Vehicle comprising a thermal regulation system

Abstract

A vehicle is provided that includes a thermal conditioning system and a passenger cabin. The thermal conditioning system includes a fan (102), a first heat exchanger (104), an outside air duct (112), a passenger cabin air duct (114), a sensor, and a control unit (122). The fan is configured to generate an airflow. The first heat exchanger is arranged to transfer heat to the airflow. The thermal conditioning system is configured to operate in a first mode and a second mode. In the first mode, the fan rotates in a first direction to direct the airflow along a first flow path. In the second mode, the fan rotates in a second direction opposite the first direction to direct the airflow along a second flow path. The sensor is arranged to provide a signal representative of a temperature of a portion of the vehicle. The control unit is configured to cause the thermal conditioning system to switch between the first mode and the second mode based on the signal.

Description

Technical Field

[0001] This invention relates to a vehicle including a thermal regulation system. More particularly, this invention relates to a vehicle, such as an electric vehicle, having an electric motor for driving the vehicle and a battery for supplying electrical energy to the electric motor.

[0002] The project upon which this application is based has been funded by the European Union’s Horizon 2020 research and innovation program, grant agreement number 848620. Background Technology

[0003] Vehicles (such as cars and buses) are used to convert energy into motion. A large portion of cars currently in use have internal combustion engines, which burn fossil fuels to power the vehicle. Through the combustion of fossil fuels, chemical energy is converted into motion.

[0004] Electric vehicles have become increasingly popular in recent years. Electric vehicles use electrical energy to drive an electric motor, enabling the vehicle to move. This electrical energy is typically stored in batteries. Electric vehicles offer significant environmental benefits because they do not emit carbon dioxide during operation. Furthermore, electric vehicles do not produce exhaust fumes like those from cars equipped with internal combustion engines, reducing air pollution. Moreover, electric vehicles are more efficient at converting electrical energy into motion compared to cars with internal combustion engines that convert chemical energy into motion. When converting electrical energy into motion, not all of it is converted; a small portion is converted into heat. Due to their high efficiency, electric vehicles generate less heat compared to comparable cars equipped with internal combustion engines.

[0005] The heat generated by a car is typically used to heat the passenger compartment, the part of the car occupied by the driver and passengers. To provide heat to the passenger compartment, the car is equipped with a heating, ventilation, and air conditioning (HVAC) unit. Such a unit is called an HVAC unit. The HVAC unit is capable of providing heating to the passenger compartment, supplying fresh air from the outside environment, and providing cooling to the passenger compartment via the air conditioning system. The HVAC unit may have a heat exchanger that transfers heat from the car to the airflow. Typically, the car's heat is generated by the car's electric motor. The airflow is directed into the passenger compartment.

[0006] Although electric cars produce less heat than cars equipped with internal combustion engines, electric cars need means to transfer heat from the electrical components of the car to the environment. For example, these electrical components are electric machines, batteries and electronic components. Without these means, the temperature of these electrical components can become too high during use of the car, forcing the driver to stop or causing damage to the components. To transfer heat from the electrical components to the environment outside the car, the car is usually provided with a radiator connected to a cooling circuit. The cooling circuit provides a water flow to transfer heat from the electrical components to the radiator. The radiator transfers the heat to the outside air in contact with the radiator. The radiator is usually arranged in the grille of the car, i.e. at the front side of the car, so as to contact as much air as possible when the car is driving. The surface area of the radiator needs to be large enough to transfer enough heat even when driving at low speed.

[0007] Although the thermal control of the car requires a radiator, the shape of the radiator interferes with the aerodynamics of the car. A large amount of air needs to be pushed over the radiator in order for the radiator to transfer heat to the air outside the car. As a result, the radiator causes drag. Due to this drag, the car needs more energy to reach a certain speed. Making the radiator smaller or more aerodynamic helps to reduce the drag, but reduces the amount of heat that the radiator can transfer to the outside air. The size of the radiator needs to be considered for some situations that only occur occasionally. For example, the radiator needs to be large enough to transfer enough heat when towing a trailer or driving uphill in hot weather. Although the maximum capacity of the radiator is only used occasionally, the radiator always interferes with the aerodynamic shape of the car.

[0008] US patent application US2014 / 0224448A1 provides a solution to transfer more heat from the engine without increasing the size of the radiator. In this solution, a heat core is provided in the HVAC unit. This heat core provides heat to the passenger compartment. This heat is transferred from the engine and via the cooling circuit to the heater core. By transferring heat from the engine, the heater core helps to cool the engine. However, sometimes the passengers do not need heat from the heater core to heat the passenger compartment, but additional heat needs to be transferred from the engine. The known HVAC unit solves this problem by using a system in which outside air flows into the HVAC unit via a blower. A blend door either delivers the air directly to the passenger compartment or to the heater core. If the blend door delivers the air to the heater core, the air is heated by the heater core, which takes away heat from the engine via the cooling circuit. If the passenger compartment needs to be heated, the cooled mixture either sends the heated air to the passenger compartment or the cooled mixture delivers the heated air directly outside the car via a duct. For example, this duct is present at the bottom of the vehicle.

[0009] One problem with the HVAC unit disclosed in US 2014 / 0224448 Al is that a system of ducts and valves or mixtures is needed to direct the air flow to the passenger cabin or to the outside of the car. The system of ducts and valves increases the weight of the car. The space used by the system of ducts and valves cannot be used by other car parts. Furthermore, each valve needs to be actuated manually or with an actuator, which increases the complexity of the car. SUMMARY

[0010] It is an object of the present invention to provide a simpler thermal regulation system than known HVAC units, or at least to provide an alternative thermal regulation system.

[0011] The object of the present invention is achieved by providing a vehicle comprising a thermal regulation system and a passenger cabin. The thermal regulation system comprises a fan, a first heat exchanger, an outside air duct, a passenger cabin air duct, a sensor, and a control unit. The fan is configured to generate an air flow. The first heat exchanger is arranged to transfer heat to the air flow. The thermal regulation system is configured to operate in a first mode and a second mode. In the first mode, the fan rotates in a first direction to direct the air flow along a first flow path. In the second mode, the fan rotates in a second direction opposite the first direction to direct the air flow along a second flow path. The first flow path extends from an environment outside the vehicle through the outside air duct to the first heat exchanger and subsequently from the first heat exchanger through the passenger cabin air duct into the passenger cabin. The second flow path extends from the first heat exchanger via the outside air duct to the environment outside the vehicle. The sensor is arranged to provide a signal representative of a temperature of a part of the vehicle. The control unit is configured to switch the thermal regulation system between the first mode and the second mode based on the signal. The thermal regulation system is adapted to transfer more heat from the first heat exchanger to the air flow in the second mode than in the first mode.

[0012] In the first mode, the fan directs the air stream heated by the first heat exchanger to the passenger cabin via the passenger cabin air duct. This way, the passenger cabin is heated with the air stream. In some cases, the first heat exchanger can need to transfer heat to the air stream to cool a part of the car when there is no need to heat the passenger cabin. In another case, some heat is needed inside the passenger cabin, and the first heat exchanger needs to transfer more heat to keep the temperature of a part of the vehicle below a certain value. In these cases, the control unit switches the thermal regulation system to the second mode. In the second mode, the rotation of the fan is reversed compared to the first mode. By reversing the rotation of the fan, the fan sucks in air from the passenger cabin via the passenger cabin air duct instead of directing the air stream into the passenger cabin. The air sucked in from the passenger cabin flows towards the first heat exchanger via the passenger cabin air duct. The air stream is heated by the first heat exchanger, which allows the first heat exchanger to transfer heat out of the first heat exchanger. The fan further directs the air stream towards the outside air duct, where the heated air stream exits the vehicle. In the second mode, the first heat exchanger transfers heat from the car to the environment outside the car, and not to the passenger cabin. Compared to the first mode, the thermal regulation system is adapted to transfer more heat from the first heat exchanger to the air stream in the second mode. In the first mode, the temperature of the air stream is limited to provide comfort inside the passenger cabin. Moreover, a too high temperature of the air stream can be dangerous. However, in the second mode, the air stream is directed from the first heat exchanger to the environment outside the vehicle. This allows the temperature of the air stream to be higher than in the first mode, for example up to 50°C or 60°C or 70°C. This way, the first heat exchanger is able to transfer more heat to the air stream in the second mode. By transferring additional heat, the temperature of the part of the vehicle is kept at an acceptable value.

[0013] The vehicle is for example a land vehicle, for example a car or a bus or a truck. For example, the land vehicle is configured to travel in rough terrain, and is for example provided with four or all-wheel drive. In another example, the vehicle is a water vehicle, such as a boat.

[0014] The passenger cabin of the vehicle is the part of the vehicle where the vehicle driver or any passenger is when using the vehicle. For example, the passenger cabin comprises seats for the driver and / or the passengers to sit on. For example, the passenger cabin comprises a cargo compartment for storing goods on the vehicle. For example, the passenger cabin is divided into multiple compartments, where the air stream is directed to one or more or all of the compartments in the first mode. For example, the passenger cabin is substantially closed, such as in a car with a fixed roof, or the passenger cabin is substantially open, for example in a convertible car where the roof is not connected. Even in a convertible car where the roof is not connected, the people in the convertible car are more comfortable when there is no need to heat the passenger cabin, and when the thermal regulation system is in the second mode.

[0015] A fan is a device having a rotor capable of generating an airflow. For example, the rotor is provided with blades. The blades have a blade pitch, which is an angle at which the blades are oriented on the rotor. For example, the blade pitch is set to generate the same amount of airflow for a certain rotational speed of the rotor in a first mode and in a second mode. For example, the blade pitch is 45°. Alternatively, the blade pitch is set to generate an airflow having a greater air speed for a certain rotational speed of the rotor in the second mode compared to in the first mode. In another example, the fan is a centrifugal pump for pumping an airflow. For example, the centrifugal pump has two rotors, also referred to as impellers. One of the two rotors is configured to rotate in the first mode to direct the airflow along a first flow path, while the other of the two rotors is configured to rotate in the second mode to direct the airflow along a second flow path. In this example, the two rotors rotate sequentially, rather than simultaneously. Alternatively, the centrifugal pump has a single rotor. In yet another example, the fan is an axial pump for pumping an airflow. In one example, the fan is a crossflow fan, sometimes referred to as a tangential fan or a ducted fan. The airflow moves transversely through the rotor of the crossflow fan.

[0016] The fan comprises an electric machine configured to rotate a rotor of the fan relative to a stationary part of the fan. The stationary part of the fan is referred to as a stator. For example, the electric machine has magnets on the rotor, and electric coils on the stator. By providing electric current to the coils, an electromagnetic force is generated between the electric coils on the stator and the magnets on the rotor, causing the rotor to rotate relative to the stator. By controlling the timing and amount of electric current through the electric coils, the rotor is controlled to rotate in a first direction or in a second direction. For example, the first direction is a clockwise direction, and the second direction is a counter-clockwise direction. In one embodiment, the fan is provided with two rotors, for example the two rotors are arranged concentrically on the stator. One of the two rotors is configured to rotate in the first direction to generate an airflow along a first flow path. The other of the two rotors is configured to rotate in the second direction to generate an airflow along a second flow path. When one of the two rotors is rotating, the other of the two rotors is stationary, i.e. not rotating.

[0017] The first heat exchanger transfers heat using the airflow by having a surface that contacts the airflow. The larger the surface, the more easily heat can be transferred from the first heat exchanger to the airflow. To form a large surface, the first heat exchanger for example has a surface that comprises protrusions such as pins and / or comprises indentations and / or grooves. In one example, the surface has protruding features that cause the airflow to become turbulent. Heat is more easily transferred to a turbulent airflow compared to a laminar airflow. The first heat exchanger for example comprises a material having good heat transfer properties, such as aluminium. In one example, the first heat exchanger is made entirely from aluminium. By using a material having good heat transfer properties, heat is easily transferred within the first heat exchanger to the surface that contacts the airflow.

[0018] In one example, the first heat exchanger comprises two heat exchangers. The air stream successively passes through the two heat exchangers. In this example, in the first mode, one of the two heat exchangers is configured as an evaporator to transfer heat from the air stream. Thus, in the first mode, the one of the two heat exchangers cools the air stream directed along the first flow path towards the passenger compartment. In this way, the passenger compartment is provided with cooled air. In the second mode, both of the two heat exchangers are configured as condensers to transfer heat to the air stream. Thus, in the second mode, both of the two heat exchangers heat the air stream directed along the second flow path. By using both heat exchangers in the second mode, while using only one heat exchanger in the first mode, the thermal conditioning system is able to transfer more heat from the first heat exchanger to the air stream in the second mode than in the first mode.

[0019] For example, the passenger compartment air duct is a single duct between the first heat exchanger and the passenger compartment. In another example, the passenger compartment air duct comprises a plurality of ducts between the first heat exchanger and the passenger compartment. The driver can select which one or combination of the ducts the air stream flows through by setting one or more valves. For example, one of the ducts directs the air stream towards the front window of the vehicle. In this way, the air stream can be used to remove ice or fog on the front window. By providing a heated air stream, the ice on the front window will melt and the fog on the front window will disappear. For example, another one of the ducts directs the air stream to the feet of the driver or passengers. It is comfortable for a cold person to have warm feet. For example, other ducts are provided to direct the air stream towards the side windows of the vehicle, towards the back seat of the vehicle and / or towards the cargo compartment (e.g. the trunk of a car).

[0020] The outside air duct provides a duct between the outside environment of the vehicle and the first heat exchanger. The outside air duct comprises a single duct or a plurality of ducts. The side of the outside air duct that sucks in outside air is arranged, for example, close to the bottom of the front window, in a grille at the front of the vehicle and / or on the hood of the vehicle. In another example, the side of the outside air duct that sucks in outside air is arranged on the roof of the vehicle or at the back of the vehicle. In yet another example, the side of the outside air duct that sucks in outside air is arranged inside the engine compartment of the vehicle. In this example, the engine compartment has sufficient openings to allow air from outside the car to reach the outside air duct via the engine compartment. One advantage of providing the outside air duct in the engine compartment is that the outside air duct is less likely to be blocked by snow or ice.

[0021] For example, the sensor is a temperature sensor that provides information about the temperature of a brake of the vehicle, a passenger cabin, an electric machine, a battery or a temperature of a heat transfer medium in a cooling circuit. The sensor comprises, for example, a sensor that provides information about a work load of the electric machine, e.g. by detecting revolutions per minute (rpm) of the electric machine, an amount of current provided to the electric machine or a torque provided by the electric machine. The sensor comprises, for example, a sensor that provides information about a brake usage, e.g. by detecting an amount of usage and time of the brake. The sensor comprises, for example, a sensor that provides information about a speed of the vehicle and / or a wind speed relative to the vehicle. The sensor comprises, for example, a sensor that provides information about a temperature of an environment outside the car and / or a temperature of an outer surface of the vehicle, e.g. a roof of the vehicle or a solar panel of the vehicle. In one embodiment, the sensor is part of a sensor system that comprises a plurality of sensors that provide a plurality of parts of the information.

[0022] Based on the information detected by the sensor, the sensor generates a signal. The control unit receives the signal and controls the thermal regulation system based on the signal. Based on the signal, the control unit sets the thermal regulation system in the first mode or in the second mode. Based on the signal of the sensor, the control unit drives the fan in the first direction or in the second direction. For example, when the sensor indicates that the temperature of the electric machine is low, the control unit sets the thermal regulation system in the first mode. When the sensor indicates that the temperature of the electric machine is high, the control unit sets the thermal regulation system in the second mode. For example, when the signal from the sensor exceeds a threshold value, the control unit switches the thermal regulation system from the first mode to the second mode. For example, the threshold value depends on the type of electric motor or electronic inverter or battery provided.

[0023] US patent application US2016082809A1 provides a solution for a passenger cabin of a car to become too hot after the car has been parked in the sun for a while. A valve system is arranged in the HVAC unit to provide air along a flow path. The flow path guides hot air from the passenger cabin via the HVAC unit to the outside of the car. Compared to the solution of US2016082809A1, the advantage of the present invention is that the present invention can remove heat from the vehicle without subjecting the passenger cabin to high temperatures.

[0024] In one embodiment, the vehicle comprises a heat generating component. The sensor is arranged to provide a signal representative of a temperature of the heat generating component.

[0025] According to this embodiment, the vehicle has a heat generating component, such as an electric motor or a gearbox or a brake or any other component that generates heat during use of the vehicle. Preferably, the heat generating component has a function other than heat generation, but generates heat as a side effect of performing this function. For example, a brake has the function of decelerating the vehicle. In decelerating the vehicle, the brake gets hot, and thus generates heat as a side effect of decelerating the vehicle. Another example is an electric motor. The function of the electric motor is to drive the vehicle. In driving the vehicle, the electric motor gets hot, and thus generates heat as a side effect of driving the vehicle. Another example of a heat generating component is a solar panel. For example, the vehicle is provided with a solar panel on top of the vehicle to provide the vehicle with electrical energy. The function of the solar panel is to generate electricity by collecting sunlight. A side effect of this function is that the solar panel gets hot. The occurrence of the hot situation is because not all sunlight is converted into electricity. Some sunlight is reflected by the solar panel, and some sunlight is absorbed by the solar panel. The absorbed sunlight is converted into heat. In addition, the electric current in the solar panel causes the solar panel to get hot. The higher the temperature of the solar panel, the lower the efficiency of the solar panel. An 8% reduction in efficiency occurs when the temperature of the solar panel is increased by 20°C. When the temperature increases above a certain threshold, the heat generated by the heat generating component negatively impacts the primary function of the heat generating component.

[0026] In one embodiment, the second flow path extends from the passenger cabin, through the passenger cabin air duct, to the first heat exchanger, and then from the first heat exchanger through the outside air duct to the environment outside the vehicle.

[0027] In this embodiment, the second flow path then extends from the passenger cabin to the passenger cabin air duct, from the passenger cabin air duct to the first heat exchanger, from the first heat exchanger to the outside air duct, and from the outside air duct to the environment outside the vehicle.

[0028] One advantage of this embodiment is that the second flow path follows the same part of the vehicle as the first flow path. Because the second flow path follows the same part of the vehicle as the first flow path, the thermal regulation system only requires a minimum amount of components. Because the passenger cabin air duct is used for both the first flow path and the second flow path, the second flow path upstream of the first heat exchanger does not require an additional air duct. In an alternative embodiment, the second flow path has an additional duct upstream of the first heat exchanger. In this alternative embodiment, the second flow path extends from the environment outside the vehicle, through the additional duct, to the first heat exchanger, and from the first heat exchanger, through the outside air duct, back to the environment outside the vehicle. In this alternative embodiment, the second flow path does not start inside the passenger cabin, but starts in the environment outside the vehicle.

[0029] In an embodiment, the fan is configured to provide an air flow along the first heat exchanger at a higher maximum flow speed or a higher maximum flow rate in the second mode than in the first mode.

[0030] According to the embodiment, the fan is able to direct more air and / or at a higher speed along the first heat exchanger in the second mode than in the first mode. This allows more heat to be transferred from the first heat exchanger to the air flow in the second mode. In the first mode, the maximum flow speed and the maximum flow rate are limited to provide a comfortable air flow within the passenger cabin. A flow speed that is too high in the first mode can result in an uncomfortable air supply within the passenger cabin. A flow rate that is too high in the first mode can result in an uncomfortable high pressure within the passenger cabin. However, in the second mode, the flow speed and the flow rate can be higher than in the first mode, as the air flow is directed outside the passenger cabin and outside the vehicle.

[0031] In an embodiment, the thermal regulation system comprises a first cooling circuit. The first cooling circuit is adapted to provide a flow of a heat transfer medium through the first cooling circuit. The first cooling circuit is configured to transfer heat from the heat generating components to the first heat exchanger via the heat transfer medium.

[0032] To prevent the heat generating components from becoming too hot, a first cooling circuit is provided. The first cooling circuit provides a flow of a heat transfer medium. The heat transfer medium is a medium that is able to flow through the first cooling circuit, that is able to absorb heat from the heat generating components and to transfer the heat towards the first heat exchanger. The heat transfer medium comprises for example water or a refrigerant or any other suitable coolant. For example, the heat transfer medium comprises an inorganic additive technology coolant (IAT coolant), an organic acid technology coolant (OAT coolant), a hybrid organic acid technology coolant (HOAT coolant) or a glycol water solution or a propylene glycol water solution. The heat transfer medium comprises for example a water-glycol mixture as a coolant. The heat transfer medium comprises for example a r1234yf refrigerant. The heat transfer medium is for example present in the first cooling circuit in a liquid phase or a gaseous phase. For example, the heat transfer medium changes from a liquid phase to a gaseous phase and vice versa in the first cooling circuit. For example, the first cooling circuit is configured to absorb heat from the heat generating components by changing the heat transfer medium from a liquid phase to a gaseous phase. For example, the first cooling circuit is configured to transfer heat towards the first heat exchanger by changing the heat transfer medium from a gaseous phase to a liquid phase.

[0033] The first cooling circuit is called a cooling circuit because the first cooling circuit is provided to cool the heat generating components. Therefore, a person skilled in the art would consider the first cooling circuit to be a cooling circuit. However, while cooling the heat generating components, the first cooling circuit warms up the first heat exchanger, so the first cooling circuit can also be considered to be a heating circuit or, more generally, to be a heat transfer circuit or a thermal energy transfer circuit.

[0034] Heat from the heat generating component is transferred to the heat transfer medium by thermal contact between the heat generating component and the heat transfer medium. For example, the heat generating component has a surface that becomes hot during use of the heat generating component. For example, the first cooling circuit has a tube in contact with the surface. The heat transfer medium can absorb heat from the surface by flowing through the tube. In another example, the first cooling circuit has one or more passages extending through the heat generating component. The heat transfer medium flows through the one or more passages to absorb heat from the heat generating component.

[0035] In one embodiment, the first cooling circuit is adapted to provide a higher temperature of the heat transfer medium in the second mode compared to in the first mode.

[0036] According to this embodiment, the first cooling circuit increases the temperature of the heat transfer medium in the second mode compared to the first mode. By increasing the temperature of the heat transfer medium, the temperature of the first heat exchanger is increased. As a result, the first heat exchanger is able to transfer more heat to the air stream in the second mode. The first cooling circuit is adapted to provide the heat transfer medium of different temperatures, for example by using a refrigerant or a heat pump, or by changing the flow or flow rate of the heat transfer medium. In one example, the first cooling circuit is adapted to provide the heat transfer medium of different temperatures by using different numbers of passages through which the heat transfer medium flows in the first mode and in the second mode.

[0037] In one embodiment, the thermal regulation system comprises a second heat exchanger. The first cooling circuit is configured to transfer heat from the heat generating component via the heat transfer medium in parallel to the first heat exchanger and the second heat exchanger. The second heat exchanger is arranged to transfer heat from the heat transfer medium to an environment outside the vehicle.

[0038] According to this embodiment, heat is transferred from the heat generating component in parallel to the first heat exchanger and the second heat exchanger. In parallel means that a part of the heat from the heat generating component is transferred to the first heat exchanger without being transferred to the second heat exchanger, and another part of the heat from the heat generating component is transferred to the second heat exchanger without being transferred to the first heat exchanger. In one example, the first cooling circuit is configured to transfer heat from the heat transfer medium first to the first heat exchanger. Further downstream in the first cooling circuit, the first cooling circuit is configured to transfer heat from the heat transfer medium to the second heat exchanger.

[0039] For example, the second heat exchanger is configured to transfer heat from the heat generating components to the environment, irrespective of whether the thermal regulation system is in the first mode or the second mode. For example, the second heat exchanger is a radiator arranged in a grille of the vehicle. For example, the second heat exchanger is large enough to sufficiently cool the heat generating components in most situations. For example, the most situations include using the vehicle at moderate ambient temperatures, using the vehicle at moderate loads, and / or driving the vehicle at moderate speeds. In examples where the vehicle is a passenger car, the moderate ambient temperatures are for example 25 °C or less, the moderate loads are 4 passengers or less, and the moderate speeds are less than 100 km per hour, without excessive acceleration and deceleration.

[0040] In one example, the second heat exchanger receives heat from the heat generating components, while the first heat exchanger receives heat from different heat generating components. For example, the second heat exchanger receives heat from the electric machine, while the first heat exchanger receives heat from the battery.

[0041] In one embodiment, the thermal regulation system comprises a second cooling circuit and a third heat exchanger. The second cooling circuit is configured to provide a flow of a second heat transfer medium through the second cooling circuit. The third heat exchanger is configured to transfer heat from the heat transfer medium to the second heat transfer medium. The second cooling circuit is configured to transfer heat from the second heat transfer medium to the first heat exchanger.

[0042] According to this embodiment, the second cooling circuit is configured to transfer heat from the first cooling circuit to the first heat exchanger. One advantage of this embodiment is that the second cooling circuit improves the heat transfer between the first cooling circuit and the first heat exchanger. In particular, the heat transfer of an electric vehicle in hot weather is improved. Electronic components of an electric vehicle, such as an electric machine, are typically heated up to about 40 °C or 50 °C, which is much lower than, for example, an internal combustion engine that is heated up to 90 °C. Heating electronic components beyond 50 °C can cause damage to the electronic components, while an internal combustion engine is not damaged at 90 °C. In hot weather at 30 °C, there is only a small temperature difference of 10-20 °C between the environment and the electronic components. By adding the second cooling circuit, the heat transfer is improved even for an electric vehicle in hot weather. For example, the second heat transfer medium is a refrigerant. The refrigerant is evaporated at the third heat exchanger, so the refrigerant is in a gaseous phase and at a low temperature, for example 5 °C or 10 °C. The low temperature of the refrigerant helps to transfer heat from the first cooling circuit, which is for example at a temperature of 40 °C or 50 °C. By condensing the refrigerant at the first heat exchanger, the refrigerant enters a liquid phase at a high temperature. The high temperature is used to transfer heat from the first heat exchanger to the air flow generated by the fan.

[0043] The second cooling circuit is referred to as a cooling circuit because the second cooling circuit is provided to improve cooling of the heat generating components. Therefore, the second cooling circuit will be considered by the skilled person as a cooling circuit. However, while improving cooling of the heat generating components, the second cooling circuit warms up the first heat exchanger, so the second cooling circuit can also be considered as a heating circuit, or more generally as a heat transfer circuit or heat energy transfer circuit.

[0044] In one embodiment, the first flow path is opposite to the second flow path.

[0045] According to this embodiment, the first flow path is the same as the second flow path, only the direction of the air flow is opposite. In the first mode, the direction of the air flow is from the environment outside the vehicle to the first heat exchanger to the passenger compartment, while in the second mode, the direction of the air flow is opposite to the direction in the first mode, i.e. from the passenger compartment to the first heat exchanger to the environment outside the vehicle. In this embodiment, the thermal regulation system only requires a minimum number of components, because the same components are used for both the first flow path and the second flow path.

[0046] The embodiment has a further advantage in case the thermal conditioning system is provided with an air filter. In the first mode, the air filter is arranged to remove particles, such as dust and pollen, from the air drawn in via the outside air duct. The particles are removed from the air stream before the air stream reaches the passenger compartment. For example, the air filter is located in the outside air duct, in the passenger compartment air duct or in the vicinity of the fan. In the first mode, particles accumulate at the air filter. Due to the accumulation of particles in the air filter, it will become more difficult for the air stream to pass through the air filter. In the worst case, the air filter is completely clogged with particles, so no air passes through the air filter. Due to the accumulation of particles in the air filter, the air filter needs to be cleaned or replaced regularly. By providing a second flow path opposite to the first flow path, the particles accumulated on the air filter can be removed from the air filter. The first flow path causes particles to enter the air filter, while the second flow path causes particles to be pushed away from the air filter. Thus, during the second mode, the air filter is cleaned with the air stream along the second flow path. The particles released from the air filter are pushed out of the thermal conditioning system via the outside air duct. In this way, the air filter needs less manual cleaning and / or needs to be replaced less often. For example, to improve the cleaning of the air filter, the fan is configured to have a higher flow rate or a higher flow volume of the air stream provided along the second flow path than along the first flow path. The higher flow rate or the higher flow volume creates a greater pressure on the air filter to separate the particles from the air filter. For example, the fan is configured to provide a higher flow rate or a higher flow volume along the second flow path by providing more power to the fan in the second mode, or by the design of the rotor. For example, the fan has a higher rotational speed in the second mode than in the first mode.

[0047] For example, the thermal conditioning system is configured to switch from the first mode to the second mode to clean the air filter periodically. For example, the period is once a day or once a week or once a month. For example, the thermal conditioning system is configured to perform this when the vehicle is not in use, for example when the vehicle is parked or when there is no person in the vehicle. When the thermal conditioning system switches to the second mode to clean the air filter, no heat can be transferred from the first heat exchanger to the air stream, because the vehicle does not generate heat.

[0048] In one embodiment, the vehicle comprises a battery, an electronic inverter and an electric motor. The battery is configured to provide electrical energy to the electronic inverter. The electronic inverter is configured to convert the electrical energy and to provide the converted energy to the electric motor. The electric motor is configured to drive the vehicle. The heat generating component is at least one of the battery, the electronic inverter and the electric motor.

[0049] In this embodiment, the vehicle is an electric vehicle, such as an electric car. The battery stores electrical energy. When driving the vehicle, the battery provides electrical energy to the electronic inverter. The battery provides electrical energy to the electronic inverter in the form of direct current (DC). The electronic inverter converts the electrical energy from the battery from direct current (DC) to alternating current (AC). The electric motor uses the alternating current (AC) from the electronic inverter to drive the vehicle. Typically, electric motors powered by alternating current are more efficient than electric motors powered by direct current. Since the battery can only provide direct current, the electronic inverter is provided to power the efficient electric motor with the battery.

[0050] When driving the electric vehicle, electrical current flows through the electric motor, the electronic inverter and the battery. Depending on the situation, for example when driving a fully loaded vehicle uphill, the electrical current is a large current. The large current causes the components to generate a large amount of heat, which causes the temperature of these components to rise. Unfortunately, the high temperature of these components reduces the efficiency, or can even cause damage to the components. By transferring the heat from the electric motor, the electronic inverter and / or the battery to the first heat exchanger, the temperature of these components is kept at a desired low value.

[0051] In one embodiment, the vehicle comprises a battery to provide electrical energy to the vehicle. A sensor is configured to provide a first charge signal and a second charge signal. The first charge signal indicates that the battery is not being charged. The second charge signal indicates that the battery is being charged. A control unit is configured to switch to a first mode based on the first charge signal, and to switch to a second mode based on the second charge signal.

[0052] Using a charging unit to periodically charge the battery of a vehicle can take several hours to fully charge the battery. When using a charging unit to quickly charge the battery, the battery can be charged in a short time, for example within 30 minutes. When using a charging unit to charge the battery of a vehicle, especially when quickly charging, a large current flows through the battery. The heat generated by this current increases the temperature of the battery. The current can also cause the temperature of other components in the vehicle to increase, for example a converter that converts the voltage of the charging unit to the voltage of the battery. If the temperature becomes too high, the charging of the battery should be slowed down or even temporarily stopped so that the battery can cool down. In this embodiment, the sensor is configured to indicate whether the battery is being charged. When the battery is not being charged or has finished charging the battery, no large current flows through the battery. As a result, the battery does not generate or only generates little heat, so the control unit sets the thermal regulation system to the first mode. When the battery is being charged, a large current flows through the battery. As a result, the battery generates a large amount of heat, so the control unit sets the thermal regulation system to the second mode to transfer at least part of the heat from the battery to the first heat exchanger. Switching to the second mode is less likely to reduce any comfort of a user of the vehicle when charging the battery at the charging unit. Typically, when charging the battery at the charging unit, for example at home or at a charging station, the user of the vehicle is not inside the passenger compartment but is elsewhere, for example walking outside, at home or at work.

[0053] In an embodiment, the control unit is configured to alternate between the first mode and the second mode when the battery is being charged. In this embodiment, the control unit switches between the first mode and the second mode while the battery is being charged to, on the one hand, transfer enough heat from the battery via the first heat exchanger and, on the other hand, to guarantee a comfortable temperature inside the passenger compartment. For example, when the thermal regulation system is in the second mode for five minutes and then switches to the first mode for five minutes to achieve the required temperature of the passenger compartment, the battery is sufficiently cooled by the first heat exchanger. After running in the first mode for five minutes, the thermal regulation system switches back to the second mode for five minutes. This switching is repeated as long as the battery is being charged. Instead of five minutes, any other suitable time period can be used, for example three minutes, ten minutes or fifteen minutes. For example, the time period of the first mode is different from the time period of the second mode. In another example, during charging of the battery, the thermal regulation system is in the first mode until the required temperature of the passenger compartment has been reached. Then, the thermal regulation system switches to the second mode and remains in the second mode until additional heat is required inside the passenger compartment. When additional heat is required inside the passenger compartment, the thermal regulation system switches back to the first mode. This switching is repeated as long as the battery is being charged.

[0054] In one embodiment, the vehicle includes an electrical connection and a solar panel. The electrical connection is configured to connect with a charging unit to charge the battery with electrical energy. The solar panel is configured to charge the battery with solar electrical energy. The control unit is configured to switch to the second mode when the battery is being charged via the electrical connection.

[0055] In this embodiment, the battery of the vehicle can be charged by a charging unit or by a solar panel via an electrical connection on the vehicle. As long as the solar panel is exposed to sunlight or other types of suitable light, the solar panel provides solar electrical energy to the battery. The solar electrical energy is provided to the battery at a relatively low number of amperes, so that charging with solar electrical energy does not generate a large amount of heat in the battery. Charging the battery with a charging unit is only possible when the vehicle is stationary. It is preferred to charge the battery as quickly as possible with the charging unit, so that a large number of amperes is used to quickly provide a large amount of energy to the battery. As a result, a large amount of heat is generated when charging the battery with the charging unit, especially when fast charging. The control unit is configured to switch to the second mode when the battery is being charged via the charging unit to transfer the large amount of generated heat, and to switch to the first mode when the battery is being charged by the solar panel (during which only a small amount of heat is generated).

[0056] In one embodiment, the vehicle includes a passage between the passenger compartment and an environment outside the vehicle. The second flow path extends from the environment outside the vehicle to the passenger compartment via the passage, and subsequently from the passenger compartment to the first heat exchanger via the passenger compartment air duct.

[0057] In the second mode, the fan sucks air from the passenger compartment to the first heat exchanger via the passenger compartment air duct. To prevent an underpressure from being generated in the passenger compartment, the vehicle is provided with a passage. This passage forms a duct between the passenger compartment and an environment outside the vehicle, so that air can flow from the environment outside the vehicle to the passenger compartment via this passage when the thermal regulation system is in the second mode. For example, the passage is arranged in the roof of the vehicle, in the vicinity of the front window, in the vicinity of the rear window, in one or more doors and / or in the floor of the vehicle.

[0058] In an embodiment, the vehicle is configured to close the passage when the thermal conditioning system is in the first mode and to open the passage when the thermal conditioning system is in the second mode. To prevent an undesired draft in the passenger compartment, the passage is closed when the thermal conditioning system is in the first mode. In the second mode, the passage is opened to prevent underpressure in the passenger compartment. For example, the passage is a one-way seal. The seal has, for example, a check valve or a flexible flap, for example a rubber flap. One side of the flap is in contact with the air pressure in the passenger compartment and the other side of the flap is in contact with the air pressure of the environment outside the vehicle. In the first mode, the air pressure in the passenger compartment is the same or slightly greater than the air pressure outside the vehicle. The air pressure in the passenger compartment pushes the flexible flap into a closed position, so the passage is closed. In the second mode, the fan sucks in air from the passenger compartment, resulting in a slight decrease in air pressure in the passenger compartment. The decrease in air pressure in the passenger compartment is too small to cause discomfort to the people in the passenger compartment. As a result, the air pressure in the passenger compartment is less than the air pressure outside the vehicle. The air pressure outside the vehicle pushes the flexible flap into an open position, so the passage is opened. In addition or alternatively, the passage is closed by a valve. For example, the control unit controls an actuator that opens the valve in the second mode and closes the valve in the first mode.

[0059] In an embodiment, the vehicle comprises a window. The passage is formed by opening the window. The control unit is configured to open the window when the thermal conditioning system is in the second mode.

[0060] According to this embodiment, the vehicle is configured to open the window in the second mode. For example, the control unit controls an actuator to open the window in the second mode. For example, the window is a side window at the driver's seat or a side window at the passenger's seat. For example, the window is a sunroof window. The window is fully opened or partially opened. For example, the window is partially opened to form a gap of 0.5 cm or 1 cm or 5 cm or 10 cm between the window and the window frame. For example, the control unit is configured to close the window when the thermal conditioning system switches back to the first mode.

[0061] In an embodiment, the invention relates to a vehicle comprising a thermal conditioning system and a passenger cabin. The thermal conditioning system comprises a fan, a first heat exchanger, an outside air duct and a passenger cabin air duct. The fan is configured to generate an air flow. The first heat exchanger is arranged to transfer heat to the air flow. The thermal conditioning system is configured to switch between a first mode and a second mode. In the first mode, the fan is rotated in a first direction to direct the air flow along a first flow path. In the second mode, the fan is rotated in a second direction opposite to the first direction to direct the air flow along a second flow path. The first flow path extends from an environment outside the vehicle through the outside air duct to the first heat exchanger and subsequently from the first heat exchanger through the passenger cabin air duct into the passenger cabin. The second flow path extends from the first heat exchanger via the outside air duct to the environment outside the vehicle. The first flow path is opposite to the second flow path. The vehicle comprises a heat generating component and a first cooling circuit. The first cooling circuit is adapted to provide a flow of a heat transfer medium through the first cooling circuit. The first cooling circuit is configured to transfer heat from the heat generating component to the first heat exchanger via the heat transfer medium. Optionally, the vehicle comprises a battery, an electronic inverter and an electric motor. The battery is configured to provide electrical energy for the electronic inverter. The electronic inverter is configured to convert the electrical energy and to provide the converted energy for the electric motor. The electric motor is configured to drive the vehicle. The heat generating component is at least one of the battery, the electronic inverter and the electric motor.

[0062] An advantage of this embodiment is that the heat transfer from the heat generating component can be temporarily increased, for example when the heat generating component is in danger of becoming too hot. The invention is particularly useful when the heat generating component is a battery, an electronic inverter or an electric motor of a vehicle. These components can only generate little heat in one situation, for example when driving on flat terrain at a constant speed, and can generate a large amount of heat in another situation, for example when over-accelerating and decelerating on hilly terrain.

[0063] In an embodiment, a vehicle comprising a thermal conditioning system and a passenger cabin is provided. The thermal conditioning system comprises a fan, a first heat exchanger, an outside air duct and a passenger cabin air duct. The fan is configured to generate an air flow. The first heat exchanger is arranged for transferring heat to the air flow. The thermal conditioning system is configured to switch between a first mode and a second mode. In the first mode, the fan is rotated in a first direction to direct the air flow along a first flow path. In the second mode, the fan is rotated in a second direction opposite to the first direction to direct the air flow along a second flow path. The first flow path extends from an environment outside the vehicle through the outside air duct to the first heat exchanger and subsequently from the first heat exchanger through the passenger cabin air duct into the passenger cabin. The second flow path extends from the first heat exchanger via the outside air duct to the environment outside the vehicle. The vehicle comprises a heat generating component and a first cooling circuit. The first cooling circuit is adapted to provide a flow of a heat transfer medium through the first cooling circuit. The first cooling circuit is configured to transfer heat from the heat generating component to the first heat exchanger via the heat transfer medium. The thermal conditioning system comprises a sensor and a control unit. The sensor provides a signal representative of information of a part of the vehicle. The control unit is configured to switch between the first mode and the second mode based on the signal. Optionally, the vehicle comprises a battery to provide electrical energy to the vehicle. The sensor is configured to provide a first charge signal and a second charge signal. The first charge signal indicates that the battery is not being charged. The second charge signal indicates that the battery is being charged. The control unit is configured to switch to the first mode based on the first charge signal and to switch to the second mode based on the second charge signal.

[0064] This embodiment has the advantage that additional heat transfer from the heat generating component is temporarily provided based on the signal from the sensor. In this way, the heat generating component can be kept at a desired temperature at which the heat generating component can effectively perform its main function. This embodiment is particularly beneficial if the heat generating component is a battery of the vehicle and the signal is indicative of whether the battery is being charged. During charging of the battery, the temperature of the battery can rapidly increase. Unfortunately, a high temperature of the battery can substantially reduce the effectiveness of the battery. By placing the thermal conditioning system in the second mode to transfer heat from the battery during charging of the battery, the temperature of the battery does not exceed a desired threshold temperature. BRIEF DESCRIPTION OF DRAWINGS

[0065] The application will be described in more detail with reference to the enclosed drawings, in which an exemplary embodiment of the application will be illustrated in a non-limiting way. The drawings show:

[0066] Figure 1 is a detailed view of the thermal conditioning system in the first mode according to an embodiment of the application.

[0067] Figure 2 is a detailed view of the thermal conditioning system in the second mode according to an embodiment of the application.

[0068] Figure 3 is a thermal conditioning system according to an embodiment of the invention.

[0069] Figure 4 is a vehicle comprising a thermal conditioning system according to an embodiment of the invention. DETAILED DESCRIPTION

[0070] Figure 1 A detailed view of a thermal conditioning system 100 according to an embodiment of the invention is schematically disclosed. The thermal conditioning system 100 comprises a fan 102, a first heat exchanger 104, an outside air duct 112 and a passenger cabin air duct 114. The fan 102 is configured to generate an air flow 108. The first heat exchanger 104 is arranged to transfer heat to the air flow 108. The HVAC unit 106 is part of the thermal conditioning system 100 comprising the fan 102, the first heat exchanger 104 and the passenger cabin air duct 114.

[0071] Figure 1 The thermal conditioning system 100 in a first mode is disclosed. In the first mode, the fan 102 is rotated in a first direction 110 to direct the air flow 108 along a first flow path. The first flow path is indicated by the arrow. The first flow path extends from an environment 116 outside the vehicle through the outside air duct 112 to the first heat exchanger 104 and subsequently from the first heat exchanger 104 through the passenger cabin air duct 114 into a passenger cabin 118. The passenger cabin air duct 114 comprises three ducts. The passenger cabin air duct 114a is arranged to direct the air flow 108 towards a front window of the vehicle. The passenger cabin air duct 114b is arranged to direct the air flow 108 towards the feet of a driver of the vehicle when the driver is seated in the vehicle. The passenger cabin air duct 114c is arranged to direct the air flow 108 towards the upper body of the driver when the driver is seated in the vehicle. Valves 120 are provided on the three passenger cabin air ducts 114a-c for the air flow 108. Each valve 120 is configured to be fully open, fully closed or partially open. In one example, one or more valves 120 are configured not to be fully closed, so the air flow 108 is never fully blocked if all valves 120 are in the closed position. The driver or a passenger is able to manually or automatically set the valves 120 to receive the air flow 108 via the desired passenger cabin air duct 114a-c.

[0072] The first heat exchanger 104 is provided with heat from a heat generating component. The first heat exchanger 104 transfers heat to the air flow 108 passing through the first heat exchanger 104.

[0073] The thermal conditioning system 100 comprises a control unit 122 configured to control the rotational speed and rotational direction of the fan 102. The control unit 122 has an output terminal to send a control signal 122a to the fan 102. The fan 102 has an input terminal to receive the control signal 122a. Figure 1 The dashed line in Fig. 1 indicates a connection between the control unit 122 and the fan 102 over which the control signal 122a is sent from the control unit 122 to the fan 102. The fan 102 has a motor, which is not shown in Fig. 1. Based on the control signal 122a, the motor is driven to rotate a rotor of the fan 102. In the first mode, the control unit 122 controls the fan 102 to rotate in the first direction 110. In the first mode, the motor is driven by the control signal 122a to rotate the rotor of the fan 102 in the first direction 110. Figure 1

[0074] The control unit 122 also has an output terminal to send a control signal 122b to the valve 120. Figure 1 The dashed line in Fig. 1 indicates a connection between the control unit 122 and the valve 120 over which the control signal 122b is sent from the control unit 122 to the valve 120. The valve 120 has at least one actuator, which is not shown in Fig. 1. The at least one actuator is configured to open and close the valve 120 based on the control signal 122b. Figure 1

[0075] Figure 2 A detailed view of the thermal conditioning system 100 in the second mode according to an embodiment of the present application is disclosed. In the second mode, the fan 102 rotates in a second direction 210 opposite to the first direction 110 to direct the air flow 108 along a second flow path. The second flow path is indicated by arrows pointing in the opposite direction of the arrows of the first flow path in Fig. 1. In Fig. 2, the second flow path extends from the passenger compartment 118 via one or more passenger compartment air ducts 114a-c to the first heat exchanger 104. The second flow path continues from the first heat exchanger 104 via the external air duct 112 to the environment 116 outside the vehicle. The first heat exchanger 104 is provided with heat from the heat generating components. The first heat exchanger 104 transfers the heat to the air flow 108 passing through the first heat exchanger 104. As the air flow 108 is directed via the external air duct 112 to the environment 116 outside the vehicle, the heat from the first heat exchanger 104 is carried away from the passenger compartment 118 and out of the vehicle by the air flow 108. Figure 1 Figure 2

[0076] ​​​​The control unit 122 controls the fan 102 to rotate in the second direction 210 by sending a control signal 122a from an output terminal of the control unit 122 to an input terminal of the fan 102. The motor of the fan 102 drives the rotor of the fan 102 in the second direction 210 based on the control signal 122a. For example, the control unit 122 sends a control signal 122b from an output terminal of the control unit 122 to an input terminal of the valve 120 to open the valve 120. By opening the valve 120, the control unit 122 ensures that sufficient air can be drawn from the passenger cabin 118 to transfer heat via the first heat exchanger 104.

[0077] Figure 3 A thermal conditioning system 100 according to an embodiment of the application is disclosed. The thermal conditioning system 100 comprises a first cooling circuit 212 and a second cooling circuit 222. The first cooling circuit 212 comprises a second heat exchanger 214, a conduit 216, a first branch 218a and a second branch 218b. The first cooling circuit 212 is configured to provide a flow of heat transfer medium through the conduit 216 and to bring the heat transfer medium in thermal contact with the electric machine 202, the inverter 204 and the battery 206 of the vehicle. For example, the conduit 216 passes through the electric machine 202, the inverter 204 and the battery 206. During use of the vehicle, the electric machine 202, the inverter 204 and / or the battery 206 reach a temperature that is higher than the temperature of the heat transfer medium. Because the heat transfer medium is in thermal contact with the electric machine 202, the inverter 204 and the battery 206, these components transfer heat to the heat transfer medium. The first cooling circuit 212 is configured to provide the heat transfer medium to the second heat exchanger 214. The second heat exchanger 214 is in contact with the outside air 230 and is for example arranged at a grille of the vehicle. The second heat exchanger 214 transfers heat from the heat transfer medium to the outside air 230.

[0078] After the second heat exchanger 214, the conduit 216 is split into a first branch 218a and a second branch 218b. The first branch 218a forms a conduit that passes through the inverter 204 and the battery 206. The second branch 218b forms a conduit that passes through the electric machine 202. In this way, the first branch 218a can be optimized for cooling the inverter 204 and the battery 206, while the second branch 218b is optimized for cooling the electric machine 202. For example, a valve 240a is arranged in the first branch 218a and a valve 240b is arranged in the second branch 218b to set the flow of the heat transfer medium through the first branch 218a and the second branch 218b, respectively. When only a small amount of heat needs to be transferred from the heat generating components, the valves 240a, 240b are configured to limit the flow of the heat transfer medium, while when a large amount of heat needs to be transferred from the heat generating components, the valves 240a, 240b are configured to increase the flow of the heat transfer medium. The control unit 122 is configured to control the valves 240a, 240b. The control unit 122 is configured to send control signals to the valves 240a, 240b to open or close one or more of the valves 240a, 240b.

[0079] The second cooling circuit 222 comprises a fourth heat exchanger 224, a conduit 226, and a compressor 228. The conduit 226 is configured to provide a flow of the second heat transfer medium through the first heat exchanger 104, the compressor 228, and the fourth heat exchanger 226.

[0080] The first cooling circuit 212 and the second cooling circuit 222 are connected to each other via a third heat exchanger 208. The third heat exchanger 208 can be referred to as a cooler that receives heat from the first cooling circuit 212 and transfers this heat to the second cooling circuit 222. The second cooling circuit 222 further transfers this heat to the first heat exchanger 104 to operate the thermal conditioning system 100 in the first mode or the second mode. The second cooling circuit 222 transfers a portion of the heat from the first cooling circuit 212 to the fourth heat exchanger 224. The fourth heat exchanger 224 is in contact with the outside air 230 and is, for example, arranged at the underside of the vehicle. The fourth heat exchanger 224 transfers heat from the second cooling circuit 222 to the outside air 230.

[0081] The compressor 228 is configured to compress the second heat transfer medium in the second cooling circuit 222. By compressing the second heat transfer medium before the fourth heat exchanger 224, the second heat transfer medium has a high temperature in the fourth heat exchanger 224. Due to the high temperature of the second heat transfer medium, heat is readily transferred from the fourth heat exchanger 224 to the outside air. The third heat exchanger 208 is configured to decompress or evaporate the second heat transfer medium in the second cooling circuit 222. By evaporating the second heat transfer medium in the third heat exchanger 208, the second heat transfer medium has a low temperature in the third heat exchanger 208. Due to the low temperature of the second heat transfer medium, heat is readily transferred from the first cooling circuit 212 to the second cooling circuit 222 via the third heat exchanger 208. Optionally, the second heat transfer medium is compressed before or at the first heat exchanger 104. By compressing the second heat transfer medium before or at the first heat exchanger 104, the temperature of the second heat transfer medium is increased at the first heat exchanger 104. With the increase in temperature, the first heat exchanger 104 is able to more easily transfer heat to the air stream 108.

[0082] Figure 4 A vehicle, i.e. a car 400, comprising the thermal conditioning system 100 according to an embodiment of the present application is schematically disclosed. The car 400 has a passenger cabin 402 in which seats are provided for the driver and the passengers to sit. The car 400 is an electric car having a battery 206 for providing electrical energy to an electric motor (not shown in the figure). The car 400 has an electronic inverter (not shown in the figure) for converting the electrical energy from the battery 206 and providing the converted electrical energy to the electric motor. The car 400 further has a solar panel 406 on the roof of the car 400 to provide solar electrical energy to the battery 206. The car 400 has an electrical connector 410 which is electrically connected with the battery 206. The electrical connector 410 is used to connect the battery 206 with a charging unit to charge the battery 206. The charging unit charges the battery 206 of the car 400 using electrical power from the electrical grid.

[0083] Figure 4 It is schematically shown that the car 400 is provided with the HVAC unit 106, the second heat exchanger 214, the third heat exchanger 208 and the fourth heat exchanger 224. Other parts of the thermal conditioning system 100 are also applied in the present embodiment, but are not shown in the figure for the sake of clarity. Figure 4The second heat exchanger 214 is located behind the grille of the car 400, i.e. at the front of the car. The battery 206 is located at the bottom of the car 400. The first cooling circuit 212 is connected to the battery 206 to transfer heat from the battery 206 to the second heat exchanger 214 and the third heat exchanger 208. The third heat exchanger 208 transfers at least some of the heat from the battery 206 to the HVAC unit 106 via the second cooling circuit 222. The second cooling circuit 222 comprises a fourth heat exchanger 224 which is arranged at the bottom of the car 400.

[0084] The car 400 has a side window 404 which can be opened by lowering the side window 404. By lowering the side window 404, a gap is created between the upper edge of the glass of the side window 404 and the window frame. The control unit 122 (not shown in the figure) is arranged to lower the side window 404 when the thermal conditioning system 100 is in the second mode to create a passage between the passenger compartment 402 and the environment 116 outside the car. Furthermore, the car 400 is provided with a one-way seal 414 to provide an additional passage when the thermal conditioning system 100 is in the second mode. Figure 4

[0085] In one embodiment, the first cooling circuit 212 is connected to the solar panels 406 to transfer heat from the solar panels 406 to the first cooling circuit 212. If the temperature of the solar panels increases by 20 °C, the solar panels typically lose 8% of their efficiency. By connecting the first cooling circuit 212 to the solar panels 406, heat is removed from the solar panels 406 which reduces the temperature of the solar panels 406 and thereby increases the efficiency of the solar panels 406.

[0086] Figure 4 ​A control unit 122 is shown. The control unit 122 is connected to several components of the car 400, as indicated by dashed lines. The control unit 122 is connected to a sensor arranged in the second heat exchanger 214. The sensor in the second heat exchanger 214 is a temperature sensor that generates a signal representative of the temperature of the heat transfer medium in the second heat exchanger 214. The control unit 122 is connected to a sensor provided in the battery 206. The sensor in the battery 206 is a temperature sensor that generates a signal representative of the temperature of the battery 206. For example, the temperature sensor measures the temperature of the heat transfer medium in the battery 206. The control unit 122 is connected to a sensor in the electrical connector 410. The sensor in the electrical connector 410 generates a signal representative of whether the electrical connector 410 is connected to a charging unit. The sensor in the electrical connector 410 generates, for example, a signal representative of whether the battery 206 is being charged. The control unit 122 is connected to the side window 404. The control unit 122 is configured to provide a control signal to the side window 404 to control the motor of the side window 404. Based on the control signal, the motor of the side window 404 lowers or raises the side window 404. When the thermal regulation system 100 is in the second mode, the control unit 122 sends a control signal to the motor of the side window 404 to lower the side window 404.

[0087] The detailed embodiments of the application described herein are described in terms of the best practices at the time of writing.

[0088] Furthermore, the various terms used in the specification are not to be construed as limiting, but as a general explanation of the invention.

[0089] As used herein, "a" means one or more, unless otherwise specified. The phrase "plurality" means two or more. The words "comprising" and "having" are to be construed as open-ended language that does not exclude the presence of additional elements.

[0090] Reference signs in the claims are not to be construed as limiting the scope of the application. The particular embodiments are not required to achieve the described purposes.

[0091] The fact that certain technical measures are specified in different dependent claims is not to be interpreted as indicating that a combination of these technical measures can not be used to advantage.

Claims

1. A vehicle comprising a thermal control system (100) and a passenger compartment (402), The thermal control system (100) includes a fan (102), a first heat exchanger (104), an external air duct (112), a crew cabin air duct (114), and a sensor and control unit (122). The fan (102) is configured to generate an airflow (108). The first heat exchanger (104) is arranged to transfer heat to the airflow (108). The thermal control system (100) is configured to operate in a first mode and a second mode. in, In the first mode, the fan (102) rotates in a first direction (110) to guide the airflow along a first flow path. In the second mode, the fan (102) rotates in a second direction (210) opposite to the first direction (110) to guide the airflow (108) along a second flow path. The first flow path extends from the environment (116) outside the vehicle (400) through the external air duct (112) to the first heat exchanger (104), and then from the first heat exchanger (104) through the passenger compartment air duct into the passenger compartment (402). The second flow path extends from the first heat exchanger (104) via the external air duct (112) to the environment outside the vehicle (400). The sensors are arranged to provide a signal representing the temperature of a portion of the vehicle (400). The control unit (122) is configured to switch the thermal regulation system (100) between the first mode and the second mode based on the signal. In this second mode, compared to the first mode, the thermal regulation system (100) is adapted to transfer more heat from the first heat exchanger (104) to the airflow (108). The vehicle further includes heat-generating components (202, 204, 206), wherein the sensors are arranged to provide signals representing the temperature of the heat-generating components (202, 204, 206).

2. The vehicle (400) according to claim 1, wherein the second flow path extends from the passenger compartment (402) via the passenger compartment air duct (114) to the first heat exchanger (104), and then from the first heat exchanger (104) via the external air duct (112) to the environment (116) outside the vehicle (400).

3. The vehicle (400) according to claim 1, wherein, compared with the first mode, the fan (102) is configured to provide the airflow (108) along the first heat exchanger (104) at a higher maximum flow rate or a higher maximum flow rate in the second mode.

4. The vehicle (400) according to claim 1, wherein the thermal regulation system (100) includes a first cooling circuit (212), wherein the first cooling circuit (212) is adapted to provide a flow of a heat transfer medium through the first cooling circuit (212), wherein the first cooling circuit (212) is configured to transfer heat from the heat generating components (202, 204, 206) via the heat transfer medium to the first heat exchanger (104).

5. The vehicle (400) according to claim 4, wherein the first cooling circuit (212) is adapted to provide the heat transfer medium at a higher temperature in the second mode compared to the first mode.

6. The vehicle (400) of claim 4, wherein the thermal regulation system (100) includes a second heat exchanger (214), wherein the first cooling circuit (212) is configured to transfer heat from the heat generating components (202, 204, 206) in parallel via the heat transfer medium to the first heat exchanger (104) and the second heat exchanger (214), wherein the second heat exchanger (214) is arranged to transfer heat from the heat transfer medium to the environment (116) outside the vehicle (400).

7. The vehicle (400) of claim 6, wherein the thermal regulation system (100) includes a second cooling circuit (222) and a third heat exchanger (208), wherein the second cooling circuit (222) is configured to provide a flow of a second heat transfer medium through the second cooling circuit (222), wherein the third heat exchanger (208) is configured to transfer heat from the heat transfer medium to the second heat transfer medium, and wherein the second cooling circuit (222) is configured to transfer heat from the second heat transfer medium to the first heat exchanger (104).

8. The vehicle (400) according to claim 1, comprising a battery (206), an electronic inverter (204), and an electric motor (202), wherein the battery (206) is configured to provide electrical energy to the electronic inverter (204), wherein the electronic inverter (204) is configured to convert electrical energy and provide the converted energy to the electric motor (202), wherein the electric motor (202) is configured to drive the vehicle (400), and wherein the heat-generating component is at least one of the battery (206), the electronic inverter (204), and the electric motor (202).

9. The vehicle (400) of claim 1, comprising a battery (206) for providing electrical energy to the vehicle (400), wherein the sensor is configured to provide a first charging signal and a second charging signal, wherein the first charging signal indicates that the battery (206) is not being charged, wherein the second charging signal indicates that the battery (206) is being charged, wherein the control unit (122) is configured to switch the thermal regulation system (100) to a first mode based on the first charging signal, and to switch the thermal regulation system (100) to a second mode based on the second charging signal.

10. The vehicle (400) according to claim 9, wherein the control unit (122) is configured to alternate between the first mode and the second mode while the battery (206) is being charged.

11. The vehicle (400) of claim 9, comprising an electrical connector and a solar panel (406), wherein the electrical connector is configured to be connected to a charging unit to charge the battery (206) with electrical energy, wherein the solar panel (406) is configured to charge the battery (206) with solar electrical energy, and wherein the control unit (122) is configured to switch to the second mode when the battery (206) is being charged via the electrical connector.

12. The vehicle (400) of claim 1, comprising a passage between the passenger compartment (402) and the environment outside the vehicle (400), wherein the second flow path extends from the environment outside the vehicle (400) via the passage to the passenger compartment (402), and subsequently from the passenger compartment (402) via the passenger compartment air duct to the first heat exchanger (104).

13. The vehicle (400) of claim 12, wherein the vehicle (400) is configured to close the passage when the thermal regulation system (100) is in the first mode and to open the passage when the thermal regulation system (100) is in the second mode.

14. The vehicle (400) of claim 13, including a window (404), wherein the passage is formed by opening the window (404), wherein the control unit (122) is configured to open the window (404) when the thermal regulation system (100) is in the second mode.

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