System and method for heating a passenger compartment

Abstract

The present disclosure provides "Systems and methods of heating a passenger cabin". A vehicle includes a passenger cabin, an inverter, and a coolant system having conduits arranged to circulate coolant through the inverter and an evaporator. A refrigerant system includes a condenser and conduits arranged to circulate refrigerant through the condenser and through the evaporator to absorb heat generated by the inverter. A climate control system is arranged to circulate airflow through the condenser and into the cabin to heat the cabin.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to hybrid electric vehicles and all-electric vehicles having a climate control system arranged to heat a passenger cabin using heat generated by an inverter in combination with a heater core. BACKGROUND

[0002] Conventional vehicles powered by internal combustion engines typically use waste heat generated by the engine to heat the passenger cabin of the vehicle. Coolant heated by the engine is circulated to a heater core disposed within a heating, ventilation, and air conditioning (HVAC) unit. The HVAC unit includes a blower that circulates airflow through the heater core and into the passenger cabin to provide heat.

[0003] To improve fuel economy and reduce environmental impact, electric and hybrid electric vehicles have been developed to improve fuel economy and reduce pollution. These vehicles can not generate engine waste heat or generate insufficient engine waste heat to meet cabin heating requirements. Therefore, other heat sources are needed to adequately heat the cabin. SUMMARY

[0004] According to one embodiment, a vehicle includes a passenger cabin, an inverter, and a coolant system arranged to circulate coolant through the inverter and an evaporator. A refrigerant system includes a condenser and a conduit arranged to circulate refrigerant through the condenser and through the evaporator to absorb heat generated by the inverter. A climate control system is arranged to circulate airflow through the condenser and into the cabin to heat the cabin.

[0005] According to another embodiment, a vehicle includes an inverter and a coolant system arranged to circulate coolant through an evaporator and the inverter. A refrigerant system is arranged to circulate refrigerant through a condenser and the evaporator. A climate control system includes a first air path extending through the condenser, a second air path extending to the cabin, an outside vent, and a valve configured to selectively connect the air paths and connect the first path and the outside vent.

[0006] According to yet another embodiment, a vehicle includes a passenger cabin, an inverter, an evaporator, and a condenser. A coolant system is arranged to circulate heat from the inverter to the evaporator. A refrigerant system is arranged to circulate refrigerant through the evaporator to absorb heat generated by the inverter and through the condenser. A climate control system includes a housing that receives the condenser therein and defines at least one air passageway configured to circulate airflow through the condenser and into the passenger cabin to heat the cabin. BRIEF DESCRIPTION OF DRAWINGS

[0007] Figure 1is a schematic diagram of a hybrid electric vehicle.

[0008] Figure 2 is a schematic diagram of a thermal management system having a coolant system and a refrigerant system that cooperate to heat a passenger cabin of a vehicle.

[0009] Figure 3 is a schematic diagram of another thermal management system having a coolant system and a refrigerant system that cooperate to heat a passenger cabin of a vehicle.

[0010] Figure 4 is a schematic diagram of a thermal management system having a coolant system and a heater for raising the temperature of coolant within the coolant system.

[0011] Figure 5 is a schematic diagram of a thermal management system having a heater disposed in a climate control system.

[0012] Figure 6 is a schematic diagram of another thermal management system having a heater disposed in a climate control system.

[0013] Figure 7 is a flowchart illustrating an algorithm for controlling a thermal management system having a refrigerant system that supplements waste heat generated by at least an inverter.

[0014] Figure 8 is a flowchart illustrating an algorithm for controlling a thermal management system having an electric heater that supplements waste heat generated by at least an inverter. DETAILED DESCRIPTION

[0015] Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features can be exaggerated or minimized for the purpose of clarity and illustration. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present application. As those skilled in the art will appreciate, the various features described herein can be combined to produce embodiments other than those specifically described or implied in this document. Combinations of the features of the illustrated embodiments are possible and can be desirable in certain applications or implementations.

[0016] Figure 1A hybrid electric vehicle (HEV) 12 is depicted, although the present disclosure is not limited to HEVs. The vehicle 12 can include one or more electric machines 14 mechanically coupled to a hybrid transmission 16. The electric machines 14 can be capable of operating as motors or generators. Further, the hybrid transmission 16 is mechanically coupled to an engine 18. The hybrid transmission 16 is mechanically coupled to a drive shaft 20, which is mechanically coupled to wheels 22. The electric machines 14 can provide propulsion and regenerative braking capability when the engine 18 is on or off. The electric machines 14 also act as generators and can provide fuel economy benefits by recovering energy that would normally be lost as heat in frictional braking. The electric machines 14 can also reduce vehicle emissions by allowing the engine 18 to operate at more efficient speeds and allowing the hybrid electric vehicle 12 to operate in electric-only mode in which the engine 18 is off under certain conditions.

[0017] A traction battery or battery pack 24 stores energy that can be used by the electric machines 14. The vehicle battery 24 typically provides a high voltage direct current (DC) output. The traction battery 24 is electrically coupled to an inverter 26. One or more contactors 42 isolate the traction battery 24 from other components when open and connect the traction battery 24 to other components when closed. The inverter 26 is also electrically coupled to the electric machines 14 and provides the ability for bidirectional energy transfer between the traction battery 24 and the electric machines 14. For example, the traction battery 24 can provide a DC voltage, while the electric machines 14 can operate in three-phase alternating current (AC). The inverter 26 can convert the DC to three-phase AC to operate the electric machines 14. In regenerative mode, the inverter acts as a rectifier to convert three-phase AC from the electric machines 14 acting as generators to DC compatible with the traction battery 24.

[0018] In addition to providing energy for propulsion, the traction battery 24 can also provide energy for other vehicle electrical systems. The vehicle 12 can include a DC / DC converter module 28 that converts the high voltage DC output of the traction battery 24 to a low voltage DC power source compatible with low voltage vehicle loads. The output of the DC / DC converter module 28 can be electrically coupled to an auxiliary battery 30 (e.g., a 12 volt battery). Low voltage systems can be electrically coupled to the auxiliary battery. Other high voltage loads 46, such as a compressor, can be coupled to the high voltage output of the traction battery 24.

[0019] One or more electrical loads 46 can be coupled to the high voltage bus. The electrical loads 46 can have associated controllers that operate and control the electrical loads 46 as appropriate. An example of an electrical load 46 can be a heating system or an air conditioning system.

[0020] The electronic systems in vehicle 12 can communicate via one or more vehicle networks. The vehicle network can include multiple channels for communication. One channel of the vehicle network can be a serial bus, such as a Controller Area Network (CAN). One of the channels of the vehicle network can include an Ethernet network defined by the Institute of Electrical and Electronics Engineers (IEEE) 802 series standards. Additional channels of the vehicle network can include discrete connections between modules and can include power signals from auxiliary battery 30. Different signals can be transmitted through different channels of the vehicle network. For example, video signals can be transmitted via a high-speed channel (e.g., Ethernet), while control signals can be transmitted via CAN or discrete lines. The vehicle network can include any hardware and software components that facilitate the transmission of signals and data between modules. The vehicle network is not specified in the provided text. Figure 1 As shown, however, the vehicle network can connect to any electronic module present in vehicle 12. A vehicle system controller (VSC) 48 may be present to coordinate the operation of various components.

[0021] Inverter 26, DC / DC converter 28, and other components generate heat during operation of the electric powertrain. This heat generation can occur when the vehicle is propelled by motor 14 and when the battery is charged via regenerative braking or through a charging port (if provided). The heat-generating components of the electric powertrain, such as inverter 26 and DC / DC converter 28, may require one or more thermal management systems to keep them within a desired temperature window. Typically, waste heat generated by the components is dissipated to the outside air and is not used to heat the cabin. This disclosure proposes several climate control systems arranged to utilize waste heat from inverter 26 and DC / DC converter 28 to heat the passenger compartment of vehicle 12.

[0022] Unlike internal combustion engines that generate sufficient waste heat to heat the cabin, inverter 26 and DC / DC converter 28 may not generate enough waste heat to heat the cabin without the aid of a heater. A heater can increase the temperature of the working fluid circulating through the heater core, allowing the cabin to be fully heated, or it can increase the temperature of the airflow within the heating, ventilation, and air conditioning (HVAC) unit.

[0023] Figures 2 to 6 An exemplary embodiment of a thermal management system is disclosed, which uses waste heat from at least inverter 26 combined with a heater to heat the passenger cabin.

[0024] refer to Figure 2The thermal management system 50 includes a coolant system 52, a refrigerant system 55 (heater), and a climate control system 57. The coolant system 52 is configured to thermally regulate the inverter 26 and DC / DC converter 28 and provide waste heat to the climate control system 57 via circulating coolant. As used herein, "coolant" refers to a liquid coolant, such as ethylene glycol, other types of antifreeze, or other suitable liquid. The coolant system 52 may include a radiator 54, a pump 56, a valve 58, and conduits arranged to circulate coolant through the inverter 26, DC / DC converter 28, radiator 54, and other components of the system 50. The coolant system 52 is also arranged to circulate coolant through a liquid-to-refrigerant heat exchanger (evaporator) 80 of the refrigerant system 55, thermally connecting the coolant system 52 and the refrigerant system 55. The liquid-to-refrigerant evaporator is sometimes referred to as a refrigerant.

[0025] Coolant system 52 can begin at pump 56, which is connected to DC / DC converter 28 via a first conduit 60. DC / DC converter 28 is connected to inverter 26 via conduit 62. Valve 58 is located downstream of inverter 26. Valve 58 may be a three-way valve, including an inlet 73 connected to inverter 26 via conduit 64, a first outlet 76 connected to conduit 66, and a second outlet 74 connected to radiator 54 via conduit 70. Conduit 66 delivers coolant from three-way valve 58 to evaporator 80, and conduit 68 returns to pump 56. The outlet side of radiator 54 is connected to conduit 66 via conduit 72. Conduits 70 and 72 may be referred to as radiator circuit, and conduits 66 and 68 may be referred to as evaporator circuit.

[0026] Valve 58 may be electronically controlled and includes a mechanism actuated to proportionalize the coolant flow between outlets 74 and 76. Valve 58 may include a first position and a second position, in which all coolant circulates to outlet 76 and in which all coolant circulates to outlet 74. Valve 58 may also include an intermediate position in which the coolant flow is proportional between the outlets, for example, outlet 74 receives 30% of the coolant flow while outlet 76 receives 70% of the coolant flow. Valve 58 may include an actuator, such as a motor, which communicates electronically with controller 48 and operates according to instructions from controller 48. In an alternative embodiment, the three-way valve 58 may be replaced by a pair of valves, which may be on / off valves, unlike the proportional valve described above. Pump 56 may also communicate electronically with controller 48 and operate according to instructions from controller 48.

[0027] The refrigerant system 55 (which may be referred to as a heat pump) may be a vapor compression system that circulates refrigerant between an evaporator 80 and a refrigerant-air heat exchanger (condenser) 82 to transfer heat from the evaporator 80 to the condenser 82. The condenser 82 may be referred to as a heater core because it provides heat to the climate control system 57. The refrigerant system 55 is powered by a compressor 84, which is connected to the condenser 82 via a conduit 88. The condenser 82 is connected to the evaporator 80 via a conduit 90. An expansion device 86 is located on the conduit 90, upstream of the evaporator 80. The expansion device 86 may be an actuable expansion device having a series of positions, including fully open, closed, and throttling positions, or it may be a passive expansion device, such as an orifice tube. The expansion device 86 reduces the temperature and pressure of the refrigerant before it enters the evaporator 80. The evaporator 80 is connected to the compressor 84 via the conduit 92. The refrigerant system 55 may include other known components that will not be discussed, such as a battery.

[0028] Climate control system 57 is responsible for heating and / or cooling the passenger compartment 112 of the vehicle. Climate control system 57 may include an HVAC unit 96, typically located below the vehicle's dashboard. HVAC unit 96 includes a housing 98 having an interior 100, which has one or more air passages or chambers 104, 105, and 106 in fluid communication with each other. Air passage 104 includes a fresh air inlet 102 that allows fresh air from outside the vehicle to be drawn into HVAC unit 96. Although not shown, unit 96 may include a recirculation vent that draws air from inside the compartment 112. Air duct 106 extends from intermediate air passage 105 to at least one compartment vent 110 that releases regulated airflow into the passenger compartment 112. Condenser 82 is disposed within passage 105. Blower 108 is arranged to circulate fresh airflow through condenser 82 to heat the fresh airflow before it enters the compartment 112. Although not shown, HVAC unit 96 may include one or more valves, such as mixing doors, actuated to control the temperature of airflow exiting cabin vent 110 and to control the air supplied to at least one vent. In some embodiments, the evaporator (not shown) of the air conditioning system may be housed within housing 98. Alternatively, the air conditioning system may have a dedicated HVAC unit. One or more temperature sensors (not shown) may be housed within HVAC unit 96 and communicate with the controller. Signals from the temperature sensors may be used to control thermal management system 50.

[0029] The thermal management system 50 can operate in multiple modes, such as a cabin heating mode and a cabin shutdown mode. During these modes, the inverter 26 and the DC / DC converter 28 can be cooled by the radiator 54 (cabin shutdown mode), the evaporator 80 (cabin heating mode), or a combination of both, depending on the embodiment.

[0030] According to one embodiment, when in cabin heating mode, valve 58 is actuated to a first position, causing heat from inverter 26 and / or DC / DC converter 28 to circulate to evaporator 80 instead of radiator 54. Pump 56 is energized to circulate hot refrigerant from inverter 26 and DC / DC converter 28 to evaporator 80. Evaporator 80 transfers heat from refrigerant to cool the refrigerant for recirculation to inverter 26 and DC / DC converter 28, while simultaneously heating the refrigerant to provide heat to refrigerant system 55. Compressor 84 is energized to circulate highly compressed hot vapor refrigerant to condenser 82. Blower 108 is energized to draw in external airflow through the condenser to heat the airflow delivered to the cabin. Parameters of the refrigerant system, such as compressor power and speed, and blower 108 speed, can be varied to increase or decrease the temperature of the airflow.

[0031] When in the compartment closed mode, valve 58 is actuated to the second position to utilize radiator 54 to cool DC / DC converter 28 and inverter 26. When valve 58 is in the second position, refrigerant circulates to the radiator circuit to bypass evaporator 80. Refrigerant system 55 can be unused and powered off during compartment closed mode.

[0032] refer to Figure 3 The thermal management system 120 includes a coolant system 122, a refrigerant system 124 (heater), and a climate control system 126. The coolant system 122 is configured to thermally regulate the inverter 26 and DC / DC converter 28 by circulating coolant and to provide waste heat to the climate control system 126. The coolant system 122 may include a pump 128 and conduits 130, arranged to circulate coolant through the inverter 26, DC / DC converter 28, and other components of the system 122. The coolant system 122 is also arranged to circulate coolant through a liquid-to-refrigerant heat exchanger (evaporator) 132 of the refrigerant system 124, thermally connecting the coolant system 122 and the refrigerant system 124.

[0033] Refrigerant system 124 circulates refrigerant between evaporator 132 and refrigerant-air heat exchanger (condenser) 134 to transfer heat from evaporator 132 to condenser 134. Refrigerant system 124 is powered by compressor 136, which circulates refrigerant through duct 140 and other components of system 124. Expansion unit 138 is located upstream of evaporator 132.

[0034] The climate control system 126 is responsible for heating and / or cooling the passenger compartment 112 of the vehicle 12. The climate control system 126 may include an HVAC unit 142, which is typically located below the dashboard of the vehicle. The HVAC unit 142 includes a housing 144 having an interior 146 having one or more chambers or passages in fluid communication with each other.

[0035] and Figure 2 Unlike other systems, the coolant system 122 does not include a radiator loop for dissipating heat from the inverter 26 and DC / DC converter 28. Instead, the inverter 26 and DC / DC converter 28 are cooled by venting waste heat to the HVAC unit 142, i.e., by circulating airflow through the condenser 134. The interior 146 may be divided into a first section associated with the transfer of waste heat from the inverter 26 and DC / DC converter 28 and a second section associated with thermal conditioning of the compartment 112. The first and second sections are selectively in fluid communication, with the first section upstream of the second section. The first section may include a first chamber 148. The condenser 134 of the refrigerant system 124 may be disposed within the first chamber 148. A first blower 154 is also disposed in the first chamber 148, upstream of the condenser 134, and draws in fresh air through a first fresh air inlet 152 to circulate airflow through the condenser 134. The heated air may be circulated to the external vent 156, the second section, or a combination of both, depending on the heating requirements of the compartment 112.

[0036] The second portion may include a second chamber or passage 150, which is separated from the first air chamber 148 by a partition wall 162. An air passage or opening 166 extends through the partition wall 162 to fluidly connect the first chamber 148 and the second chamber 150. A valve 164 opens and closes the passage 166. In the illustrated embodiment, the valve 164 is a mixing door that is pivotally attached to the wall 162. When the mixing door is in a first position (shown in solid lines), the passage 166 is completely blocked, directing airflow to an external vent 156. The first position corresponds to the unheated mode of the compartment 112. When the mixing door is in a second position (shown in dashed lines), the vent 156 is completely closed, directing heated airflow into the second chamber 150 and subsequently into the compartment 112 via at least one compartment vent 172.

[0037] The second chamber 150 may be in fluid communication with the second fresh air inlet 158, allowing for control of the airflow temperature. A second valve 168 (such as a mixing valve) controls the flow of fresh air into the chamber 150. When valve 168 is in the first position (shown), fresh air is not drawn into the chamber 150, and fully heated air is circulated back into the chamber. Valve 168 may be opened to a series of positions, introducing varying amounts of fresh air to reduce the airflow temperature as needed.

[0038] A second blower 160 may be disposed in chamber 150. The second blower 160 may be used in conjunction with the first blower 154 to facilitate the circulation of air into the passenger compartment 112. The first blower 154 and the second blower 160 may also be used independently of each other when valve 164 is closed to isolate chamber 148 from chamber 150. When the valve is closed, blower 160 may circulate unheated air from the second fresh air inlet 158 ​​into the compartment 112. In some embodiments, the evaporator 174 of the vehicle air conditioning system may be housed in the second chamber 150. Here, blower 160 circulates airflow through the evaporator 174 to regulate the air in the passenger compartment 112. In other embodiments, the vehicle air conditioning system may have a dedicated HVAC unit, in which case the evaporator 174 is omitted from unit 142.

[0039] At least one temperature sensor 171 may be disposed in unit 142. Sensor 171 communicates with controller 48. The signal from temperature sensor 171 may be used by controller 48 to operate coolant system 122, refrigerant system 124, and climate control system 126. For example, controller 48 may use readings from temperature sensor 171 to control compressor 136 and blower 154 to increase or decrease the temperature of airflow as needed.

[0040] The thermal management system 120 can operate in several modes, such as a cabin heating mode and a cabin closure mode. During both modes, the inverter 26 and DC / DC converter 28 are cooled by the evaporator 132. In the cabin closure mode, valve 164 is closed to isolate chambers 148 and 150, preventing hot air from circulating into the passenger cabin 112. Pump 128 and compressor 136 are energized, causing waste heat from the inverter 26 and DC / DC converter 28 to be discharged to the condenser 134. In this mode, compressor 136 operates based on the cooling requirements of the inverter 26 and DC / DC converter 28. Blower 154 is energized to circulate airflow through the condenser and out of the external vent 156.

[0041] In cabin heating mode, waste heat from the inverter 26 and DC / DC converter 28, heated by the refrigerant system 124, is transferred to the airflow passing through the condenser 134. Valve 164 is at least partially open, allowing at least a portion of the hot airflow to flow through passage 166 and into the second chamber 150. The temperature of the airflow exiting the condenser 134 can be reduced by actuating valve 164, valve 168, or both. The temperature of the airflow exiting the condenser 134 can also be regulated by controlling compressor 136, although this is dependent on the cooling requirements of the inverter 26 and DC / DC converter.

[0042] Figure 4 A thermal management system 180 is shown, which, unlike a refrigerant system, utilizes a heater to raise waste heat. The thermal management system 180 includes a coolant system 182 and a climate control system 184. The coolant system 182 is configured to thermally regulate the inverter 26 and DC / DC converter 28 by circulating coolant to the HVAC unit 186 of the climate control system 184 and to provide waste heat to the climate control system 184. The coolant system 182 may include a radiator 188, a pump 190, a valve 192, a heater 194, and a conduit 196 arranged to allow coolant circulation. The coolant system 182 is also arranged to allow coolant circulation through a liquid-to-air heat exchanger (heater core) 204 disposed in the HVAC unit 186. The coolant system 182 may be initiated at the pump 190, which is connected to the DC / DC converter 28 via a first conduit. The DC / DC converter 28 is connected to the inverter 26 via a second conduit. The valve 192 is located downstream of the inverter 26. Valve 192 may be a three-way valve, which includes an inlet 198 connected to inverter 26, a first outlet 200 connected to heater 194, and a second outlet 202 connected to radiator 188. Heater 194 is connected to heater core 204, which in turn is connected to pump 190 to complete the fluid loop.

[0043] Heater 194 may be a resistance heater, such as a positive temperature coefficient (PTC) heater. Heater 194 may be powered by traction battery 24 or by a low-voltage auxiliary battery, such as a 12 or 24 volt (V) battery. Many electric vehicles use PTC heaters as the sole heat source for the passenger compartment. These PTC heaters typically require high voltage and are powered by a high-voltage bus rather than a low-voltage source, such as a 12 V auxiliary battery. High-power PTC heaters typically require a large amount of power, which reduces the vehicle's travel range. However, in this disclosure, heater 194 is merely an enhancer for inverter 26 and DC / DC converter 28. Therefore, in some applications, a lower-voltage heater can be used to extend the electric range. In other cases, heater 194 may be powered by a high-voltage bus. Other types of heaters may also be used.

[0044] The amount of heat added depends on the cabin heating requirements and the design of the heater core 204. In one embodiment, the heater core 204 is designed to receive a coolant at 90 degrees Celsius to provide high heat. Depending on the operating conditions, the inverter 26 and DC / DC converter 28 may heat the coolant to only 70 degrees Celsius, in which case the heater 194 is operated to raise the coolant temperature by 20 degrees Celsius. These temperatures are merely illustrative and not limiting. The coolant system 182 may include a temperature sensor 211 disposed downstream of the inverter 26 and DC / DC converter 28 and upstream of the heater 194. The temperature sensor 211 is configured to sense the temperature of the coolant circulating therethrough and output a signal indicating the coolant temperature to the controller 48. The controller 48 may operate the heater 194 based on the signal from the temperature sensor 211.

[0045] Valve 192 may be electronically controlled and includes a mechanism actuated to proportionalize the coolant flow between outlets 200 and 202. Valve 192 may include a first position and a second position, in which all coolant circulates to outlet 200 and in which all coolant circulates to outlet 202. Valve 192 may also include an intermediate position in which the coolant flow is proportional between the outlets. Valve 192 may communicate electronically with controller 48 and operate according to instructions from controller 48. In an alternative embodiment, the three-way valve 192 may be replaced by a pair of valves, which may be on / off valves, unlike the proportional valve described above.

[0046] HVAC unit 186 may include a housing 206 defining an interior 208. A heater core 204 is disposed within the interior 208 and configured to receive fresh airflow from a fresh air inlet 210. A blower 212 is disposed upstream of the heater core 204 and circulates air through HVAC unit 186. HVAC unit 186 includes at least one cabin vent 218 that supplies air to passenger compartment 112. As is conventional, an evaporator 207 of a vehicle air conditioning system may be disposed within HVAC unit 186, upstream of heater core 204. Alternatively, the air conditioning system may have a separate housing. A valve 214, such as a mixing valve, controls the airflow through heater core 204 to control the temperature of the air exiting cabin vent 218. The valve may be optional, as valve 192 and heater 194 may be actuated to control the temperature of heater core 204.

[0047] Similar to the operation of the thermal management system 50, the controller 48 can actuate the valve 192 in various positions depending on the operating mode of the thermal management system 180. When in cabin heating mode, the valve 192 can be actuated to a first position, causing heat from the inverter 26 and DC / DC converter 28 to circulate to the heater 194 and heater core 204 instead of the radiator 188. The pump 190 is energized to circulate hot coolant from the inverter 26 and DC / DC converter 28 to the heater 194, which, if necessary, raises the coolant temperature before it circulates to the heater core 204. The heater core 204 transfers heat from the coolant to the airflow to cool the coolant for recirculation to the inverter 26 and DC / DC converter 28, while simultaneously heating the airflow to provide heat to the cabin 112. The blower 108 is energized to draw in external airflow through the heater core 204.

[0048] When in the compartment closed mode, valve 192 is actuated to the second position to utilize radiator 188 to cool DC / DC converter 28 and inverter 26. When valve 58 is in the second position, coolant circulates to the radiator circuit to bypass heater core 204.

[0049] Figure 5 Another thermal management system 230 is shown, which is similar to Figure 4 In this embodiment, air is heated using heater 232 instead of coolant. The thermal management system 230 includes a coolant system 234 having a valve 236 configured to circulate coolant to a radiator 238 when in a first position and to circulate coolant to an HVAC unit 242 of the climate control system 240 when in a second position. A heater core 246 is in fluid communication with the coolant system 234 and is disposed within the HVAC unit 242. The heater 232 is disposed downstream of the heater core 246 to raise the temperature of the airflow after it has passed through the heater core 246, if needed. The heater 232 may be electronically controlled by a controller 48 and energized by the controller 48 when the heater core 246 fails to heat the airflow to the desired temperature. A temperature sensor 248 may be disposed within the HVAC unit 242, downstream of the heater core 246 and upstream of the heater 232. Temperature sensor 248 communicates electronically with controller 48 and is configured to output a signal indicating the temperature of the airflow leaving the heater core. Controller 48 can operate heater 232 based on the signal from sensor 248. For example, if the airflow temperature is lower than the desired airflow temperature sensed by sensor 248, controller 48 can energize heater 232 to raise the airflow temperature to the desired temperature.

[0050] refer to Figure 6The thermal management system 250 includes a coolant system 252, a heater 256 (heater), and a climate control system 254. Similar to... Figure 3 The thermal management system 250 does not include radiators for cooling the inverter 26 and DC / DC converter 28. Instead, it circulates waste heat to the HVAC unit 264 of the climate control system 254 to release waste heat to the outside air, circulates waste heat to the passenger cabin 112, or a combination of both. The coolant system 252 includes a pump 258 and a conduit 260, arranged to circulate coolant through the DC / DC converter 28, the inverter 26, and a liquid-to-air heat exchanger (heater core) 262 disposed within the HVAC unit 264.

[0051] The climate control system 254 is responsible for heating and / or cooling the passenger compartment 112 and thermally regulating the inverter 26 and DC / DC converter 28. The HVAC unit 264 includes a blower 266 that draws in air from a fresh air inlet 268 to circulate the airflow through a heater core 262 to transfer heat from the coolant to the airflow. The speed of the blower 266 can be increased or decreased depending on the cooling needs of the inverter 26 and DC / DC converter 28. The now-heated airflow can circulate to the external vent 274 when no compartment heat is requested, or to the compartment 112 when heat is requested. A valve 272, such as a mixing valve, controls the circulation of airflow between the external vent 274 and at least one compartment vent 278. A second blower 276 may be located downstream of valve 272 to supplement the first blower 266. Although not shown, one or more additional fresh air / recirculation inlets may be provided downstream of valve 272. The vehicle's air conditioning system can be integrated with the HVAC unit 264, or it can have a dedicated HVAC unit.

[0052] Heater 256 can be used to heat the air inside HVAC unit 264 (as shown) or can be integrated with coolant system 252 to heat coolant (similar to...). Figure 4In the illustrated embodiment, heater 256 is positioned in HVAC unit 264, downstream of valve 272 and second blower 276 (if present), to raise the temperature of the airflow when needed. Heater 256 may be similar to heater 232 described above. Heater 256 communicates electronically with controller 48 and can be controlled to increase or decrease the temperature of the airflow circulating through cabin vents 278 based on cabin heating requirements. Temperature sensor 279 may be positioned between heater core 262 and heater 256 to determine the temperature of the airflow leaving heater core 262. Controller communicates with sensor 279 and can control heater 256 based on signals from sensor 279. For example, if the desired air temperature is 26 degrees Celsius and sensor 279 reads 20 degrees Celsius, controller 48 may operate heater 256 to raise the airflow by 6 degrees Celsius.

[0053] The control logic or functions executed by controller 48 can be represented by flowcharts or similar diagrams in one or more figures. These diagrams provide representative control strategies and / or logic that can be implemented using one or more processing strategies, such as event-driven, interrupt-driven, multitasking, multithreaded, etc. Therefore, the various steps or functions shown can be executed in the shown order, in parallel, or omitted in some cases. Although not always explicitly shown, those skilled in the art will recognize that one or more of the shown steps or functions can be repeatedly executed depending on the specific processing strategy used. Similarly, the processing order is not necessarily necessary to achieve the features and advantages described herein, but is provided for ease of illustration and description. The control logic can be implemented primarily in software executed by a microprocessor-based vehicle, engine, and / or powertrain controller (such as controller 48). Of course, the control logic can be implemented in one or more controllers in software, hardware, or a combination of software and hardware, depending on the specific application. When implemented in software, the control logic can be provided in one or more computer-readable storage devices or media storing data representing code or instructions executed by a computer to control the vehicle or its subsystems. Computer-readable storage devices or media may include one or more of a number of known physical devices that utilize electrical, magnetic, and / or optical storage to store executable instructions and associated calibration information, operating variables, etc. Any reference to "controller" refers to one or more controllers.

[0054] Figure 7 This is a flowchart 300 of an algorithm for controlling a thermal management system having a refrigerant system that replenishes waste heat generated by an inverter and / or a DC / DC converter, such as... Figure 2 and Figure 3 Examples of implementations.

[0055] At operation 301, at least the inverter is operated to generate waste heat. At operation 302, the controller determines whether cabin heating is requested. If so, control is passed to operation 304 and coolant circulates through the evaporator. Depending on the design of the thermal management system, coolant can circulate through the evaporator, but only the pumps are energized, for example, Figure 3 Alternatively, by energizing the pump and actuating at least one valve, coolant is directed to the evaporator, for example... Figure 2 .

[0056] At operation 306, the refrigerant system is activated to circulate refrigerant through the condenser. The refrigerant system can be activated by energizing the compressor and actuating the expansion device (if applicable). The controller can operate the compressor based on the cooling requirements of the inverter and DC / DC converter, as well as the cabin heating requirements.

[0057] At operation 308, the blower within the HVAC unit is turned on to circulate airflow through the condenser. At operation 310, the climate control system is operated to provide the desired heating to the cabin. This may include adjusting the blower speed and / or operating one or more mixing doors within the HVAC unit.

[0058] If no cabin heating request is made at operation 302, control transfer operation 312 is initiated and the thermal management system is activated to vent waste heat to the outside air. For example, in Figure 2 In this configuration, waste heat is discharged through radiators. At operation 312, the controller can command one or more valves to direct coolant to the radiators instead of the evaporator. Figure 3 In the illustrated embodiment, at operation 312, the controller can operate the mixing door within the HVAC unit to direct airflow to the external vents of the HVAC unit.

[0059] Figure 8 This is a flowchart 350 of an algorithm for controlling a thermal management system, which has an electric heater, such as [missing information - likely a type of heater], to supplement waste heat generated by an inverter and / or a DC / DC converter. Figure 4 , Figure 5 and Figure 6 Examples of implementations.

[0060] At operation 352, at least the inverter is operated to generate waste heat. At operation 354, the controller determines whether cabin heating is requested. If so, control is passed to operation 356 and coolant circulates through the heater core. Depending on the design of the thermal management system, this is achieved only by energizing the pumps, for example... Figure 6 Alternatively, by energizing the pump and actuating at least one valve, coolant is directed to the heater, for example... Figure 4 and Figure 5This allows coolant to circulate through the heater core. At operation 358, the blower within the HVAC unit is energized to circulate airflow through the heater core. At operation 360, the heater is activated if the waste heat generated by at least the inverter is insufficient to provide the desired cabin heating. For example, in Figure 4 In one embodiment, the controller can monitor the temperature of the coolant leaving the inverter and, if the coolant temperature is lower than a desired coolant temperature, activate the heater to raise the temperature of the coolant circulating to the heater core. Figure 5 In one embodiment, for example, the controller can monitor the temperature of the airflow leaving the heater core and, if the airflow temperature is lower than the desired temperature, activate the heater to heat the airflow before it enters the passenger compartment.

[0061] At operation 362, the climate control system is operated to provide the desired heating to the passenger cabin. For example, the controller may adjust the blower speed and / or actuate one or more mixing doors within the HVAC unit to provide the desired air temperature at the desired cabin vents, such as floor vents, instrument panel vents, defrost vents, etc.

[0062] If no cabin heating request is made at operation 354, control transfer operation 364 is initiated and the thermal management system is activated to release waste heat to the outside air. For example, in Figure 4 In this configuration, waste heat is discharged through radiators. At operation 364, the controller can command one or more valves in the coolant system to direct coolant to the radiators instead of the heater core. Figure 6 In the illustrated embodiment, at operation 364, the controller can operate the mixing door within the HVAC unit to direct airflow to the external vent.

[0063] While exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms covered by the claims. The terms used in this specification are descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the spirit and scope of this disclosure. As previously stated, features of various embodiments may be combined to form further embodiments of the invention that may not be explicitly described or shown. While various embodiments may have been described as providing advantages or superiority over other embodiments or prior art implementations in terms of one or more desired features, those skilled in the art will recognize that trade-offs may be made to one or more features or characteristics to achieve the desired overall system properties, depending on the specific application and implementation. These properties may include, but are not limited to, cost, strength, durability, lifecycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturability, ease of assembly, etc. Therefore, embodiments described as less desirable than other embodiments or prior art implementations in terms of one or more features are not outside the scope of this disclosure and may be desirable for a particular application.

[0064] According to the present invention, a vehicle is provided having: a passenger compartment; an inverter; a coolant system including a duct arranged to circulate coolant through the inverter and an evaporator; a refrigerant system including a condenser and a duct arranged to circulate refrigerant through the condenser and through the evaporator to absorb heat generated by the inverter; and a climate control system arranged to circulate airflow through the condenser and into the compartment to heat the compartment.

[0065] According to an embodiment, the coolant system further includes a radiator and a valve configured to proportionally distribute the coolant circulating from the inverter between the evaporator and the radiator.

[0066] According to an embodiment, the climate control system includes an external vent and a mechanism configured to direct airflow to the external vent to exhaust airflow from the vehicle.

[0067] According to an embodiment, the mechanism includes a hybrid gate.

[0068] According to an embodiment, the climate control system includes a housing, and a condenser is disposed within the housing.

[0069] According to an embodiment, the invention is further characterized by a DC / DC converter, wherein a coolant system is also arranged to circulate coolant through the DC / DC converter.

[0070] According to the present invention, a vehicle is provided having: an inverter; a coolant system arranged to circulate coolant through an evaporator and the inverter; a refrigerant system arranged to circulate refrigerant through a condenser and an evaporator; and a climate control system including a first air path extending through the condenser, a second air path extending into the cabin, an external vent, and a valve configured to selectively connect the air path and connect the first path and the external vent.

[0071] According to an embodiment, the climate control system includes a first blower associated with a first air path and a second blower associated with a second air path.

[0072] According to an embodiment, the first blower is located upstream of the valve, and the second blower is located downstream of the valve.

[0073] According to an embodiment, the valve includes a first position and a second position. In the first position, a first air path and a second air path are in fluid communication, and an external vent is not in fluid communication with the first air path to guide heat from the condenser to the passenger compartment. In the second position, the first air path is in fluid communication with the vent, and the first and second paths are not in fluid communication to guide heat from the condenser to the outside of the vehicle.

[0074] According to an embodiment, the valve includes a gate and an actuator configured to move the gate to switch the valve between at least a first position and a second position.

[0075] According to an embodiment, the climate control system includes a third air path extending between the valve and the external vent.

[0076] According to an embodiment, the climate control system includes a housing having a first chamber defining a first air path and in which a condenser is disposed, and a second chamber defining a second air path, wherein the first and second chambers are connected by a channel and a valve is configured to block the channel when in a first position.

[0077] According to an embodiment, the invention is further characterized by a DC / DC converter, wherein a coolant system is also arranged to circulate coolant through the DC / DC converter.

[0078] According to the present invention, a vehicle is provided having: a passenger compartment; an inverter; an evaporator; a condenser; a coolant system arranged to circulate heat from the inverter to the evaporator; a refrigerant system arranged to circulate refrigerant through the evaporator to absorb heat generated by the inverter and through the condenser; and a climate control system including a housing that receives the condenser therein and defines at least one air passage configured to circulate airflow through the condenser and into the passenger compartment to heat the compartment.

[0079] According to an embodiment, the coolant system includes a valve configured to allow coolant to circulate to the evaporator when in a first position, and to prevent coolant from reaching the evaporator when in a second position.

[0080] According to an embodiment, the invention is further characterized by a controller programmed to actuate a valve to a first position in response to a request for cabin heating.

[0081] According to an embodiment, the invention is further characterized by a radiator, wherein the coolant system is also arranged to circulate heat from the inverter to the radiator when the valve is in the second position, and wherein the controller is further programmed to actuate the valve to the second position in response to no request for cabin heating.

[0082] According to an embodiment, the climate control system includes an external vent and at least one cabin vent in fluid communication with an air passage, and a valve configured to proportionally direct airflow between the external vent and the at least one cabin vent, such that the valve, when in a first position, directs all airflow to the external vent and, when in a second position, directs all airflow to the at least one cabin vent.

[0083] According to an embodiment, the invention is further characterized by a controller programmed to actuate the valve to a first position in response to no request for heating of the passenger compartment.

Claims

1. A vehicle comprising: Inverter; A coolant system, which is arranged to circulate coolant through the evaporator and the inverter; A refrigerant system, which is arranged to circulate refrigerant through the condenser and the evaporator; as well as A climate control system includes a first air path extending through the condenser, a second air path extending into the passenger compartment, an external vent, and a valve configured to selectively connect the first air path and the second air path, and to connect the first air path and the external vent. The valve includes a first position and a second position. In the first position, the first air path and the second air path are in fluid communication, and the external vent is not in fluid communication with the first air path to guide heat from the condenser to the passenger compartment. In the second position, the first air path is in fluid communication with the external vent, and the first air path and the second air path are not in fluid communication to guide heat from the condenser to the outside of the vehicle.

2. The vehicle according to claim 1, wherein, The climate control system includes a first blower associated with the first air path and a second blower associated with the second air path.

3. The vehicle according to claim 2, wherein, The first blower is located upstream of the valve, and the second blower is located downstream of the valve.

4. The vehicle according to claim 1, wherein, The valve includes a gate and an actuator configured to move the gate to switch the valve between at least a first position and a second position.

5. The vehicle according to claim 1, wherein, The climate control system includes a third air path extending between the external vents of the valve.

6. The vehicle according to claim 1, wherein, The climate control system includes a housing having a first chamber defining a first air path and in which the condenser is disposed, and a second chamber defining a second air path, wherein the first and second chambers are connected by a channel and the valve is configured to open the channel when in a first position.

7. The vehicle of claim 1, further comprising a DC / DC converter, wherein, The coolant system is also arranged to circulate the coolant through the DC / DC converter.

8. A vehicle comprising: Passenger cabin; Inverter; Evaporator; Condenser; A coolant system is arranged to circulate heat from the inverter to the evaporator; A refrigerant system, which is arranged to circulate refrigerant through the evaporator to absorb heat generated by the inverter and through the condenser; as well as A climate control system includes a housing that receives the condenser therein and defines at least one air passage configured to circulate airflow through the condenser and into the passenger cabin to heat the passenger cabin. The climate control system includes an external vent and at least one cabin vent in fluid communication with an air passage, as well as a valve configured to proportionally direct airflow between the external vent and the at least one cabin vent, such that the valve, when in a first position, directs all airflow to the external vent and, when in a second position, directs all airflow to the at least one cabin vent.

9. The vehicle according to claim 8, wherein, The coolant system includes another valve configured to allow coolant to circulate to the evaporator when in a first position and to prevent coolant from reaching the evaporator when in a second position.

10. The vehicle according to claim 9, wherein, The vehicle also includes a controller configured to actuate the other valve to a first position in response to a request for passenger compartment heating.

11. The vehicle according to claim 10, wherein, The vehicle also includes a radiator, and the coolant system is further arranged to circulate heat from the inverter to the radiator when the other valve is in the second position, wherein the controller is further configured to actuate the other valve to the second position in response to no request for passenger compartment heating.

12. The vehicle according to claim 8, wherein, The vehicle also includes a controller configured to actuate the valve to a first position in response to no request for heating of the passenger compartment.

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