Method and system for using waste energy from electric motors and inverters in electric vehicle air suspension systems

Abstract

An air suspension system according to the principles of this disclosure is provided, the air suspension system including a suspension actuator, a reservoir, a compressor, and a first cooling circuit. The suspension actuator has a chamber. The reservoir includes a housing and an absorbent material. The housing at least partially defines an interior region. The interior region is fluidly connected to the chamber. The absorbent material is located in the interior region. The compressor is fluidly connected to the interior region. The first cooling circuit includes a first heat exchanger, a second heat exchanger, and a conduit. The first heat exchanger is in thermal contact with the interior region. The second heat exchanger is in thermal contact with electric vehicle components. The conduit is adapted to circulate fluid between the first heat exchanger and the second heat exchanger. This disclosure also provides a method of operating the air suspension system.

Description

Technical Field

[0001] This disclosure relates to methods and systems for using waste energy from electric motors and inverters in air suspension systems of electric vehicles. Background Technology

[0002] This section provides background information in connection with this disclosure, which is not necessarily prior art.

[0003] Devices used to raise and lower a vehicle (such as increasing or decreasing ground clearance) typically include pneumatic suspension actuators that can move between a raised position, a lowered position, and multiple intermediate positions. The pneumatic suspension actuators may have a chamber that receives air from a compressor to facilitate movement between positions. Summary of the Invention

[0004] This section provides a general overview of the disclosure and is not a complete disclosure of the full scope of the invention or all its features.

[0005] This disclosure provides an air suspension system for a vehicle. The air suspension system includes a suspension actuator, a reservoir, a compressor, and a first cooling circuit. The suspension actuator has a chamber. The reservoir includes a housing and an absorbent material. The housing at least partially defines an interior region. The interior region is fluidly connected to the chamber. The absorbent material is located in the interior region. The compressor is fluidly connected to the interior region. The first cooling circuit includes a first heat exchanger, a second heat exchanger, and a conduit. The first heat exchanger is in thermal contact with the interior region. The second heat exchanger is in thermal contact with electric vehicle components. The conduit is adapted to circulate fluid between the first heat exchanger and the second heat exchanger.

[0006] In some configurations, the adsorbent material includes activated carbon, silicates, zeolites, or any combination thereof.

[0007] In some configurations, the adsorbent material is presented as a single, continuous material.

[0008] In some configurations, the adsorbent material is in the form of multiple particles.

[0009] In some configurations, multiple particles are limited to an average particle size ranging from 0.3 mm to 0.9 mm.

[0010] In some configurations, the suspension actuators include air springs, air bellows, or both air springs and air bellows.

[0011] In some configurations, the first cooling circuit further includes a bypass valve located on a duct. The bypass valve is adapted to move between a first position in which fluid circulates through the first heat exchanger and a second position in which fluid bypasses the first heat exchanger.

[0012] In some configurations, the first cooling circuit further includes a thermostat valve.

[0013] In some configurations, the air suspension system further includes a valve between the reservoir and the suspension actuator.

[0014] In some configurations, the air suspension system further includes a second cooling circuit. The second cooling circuit includes a second heat exchanger, a second duct, and...

[0015] Electric vehicle component. The fluid is the first fluid. The second conduit is adapted to circulate the second fluid between the electric vehicle component and the second heat exchanger.

[0016] In some configurations, electric vehicle components include electric motors, inverters, DC chargers, electrochemical devices, or any combination thereof.

[0017] In some configurations, the first heat exchanger includes a shell-and-tube heat exchanger.

[0018] This disclosure provides a method for operating an air suspension system for an electric vehicle. The method includes supplying air to a reservoir comprising an adsorbent material. The method further includes heating a fluid by operating an electric vehicle component. The method further includes heating the adsorbent material by circulating the fluid through a heat exchanger in thermal contact with the reservoir. The circulating fluid increases the pressure within the reservoir. The method further includes supplying air to suspension elements comprising chambers.

[0019] In some configurations, the supply of air to the storage tank is performed by a compressor-dryer.

[0020] In some configurations, the adsorbent material includes activated carbon, silicates, zeolites, or any combination thereof.

[0021] In some configurations, the method further includes regulating the flow of fluid using a thermostat valve.

[0022] In some configurations, regulation includes directing fluid to the heat exchanger when the fluid temperature is greater than or equal to a predetermined temperature. Regulation further includes directing fluid to a bypass line when the fluid temperature is less than the predetermined temperature.

[0023] In some configurations, the heating fluid includes operating an electric motor, inverter, DC charger, electrochemical device, or any combination thereof.

[0024] In some configurations, the suspension actuators include air springs, air bellows, or both air springs and air bellows.

[0025] In some configurations, the heated adsorbent material comprises tubes that circulate fluid through a shell-and-tube heat exchanger.

[0026] Other applicable fields will become apparent from the description provided herein. The descriptions and specific examples in this invention are for illustrative purposes only and are not intended to limit the scope of this disclosure. Attached Figure Description

[0027] The accompanying drawings described herein are for illustrative purposes only, representing selected embodiments and not all possible implementations, and are not intended to limit the scope of this disclosure.

[0028] Figure 1 An exemplary electric vehicle is shown that includes an air suspension system according to the principles of this disclosure;

[0029] Figure 2 It is based on the principles of this disclosure. Figure 1 A schematic diagram of an air suspension system;

[0030] Figure 3 It is a graph depicting the pressure within a reservoir as a function of temperature, according to the principles of this disclosure.

[0031] Figure 4 It is based on the principles of this disclosure. Figure 2 A cross-sectional view of a reservoir in an air suspension system, the reservoir comprising granular adsorbent material;

[0032] Figure 5 It is based on the principles of this disclosure. Figure 2 A cross-sectional view of the reservoir of an air suspension system, the reservoir comprising an integral adsorption material;

[0033] Figure 6 This is a perspective cross-sectional view of a shell-and-tube heat exchanger based on the principles of this disclosure; and

[0034] Figure 7 It is a drawing operation Figure 1 A flowchart of a method for developing an air suspension system.

[0035] Throughout the various views in the accompanying drawings, the corresponding reference numerals indicate the corresponding components. Detailed Implementation

[0036] Exemplary embodiments will now be described more fully with reference to the accompanying drawings.

[0037] Exemplary embodiments are provided to make this disclosure thorough and to fully convey the scope to those skilled in the art. Numerous specific details (such as examples of particular components, apparatus, and methods) are set forth to provide a thorough understanding of embodiments of this disclosure. It will be apparent to those skilled in the art that specific details are not required, that exemplary embodiments may be embodied in many different forms, and that neither should be construed as limiting the scope of this disclosure. In some exemplary embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.

[0038] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be restrictive. As used herein, the singular forms “a,” “an,” and “the” may also be intended to include the plural forms unless the context clearly indicates otherwise. The terms “comprising,” “including,” “comprise,” and “having” are inclusive and therefore specify the presence of the stated feature, integral, step, operation, element, and / or component, but do not preclude the presence or addition of one or more other features, integrals, steps, operations, elements, components, and / or groups thereof. Unless specifically identified as an order of execution, the method steps, processes, and operations described herein should not be construed as requiring them to be performed in the particular order discussed or shown. It should also be understood that additional or alternative steps may be employed.

[0039] When an element or layer is referred to as “on,” “joined to,” “connected to,” or “attached to” another element or layer, it may be directly on, joined, connected to, or attached to the other element or layer, or there may be intermediate elements or layers. In contrast, when an element is referred to as “directly on,” “directly joined to,” “directly connected to,” or “directly attached to” another element or layer, there cannot be intermediate elements or layers. Other terms used to describe relationships between elements should be interpreted in a similar manner (e.g., “between” vs. “directly between,” “adjacent” vs. “directly adjacent,” etc.). As used herein, the term “and / or” includes any and all combinations of one or more of the associated listed items.

[0040] Although the terms “first,” “second,” “third,” etc., may be used herein to describe various elements, components, regions, layers, and / or portions, these elements, components, regions, layers, and / or portions should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or portion from another. Unless the context clearly indicates otherwise, terms such as “first,” “second,” and other numerical values, when used herein, do not imply a sequence or order. Therefore, without departing from the teachings of the exemplary embodiments, the first element, component, region, layer, or portion discussed below may be referred to as a second element, component, region, layer, or portion.

[0041] For ease of description, spatial relative terms (such as "inside," "outside," "below," "under," "lower," "above," "upper," etc.) are used herein to describe the relationship of an element or feature to other elements(s)(s). In addition to the orientations depicted in the figures, spatial relative terms may be intended to cover different orientations of the device in use or operation. For example, if the device in the figure is flipped, an element described as "below" or "under" other elements or features would then be oriented "above" other elements or features. Thus, the exemplary term "below" can cover both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or oriented in other directions), and the spatial relative descriptors used herein are interpreted accordingly.

[0042] refer to Figure 1 A vehicle 10 is provided, which includes a vehicle air suspension leveling system according to the teachings of this disclosure. The vehicle 10 generally includes a rear suspension 12, a front suspension 14, and a body 16. The rear suspension 12 has a rear axle assembly (not shown) adapted to operatively support the rear wheels 18 of the vehicle. The rear axle assembly is operatively connected to the body 16 via a first suspension actuator 20 and a second suspension actuator 22. Similarly, the front suspension 14 includes a laterally extending front axle assembly (not shown) to operatively support the front wheels 24 of the vehicle 10. The front axle assembly is operatively connected to the body 16 via a third suspension assembly 26. The first suspension actuator 20 and the third suspension actuator 26 are used to suppress relative movement between the unsprung portions (i.e., the front suspension 12 and the rear suspension 14, respectively) and the sprung portions (i.e., the body 16) of the vehicle 10.

[0043] Although vehicle 10 is illustrated as a passenger car with a front axle assembly and a rear axle assembly, suspension actuators 20, 22, and 26 can be used in other types of vehicles and / or other types of applications, such as vehicles including independent front suspension systems and / or independent rear suspension systems. Furthermore, although vehicle 10 is shown as including a pair of suspension actuators 20, a pair of suspension actuators 22, and a pair of suspension actuators 26, vehicle 10 can include any suitable combination of suspension actuators 20, 22, and / or 26. For example, the first suspension actuator 20 and the second suspension actuator 22 shown can be replaced by a single suspension actuator. Each of the suspension actuators 20, 22, and 26 can include a chamber for receiving air. Suspension actuators 20, 22, and 26 can include air struts, air springs (e.g., axial air springs, multi-chamber air springs), air bellows, airbags, or any combination thereof.

[0044] Suspension assemblies 20, 22, and 26 are included in a suspension leveling system and are adapted to raise and lower vehicle 10. Vehicle 10 also includes a vehicle controller 30 adapted to control the operation of the suspension assemblies 20, 22, and 26 with respect to raising and lowering vehicle 10. Specifically, vehicle controller 30 is adapted to send commands to pneumatic control unit 32 for raising and lowering vehicle 10. Vehicle controller 30 can be any suitable controller, such as a microcontroller or microprocessor.

[0045] refer to Figure 2 The pneumatic control unit 32 typically includes a compressor / valve controller 50, a compressor-dryer 52, a reservoir 54, and a valve assembly 56. The compressor / valve controller 50 can be any suitable controller. The valve assembly 56 can include a first valve 58a and a second valve 58b operatively connected to the first suspension actuator 20 and the second suspension actuator 22, and a third valve 58c and a fourth valve 58d operatively connected to the third suspension actuator 26. Valves 58a, 58b, 58c, and 58d can be any suitable valve, such as a two-port three-way control valve as shown. The compressor / valve controller 34 is adapted to appropriately actuate any one of the valves 58a, 58b, 58c, and 58d, individually or in combination, to raise or lower any one or more of the suspension actuators 20, 22, and 26, thereby raising or lowering one or more corners of the vehicle 10.

[0046] The compressor-dryer 52 may be fluidly connected to the reservoir 54 (i.e., the interior region of the reservoir 54). The compressor-dryer 52 may be located upstream of the reservoir 54. Therefore, the compressor-dryer 52 may be adapted to supply air to the interior region of the reservoir 54.

[0047] The reservoir 54 may be fluidly connected to the valve assembly 56. The reservoir 54 may be located upstream of the valve assembly 56. Therefore, the reservoir may be adapted to supply air to the valve assembly 56.

[0048] The reservoir 54 may include an adsorbent material 70. The adsorbent material 70 may be disposed in an internal region of the reservoir 54, as will be described in more detail below. Compared to a reservoir without the adsorbent material 70, the adsorbent material 70 may be adapted to increase air absorption in the reservoir 54.

[0049] The term "adsorbent material" is interchangeable with "adsorbent," "adsorbent material," "porous solid," and any other equivalent terms that indicate a material exhibiting adsorption and desorption processes through high microporosity and a correspondingly high surface area. Adsorbent materials are capable of adsorbing large quantities of air and / or other gases within a limited volume (such as the interior of reservoir 54). Because adsorbent material 70 has a high surface area, it can adsorb large quantities of air and / or other gases by forming a film on its solid surface. Compared to other materials that typically occupy the same volume at a given pressure, adsorbent materials are able to adsorb more gas molecules because the gas molecules "adhere" (adsorb) to the surface of adsorbent material 70 via van der Waals forces.

[0050] The ability of the adsorbent material 70 to retain a large amount of air and / or other gases varies with its temperature. More specifically, the adsorbent material 70 is able to retain more air and / or gases at lower temperatures compared to higher temperatures. As the temperature of the adsorbent material 70 increases, the adsorption of air and / or gases by the adsorbent material 70 decreases, and the pressure in the reservoir increases due to the release of air and / or gases from the adsorbent material. Therefore, the temperature of the adsorbent material 70 can be manipulated to achieve pressure regulation within the reservoir 54.

[0051] The adsorbent material 70 may include activated carbon, silicates, zeolites, or any combination thereof. The term activated carbon refers to a family of carbonaceous materials that are specifically activated to produce strong adsorption properties, thereby allowing trace amounts of liquids and gases to be adsorbed into the carbon. Such activated carbon can be produced from a wide range of sources, such as coal, wood, nuts (e.g., coconuts), and bones, and can be derived from synthetic sources such as polyacrylonitrile. Various activation methods exist, such as selective oxidation with steam, carbon dioxide, or other gases at elevated temperatures, or chemical activation using, for example, zinc chloride or phosphoric acid. An example of activated carbon is CELLCARB. TMIt is available from Chemviron Carbon Limited, located at 434 London Road, West Thurrock, Grays Essex, UK.

[0052] refer to Figure 3 A graph depicting the pressure as a function of temperature within a 0.5L reservoir according to the principles of this disclosure is provided. The x-axis represents temperature in °C. The y-axis represents absolute pressure in bar. The first curve 100 represents the reaction in a first reservoir without adsorbent material. The second curve 102 represents the reaction in a second reservoir partially filled with porous activated carbon (i.e., approximately 30% filled with porous activated carbon). The third curve 104 represents the reaction in a third reservoir filled with porous activated carbon (i.e., approximately 100% filled with porous activated carbon).

[0053] Each reservoir has an initial setpoint 110 of 25°C and 10 bar. As the temperature of each reservoir increases, the pressure also increases. For example, as shown in 112, when the temperature rises from 25°C to 80°C, the pressure of the first reservoir (without adsorbent material) increases to approximately 12 bar, as shown in 114. For reservoirs containing activated carbon, the pressure increase is even greater. For example, the pressure of the third reservoir increases to approximately 18 bar under the same temperature change, as shown in 116. The differences between curves 100, 102, and 104, parallel to the y-axis or pressure axis, increase with increasing temperature.

[0054] The adsorbent material can be monolithic, granular, or any other suitable form. (Reference) Figure 4 The adsorbent material 70 in the reservoir 54 can be in the form of multiple particles 130. The particles 130 can be porous. The particles 130 can be defined as having an average particle size (i.e., diameter) greater than or equal to about 0.1 mm (e.g., greater than or equal to about 0.2 mm, greater than or equal to about 0.3 mm, greater than or equal to about 0.4 mm, greater than or equal to about 0.5 mm, greater than or equal to about 0.6 mm, greater than or equal to about 0.7 mm, greater than or equal to about 0.8 mm, or greater than or equal to about 0.9 mm). The average particle size can be less than or equal to about 1 mm (e.g., less than or equal to about 0.9 mm, less than or equal to about 0.8 mm, less than or equal to about 0.7 mm, less than or equal to about 0.6 mm, less than or equal to about 0.5 mm, less than or equal to about 0.4 mm, less than or equal to about 0.3 mm, or less than or equal to about 0.2 mm). In some examples, the average particle size ranges from 0.3 mm to 0.9 mm. Reference Figure 5 The adsorbent material 70 in the reservoir 54 can be provided in the form of a porous bulk material 140.

[0055] The volume of the reservoir may contain adsorbent material in an amount greater than or equal to about 10% (e.g., greater than or equal to about 20%, greater than or equal to about 30%, greater than or equal to about 40%, greater than or equal to about 50%, greater than or equal to about 60%, greater than or equal to about 70%, greater than or equal to about 80%, greater than or equal to about 90%, or greater than or equal to about 95%). In some examples, the reservoir is substantially filled with porous adsorbent material.

[0056] return Figure 2 The internal region of the reservoir 54, including the adsorbent material 70, can be in thermal contact with the first heat exchanger 140. The first heat exchanger 140 can be adapted to modify (such as increase) the temperature of the adsorbent material 70. Thus, operation of the first heat exchanger 140 can facilitate pressure changes in the reservoir 54, as will be described in more detail below.

[0057] The first heat exchanger 140 may be part of a first cooling circuit 142. The first cooling circuit 142 may be adapted to circulate a fluid or coolant (such as water) through a first conduit 144 via operation of a first pump 146. The cooling fluid may be heated and delivered to the first heat exchanger 140 to raise the temperature of the adsorbent material 70 in the reservoir 54.

[0058] Vehicle 10 also includes one or more electric vehicle components 150. Electric vehicle components 150 may generate heat during operation. As shown, electric vehicle components 150 may include an electric motor. Additionally or alternatively, electric vehicle components may include an inverter, a DC charger, an electrochemical device, and / or other heat-generating components. The efficiency of electric motors, inverters, and DC chargers is typically around 91%. The efficiency of electrochemical devices (such as batteries) is typically around 93% when converting chemical energy into electrical energy and vice versa.

[0059] Electric vehicle component 150 may be part of and / or in thermal communication with a second cooling circuit 152. The second cooling circuit 152 may be adapted to circulate coolant or fluid (such as water) through a second conduit 154 via operation of a second pump 156. Circulation of the coolant or fluid can promote cooling of the electric vehicle component 150 by transferring heat from the electric vehicle component 150 to the cooling fluid and away from the electric vehicle component 150 via the second conduit 154.

[0060] The second pump 156 can circulate fluid through the second heat exchanger 160. The second heat exchanger 160 can come into thermal contact with the first cooling circuit 142 to facilitate heat transfer from the second cooling circuit 152 to the first cooling circuit 142. Therefore, the waste heat generated during the operation of the electric vehicle component 150 can be used to heat the adsorbent material 70.

[0061] The first cooling circuit 142 may further include a bypass valve 170 and a bypass line 172. As shown, the bypass valve 170 may be a three-port two-way valve. The bypass valve 170 may be adapted to move between a first position and a second position, in which cooling fluid is directed to the first heat exchanger 140 and in the second position, cooling fluid is directed to the bypass line 172.

[0062] In some examples, the bypass valve 170 may be a thermostat valve. When the temperature of the cooling fluid in the first conduit 144 is greater than or equal to a predetermined temperature or threshold temperature, the thermostat valve may be adapted to direct the fluid to the first heat exchanger 140. When the temperature of the cooling fluid in the first conduit 144 is less than the predetermined temperature, the thermostat valve may be adapted to direct the fluid to the bypass line 172. The thermostat valve may be electrically or mechanically operated. The first cooling circuit 142 and the second cooling circuit 152 may further include temperature and / or pressure sensors (not shown). In other examples, the first cooling circuit 142 includes separate thermostat valves and bypass valves.

[0063] The first cooling circuit 142 and the second cooling circuit 152 may be part of the hydraulic control unit 180. The hydraulic control unit 180 may include a pump / valve controller 182. The pump / valve controller 182 may operatively communicate with the first pump 146, the second pump 156, and the bypass valve 170.

[0064] In some examples, the hydraulic control unit 180 may include additional cooling circuits, conduits, pumps, and / or valves. For example, the hydraulic control unit 180 may include devices and controls for delivering cooling fluid to different or additional vehicle systems, such as cabin heating systems and / or electrochemical status systems. In some examples, waste heat is used to heat different systems at different times, such as alternately transferring heat (via the first heat exchanger 140 and the second heat exchanger 160, and the first cooling circuit 142 and the second cooling circuit 152) to the reservoir 54 or one or more other systems. For example, when the vehicle is started, waste heat can be used to heat the cabin and / or other components, and then to heat the reservoir 54 when the cabin and / or other components reach a predetermined or desired temperature. In other examples, waste heat is used to heat multiple systems simultaneously. The pump / valve controller 180 may be adapted to control the amount or percentage of waste heat used to heat various vehicle systems.

[0065] Based on the principles of this disclosure, a reservoir assembly may include both a reservoir and a heat exchanger, such as a shell-and-tube heat exchanger or a jacketed vessel. A shell-and-tube heat exchanger or a jacketed vessel can be used as... Figure 2 The reservoir 54 and the first heat exchanger 140. The reservoir assembly may include different or additional components (such as fins) to facilitate heat exchange.

[0066] refer to Figure 6 The reservoir assembly or shell-and-tube heat exchanger 200 may include a housing 202. The housing 202 may at least partially define an internal region 204. The heat exchanger 200 may further include a first intermediate plate 206 and a second intermediate plate 208. The intermediate plates 206, 208 may cooperate with the housing 202 to define the internal region 204. The internal region may contain an adsorbent material (not shown), such as... Figure 2 , Figure 4 and / or Figure 5 70. Adsorbent material.

[0067] The internal region 204 may be in fluid communication with the channel 210. The channel 210 may be an inlet and / or an outlet, such as for air. In other examples, such as when the reservoir assembly 200 includes separate air inlets and outlets, the internal region 204 may be in fluid communication with another air channel.

[0068] The heat exchanger 200 may further include a first end cap 212 and a second end cap 214. The heat exchanger 200 may further include a transverse plate 216 extending between a first intermediate plate 206 and a second intermediate plate 208. The first end cap 212, the first intermediate plate 206, and the transverse plate 216 may cooperate to at least partially define an inlet coolant chamber 218 and an outlet coolant chamber 220. The transverse plate 216 extends between the coolant inlet chamber 218 and the coolant outlet chamber 220. The second end cap 214 may cooperate with the second intermediate plate 208 to at least partially define an intermediate coolant chamber 222. The inlet coolant chamber 218, the outlet coolant chamber 220, and the intermediate coolant chamber 222 may be fluidly isolated from the interior region 204.

[0069] The heat exchanger 200 may further include a plurality of pipes 224. Each pipe defines a coolant passage 226. A first portion 228 of the plurality of pipes 224 extends between and fluidly connects the inlet coolant chamber 218 and the intermediate coolant chamber 222. A second portion 230 of the plurality of pipes 224 extends between and fluidly connects the intermediate coolant chamber 222 and the outlet coolant chamber 220.

[0070] The heat exchanger 200 may further include an inlet coolant passage 232 in fluid communication with an inlet coolant chamber 218 and an outlet coolant passage 236 in fluid communication with an outlet coolant chamber 220. During operation, the heat exchanger 200 may receive heated cooling fluid via the inlet coolant passage 232 and discharge cooled cooling fluid via the outlet coolant passage 234. The cooling fluid may flow from the inlet cooling passage 232 to the inlet coolant chamber 218, through a first portion 228 of pipe 224, into an intermediate coolant chamber 222, through a second portion 230 of pipe 224, and out of the outlet coolant passage 234.

[0071] refer to Figure 7 This provides drawing operations based on the principles of this disclosure. Figures 1 to 6 A flowchart of a method for an air suspension system is provided. At 300, the method includes supplying air to a reservoir 54 comprising an adsorbent material 70. Supplying air to the reservoir can be performed by a compressor-dryer 52. In some examples, the compressor-dryer 52 may supply air to the reservoir 54 until a predetermined reservoir pressure is reached. The compressor-dryer 52 may provide air within a predetermined temperature and humidity range. For example, the compressor-dryer 52 may supply relatively cool (e.g., about 25°C) dry air to the reservoir 54.

[0072] At 304, the method includes heating a fluid, such as water, by operating an electric vehicle component 150. Operation of the electric vehicle component 150 can generate heat. The fluid can be heated by operating a second cooling circuit 152. More specifically, the fluid can be heated by circulating fluid in thermal contact with the electric vehicle component 150, such as by operating a second pump 156 to circulate the fluid through a second heat exchanger 160 and a second conduit 154. The fluid can be heated simultaneously with, before, or after air is supplied at 300.

[0073] At 308, the method includes heating the adsorbent material 70 by circulating fluid through a first heat exchanger 140 in thermal contact with the reservoir 54. Circulating the fluid may include operating a first pump 146 to circulate the fluid through a first conduit 144 and the first heat exchanger 140. The fluid may circulate through the tubes of a shell-and-tube heat exchanger (e.g., see...). Figure 6 The tube 124), a jacket surrounding at least a portion of the surface of the reservoir 54, and / or any other suitable heat transfer features.

[0074] Heating the adsorbent material 70 reduces the amount of air replenishment / retention within it. Consequently, air is released from the adsorbent material 70. This released air causes an increase in pressure within the reservoir 54 (i.e., the generation of pressurized air).

[0075] The method may further include regulating fluid flow using a bypass valve 170. For example, the method may include operating the bypass valve 170 in a first position when the fluid temperature is greater than or equal to a predetermined temperature or threshold temperature, or operating the bypass valve in a second position when the fluid temperature is less than the predetermined temperature or threshold temperature. In the first position, the bypass valve 170 directs fluid to the first heat exchanger 140. In the second position, the bypass valve 170 directs fluid to a bypass line 172.

[0076] At 312, the method includes supplying pressurized air to one or more of the suspension actuators 20, 22, and 26. Air is discharged from a reservoir to valve assembly 56 for selective delivery to the suspension actuators 20, 22, and 26. In some examples, the pressurized air is supplemented or replaced by air from compressor-dryer 52.

[0077] The method may further include raising and / or lowering the vehicle. For example, the vehicle controller 30 may send a raise command to the pneumatic control unit 32, particularly to its compressor / valve controller 34. Upon receiving the raise command, the compressor / valve controller 34 operates one or more valves 58a, 58b, 58c, 58d and / or the compressor dryer 52 to supply pressurized air to one or more suspension actuators 20, 22, 26. Receiving pressurized air raises the vehicle 10. The vehicle controller 30 may also send a lower command to the pneumatic control unit 32, particularly to its compressor / valve controller 34. Upon receiving the lower command, the compressor / valve controller appropriately releases air from one or more suspension actuators 20, 22, 26 and closes one or more valves 58a, 58b, 58c, 58d. Drawing air from the suspension actuators lowers the vehicle 10.

[0078] Methods of operating an electric vehicle air suspension system according to the principles of this disclosure may include different or additional steps. In some examples, the method may further include monitoring temperature and / or pressure at one or more points in the system. The method may further include adjusting valve position, flow rate, and / or operating state in response to temperature and / or pressure readings. In some examples, the method may further include transferring all or part of the fluid in the first cooling circuit 142 and / or the second cooling circuit 152 to other vehicle systems, as described above.

[0079] For illustrative and descriptive purposes, the foregoing description of embodiments has been provided. It is not intended to be exhaustive or limiting of this disclosure. Elements or features of a particular embodiment are generally not limited to that particular embodiment, but are interchangeable where applicable, and may be used in selected embodiments even if not specifically shown or described. The same elements or features may also be varied in many ways. Such variations are not considered to depart from this disclosure, and all such modifications are intended to be included within the scope of this disclosure.

Claims

1. An air suspension system for a vehicle, the air suspension system comprising: A suspension actuator having a chamber; The storage device includes: A housing, the housing at least partially defining an internal region, the internal region being fluidly connected to the chamber, and An adsorbent material, wherein the adsorbent material is located in the internal region; The compressor, which is fluidly connected to the internal region; and A first cooling circuit, the first cooling circuit comprising: A first heat exchanger is in thermal contact with the internal region. The second heat exchanger is in thermal contact with the electric vehicle components. A conduit, the conduit being adapted to circulate fluid between the first heat exchanger and the second heat exchanger; and A bypass valve is provided, which is adapted to direct the fluid to the first heat exchanger when the fluid temperature in the conduit is greater than or equal to a predetermined temperature, and to direct the fluid to a bypass line when the fluid temperature in the conduit is lower than the predetermined temperature.

2. The air suspension system according to claim 1, wherein the adsorbent material comprises activated carbon, silicate, zeolite, or any combination thereof.

3. The air suspension system according to claim 1, wherein the adsorption material is in the form of a single piece.

4. The air suspension system according to claim 1, wherein the adsorbent material is in the form of multiple particles.

5. The air suspension system of claim 4, wherein the plurality of particles are defined with an average particle size in the range of 0.3 mm to 0.9 mm.

6. The air suspension system of claim 1, wherein the suspension actuator comprises an air spring, an air bellows, or both an air spring and an air bellows.

7. The air suspension system according to claim 1, wherein the air suspension system further comprises: A valve located between the reservoir and the suspension actuator.

8. The air suspension system according to claim 1, wherein the air suspension system further comprises: A second cooling circuit, the second cooling circuit comprising: The second heat exchanger, Second catheter, and The electric vehicle component, wherein the fluid is a first fluid, and the second conduit is adapted to circulate a second fluid between the electric vehicle component and the second heat exchanger.

Images