in connection with Figs. 1-3 for additional information regarding the structure and features, and possible alternatives to the structure and features of the system 210 illustrated in Fig. 4 and described below. Structure and features of the embodiment shown in Fig. 4 that correspond to structure and features of the embodiment of Figs. 1-3 are designated hereinafter in the 200 and 300 series of reference numbers.

[0039] The system 210 illustrated in Fig. 4 includes two first vessels 215 each designed to enclose a working fluid 220. However, in other constructions, each vessel 215 encloses a different working fluid. In the illustrated embodiment of Fig. 4, the vessels 215 are each fluidly connected to a corresponding conduit 225 via a connection portion 230 (e.g., port). The vessels 215 are also in heat exchange relationship with a first LCS 235. The LCS 235 includes a pump 240, a first heat exchanger 245 in heat exchange relationship with an enclosed spaced (e.g., the cabin of a vehicle) and a second heat exchanger 250 in heat exchange relationship with ambient air. The illustrated LCS 235 also includes a conduit system 255 that allows selectively pumping of liquid coolant via either the first heat exchanger 245 or the second heat exchanger 250 depending on the mode of operation of the system 210. In addition, the conduit system 255 includes a number of fluid connections 258 that allow selective flow of liquid coolant in heat exchange relationship with each vessel 215.

[0040] The system 210 of Fig. 4 also includes two second vessels 260 each designed to enclose an adsorbent material 265. It is envisioned that each vessel 260 can enclose a different adsorbent material based upon the specifications of the system 210. The illustrated vessels 260 are each fluidly connected to a corresponding conduit 225 via a connection portion 270 (e.g., port). The vessels 260 are also in heat exchange relationship with a second LCS 275. The LCS 275 includes a pump 280, a first heat exchanger 285 in heat exchange relationship with ambient air, and a second heat exchanger 290 in heat exchange relationship with a heat source (e.g., the engine or compressor of a vehicle) to collect waste heat. The LCS 275 also includes a conduit system 295 that allows selectively pumping of liquid coolant via either the first heat exchanger 285 or the second heat exchanger 290 depending on the mode of operation of the system 210. In addition, the conduit system 295 includes a number of fluid connections 293 that allow selective flow of liquid coolant in heat exchange relationship with each vessel 260.

[0041] As indicated above, the system 210 includes a conduit 225 fluidly connecting each first vessel 215 to a corresponding second vessel 260. Each conduit 225 can selectively allow working fluid 220 to flow between the first and second vessels 215 and 260 in different directions based upon the operating mode of the system 210. The system 210 also includes a number of valves 300, each one being placed along a corresponding conduit 225 and operable to regulate the amount of working fluid 220 flowing therethrough. Similar to the system 10 described above, the system 210 can be defined as a "linear system" allowing working fluid 220 to flow back-and-forth between fluidly connected vessels 215 and 260.

[0042] As illustrated in Fig. 4, a single controller 305 is electrically connected to and controls the valves 300. The controller 305 is operable to control each valve 300 between opened and closed positions. In some embodiments, the controller 305 can selectively control each valve 300 between opened and closed positions independently from other valves 300. In other words, the controller 305 can control the valves 300 to allow different amounts of working fluid 220 to flow through each conduit 225. It is envisioned that other systems, similar to the system 10 and system 210, can include three or more sets of first vessels (similar to vessels 15, 215) and second vessels (similar to vessels 60, 260) connected by conduits each regulated by a valve controlled by a controller. Though not explicitly shown, the controller 305 can be the main controller of a vehicle. However, in other constructions, the system 210 can be a dedicated controller, a controller operating other heating and/or cooling functions, and the like. Moreover, the system 210 can include a number of sensors (not shown) connected to the controller 305 to operate the valves 300, as described in greater detail above.

[0043] Similar to the system 10 illustrated in Figs. 1-3, the system 210 of Fig. 4 can operate in a cooling mode and a recharge mode. The system 210 can also include an inactive or passive mode in which the valves 300 are shut. Thus, working fluid 220 can thereby be prevented from flowing between the vessels 215 and 260 to help prevent parasitic loss of energy by working fluid 220 carrying energy to different locations in the system 210 (when the system 210 is inactive). The system 210 illustrated in Fig. 4 can selectively choose the amount of working fluid 220 flowing through each conduit 225 via the controller 305.

[0044] In an alternate construction of the system 10, 210, the vessel 15, 215 can include a device similar to the "Freezable Heat Pipe" disclosed in U.S. Patent 4,248,295, which is incorporated herein by reference. The freezable heat pipe of the '295 patent allows the systems 10, 210 to repeatedly cycle between freezing and thawing of the working fluid without damage to the vessel 15, 215.

[0045] In some alternate constructions of the systems 10, 210 described and illustrated above, the system 10, 210 is utilized in conjunction with a conversional cooling system (e.g., vapor compression/battery). The temperature control system 10, 210 of the present invention could be sized to provide reserve cooling capacity in such applications. In such applications, the system 10, 210 may only be required during times of unusually high cooling load. Moreover, in some embodiments, waste heat required during the recharge mode could come from a condenser or gas cooler of the conventional cooling system. Likewise, condensation could be aided by the evaporator of the conventional cooling system.

[0046] In some embodiments of the systems 10, 210 described and illustrated above, the adsorbent material 65, 265 is back-filled with a relatively small quantity of helium gas to promote heat transfer within the porous sorbent matrix. Also, a quantity of non-condensable gas can be utilized to limit the mass-transfer rate of working fluid between the first vessel 15, 215 and second vessel 60, 260. In other words, such gas can act as a passive valve. In some embodiments, this can permit the use of a simpler physical valve and/or valve control mechanism.

[0047] As indicated above, the differences between the system of the present invention and typical conventional temperature control systems are significant. Many conventional temperature control systems typically consist of a vapor compression air conditioning system driven by batteries (or possibly fuel cells). Embodiments according to the present invention (e.g., systems 10, 210) can include a number of advantages over such conventional systems, such as by permitting a compressor of the system to be downsized or even eliminated from the conventional system, while providing the same total cooling capacity. System according to some embodiments of the present invention can be recharged by waste heat and/or can be configured in a modular fashion. Thus, appropriate cooling capacity to be tailored to specific application needs.

[0048] Various systems according to the present invention also include advantages over latent cold storage systems. Latent cold storage systems typically operate by freezing a working fluid. Advantages of systems according to embodiments of the present invention over latent cold storage systems include the ability of recharge by using waste heat that would be otherwise be lost, and the provision of a significantly long cooling capacity storage time, (e.g., as long as the valve(s) of the system remain closed, in some embodiments). Latent cold storage systems would generally need to be adiabatic to achieve similar storage life as system according to the present invention.

[0049] Fig. 5 schematically illustrates a temperature control system 400 according to another embodiment of the present invention. It is to be understood that the description in connection to other temperature control systems described herein provides additional information regarding the structure and features, and possible alternatives to the structure and features of the system 400 illustrated in Fig. 5.

[0050] The temperature control system 400 schematically illustrated in Fig. 5 includes a core subassembly 405 having a number of cells 410, one of which is shown in Fig. 6. In the illustrated embodiment, the cell 410 is a self contained adsorption device including a sorber section 412 and the evaporator/condenser 414. In some embodiments, the sorber section 412 is constructed as a tube within a tube. For example, an outer tube 417 of the sorber section 412 can be made of copper or other suitable material, and can serve as a pressure and thermal boundary, whereas an inner tube 420 of the sorber section 412 can be made of porous high density polypropylene (for example) and can define a vapor passageway between a transition tube (i.e., a base portion of the evaporator/condenser 414 shown in Fig. 5) and sorbent material within the sorber section 412. In some embodiments, the transition tube can be fabricated from relatively low conductivity material between the sorber section 412 and the evaporator/condenser 414. The annular space between the inner tube 420 and the outer tube 417 can be filled with granular sorbent material. [0051] The evaporator/condenser 414 of the cell 410 illustrated in Fig. 6 is fabricated from copper tubing with an internal structure to promote heat transfer. It will be appreciated that other thermally-conductive materials can be used to construct the evaporator/condenser 414. The cell 410 is fabricated to be leak free, and the material set for the cell 410 is chosen to maximize chemical compatibility. These features of the cell 410 mitigate the danger of non-condensable gas entering and/or being produced within the cell 410, which could potentially degrade performance of the temperature control system 400. The cell 410 can also be designed to be maintenance free for an extended period of time.

[0052] By way of example only, the cell 410 illustrated in Fig. 6 has been designed for a capacity of roughly 10OW, and is approximately 1.5 meters long. It is to be understood that other constructions or features of the cell 410 fall within the spirit and scope of the invention, such as cells 410 that are longer or shorter, cells 410 having different diameters and diameter- to-length ratios, cells 410 of different overall size for different capacities, and the like.

[0053] With reference back to Fig. 5, the core subassembly 405 includes a core sorber 425 formed from the sorber sections 412 of the cells 410, and a core evaporator/condenser 430 formed from the evaporators/condensers 414 of the cells 410. It will be appreciated that the core subassembly can have any number of cells 410 desired. The temperature control system 400 further includes a high-temperature loop (HTL) 435, which supplies heat to the core sorber 425 during a desorption stage of the system 400, a low-temperature loop (LTL) 440, which carries heat from a space to be cooled to the core evaporator 430, and an intermediate-temperature loop (ITL) 445, which can operate near ambient temperature and cools the core sorber 425 during the adsorption mode of operation or cools the condenser 430 during the desorption mode of operation. In the illustrated construction of Fig. 5, the HTL 435 includes a pump 450 to fluidly and thermally couple the core subassembly 405 to a heat exchanger 452. Similarly, the LTL 440 in the illustrated construction of Fig. 5 includes a pump 455 to fluidly and thermally couple the core subassembly 405 to a heat exchanger 457, and the ITL 445 includes a pump 460 to fluidly and thermally couple the core subassembly 405 to a heat exchanger 462 (e.g., a radiator).

[0054] Fig. 7 illustrates results from two test runs of the temperature control system 400 shown in Figs. 5 and 6, where the difference between the two runs is only the flow rate of the ITL 445. In this particular case, the sorbent material is Silica Gel. The ITL and HTL water temperatures into and out of the core subassembly 405 are plotted (reflecting the adsorption and desorption operational modes of the system 400, respectively), as is the characteristic evaporator/condenser temperature. Initially, the system 400 operates in desorption mode, in which the HTL 435 delivers 9O⁰C water to the core sorber and the condenser 430 is cooled by 3O⁰C water from the ITL 445. The progress of refrigerant (water) recovery is indicated by the condenser 430 temperature. Condensation is essentially complete when the condenser temperature reaches the ITL temperature. This occurs at an elapsed time of roughly 3 hours in the test case, at which point the system 400 can be switched from the desorption mode to an adsorption mode. In the adsorption mode, water is sent from the ITL 445 to the core sorber 425, causing the core subassembly inlet and outlet temperatures to decrease. Cooling capacity develops fairly rapidly in the illustrated embodiment. The evaporator temperature reaches 1O⁰C in roughly 10 minutes.

[0055] It is to be noticed that the test described above with reference to the embodiment of Figs. 5-7 was performed with no applied thermal load, with the exception of parasitic loads from ambient air and conduction through the transition tube. In the test, a minimum temperature of 1.5⁰C was achieved. Adsorption continued for a period of nearly 13 hours, ending when the evaporator' s refrigerant inventory was depleted.

[0056] Figs. 8-11 schematically illustrate a temperature control system 500 according to another embodiment of the present invention. It is to be understood that the description in connection to other temperature control systems described herein provides additional information regarding the structure and features, and possible alternatives to the structure and features of the system 500 illustrated in Figs. 8-11.

[0057] Figs. 8-11 illustrate a temperature control system 500 utilizing a heat exchanger 505, such as an EGR (Exhaust Gas Recirculation) Cooler, which is in fluid communication with the exhaust of an engine (not shown) to remove heat from the exhaust stream of the engine and to transfer the heat to coolant (as further described below). In other applications, the source of heat for the system 500 need not necessarily be engine exhaust, and can instead be a fuel fired burner, any other vehicle component in which waste heat is generated, and the like. Accordingly, it is to be understood that other types of heat exchangers fall within the spirit and scope of the present invention.

[0058] With continued reference to the EGR-based temperature control system 500 illustrated in Figs. 8-11, the cooled exhaust gas can be recycled into the engine, which can reduce the peak combustion temperature and leads to lower emissions. Some EGR coolers that can be used in conjunction with the present invention are generally manufactured of stainless steel, and are well suited for relatively high temperatures (e.g., 600 ⁰C or greater) and corrosive exhaust gases. An enhanced fin on the exhaust gas side of the EGR cooler can also be used to increase heat exchanger efficiency. Typical thermal capacities can vary between 15 kW and 100 kW, depending on engine emissions targets, although larger or smaller thermal capacities are possible.

[0059] The temperature control system 500 illustrated in Figs. 8-11 is of the "thermal battery" variety. However, other configurations of the system 500 fall within the spirit and scope of the present invention. The system 500 includes three primary components: a heat exchanger or sorber 505 which is connected and receives exhaust from a vehicular exhaust system, an evaporator/condenser 510, and a refrigerant storage vessel or accumulator 515. In the illustrated embodiment of Figs. 8-11, the heat exchanger 505 includes an inlet header 520 for receiving exhaust gas from a first conduit 522 and a fluid flow from a second conduit 524 (as further described below). The illustrated heat exchanger 505 also includes an outlet header 525 and a core 530 allowing exhaust gas to flow from the inlet header 520 to the outlet header 525. The core 530 can include one or more conduits 535 allowing the flow of exhaust gas therethrough, and one or more conduits 540 in heat exchange relationship with conduits 535 and enclosing a sorbent material/refrigerant combination. Any or all of the conduits 535, 540 can be defined by tubes, by fluid passageways around tubes (but still within the heat exchanger 505), and/or by sets of fluid passageways that are otherwise separate from one another in any suitable manner. In some embodiments, for example (see Figs. 8-11), exhaust gas flows within a heat exchanger housing 505 through passageways between conduits 540 holding the sorbent material/refrigerant combination. In some constructions, the heat exchanger 505 can include or form additional passes for fluids other than exhaust gas and sorber/refrigerant combination (e.g., ambient air). Also, structures other than tubes can instead be used to support and/or enclose the sorbent material.

[0060] In the illustrated embodiment, the conduits 540 are fluidly connected to the evaporator/condenser 510 via a conduit 545. As further explained below, the conduit 545 allows refrigerant to flow between the evaporator/condenser 510 and the conduits 540 of the heat exchanger 505. It is to be understood that the conduit 545 shown in Figs. 8-11 is only illustrated schematically, and that the present invention encompasses various suitable structures and methods for transferring or directing fluid between the evaporator/condenser 510 and the conduits 540. For example, each of the conduits 540 can be fluidly connected to a header or tank (not shown), which in turn is connected to the evaporator/condenser 510 by one or more conduits in series or in a fluid loop between the evaporator/condenser 510 and the conduits 540 of the heat exchanger 505. In another example, each one of the conduits 540 can be directly connected to the evaporator/condenser 510.

[0061] With continued reference to Figs. 8-11, the evaporator/condenser 510 is in fluid communication with the vessel 515 via a refrigerant conduit 550. In the illustrated embodiment, a valve 555 regulates the flow of refrigerant between the evaporator/condenser 510 and the vessel 515. Other methods of directing and regulating refrigerant flow between the evaporator/condenser 510 and the vessel 515 fall within the spirit and scope of the invention.

[0062] With reference to Fig. 8, the illustrated temperature control system 500 also includes a controller 560, a working fluid pumped loop 565 for exchanging heat between refrigerant within the evaporator/condenser 510 and the working fluid (e.g., water, glycol, or other coolant), a blower 570 for delivering fluid flow (e.g., ambient air) to the heat exchanger 505 via conduit 524, a valve 575 (e.g., damper) for selectively allowing fluid flow from conduit 524 or exhaust flow from conduit 522 to the heat exchanger 505, and a heat exchanger or heat rejection core 580. Particularly, the illustrated loop 565 includes a pump 585, a valve 590 and a tee 595 for selectively directing working fluid between the evaporator/condenser 510 and the heat rejection core 580 or the bunk module or cab 600 of a vehicle (not shown). As illustrated in Fig. 8, the controller 560 is operably connected to the heat rejection core 580, valve 590, pump 585, valve 555, blower 570 and valve 575.

[0063] In some embodiments, the sorption system 500 is hermetic and is also assembled in such a way (i.e., evacuated) that air or any other non-condensable gas is absent, leaving only sorbent (solid) and refrigerant (liquid and gas) inside.

[0064] Fig. 9 illustrates the system 500 during a desorption (or regeneration) phase to prepare the system 500 to deliver cooling to the cab 600. In particular, waste heat from the vehicular exhaust stream flowing through conduit 522 is used to raise the temperature of the sorbent material within conduits 540 such that the sorbent material loses its capacity for refrigerant. The pressure in the conduits 540 of the heat exchanger 505 rises as refrigerant vapor is released, causing the refrigerant to flow towards the condenser 510 via conduit 545, where refrigerant vapor is converted to liquid, thus releasing an amount of heat. The liquid refrigerant is transferred from the condenser 545 to the storage vessel 515 through conduit 550. In some embodiments, this transfer is assisted by gravity, and can be supplemented by pressure gradients resulting from maintaining the storage vessel 515 at a temperature lower than that of the condenser 510. Other constructions can include alternative methods (e.g., pumping systems) for transporting refrigerant to the vessel 515. Also in this desorption phase, the fluid loop 565 is activated for flowing working fluid to cool the condenser 510 and to transport heat rejected from the refrigerant to ambient air via the heat exchanger 580.

[0065] Fig. 10 illustrates the system 500 during a storage phase. In particular, when cooling is not required of the system 500 following the regeneration phase (shown in Fig. 9), relatively long term storage of cooling capacity can be maintained by maintaining valve 555 in a closed position, thus inhibiting the flow of refrigerant between the evaporator 510 and the storage vessel 515. In other words, maintaining valve 555 in a closed position can starve the system 500 of refrigerant. In an alternative construction, this enhanced storage function of the system 500 can be eliminated by eliminating the valve 555.

[0066] Fig. 11 illustrates the system 500 during a cooling mode of operation. In this mode of operation, the valve 575 of the illustrated embodiment is operated to allow the flow of ambient air (generated by the blower 570, in some embodiments) to flow through the heat exchanger 505. As a result, the temperature of the sorbent material in the conduits 540 is lowered by transferring heat to ambient air flowing therebetween. Lowering the temperature of the sorbent material increases the sorbent' s capacity for refrigerant. Therefore, the pressure in the conduits 540 of the heat exchanger 505 decreases as vapor refrigerant is adsorbed, which can at least partially cause liquid refrigerant in the evaporator 510 to vaporize. The valve 555 can also be operated in this mode of operation such that the supply of liquid refrigerant to the evaporator 510 is replenished by refrigerant flow from the storage vessel 515. Also, the loop 565 is activated to flow working fluid such that heat is transferred from the cab 600 to the working fluid, which in turn transfers heat to the refrigerant in the evaporator 510 (also causing liquid refrigerant to vaporize), thus providing cooling to the cab 600 and vapor to the sorbent in the heat exchanger 505. In some alternate embodiments, a pump can be used to actively transfer the liquid refrigerant from the vessel 515 to the evaporator 510. [0067] Figs. 12-17 illustrate an example construction of a sub-assembly of the temperature control system 500 schematically illustrated in Figs. 8-11. More specifically, Figs. 12 and 13A-13C illustrate the sub-assembly in an assembled state, whereas Figs. 14- 17B illustrate different portions of the sub-assembly in greater detail. In the illustrated construction, the heat exchanger 505 defines a substantially rectangular cross section taken along a plane substantially perpendicular to a longitudinal axis X of the heat exchanger 505, and includes an outer housing 605. In other embodiments, the heat exchanger 505 can have any other cross-sectional or overall shape desired, including without limitation a substantially flat cross-sectional shape, a round or rotund cross- sectional shape, and the like. The walls of the housing 605 can be formed by two or more plates 607 brazed together or coupled by suitable fasteners 608. Alternatively, the walls of the housing 605 can be defined by any other number of plates 607 connected together in any suitable manner. The walls of the housing 605 can also define a number of grooves extending along part or all of the length of the housing 605 for enhancing the flow of fluid (e.g., refrigerant) within the housing 605 and/or to increase the strength of the housing 605.

[0068] The inlet header 520 and outer header 525 are placed at opposite ends of the housing 605 along axis X, and a structure 610, including the evaporator/condenser 510 and storage vessel 515, is coupled to a side of the housing 605. Although the evaporator/condenser 510 can be coupled to the heat exchanger 505 at any location along the heat exchanger 505 suitable and convenient for fluid connection with conduits 535 (e.g., tubes) therein, this connection is made approximately half-way between the inlet and outlet headers 520, 525 along axis X in the illustrated embodiment. With specific reference to the particular structure illustrated in Figs. 13A-13C by way of example only, the illustrated construction of the system includes the heat exchanger 505 having a length of about 1.8 meters (approx. 70.866 in.) between the inlet aperture of the inlet header 520 and the outlet aperture of the outlet header 525, a length between header plates 625 (shown in Fig. 14) of about 1.434 meters (approx. 56.457 in.), and a width or length of a side wall (substantially perpendicular to axis X) of about 0.415 meters (approx. 16.339 in.). Also with reference to the illustrated embodiment by way of example only, the inlet and outlet apertures of the headers 520, 525 have a diameter of about 0.121 meters (approx. 4.764 in.), the length of the vessel 515 substantially parallel to axis X is about 0.749 meters (approx. 29.488 in.) and the diameter of the vessel, as further described below, is about 0.206 meters (approx. 8.11 in.). [0069] In the illustrated embodiment, the core 530 of the heat exchanger 505 is defined as a round-tube-plate-fin (RTPF) core subassembly 620 enclosed within the housing 605, wherein the core subassembly 620 includes header plates 625 connecting the inlet and outlet headers 520, 525 to the core subassembly 620 and having a number of apertures 630 for receiving conduits 535. The conduits 535, as described above, extend between the header plates 625 for transporting exhaust gas through the heat exchanger 505. The illustrated core subassembly 620 also includes two fin/sorbent arrays 635 and a vapor plenum 640 defined between the arrays 635.

[0070] The fin/sorbent arrays 635 along the length of the heat exchanger 505 support conduits 535, and thus facilitate the flow of exhaust gas through the conduits 535 and the flow of refrigerant to the evaporator/condenser 510, as further described below. Each array 635 is defined adjacent a corresponding header plate 625, and includes a number of fin plates 645. In the illustrated embodiment, the fin plates 645 structurally support the conduits 535, and serve as columns or supports for the housing 605 of the heat exchanger 505. In other words, the plates 607 forming the housing 605 can be mounted onto the outer edges of the fin plates 645 such that enclosures are formed between two adjacent fin plates 645 for supporting sorbent material. Further, the fin plates 645 serve as heat transfer elements between the exhaust gas flowing through the conduits 535 and the sorbent material. During operation of the heat exchanger 505 (during a desorption mode of operation as shown in Fig. 9, for example), exhaust gas heats the conduits 535, which in turn heat the fin plates 645 to transfer heat to the sorbent material.

[0071] As illustrated in Fig. 15, each of the fin plates 645 can include a number of apertures 650 for allowing the flow of refrigerant between the arrays 635 and the vapor plenum 640. The apertures 650 can have any shape or combination of shapes desired (e.g., round or rotund, elongated, rectangular or any other polygonal shape, star- shaped, and the like suitable for this purpose. Also, any number of such apertures 650 can be located anywhere in the fin plates 645 desired, for promoting efficient vapor flow throughout the core subassembly 620. It is to be understood that fin plates can include apertures with configurations different than the ones illustrated herein. The flanged apertures 650 of the fin plates 645 best illustrated in Fig. 15 act as low-resistance flow paths between the vapor plenum 640 and sorbent material. [0072] The vapor plenum 640 of the heat exchanger 505 in the illustrated embodiment is defined substantially at the middle (along axis X) of the core subassembly 620 by the spacing between end-most fin plates 645 of each array 635. In other words, the vapor plenum 640 in the illustrated embodiment is defined by two fin plates 645a and 645b, each of which is the furthest plate from the header plate 625 of each array 635.

[0073] Although not necessary, in some embodiments the vapor plenum is kept substantially free of sorbent material. In the illustrated embodiment, two plates 645c are placed within the vapor plenum 640 (longitudinally between plates 645a and 645b) to provide structural support to the housing 605 to which the plates 645c (and the other plates 645 of the heat exchanger 505) are connected, although such plates 645c are not required. The vapor plenum 640 is fluidly connected to the evaporator/condenser 510 via an opening or other port (not shown) in the housing 605 and by a conduit 545, as shown in Figs. 12 and 13A-13C.

[0074] It will be appreciated that the structure defining flow paths of gas through the heat exchanger 505, the structure defining any plenums 640 within the heat exchanger 505 or refrigerant entrance or exit ports of the heat exchanger 505, and the structure defining chambers within the heat exchanger 505 in which the sorbent material is retained (and through which coolant can flow to and from the plenum(s) and entrance or exit ports) can take a number of different forms still providing for heat transfer to and from the sorbent and for coolant movement to and from the sorbent in the different modes of system operation as described above. By way of example only, the fin plates 645 can be configured to form two or more vapor plenums along the length of the heat exchanger 505, each of which is in fluid communication with the evaporator/condenser 510 through any number of dedicated or shared conduits 545 and ports of the heat exchanger 505. As another example, sorbent can be retained within tubes surrounded by other tubes or chambers through which exhaust gas passes, wherein the sorbent tubes are connected in any suitable manner to one or more plenums and/or to one or more conduits in fluid communication with the evaporator/condenser 510. As yet another example, the sorbent can be retained between every other plate of a stack of heat exchanger plates in a housingless or housing-based plate heat exchanger, wherein gasses pass through spaces between adjacent plates not occupied by the sorbent, and wherein the sorbent spaces and the gas spaces are in fluid communication with respective inlet and outlet plenums or ports. [0075] The sorbent material used in the illustrated embodiment of Figs. 12-17B can take any form desired (e.g., loose particles, balls, slugs, pellets, rods, wafers, blocks, and the like), and in some embodiments can be cast into pre-formed sorbent elements via a binder such that porous inserts need not to be used. In some alternate constructions, vapor passages can be molded directly into these sorbent elements.

[0076] Fig. 16 is an exploded view of the evaporator/condenser 510 according to an embodiment of the present construction. As indicated above, the evaporator/condenser 510 is a heat exchanger for transferring heat between refrigerant and a working fluid (e.g., water, glycol) used in the loop 565. The evaporator/condenser 510 can take any heat exchanger form or combination of heat exchanger forms desired. By way of example only, the evaporator/condenser 510 illustrated in Fig. 16 is a plate-type heat exchanger. More particularly, the evaporator/condenser 510 includes an alternating series of thermally connected plates 655, where one set of plates 655A encloses and allows the flow of the working fluid flowing in the loop 565, while and the other set of plates 655B enclose and allow the flow of coolant flowing to and from the heat exchanger 505. The plates 655 A can contain fins 657 to enhance heat transfer between the working fluid and the coolant. Plates 655B can include a wick structure 658 allowing the flow of refrigerant, as further explained below.

[0077] With continued reference to Fig. 16, plates 655A are plumbed in a parallel flow arrangement, and include manifolds 659A and 659B allowing the flow of working fluid to and from the loop 565 via conduits 662. Similar to plates 655A, plates 655B are connected in a parallel configuration via refrigerant manifolds 660A and 660B formed at each end of the plates 655B. The manifold 660A is connected to a liquid port 665, which is connected in turn to the refrigerant conduit 550, allowing the flow therethrough of liquid refrigerant between the evaporator/condenser 510 and the vessel 515. The manifold 660B is connected to a vapor port 670, which is in fluid communication with conduit 545 to allow the flow of vapor coolant between the evaporator/condenser 510 and the vapor plenum 640 of the heat exchanger 505.

[0078] When the illustrated heat exchanger 510 is operating as an evaporator, the wick structures 658 can use capillary action to passively pump refrigerant from the liquid manifolds 660A and distribute such refrigerant over the surface area in thermal communication with adjacent plates 655A. Evaporation of the refrigerant from the surface of the wick structure 658 cools the relatively warm working fluid. Then, the vaporized refrigerant flows through passageways formed between the wick structure 658 and the opposing plate wall into manifold 660B, and ultimately into the heat exchanger 505 via conduit 545.

[0079] When the heat exchanger 510 is instead operating as a condenser, vapor coolant liberated in the heat exchanger 505 flows into the vapor manifold 660B through conduit 545, and then into the parallel condenser plates 655B. The coolant condenses into liquid on the surfaces of plates 655B in thermal communication with adjacent, relatively cool plates 655A, thus transferring heat to the working fluid in contact with such plates 655A. Gravity passively pumps the condensed coolant downward into the liquid manifold 660A from where the liquid coolant returns to vessel 515.

[0080] Figs. 17A and 17B illustrate the storage vessel 515 shown in Figs. 12-13C. The vessel 515 is sized to hold sufficient refrigerant for the desired maximum cooling power and duration. In the illustrated embodiment, the vessel 515 includes two fluid transfer lines 680 and 682. Line 680 connects the vessel 515 to the liquid manifold of the evaporator/condenser 510, whereas line 682 is used during manufacturing to purge the vessel 515 of non- condensable gas (e.g., air) and to charge the vessel 515 with refrigerant. In the illustrated embodiment, the vessel 515 includes mounting lugs 685 for coupling the vessel 515 to a mounting structure of the vehicle (not shown). However, other constructions of the vessel 515 can include other mounting elements and methods. In still other constructions, the vessel 515 does not include mounting mechanisms, and is instead supported by a structure in the vehicle implementing the system 500, or is attached to the heat exchanger 505 and/or evaporator/condenser 510 in any other suitable manner.

[0081] The embodiments described above and illustrated in the figures are presented by way of example only and are not intended as a limitation upon the concepts and principles of the present invention. As such, it will be appreciated by one having ordinary skill in the art that various changes in the elements and their configuration and arrangement are possible without departing from the spirit and scope of the present invention as set forth in the appended claims.

Claims

CLAIMSWhat is claimed is:

1. A vehicular cabin temperature control system, comprising: a first heat exchanger including a first flow path and a second flow path separated from fluid communication with the first flow path but in heat exchange relationship with the first flow path; a quantity of sorbent located within the first flow path; a refrigerant located within the first flow path; a second heat exchanger fluidly connected to the first heat exchanger; and a refrigerant reservoir in fluid communication with the second heat exchanger and within which liquid refrigerant received from the second heat exchanger is received and stored.

2. The temperature control system of claim 1, wherein the first heat exchanger is an exhaust gas recirculation (EGR) cooler and the second flow path is positioned to receive an exhaust flow therethrough.

3. The temperature control system of claim 1, wherein the first heat exchanger includes a plurality of plates at least partially defining the first flow path, and a plurality of tubes extending through the plates and at least partially defining the second flow path.

4. The temperature control system of claim 3, wherein each of the number of plates includes at least one aperture for supporting the plurality of tubes.

5. The temperature control system of claim 3, wherein a first set of plates of the plurality of plates defines a first array adjacent a first longitudinal end of the first heat exchanger and a second set of plates of the plurality of plates defines a second array adjacent a second longitudinal end of the first heat exchanger, the second end opposite the first end.

6. The temperature control system of claim 3, wherein the first flow path has converging first and second portions extending to a common plenum.

7. The temperature control system of claim 3, wherein a first set of plates defines a first fin array enclosing sorbent material, and a second set of plates defines a second fin array enclosing sorbent material, the first array and the second array together defining a plenum substantially free of sorbent material.

8. The temperature control system of claim 7, wherein refrigerant flows between the first array and the plenum and between the second array and the plenum.

9. The temperature control system of claim 7, wherein refrigerant flows between the plenum and the second heat exchanger.

10. The temperature control system of claim 3, wherein the plurality of plates are coupled to and within a housing of the first heat exchanger.

11. The temperature control system of claim 1, wherein the first and second heat exchangers are in fluid communication with one another to permit refrigerant flow between the first heat exchanger and the second heat exchanger.

12. The temperature control system of claim 11, wherein the first and second heat exchangers are in fluid communication with one another to permit vapor refrigerant flow between the first heat exchanger and the second heat exchanger.

13. The temperature control system of claim 1, wherein the second heat exchanger is operable as a evaporator in a first mode of operation of the system and as a condenser in a second mode of operation of the system.

14. The temperature control system of claim 1, wherein the second heat exchanger includes a third flow path in fluid communication with the first flow path of the first heat exchanger, and a fourth flow path separated from the third flow path and through which a working fluid moves.

15. The temperature control system of claim 14, wherein the first and second heat exchangers are in fluid communication with one another to permit vapor refrigerant flow between the first heat exchanger and the second heat exchanger..

16. The temperature control system of claim 1, further comprising a valve between the second heat exchanger and the refrigerant reservoir, the valve operable to regulate flow of liquid refrigerant between the second heat exchanger and the refrigerant reservoir.

17. The temperature control system of claim 1, further comprising a valve for selectively controlling a flow of cooling fluid and a flow of exhaust gas through the second flow path of the first heat exchanger.

18. The temperature control system of claim 17, further comprising a blower positioned to move cooling flow through the first heat exchanger.

19. The temperature control system of claim 1, further comprising a third heat exchanger, and a working fluid loop in fluid communication with the second heat exchanger and the third heat exchanger.

20. The temperature control system of claim 19, wherein the loop retains a working fluid in heat exchange relationship with refrigerant in the second heat exchanger.

21. The temperature control system of claim 20, wherein the working fluid transports heat from the refrigerant to the third heat exchanger.

22. A method of operating a temperature control system for a cabin of a vehicle, comprising: flowing an exhaust gas through a first flow path of a first heat exchanger; heating a refrigerant and sorbent located in a second flow path of the first heat exchanger separate from the first flow path by flowing the exhaust gas through the first flow path; generating a flow of vapor refrigerant by heating the refrigerant and sorbent; directing the flow of vapor refrigerant from the first heat exchanger to a second heat exchanger in fluid communication with the first heat exchanger; condensing the vapor refrigerant in the second heat exchanger; directing condensed refrigerant from the second heat exchanger to a refrigerant reservoir in fluid communication with the second heat exchanger; storing the condensed refrigerant in the refrigerant reservoir; drawing the condensed refrigerant from the refrigerant reservoir; transferring heat from a working fluid to the condensed refrigerant; evaporating the condensed refrigerant by transferring heat from the working fluid to the condensed refrigerant; moving the working fluid to a third heat exchanger; and transferring heat from the cabin of the vehicle to the working fluid in the third heat exchanger to cool the cabin of the vehicle.

23. The method of claim 22, further comprising directing evaporated refrigerant back into the first heat exchanger.

24. The method of claim 22, further comprising: directing the working fluid through the second heat exchanger; transferring heat from the refrigerant to the working fluid in the second heat exchanger; and directing the heated working fluid to a fourth heat exchanger to dispose of at least a portion of the heat received from the refrigerant.

25. The method of claim 22, further comprising: operating a valve to flow the exhaust gas through the first flow path of the first heat exchanger; and changing the valve to flow cooling fluid through the first flow path of the first heat exchanger.

26. The method of claim 25, further comprising generating the flow of cooling fluid by a blower.

27. The method of claim 22, the method further comprising: adjusting a valve to regulate flow of condensed refrigerant between the second heat exchanger and the refrigerant reservoir.

28. The method of claim 22, further comprising substantially restricting flow of refrigerant between the second heat exchanger and the refrigerant reservoir.