Vehicle climate control system with flexible heat pump

Abstract

A heat transfer system for alternating and / or simultaneously providing heating and cooling in a mobile vehicle that includes a power source that requires heating and / or cooling during charging and / or operation and includes a passenger compartment that requires heat input during low temperature ambient conditions.

Description

[0001] Cross-reference to related applications

[0002] This invention relates to and claims priority interests in U.S. Provisional Application No. 63 / 563,252, filed March 8, 2024; U.S. Provisional Application No. 63 / 635,746, filed April 18, 2024; U.S. Provisional Application No. 63 / 635,747, filed April 18, 2024; U.S. Provisional Application No. 63 / 665,190, filed June 27, 2024; U.S. Provisional Application No. 63 / 666,460, filed July 1, 2024; U.S. Provisional Application No. 63 / 666,464, filed July 1, 2024; and U.S. Application No. 19 / 074,287, filed March 7, 2025, each of which is incorporated herein by reference in its entirety. Technical Field

[0003] This invention relates to a thermal management system for electric vehicles, and more particularly to a flexible and efficient climate control system arrangement and method for such vehicles utilizing a heat pump. Background Technology

[0004] Vehicles propelled solely by one or more electric motors (sometimes called traction motors) are generally referred to as electric vehicles or EVs. In hybrid electric vehicles, or HEVs, one or more traction motors are used in conjunction with another power source, such as, for example, an internal combustion engine, including both gasoline and diesel engines. In both cases, a battery and / or capacitor bank carried by the vehicle during operation supplies current to the traction motors and other components that are driven by electricity and will typically generate heat during operation.

[0005] Because EVs do not include an internal combustion engine in their propulsion system, there is no traditional internal combustion engine cooling system, and therefore hot liquid coolant cannot be used to heat the interior of the vehicle's cabin, driver's compartment, or passenger compartment. Although HEVs include an internal combustion engine, it may sometimes be desirable to operate the HEV without the engine running. In such cases, heat may not be able to be circulated through the hot liquid coolant to heat the interior of the cabin, driver's compartment, or passenger compartment. Furthermore, in addition to heating the cabin, driver's compartment, or passenger compartment for passenger comfort, heat is often needed for defrosting the windows.

[0006] Developing a thermal management system for handling the heating and cooling needs of an EV is challenging for several reasons. For example, it is known to provide an additional heat source (such as an electric heater) in an EV to provide at least some of the heat required by the vehicle as described above. However, such electric heaters typically draw current from the same onboard power source that supplies current to the traction motor used to propel the vehicle. The need to use such a heat source can be disadvantageous, as it may limit the EV's range or the number of miles an HEV can be propelled by its traction motor.

[0007] Another challenge associated with the development of thermal management systems for EVs and HEVs is that such systems also need to be able to cool the cabin, driver's compartment, or passenger compartment during warmer weather. In conventional non-electric vehicles, this air conditioning is provided by a compressor mechanically driven by an internal combustion engine. Since EVs do not have an internal combustion engine, and since the internal combustion engine in hybrid electric vehicles may be shut off for periods of time, it is desirable to provide an alternative cooling source for the cabin, driver's compartment, or passenger compartment of such vehicles when air conditioning is needed.

[0008] Another challenge involves managing the temperature of the battery and / or other electrical components in EVs (and potentially some HEVs), including when the vehicle is stationary and the battery is being charged by an external current source (such as at a charging station).

[0009] Therefore, heating and cooling (including defrosting windows) the cabin, compartment, or passenger compartment of an EV or HEV is a challenging task that must provide effective and efficient thermal operation while minimizing the impact on the vehicle's range or the environmental performance of the EV or HEV. For applications that require or expect to provide heating and / or cooling to the battery and / or other electronic components, the operation of providing such heating and / or cooling is even more challenging. Summary of the Invention

[0010] The present invention provides a heat transfer system for alternately and / or simultaneously providing heating and cooling in a mobile vehicle, the mobile vehicle including a power source requiring temperature regulation during operation and including a compartment requiring heat input during low-temperature environmental conditions, the system comprising:

[0011] a) A vapor compression refrigeration circuit, located in the mobile vehicle, the vapor compression refrigeration circuit comprising:

[0012] (i) A heat transfer composition comprising a first refrigerant.

[0013] (ii) A compressor for compressing the first refrigerant in a vapor state from a first pressure to a higher second pressure, the compressor optionally but preferably connected upstream of a refrigerant receiver.

[0014] (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by dissipating heat into the vehicle compartment during low-temperature ambient conditions.

[0015] (iv) An external heat exchanger located downstream of the internal condenser to selectively: (1) condense at least a portion of the high-pressure refrigerant vapor that is not condensed in the internal condenser by discharging heat directly or indirectly into ambient air and / or circulating coolant during low-temperature ambient conditions; or (2) evaporate low-pressure refrigerant liquid from the vapor in the internal condenser during high-temperature ambient conditions.

[0016] (v) A first OCE (as defined below), connected between the internal condenser and the external heat exchanger, for selectively: (1) providing a depressurized liquid refrigerant flow from the internal condenser to the external heat exchanger in expansion mode; (2) allowing the condensed high-pressure refrigerant from the condenser to be transferred to the external condenser in an open mode without causing a pressure drop in the external heat exchanger; or (3) preventing refrigerant from flowing from the internal condenser to the external heat exchanger in a closed mode;

[0017] (vi) An internal heat exchanger that is fluidly connected to the refrigerant downstream of the internal condenser for selectively heating the cabin airflow;

[0018] (vii) A cooler that is fluidly connected to the refrigerant downstream of the internal condenser for selectively heating the liquid coolant stream;

[0019] (viii) A bypass channel system connected upstream of the first open / close / expansion device and downstream of the external heat exchanger for selectively directing the refrigerant (1) from the internal condenser and / or from the external heat exchanger around the first expansion device and to either: (A) a second OCE device fluidly connected to the internal heat exchanger for selectively: (a) providing a depressurized liquid refrigerant flow from the internal condenser to the internal heat exchanger in expansion mode; (b) allowing in open mode... The condensed high-pressure refrigerant from the condenser or from the external heat exchanger is transferred to the internal heat exchanger without pressure reduction; or (c) in a shutdown mode, refrigerant flow to the internal heat exchanger is prevented; and / or (B) an expansion device fluidly connected to the cooler for selectively: (a) in an expansion mode, providing a depressurized liquid refrigerant flow to the cooler; or (b) in a shutdown mode, preventing refrigerant flow to the cooler; or (2) guiding the first OCE, operating in the expansion mode, through the external heat exchanger to the receiver.

[0020] b) A heat exchange network interconnected with the vapor compression refrigeration circuit to selectively: (i) deliver, directly or indirectly, evaporative heat from one or more of the ambient air and / or heat associated with the generation or use of electricity within the vehicle at the external heat exchanger and / or at the cooler, and / or deliver, directly or indirectly, evaporative heat from (1) the ambient air and / or (2) the power source located in the vehicle at the internal heat exchanger.

[0021] For convenience, the heat transfer system described in this paragraph will be referred to simply as heat transfer system 1A.

[0022] The present invention also provides a heat transfer system as described herein, including heat transfer system 1, wherein the refrigerant used in the vapor compression refrigeration circuit of the heat transfer system comprises, or is substantially composed of, HFO-1234yf based on weight. For convenience, the heat transfer system as described in this paragraph is referred to simply as heat transfer system 1B.

[0023] The present invention also provides a heat transfer system as described herein, including a heat transfer system 1, wherein the refrigerant used in the vapor compression refrigeration circuit of the heat transfer system comprises, or is substantially composed of, HFO-1234ze(E) by weight, or is composed of. For convenience, the heat transfer system as described in this paragraph is simply referred to as heat transfer system 1C.

[0024] The present invention also provides a heat transfer system as described herein, comprising a heat transfer system 1, wherein the refrigerant used in the vapor compression refrigeration circuit of the heat transfer system comprises, or substantially comprises, about 21.5 wt% of R32, about 28 wt% of R1132(E), and about 51.5 wt% of R1234yf, or comprises thereof. For convenience, the heat transfer system as described in this paragraph will be simply referred to as heat transfer system 2A.

[0025] The present invention also provides a heat transfer system as described above, including a heat transfer system 1, wherein a heat exchange network in the heat transfer system includes a coolant circuit containing a coolant that absorbs waste heat from a power source located in the vehicle during low-temperature environmental conditions and discharges the heat to the refrigerant in the cooler. As used herein, references to "heat transfer system 1" refer to heat transfer system 1A, heat transfer system 1B, and...

[0026] Reference to each of the heat transfer systems 1C. The systems of the present invention, including each of heat transfer systems 1A, 1B, and 1C, are particularly well adapted to operate at system pressures similar to those already present in vapor compression systems using refrigerant R410A, but without the substantial environmental disadvantages associated with using those refrigerants.

[0027] As used herein, the term "waste heat from a power source" refers to heat that needs to be removed and / or can be removed from an electrical device or article powered by an onboard battery or a non-onboard power source, such as a charging source for charging the battery. Examples of such devices include vehicle batteries, motors, inverters, and other electrical installations carried by the vehicle. Attached Figure Description

[0028] Figure 1 A schematic diagram of a thermal management system for an EV or HEV according to an example of the present invention is shown.

[0029] Figure 2A and Figure 2B A schematic diagram of a thermal management system for an EV or HEV according to a second example of the present invention is shown.

[0030] Figure 3A A corresponding schematic diagram of an exemplary thermal management system, typically shown in Figure 2, is illustrated.

[0031] Figures 3B to 3C The preferred general alternative operating modes are illustrated in the corresponding schematic diagrams of the overall example in Figure 3.

[0032] Figure 3D and Figure 3D1 , Figure 3D2-1 , Figure 3D2-2 , Figure 3D2-3 , Figure 3D3-1 , Figure 3D3-2 , Figure 3F and Figure 3G The preferred general alternative operating modes are illustrated in the corresponding schematic diagrams of the overall example in Figure 2.

[0033] Figure 3E COP and capacity data from Example 1A are illustrated.

[0034] Figures 4 to 31 Figure 2 illustrates a general overview of a series of different operating modes as described in Examples 1 to 30 herein. Figures 3A to 3D A corresponding schematic diagram of the illustrated thermal management system.

[0035] Compare Figure 1 Figure 2 illustrates a schematic diagram of the comparative thermal management system according to Comparative Example 1 and Comparative Example 2.

[0036] definition

[0037] The phrase “coefficient of performance” (abbreviated as “COP” in this paper) is a universally accepted measure of refrigerant performance, particularly useful in representing the relative thermodynamic efficiency of a refrigerant in a specific heating or cooling cycle involving refrigerant evaporation or condensation. In refrigeration engineering, the term represents the ratio of useful refrigeration, cooling, or heating capacity to the energy consumed by the compressor in compressing vapor, and thus indicates the ability of a given compressor to pump heat for a given volumetric flow rate of a heat transfer fluid, such as a refrigerant. In other words, for a given compressor, a refrigerant with a higher COP will provide more cooling or heating power. One way to estimate the refrigerant COP under specific operating conditions is to start from the thermodynamic properties of the refrigerant and use standard refrigeration cycle analysis techniques (see, for example, RCDowning, “FLUOROCARBON REFRIGERANTS HANDBOOK”, Chapter 3, Prentice-Hall, 1988, the full text of which is incorporated herein by reference).

[0038] The phrase “Global Warming Potential” (abbreviated as “GWP” in this paper) is proposed to allow for comparisons of the effects of different gases on global warming. It compares the amount of heat captured by a given mass of a particular gas to the amount of heat captured by a similar mass of carbon dioxide over a specific time period. The Intergovernmental Panel on Climate Change (IPCC) chose carbon dioxide as the reference gas, and its GWP is set to 1. The higher the GWP, the greater the warming effect of a given gas compared to CO2 over that time period. As used herein, the term GWP refers to the amount of heat captured by a given gas compared to CO2 based on the IPCC Fourth Assessment Report (2014). 1 The GWP values ​​were measured in 2008 (hereinafter referred to as AR4) but for components for which GWP values ​​were not measured in AR4 (such as R1234yf), the values ​​used were based on the Fifth Evaluation Report.

[0039] As used herein, the terms “positive temperature coefficient heater,” “PTC heater,” and “PTC” refer to a heating device that provides heat via an electric current input, preferably including a heating device comprising a ceramic heating element having a positive temperature coefficient.

[0040] As used herein, the term OCE refers to a device, such as a valve, that can operate in an open position, a closed position, and an expansion mode, in which the device operates, for example, as an expansion orifice or valve.

[0041] As used herein, the terms 1234yf and R1234yf refer to 2,3,3,3-tetrafluoropropylene.

[0042]

[0043] 1Myhre, G., D. Shindell, F.‐M. Bréon, W. Collins, J. Fuglestvedt, J.Huang, D. Koch, J.‐F. Lamarque, D. Lee, B. Mendoza, T. Nakajima, A. Robock, G.Stephens, T. Takemura, and H. Zhang, 2013: Anthropogenic and Natural RadiativeForcing. In: Climate Change 2013: The Physical Science Basis. Contribution of Working Group I to the Fifth Assessment Report of the Intergovernmental Panelon Climate Change [Stocker, TF, D. Qin, G.‐K. Plattner, M. Tignor, SK Allen, J. Boschung, A. Nauels, Y. Xia, V. Bex and PM Midgley (Eds.)]. Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA.

[0044] https: / / www.ipcc.ch / pdf / assessmentreport / ar5 / wg1 / WG1AR5_Chapter08_FINAL.pdf (p. 73-79)

[0045] As used herein, the terms 1234ze(E) and R1234ze(E) refer to the trans isomer of 1,3,3,3-tetrafluoropropylene.

[0046] As used herein, the terms “R-32” and “HFC-32” refer to difluoromethane.

[0047] As used herein, the terms “R1132(E)” and “trans-HFO-1132(E)” both refer to the trans isomer of 1,2-difluoroethylene.

[0048] As used herein, the term "R479A" refers to the refrigerant designated 479A by ASHRAE and consisting of 21.5% + 2 / - 2% R-32, 28% + 2 / - 2% R-1132(E), and 50.5% + 2 / - 2% HFC-1234yf. Detailed Implementation

[0049] This article Figure 1 An exemplary thermal management system according to the present invention is illustrated herein. The thermal management system (including heated or cooled components of an EV or HEV) is generally designated as 10 and includes an area where one or more people should sit (which is generally referred to herein as a “compartment” (not shown)) and an area outside the compartment where the working components of the EV or HEV will generally be housed. Various portions of the thermal management systems of the present invention may be located inside and / or outside the compartment.

[0050] The system 10 of the present invention includes a heat pump subsystem, which preferably includes, and may be thermally interconnected with a coolant circuit (typically designated 100), a cabin climate control module 200, and possibly fluidly connected independently to an ambient air source (designated 300). It should be understood that, since some components of the vapor compression circuit interface with some components of the coolant circuit and the climate control module 200, these components can be appropriately designated as components of each of these parts of the system.

[0051] Specifically, the vapor compression system includes a refrigerant (preferably RR-1234ze(E), R-1234yf, or a blend containing R-1234yf or 1234ze(E), or a blend containing R-1234ze(E)) circulating to various components of the invention, a compressor 21, a receiver 22 optionally but preferably on the suction side of the compressor, and an internal condenser 23 located in the climate control module 200. While the specific heat exchanger used for the internal condenser is expected to vary widely depending on the specific needs of a particular application, in some embodiments, particularly those where the heating mode of the system is particularly important, a four-channel or higher configuration is preferred, as the applicant has found that such a configuration can provide unexpected levels of improvement in COP and capacity performance in heating mode, as well as potentially lower compressor discharge temperatures and pressures. The climate control module 200 preferably includes a door 23A located on the internal condenser 23, which can be moved to any position between a fully closed position (as shown) and a fully open position. In the fully closed position, passenger compartment air entering the control module cannot flow through the internal condenser. In the fully open position, the door allows passenger compartment air to flow completely through the internal condenser and be heated as the internal condenser condenses at least a portion of the refrigerant flowing into the condenser from the compressor's discharge side.

[0052] The refrigerant exiting the internal condenser is fluidly connected to the OCE device (labeled OC / EX1). The preferred OC / EX1 is a device that can be configured to perform one of three possible actions: (1) changing the pressure and temperature of the refrigerant flowing through it; (2) fully opening to allow refrigerant to pass through while minimizing pressure or temperature changes; or (3) closing to prevent refrigerant from flowing through it. The OCE device used in this invention may include an electronically actuator-controlled controller (see...). Figure 2A and Figure 2B The controller, controlled by the electronic actuator, can position the expansion device in a fully open, fully closed, or throttling position, where flow is permitted but significantly reduced in pressure and temperature. This throttling position is typically a partially open position, where the controller adjusts the valve opening size to regulate the flow rate through the device. The controller and OCE device can be configured to continuously or periodically adjust the throttling position in response to system operating conditions. By throttling the expansion device's position, the controller can regulate the refrigerant flow rate, pressure, temperature, and state as needed.

[0053] By operating OC / EX1 in the fully open position, the external heat exchanger 24 (located outside the passenger compartment) can be used in supplemental condensation mode during low-temperature ambient conditions to condense at least a portion of any refrigerant vapor not condensed in the internal condenser 23 by directly or preferably indirectly discharging heat to the relatively low-temperature ambient air 400 after the ambient air has passed through the radiator of the circulating refrigerant system. For example, during high-temperature ambient conditions, OC / EX1 can be operated in the throttling position, and the external heat exchanger can operate as an evaporator, or alternatively, the external condenser can be bypassed by operating OC / EX1 in the fully closed position, which will direct refrigerant from the internal condenser through the bypass duct and to the diverter valve 25.

[0054] Refrigerant flowing through diverter valve 25 may be directed to cooler 26 and / or internal heat exchanger 27, or bypass each of these and flow directly to receiver 22 via diverter valve 28. Open / close valve OC 1 may be positioned downstream of diverter valve 25 and upstream of EXV1, and in the closed position prevents flow toward EXV1, thus ensuring refrigerant flow to OC / EX2. Alternatively, in some cases, EXV1 may be provided as OC / EV and operated in the closed position to prevent refrigerant flow toward cooler, as illustrated in some of the examples below. A second OCE (labeled OC / EX2) is positioned upstream of the internal heat exchanger and may be operated to allow refrigerant to flow toward the internal heat exchanger in the fully open position (i.e., without significant pressure drop) or in throttling mode. OC / EX2 may also operate in the fully closed position to prevent refrigerant flow toward internal heat exchanger 27.

[0055] As specifically illustrated in the following embodiments, many advantages of the system of the present invention include, but are not limited to:

[0056] 1. Eliminate or reduce condensation issues in cold weather;

[0057] 2. Eliminate or reduce icing problems at external heat exchangers;

[0058] 3. Eliminate or reduce the need for high-pressure PTC (positive temperature coefficient) heaters inside the vehicle;

[0059] 4- To offset the reduced heating capacity in cold weather

[0060] 5. In very cold weather, the battery uses a PTC (if present) for heating.

[0061] 6. Use an internal heat exchanger as an extension and preheater for the evaporator or condenser.

[0062] 7- Expand the initial air temperature range of the R-1234yf heat pump;

[0063] 8. Use an external heat exchanger (radiator) instead of a cooler to dissipate heat from components.

[0064] 9. Warm the motor and inverter before cold start to improve efficiency;

[0065] 10. Using an internal condenser for dehumidification and reheating is more efficient than using a PTC.

[0066] 11 - All heat sources (in any combination) that can be used by the heat pump at the OHE or cooler;

[0067] 12 - Capable of cooling all heat sources at the radiator.

[0068] 13 - Capable of cooling all heat sources at the cooler.

[0069] 14 - Capable of independently heating the motor, inverter, and battery.

[0070] 15 - A self-heating motor, inverter, and battery capable of being connected in series; and

[0071] 16 - Capable of simultaneously cooling the motor, inverter (at the external heat exchanger (radiator)) and battery (at the cooler).

[0072] The present invention also provides a heat transfer system as described herein, including, and comprising, each of the following embodiments, heat transfer systems 1A, 1B, 1C, and 2A, wherein the heat transfer composition further comprises a lubricant.

[0073] The present invention also provides a heat transfer system as described herein, including, and comprising, each of the following embodiments, heat transfer systems 1A, 1B, and 1C, wherein the heat transfer composition further comprises a polyol ester (POE) lubricant.

[0074] The present invention also provides a heat transfer system as described herein, including, and including each of heat transfer systems 1 to 2 in the following embodiments, wherein the heat transfer composition further comprises a polyvinyl ether (“PVE”) lubricant.

[0075] Example

[0076] The following examples use, for example Figures 2A to 2B and Figures 3A to 3D The illustrated thermal management system according to an embodiment of the present invention. The present invention includes, as... Figure 2A and Figure 2B The illustrated embodiments and those referenced in the following examples provide at least the following advantageous features:

[0077] A) It is capable of using at least four of the following evaporative energy sources to heat the electric vehicle compartment and / or its components via a heat pump or other means:

[0078] 1. Waste energy (or excess energy) from motors and inverters.

[0079] 2. Waste energy (or excess energy) from batteries

[0080] 3. Electrical energy from the heater (PTC)

[0081] 4. Free energy from the environment (air)

[0082] B) There are two locations within the system where energy can be absorbed (as an evaporative heat source) and used by the heat pump to heat the vehicle and / or its components:

[0083] 1. External heat exchanger (with airflow)

[0084] 2. Cooler (with coolant flow)

[0085] Comparative Example 1—Heat Pump Mode for Heating Car Interior Air

[0086] The operation of a typical existing heat pump system for an EV is illustrated in Figure C1 with a thick solid line to illustrate the only option available in prior art operation, and the results used in this configuration serve as the basis for the results of the comparative data reported for this Comparative Example 1 (referred to as the "CE1 data"). In this system, battery waste heat is removed from the battery and PTC by a coolant (such as, for example, water / diol) and used as an evaporative heat source at the cooler of the vapor compression system, as shown in Figure C1. This configuration may be effective in certain situations, but the applicant has recognized that in many situations and / or operating modes, including under relatively low ambient temperatures, complete condensation is often not achievable at the internal condenser 1, which reduces the capacity and effectiveness of such systems under such conditions. This Comparative Example 1 and the embodiments of the invention described in conjunction with Example 1A below are based on the use of R-1234yf as a refrigerant.

[0087] Example 1A - Heat pump mode with internal evaporator / condenser in the circuit to heat cabin air

[0088] The applicant has recognized that when the ambient temperature is relatively low, as with previously configured EVs (including those described in Comparative Example 1 and those described in Comparative Example 2), Figure 1 (Illustrated by the thick solid line) may have a problem where the condenser surface area at the internal condenser 1 is insufficient to provide complete condensation, which may lead to system capacity and efficiency (COP) issues. The applicant has discovered that the system of the present invention, as described and illustrated herein, can have its performance significantly improved with relatively simple and low-cost modifications that not only provide unexpectedly superior performance but also offer a high level of operability under various environmental conditions and in both cooling and heating modes. The system of the present invention according to this embodiment 1A is configured for operation of heating cabin air during low ambient temperatures, and... Figure 3A Example in.

[0089] In this system, and in the other systems illustrated in the embodiments, the label “Inner Cond” indicates Figure 1 The heat exchanger referred to in the text is the same as the internal condenser 23 or "IC" 23, and the heat exchanger designated as Evap / Cond indicates that it is the same as... Figure 1The heat exchanger described and shown in the text is the same as the heat exchanger designated as "internal heat exchanger" or "IHE" 27, which is located in substantially the same relative position and arrangement, including the presence of, for example, a combination of Figure 1 The illustrated and explained door and passenger compartment air. Furthermore, each figure in the accompanying drawings according to the invention will, as needed, have an on / off valve to prevent refrigerant from flowing to the EXV leading to the cooler, even though such a valve is not always illustrated in these figures for convenience. It should be understood that these relative positions and features exist, but are not always strictly illustrated in this and the remaining figures for convenience, in order to more easily illustrate the system.

[0090] like Figure 3A As illustrated, this system allows for the selective alteration of the refrigerant flow from the internal condenser 1 to the internal heat exchanger 2 via an open OC / EX system, i.e., entering the heat exchanger 2 at the same pressure and temperature as at the outlet of the internal condenser. In this way, the internal heat exchanger 2 provides additional condensing surfaces and simultaneously serves as a preheater for the cabin air entering the internal condenser (the door is fully open, thus allowing preheated cabin air to enter the internal condenser).

[0091] Tables 1 and 2 report the test conditions and the relative capacity and effectiveness of the two systems operated in this manner, and for convenience, as Figure 3E As an example, the results from Example 1A (using 1234yf as refrigerant) are reported as EWG-HP, while the results from Comparative Example 1 (using 1234yf as refrigerant) are reported as WG-HP.

[0092] Table 1. Example Operating Conditions

[0093]

[0094] Table 2. Temperature and Pressure Data

[0095]

[0096] In the table above, the temperature and pressure conditions are consistent with those in this paper, where applicable. Figure 2A and Figure 2B Those that correspond to the instructions in the text.

[0097] Based on the results reported above and Figure 3B As can be seen, for conditions of -30a, -20a and -10a, this thermal management system generates an average COP of 34.1% (22.3% to 43.1%) higher and a heating capacity of 7.0% (5.4% to 9.2%) higher than existing heat pump systems in this operating mode.

[0098] Example 1B1

[0099] Example 1A is repeated, except that the refrigerant blend identified in Table E1B1 below is used as refrigerant RE1B1 instead of 1234yf under the same set of conditions shown in Table 1 above. The applicant notes that the use of refrigerant RE1B1 in this configuration of the invention results in the system operating at pressures typically higher than those using 1234yf, that is, at pressures typically experienced by existing stationary air conditioners using refrigerants R404A and R410A. Therefore, the present invention demonstrates the ability to operate within these higher pressure ranges, particularly with refrigerant RE1B1, to achieve advantageous capacity and efficiency at such pressures, while without the significant environmental disadvantages associated with existing high-GWP refrigerants.

[0100] Table E1B: Refrigerants

[0101]

[0102] The temperature and pressure reports for the corresponding systems according to this embodiment are shown in Table E1B1 below, wherein the results for refrigerant E1B1 using this embodiment E1B1 are reported as EWG-HP, and the results from the system using Comparative Example 1 are reported as WG-HP.

[0103] Table E1B1: Temperature and Pressure Data - RE1B1 Refrigerant (R479C)

[0104]

[0105] The thermal management system of the present invention according to this embodiment is expected to use RE1B1 in this operating mode to produce a COP that is substantially the same as or higher than that of existing heat pump systems and a heating capacity that is substantially the same as or higher than that of existing systems for each of these conditions.

[0106] Example 1C - A PTC with an internal evaporator / condenser in the circuit to heat the cabin air and upstream of the cooler. heat pump mode

[0107] Similar to Example 1A, the applicant has recognized that when the ambient temperature is relatively low, as with previously configured EVs (including those described in Comparative Example 1 and those described by the comparative example), Figure 1 (Illustrated by the thick solid line) may have a problem where the condenser surface area at the internal condenser 1 is insufficient to provide complete condensation, which could lead to problems with system capacity and efficiency (COP). Furthermore, the applicant has discovered, as described and illustrated herein, particularly in conjunction with... Figure 3AThe system of the present invention can be further improved, even significantly, in terms of overall performance using relatively simple and low-cost modifications, primarily relating to the relative placement of the cooler, PTC, and coolant pump. In particular, the applicant has recognized that, at relatively low ambient temperatures, the relative power consumption associated with the operation of the coolant pump located downstream of the PTC, which itself is located downstream of the cooler, such as... Figure 3A As illustrated. Due to the relatively low viscosity of the coolant on the suction side of the pump, this undesirable characteristic may occur, potentially leading to a sharp and undesirable increase in power consumption in the circuit. In a desirable alternative to this configuration, such as... Figure 3B As illustrated, the PTC is moved to a point upstream of the cooler, which reduces the power consumption associated with system operation. Figure 3F Examples are shown in such Figure 3A Used in systems configured in other ways Figure 3B A diagram illustrating the configuration.

[0108] Example 1D - A circuit with an internal evaporator / condenser to heat the passenger compartment air and a PTC upstream of the cooler. Heat pump mode of coolant pump

[0109] In this embodiment 1D, the configuration of embodiment 1C is repeated, except that further modifications include positioning the coolant pump upstream of the cooler and downstream of the PTC, such as... Figure 3C As illustrated, similar to the configuration in Example 1C, this configuration is particularly preferred under relatively low ambient temperature conditions in order to minimize or at least reduce the relative power consumption associated with the operation of the coolant pump. The applicant has recognized that, from the perspective of minimizing the power required to operate this part of the system of the invention for the coolant pump, such as... Figure 3C As illustrated, positioning both the PTC and the coolant pump upstream of the cooler is even more preferable.

[0110] Example 1E - A circuit with an internal evaporator / condenser to heat the cabin air and a PTC upstream of the cooler. heat pump mode

[0111] Similar to Example 1A, the applicant has recognized that when the ambient temperature is relatively low, as with previously configured EVs (including those described in Comparative Example 1 and those described by the comparative example), Figure 1 (Illustrated by the thick solid line) may have a problem where the condenser surface area at the internal condenser 1 is insufficient to provide complete condensation, which could lead to problems with system capacity and efficiency (COP). Furthermore, the applicant has discovered, as described and illustrated herein, particularly in conjunction with... Figure 3AThe system of the present invention can be further improved, even significantly, in terms of overall performance using relatively simple and low-cost modifications, primarily relating to the relative placement of the cooler, PTC, and coolant pump. In particular, the applicant has recognized that, at relatively low ambient temperatures, the relative power consumption associated with the operation of the coolant pump located downstream of the PTC, which itself is located downstream of the cooler, such as... Figure 3A As illustrated. Due to the relatively low viscosity of the coolant on the suction side of the pump, this undesirable characteristic may occur, potentially leading to a sharp and undesirable increase in power consumption in the circuit. In a desirable alternative to this configuration, such as... Figure 3B As illustrated, the PTC is moved to a point upstream of the cooler, which reduces the power consumption associated with system operation. Figure 3G Examples are shown in such Figure 3A Used in systems configured in other ways Figure 3B A diagram of the system configuration.

[0112] Examples 2 to 30 involve heating and / or cooling in an environment between -35°C and 45°C, and for... Several combinations of heating and cooling requirements in EVs

[0113] For the purpose of understanding the advantages and features of the system of the present invention compared to existing heat pump systems within a relevant range of ambient temperature conditions and in exemplary alternative scenarios related to heating and / or cooling requirements in operating and / or charging EVs, it should be noted that typical existing systems operate at warm temperatures to primarily provide cabin air conditioning to the EV using the typical configuration illustrated by the thick solid line in Comparative Figure 2. In this typical prior art air conditioning cycle configuration for cooling cabin air, OHE 3 is the primary source for condensing the refrigerant, and evaporator 2 is the cooling unit for the cabin air.

[0114] The applicant has recognized that while heat pump systems require an evaporative heat (energy) source, EVs also have cooling requirements beyond just cooling the cabin air; that is, a heat source representing waste heat used as an evaporative (efficient) source. The present invention improves the system to utilize these characteristics where possible and achieve results previously unattainable. Specifically, the applicant has noted that, depending on conditions, there are two main areas in all EVs that may require cooling:

[0115] 1. Batteries require cooling during charging and sometimes during discharging (vehicle operation). In very cold weather, batteries may also need to be preheated.

[0116] 2. Vehicle drive motors / inverters require cooling during vehicle operation. These units also benefit from the possibility of receiving heating in cold weather, thus improving efficiency.

[0117] Unfortunately, for systems with existing designs, the cooling and / or heating requirements of the battery and motor / inverter, as well as the ideal temperatures, vary considerably depending on vehicle environmental conditions, driving conditions, stationary battery charging, the time the vehicle has been off before operation, or the time the vehicle has been driven. In some cases, one or both of these (battery or motor / inverter) may require cooling, while others may not require or may require heating.

[0118] The applicant's highly flexible system enables efficient evaporative heat conditions using available heat without compromising other sources. The system offers highly beneficial performance through a unique combination of components, including the possibility of using three evaporative heat source locations (cooler, external heat exchanger [OHE], or internal heat exchanger), while waste heat from the battery during charging and / or discharging can be used at the cooler or OHE, and ambient air can be used as a heat source at the OHE or internal heat exchanger. Additionally, one or two of the aforementioned heat sources can be preheated, while the other is used as an evaporative heat source for a heat pump. Furthermore, an electrically operated positive temperature coefficient (PTC) heater can also be used alone or in series with the evaporative heat source at the cooler and / or OHE. Available evaporative heat sources usable with the system according to the invention include those listed below:

[0119] 1. Air only (at OHE)

[0120] 2. Motor and inverter (at OHE)

[0121] 3. Motor and inverter (at the cooler)

[0122] 4. Motor, inverter, and PTC (at the cooler).

[0123] 5. Battery (located in the cooler)

[0124] 6. Battery and PTC (at the cooler)

[0125] 7. Battery (at OHE)

[0126] 8. Motor, inverter, and battery (at the cooler)

[0127] 9. Motor, inverter, battery, and PTC (at the cooler).

[0128] 10. Motor, inverter, battery (at OHE)

[0129] 11. PTC (at the cooler)

[0130] 12. PTC (at OHE)

[0131] 13. Motor, inverter, and PTC (at OHE)

[0132] 14. Motor, inverter, battery, and PTC (at OHE)

[0133] 15. Battery and PTC (at OHE)

[0134] 16. Air only (at the cooler)

[0135] 17. Battery, motor, and inverter (at the cooler)

[0136] 18. Dehumidification (at the evaporator)

[0137] The following embodiments (with associated figures) illustrate several possible system operation modes of the present invention for evaporative heat sources, and their locations of use, wherein the relevant ambient temperature (ambient) and the condition of the passenger compartment are hot, cool, cold, or acceptable to passengers (OK). Furthermore, the conditions of the battery, motor, and inverter are specified as hot, warm, cool, or cold, or defined as acceptable (OK). Driving conditions between start-up and comfort are described, as well as whether battery charging is active (yes) or inactive (no). Applicable operating conditions for different heat sources are indicated. In the figures, thick lines in the vapor compression system indicate refrigerant flow at relatively high pressure (only from the line pressure drop from the compressor discharge), thick dashed lines in the vapor compression system indicate refrigerant flow at reduced pressure (after throttling in the expansion valve), and thin lines indicate refrigerant lines that have been bypassed (and corresponding units). Similarly, thick lines in the coolant section indicate active coolant flow, and thin lines indicate coolant lines that have been bypassed, while thick dashed lines indicate that coolant may flow optionally, but this is not the case for the results reported in the embodiments.

[0138] Example 2—Vehicle heating between 0°C and 15°C—using evaporative heat source 1—only at OHE and at 15°C Air under applicable conditions of ℃, 5℃ and -5℃

[0139] In this embodiment, Figure 4 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. Pressure data obtained by operating the system of this embodiment with R1234yf and RE1B1 are reported in Table E2A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E2B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source being used.

[0140] Table E2A: Temperature and pressure data for an ambient temperature of 15°C

[0141]

[0142] Table E2B: Use of R479A with evaporative heat source 1—only under applicable conditions at OHE and at 15°C, 5°C, and -5°C. Air

[0143]

[0144] This is an effective mode for vehicle heating between 0°C and 15°C. It can and can be used in conjunction with the self-heating of batteries, motors, and inverters connected in series or parallel.

[0145] Example 3—Vehicle Heating Between -10°C and 15°C—Using R479A and Evaporative Heat Source 2: OHE Motors and inverters

[0146] In this embodiment, Figure 5 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. Data obtained by operating the system of this embodiment with R1234yf and RE1B1 are reported in Table E3A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E3B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source, by using bold.

[0147] Table E3A: Temperature and pressure data for an ambient temperature of 5°C

[0148]

[0149] Table E3B: Motor and Inverter Using R479A with Evaporative Heat Source 2: OHE

[0150]

[0151] This is an effective mode for vehicle heating between -10°C and 15°C after the motor and inverter have been heated and require (or can tolerate) some cooling. It can and will likely be used in conjunction with battery self-heating or battery cooling at the cooler. It can also be used for OHE de-icing.

[0152] Example 4—Vehicle Heating Between -15°C and 15°C—Evaporative Heat Source 2: Motor and Reverse Heater at the Cooler inverter

[0153] In this embodiment, Figure 6 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. Data obtained from operating the system of this embodiment with R1234yf and RE1B1 yielded the results reported in Table E4A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E4B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0154] Table E4A: Temperature and pressure data for an ambient temperature of -5°C

[0155]

[0156] Table E4B: Evaporative Heat Source 2: Motor and Inverter at OHE

[0157]

[0158] This is also an effective mode for vehicle heating between -15°C and 15°C after the motor and inverter have been heated and require or can tolerate some cooling. It can also be used to cool the motor and inverter in warm weather. It will likely be used when the battery is at a suitable or acceptable temperature.

[0159] Example 5—Motor and Inverter Temperature Control During EV Heating—Evaporative Heat Source 4: Motor at the Cooler Inverters and PTCs

[0160] In this embodiment, Figure 7 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. Data obtained by operating the system with R1234yf and RE1B1 are reported in Table E5A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E5B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source, indicated by bold.

[0161] Table E5A: Temperature and pressure data for an ambient temperature of -5°C

[0162]

[0163] Table E5B: Evaporative Heat Source 4: Motor, Inverter, and PTC at the Cooler

[0164]

[0165] In this mode, the temperature of the motor and inverter can be maintained while the vehicle is heated. In this case, it is assumed that the battery is preheated during charging or at an appropriate temperature.

[0166] Example 6A—Vehicle heating between -25°C and 5°C while the battery is charging—Evaporative heat source 5: Motor, inverter and PTC at the cooler

[0167] In this embodiment, Figure 8 as well as Figure 3A and Figure 3B The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. Data obtained by operating the system of this embodiment with R1234yf and RE1B1 are reported in Table E6A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E6B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source, by using bold.

[0168] Table E6: Temperature and pressure data for an ambient temperature of 15°C

[0169]

[0170] Table E6B: Evaporative Heat Source 5: Motor, Inverter, and PTC at the Cooler

[0171]

[0172] This is an effective mode for vehicle heating between -25°C and 5°C while the battery is charging. Excess heat from charging or from the charging source can be used to heat the vehicle.

[0173] Example 7A—Vehicle charging under ambient temperatures between -35°C and 5°C while the battery is charging Heat source 5 – Evaporative heat source: Motor, inverter, and PTC at the cooler.

[0174] In this embodiment, Figure 9 as well as Figure 3A and Figure 3B The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E7A below. The use of refrigerant RE1B1 (R479A) is reported in Table E7B below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0175] Table E7A: Temperature and pressure data for an ambient temperature of -25°C

[0176]

[0177] Table E7B: Evaporative Heat Source 5: Motor, Inverter, and PTC at the Cooler

[0178]

[0179] This is an effective mode for vehicle heating while maintaining the battery temperature between -35°C and 5°C in ambient conditions. This mode will likely be available at the start of driving after charging.

[0180] Example 8—Vehicle heating at ambient temperatures between -15°C and 5°C while the battery is charging— Evaporative heat source 7: Battery, PTC and air at OHE

[0181] In this embodiment, Figure 10 as well as Figure 3A and Figure 3B The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1and, producing results as reported in Table E8A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E8B below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0182] Table E8A: Temperature and pressure data for an ambient temperature of -5°C

[0183]

[0184] Table E8B: Evaporative Heat Source 7: Battery, PTC, and Air at OHE

[0185]

[0186] This is an effective mode for vehicle heating between -15°C and 5°C while the battery is charging. Excess heat from charging can be used to heat the vehicle at the OHE (Out-of-Heat) point.

[0187] Example 9—Vehicle heating and evaporation at ambient temperatures between -15°C and 15°C while driving Heat source 8: Inverter and battery at the cooler

[0188] In this embodiment, Figure 11 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E9A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E9B below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0189] Table E9A: Temperature and pressure data for an ambient temperature of -5°C

[0190]

[0191] Table E9B: Evaporative Heat Source 8: Inverter and Battery at the Cooler

[0192]

[0193] This is an effective mode for vehicle heating between -15°C and 15°C while driving. Excess heat from the battery, motor, and inverter can be utilized at the cooler. This can also be used with an enhanced heat pump configuration (dashed line).

[0194] Example 10—Vehicle heating-evaporation during driving at ambient temperatures between -25°C and 5°C Heat source 9: Motor, inverter, battery, and PTC at the cooler.

[0195] In this embodiment, Figure 12 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E10A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E10B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0196] Table E10: Temperature and pressure data for an ambient temperature of -15°C

[0197]

[0198] Table E10B: Evaporative Heat Source 9: Motor, Inverter, Battery, and PTC at the Cooler

[0199]

[0200] This is an effective mode for vehicle heating between -25°C and 5°C while driving. PTC heat can be used to heat the vehicle while maintaining the temperature of the battery, motor, and inverter. This can also be used with an enhanced heat pump configuration (dashed line).

[0201] Example 11—Vehicle heating-evaporation during driving at ambient temperatures between -15°C and 15°C Heat source 10: Motor, inverter, and battery at OHE

[0202] In this embodiment, Figure 13 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E11A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E11B below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0203] Table E11A: Temperature and pressure data for an ambient temperature of 5°C

[0204]

[0205] Table E11B: Evaporative Heat Source 10: Motor, Inverter, and Battery at OHE

[0206]

[0207] This is an effective mode for vehicle heating between -15°C and 15°C while driving. Excess heat from the battery, motor, and inverter can be utilized at the OHE. This can also be used for defrosting the OHE in freezing conditions.

[0208] Example 12—Vehicle charging under ambient temperatures between -35°C and 5°C while the battery is charging Heat source for evaporation 11: PTC at the cooler

[0209] In this embodiment, Figure 14The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E12A below. The use of refrigerant RE1B1 (R4789A) is reported in Table E12B below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0210] Table E12A: Temperature and pressure data for an ambient temperature of -25°C

[0211]

[0212] Table E12B: Evaporative Heat Source 11: PTC at the Cooler

[0213]

[0214] This is an effective mode for vehicle heating between -35°C and -5°C, used to prepare the vehicle cabin after charging and before driving. Heat from the PTC is used by the heat pump to heat the cabin. This can also be used with an enhanced heat pump configuration (dashed line).

[0215] Example 13—Vehicle testing at ambient temperatures between -15°C and 5°C while charging or driving the battery Vehicle heating—evaporative heat source 12: PTC at OHE

[0216] In this embodiment, Figure 15 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature. This system operates with R1234yf and RE1B1, producing results as reported in Table E13A below. The use of refrigerant RE1B1 (R479A) is reported in Table E13B below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0217] Table E13A: Temperature and pressure data for an ambient temperature of -5°C

[0218]

[0219] Table E13B: PTC at Evaporative Heat Source 12: OHE

[0220]

[0221] This is an effective mode for vehicle heating between -15°C and 5°C during driving or charging, when the battery, motor, and inverter are at appropriate temperatures. Heat from the PTC can be used at the OHE.

[0222] Example 14—Vehicle heating at ambient temperatures between -15°C and 5°C—Evaporative heat source 13: OHE Motors, inverters and PTCs

[0223] In this embodiment, Figure 16 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system is operated with R1234yf and RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E14 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0224] Table E14: Evaporative Heat Source 13: Motor, Inverter and PTC at OHE

[0225]

[0226] This is a lower-efficiency mode used for vehicle heating between -15°C and 5°C while the motor and inverter are heating (PTC energy can be used in this mode). This operating mode can also be used for OHE de-icing.

[0227] Example 15—Vehicle charging under ambient temperatures between -15°C and 5°C while the battery is charging Heat source 14 – Evaporative heat source: Motor, inverter, battery, and PTC at OHE

[0228] In this embodiment, Figure 17 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with R1234yf and RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E15 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0229] Table E15: Evaporative Heat Source 14: Motor, Inverter, Battery, and PTC at OHE

[0230]

[0231] This is a lower-efficiency mode used for vehicle heating between -15°C and 15°C while the motor, inverter, and battery are being heated (using PTC energy). It can also be used for OHE de-icing.

[0232] Example 16—Vehicle heating under ambient temperatures between -15°C and 15°C while components are heated Heat source 15: Battery and PTC at OHE

[0233] In this embodiment, Figure 18 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system is operated with R1234yf and RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E16 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0234] Table E16: Evaporative Heat Source 15: Battery and PTC at OHE

[0235]

[0236] This is a lower-efficiency mode used for vehicle heating between -15°C and 15°C while the motor, inverter, and battery are being heated (using PTC energy). It can also be used for OHE de-icing.

[0237] Example 17—Vehicle Heating at Ambient Temperatures Between -15°C and 5°C—Evaporative Heat Source 16: Cooler Radiator (air)

[0238] In this embodiment, Figure 19 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system is operated with R1234yf and RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E17 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0239] Table E17: Evaporative heat source 16: Radiator (air) at the cooler

[0240]

[0241] This is also an effective mode for vehicle heating between -5°C and 15°C. Energy from the air can be used at the cooler without affecting the motor, inverter, or battery.

[0242] Example 18—Vehicle heating in an environment between -15°C and 5°C after component heating—evaporative heat Source 17: Battery, motor, and inverter at the cooler.

[0243] In this embodiment, Figure 20 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with R1234yf and RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E18 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0244] Table E18: Evaporative Heat Sources 17: Battery, Motor, and Inverter at the Cooler

[0245]

[0246] This is also an effective mode for vehicle heating between -15°C and 15°C after the motor, inverter, and battery have been heated and require (or can tolerate) some cooling. It can also be used to cool the motor, inverter, and battery in warm weather.

[0247] Example 19A—Dehumidification—Evaporative Heat Source 18: Dehumidification at the Evaporator

[0248] In this embodiment, Figure 21A The present invention illustrates a system configured for heating passenger compartment air during normal ambient temperatures. This system operates with R1234yf and RE1B1, producing results as reported in Table E19AA below. The use of refrigerant RE1B1 (R479A) is reported in Table E19AB below by using bold as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0249] Table E19AA: Temperature and pressure data for an ambient temperature of 25°C—Evaporative heat source 18: Dehumidification at the evaporator

[0250]

[0251] Table E19AB: Evaporative Heat Source 18: Dehumidification at the Evaporator

[0252]

[0253] This is the normal mode for dehumidification, where the air is cooled (below the dew point to remove moisture) and then reheated to a temperature more comfortable for passengers. In very warm weather, reheating will be reduced or eliminated, but dehumidification is necessary under milder conditions.

[0254] Example 19B—Dehumidification—Dehumidification and Reheating Using an Internal Condenser

[0255] In this embodiment, Figure 21B The present invention illustrates a system configured for heating cabin air during periods of normal ambient temperature, and the system is operated using RE1B1.

[0256] Examples 20 to 27

[0257] In addition to the flexibility of the evaporative heat source provided by this invention, several energy-saving, heating and cooling configurations are also advantageously provided.

[0258] The configuration shown on the next page illustrates energy-saving opportunities under many conditions.

[0259] Using self-heating to heat the battery

[0260] Using PTC heating to heat the battery

[0261] Using self-heating to heat the motor and inverter

[0262] Using PTC to heat motors and inverters

[0263] Using self-heating to heat the battery, motor, and inverter

[0264] Using PTC to heat batteries, motors, and inverters

[0265] Cooling the motor and inverter at the radiator.

[0266] The motor and inverter are cooled at the radiator (the battery is cooled at the cooler).

[0267] Cooling the battery at the radiator

[0268] The motor, inverter, and battery are cooled by a radiator.

[0269] Example 20—Battery Heating—Heating Battery (Self-Heating)

[0270] In this embodiment, Figure 22 The present invention illustrates a system configured to heat cabin air during low ambient temperatures while simultaneously warming the battery, and the system operates using R1234yf and RE1B1. The use of refrigerant RE1B1 (R4789A) is reported in Table E20 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0271] Table E20: Heated Battery (Self-Heating)

[0272]

[0273] Circulating coolant to the battery during charging or while driving helps the battery preheat more continuously.

[0274] Example 21—Battery Heating—Very Cold Environment—Heating the Battery with PTC

[0275] In this embodiment, Figure 23 The present invention illustrates a system configured for heating cabin air during periods of very low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E21 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0276] Table E21: Batteries heated by PTC

[0277]

[0278] In cool to very cold weather, the battery can be heated by circulating a coolant heated by a PTC. This may be necessary before charging the battery in very cold weather. It can also improve (reduce) charging time in milder but cooler conditions. This can also be used to preheat the battery at the start of a driving cycle.

[0279] Example 22—Self-Heating Motor and Inverter—Heated Motor and Inverter (Self-Heating)

[0280] In this embodiment, Figure 24 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E22 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0281] Table E22: Heated motors and inverters (self-heating)

[0282]

[0283] Allowing the motor and inverter to self-heat evenly in cold to cool weather is important for achieving optimal efficiency. The coolant can circulate without removing heat.

[0284] Example 23—Self-heating motor and inverter—Heating motor and inverter (self-heating)

[0285] In this embodiment, Figure 25 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E23 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0286] Table E23: Heated motors and inverters (self-heating)

[0287]

[0288] Allowing the motor and inverter to self-heat evenly in cold to cool weather is important for achieving optimal efficiency. The heat from the PTC (Power Transfer Circuit) can be used to accelerate warm-up. This can improve vehicle efficiency after charging and just before driving begins.

[0289] Example 24—Battery, Motor, and Inverter Heating—Using self-heating to heat the battery, motor, and inverter

[0290] In this embodiment, Figure 26 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. Circulating the coolant through the motor / inverter and the battery is an efficient way to heat both devices. The use of refrigerant RE1B1 (R479A) is reported in Table E24 below as an indicator of acceptable operation at the indicated locations and for the indicated environmental conditions when using the identified evaporative heat source.

[0291] Table E24: Using self-heating to heat batteries, motors, and inverters

[0292]

[0293] This can be used during charging until the battery needs cooling. It can also be used to warm the battery while driving until it reaches the desired temperature when removed from the circuit.

[0294] Example 25—Self-Heating of Battery, Motor, and Inverter—Using a PTC to Heat the Battery, Motor, and Inverter

[0295] In this embodiment, Figure 27 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E25 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0296] Table E25: Using PTC to heat batteries, motors, and inverters

[0297]

[0298] Circulating coolant through the motor / inverter and battery is an effective way to heat both devices. PTC heating can also be used to enhance heating. This is appropriate during or before charging.

[0299] Example 26—Motor and Inverter Cooling—Cooling the motor and inverter at the radiator

[0300] In this embodiment, Figure 28 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E26 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0301] Table E26: Cooling the motor and inverter at the radiator

[0302]

[0303] In many driving conditions, cooling the motor and inverter at the radiator as needed should be very effective without increasing the load on the AC system (at the radiator), which requires additional energy that may be used to keep the vehicle cool.

[0304] Example 27—Self-heating of motor and inverter—Cooling the motor and inverter at the radiator In this embodiment, in Figure 29AThe present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E27 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0305] Table E27: Cooling the motor and inverter at the radiator

[0306]

[0307] This mode can also be used when cooling the battery at the cooler (cooling the motor and inverter at the radiator). This will be the main component cooling mode in warm to hot weather. The evaporator is used to cool the vehicle. In this mode using OHE, and in this and / or similar configurations using OHE, performance enhancements can be expected for such systems.

[0308] According to this embodiment, the COP and heat capacity of the system operating in three modes are determined by... Figure 29B The results shown are approximate.

[0309] Example 28—Battery Cooling—Battery Cooling at the Heatsink

[0310] In this embodiment, Figure 30 The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E28 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0311] Table E28: Cooling the Battery at the Heatsink

[0312]

[0313] In many environments, batteries can also be cooled at a radiator to reduce energy consumption (through the cooler). In warm to mild conditions, this will be used to remove heat from the battery during charging.

[0314] Example 29—Self-heating of battery, motor and inverter—Battery cooling at the radiator

[0315] In this embodiment, Figure 31The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates with RE1B1. The use of refrigerant RE1B1 (R479A) is reported in Table E29 below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0316] Table E29: Cooling the Battery at the Heatsink

[0317]

[0318] Under many conditions, motors, inverters, and batteries can be cooled at radiators, thereby reducing energy consumption at the coolers. This is likely the primary method for cooling components in cool-to-warm conditions.

[0319] Example 30A—Implementation Scheme—Improving Efficiency Without a Compressor—Cooling the Battery at the Radiator

[0320] In this embodiment, Figure 31 and Figure 3D The present invention illustrates a system configured for heating cabin air during periods of low ambient temperature, and the system operates using RE1B1. Specifically, a second coolant pump is located downstream of the battery and upstream of the motor / inverter, and directs coolant through the radiator and back to the first liquid pump. In a preferred embodiment, the piping and valves are preferably arranged to allow at least a portion and possibly all of the coolant (in which case the second liquid pump would not need to be operated) to be transferred around the motor / inverter and directly to the radiator. In a preferred embodiment, the coolant in this arrangement is capable of cooling the battery to a temperature range of about 25°C to 35°C and the motor / inverter temperature to between about 40°C and about 65°C. For operation where the ambient air is at about 15°C, the coolant (preferably water / diol) will leave the radiator at a temperature of about 20°C and return to the first liquid pump (wherein the cooler and PTC do not operate as heat transfer devices in this mode). Figure 31C An exemplary version of this configuration is illustrated, in which additional enhancement of hot radiator air is used at the OHE and / or IHE and / or internal condenser to provide the necessary heating to the cabin air.

[0321] The use of refrigerant RE1B1 (R479A) is reported in Table E30A below as an indicator of acceptable operation at the indicated location and for the indicated environmental conditions when using the identified evaporative heat source.

[0322] Table E30A: Cooling the battery at the radiator

[0323]

[0324] However, in this embodiment, the system is provided to operate as a heat pump in the EV to achieve efficiency improvements by dissipating heat without running the compressor and using a radiator for heat dissipation instead of a cooler. Figure 31A and Figure 31B The performance data illustrated in this embodiment 30 is as follows.

Claims

1. A heat transfer system for alternately and / or simultaneously providing heating and / or cooling in a moving vehicle, said moving vehicle including a power source requiring heating and / or cooling during charging and / or operation and including a compartment requiring heat input during low-temperature environmental conditions, said system comprising: a) A vapor compression refrigeration circuit, located in the mobile vehicle, the vapor compression refrigeration circuit comprising: (i) A heat transfer composition comprising a first refrigerant comprising about 48 wt% to about 52 wt% of 2,3,3,3-tetrafluoropropylene (R1234yf), about 20 wt% to about 23 wt% of R32, and about 26 wt% to about 30 wt% of R1132(E). (ii) A compressor for compressing the first refrigerant in a vapor state from a first pressure to a higher second pressure. (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by dissipating heat into the vehicle compartment during low-temperature ambient conditions. (iv) An external heat exchanger located downstream of the internal condenser to selectively: (1) condense at least a portion of the high-pressure refrigerant vapor that is not condensed in the internal condenser by discharging heat directly or indirectly into ambient air and / or circulating coolant during low-temperature ambient conditions; or (2) evaporate low-pressure refrigerant liquid from the vapor in the internal condenser during high-temperature ambient conditions. (v) A first OCE, the first OCE being connected between the internal condenser and the external heat exchanger, for selectively: (1) providing a depressurized liquid refrigerant flow from the internal condenser to the external heat exchanger in expansion mode; (2) allowing the condensed high-pressure refrigerant from the condenser to be transferred to the external condenser in an open mode without causing a pressure drop in the external heat exchanger; or (3) preventing refrigerant from flowing from the internal condenser to the external heat exchanger in a closed mode; (vi) An internal heat exchanger that is fluidly connected to the refrigerant downstream of the internal condenser for selectively providing heating to the cabin airflow; (vii) A cooler capable of being fluidly connected to the refrigerant downstream of the internal condenser for selectively heating the liquid coolant stream; (viii) A bypass channel system connected upstream of the first OCE and downstream of the external heat exchanger for selectively directing the refrigerant (1) from the internal condenser and / or from the external heat exchanger around the first expansion device and to either: (A) a second OCE fluidly connected to the internal heat exchanger for selectively: (a) providing a depressurized liquid refrigerant flow from the internal condenser to the internal heat exchanger in expansion mode; (b) allowing refrigerant from the internal condenser to the internal heat exchanger in open mode. The condensed high-pressure refrigerant from the condenser or the external heat exchanger is transferred to the internal heat exchanger without pressure reduction; or (c) in a shutdown mode, refrigerant flow to the internal heat exchanger is prevented; and / or (B) an expansion device fluidly connected to the cooler for selectively: (a) in expansion mode, providing a depressurized liquid refrigerant flow to the cooler; or (b) in a shutdown mode, preventing refrigerant flow to the cooler; or (2) guiding the first OCE, operating in the expansion mode, through the external heat exchanger; and b) A heat exchange network interconnected with the vapor compression refrigeration circuit to selectively: (i) deliver, directly or indirectly, evaporative heat from one or more of the ambient air and / or heat associated with the generation or use of electricity within the vehicle at the external heat exchanger and / or at the cooler, and / or deliver, directly or indirectly, evaporative heat from (1) the ambient air and / or (2) the power source located within the vehicle at the internal heat exchanger.

2. The system of claim 1, further comprising a refrigerant receiver, wherein the compressor is connected upstream of the refrigerant receiver.

3. The system of claim 1, wherein the refrigerant comprises R479A.

4. The system of claim 1, wherein the refrigerant is substantially composed of R479A.

5. The system according to claim 1, wherein the refrigerant is composed of R479A.

6. The system of claim 1, wherein the heat exchange network includes a coolant circuit containing a coolant that absorbs waste heat from a power source located in the vehicle during low-temperature environmental conditions and discharges the heat to the refrigerant in the cooler.

7. A mobile vehicle having one or more electric traction motors and one or more batteries and / or capacitors supplying current to the one or more traction motors, the mobile vehicle including a heat transfer system carried by the mobile vehicle for alternately and / or simultaneously providing heating and cooling within the mobile vehicle, wherein heating and / or cooling are provided to the one or more batteries and / or capacitors during charging and / or operation, and the mobile vehicle includes a compartment requiring heat input during low-temperature environmental conditions, wherein the heat transfer system includes: a) A vapor compression refrigeration circuit, located in the mobile vehicle, the vapor compression refrigeration circuit comprising: (i) a first refrigerant comprising about 48 wt% to about 52 wt% of 2,3,3,3-tetrafluoropropylene (R1234yf), about 20 wt% to about 23 wt% of R32, and about 26 wt% to about 30 wt% of R1132(E). (ii) A compressor for compressing the first refrigerant in a vapor state from a first pressure to a higher second pressure, the compressor being connected upstream of a refrigerant receiver. (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by dissipating heat into the vehicle compartment during low-temperature ambient conditions. (iv) An external heat exchanger located downstream of the internal condenser to selectively: (1) condense at least a portion of the high-pressure refrigerant vapor that is not condensed in the internal condenser by discharging heat directly or indirectly into ambient air and / or circulating coolant during low-temperature ambient conditions; or (2) evaporate low-pressure refrigerant liquid from the vapor in the internal condenser during high-temperature ambient conditions. (v) A first on / off / expansion device, the first on / off / expansion device being connected between the internal condenser and the external heat exchanger, for selectively: (1) providing a reduced-pressure liquid refrigerant flow from the internal condenser to the external heat exchanger in expansion mode; (2) allowing the condensed high-pressure refrigerant from the condenser to be transferred to the external condenser in open mode without causing a pressure drop in the external heat exchanger; or (3) preventing refrigerant from flowing from the internal condenser to the external heat exchanger in closed mode; (vi) An internal heat exchanger that is fluidly connected to the refrigerant downstream of the internal condenser for selectively providing heating to the cabin airflow; (vii) A cooler capable of being fluidly connected to the refrigerant downstream of the internal condenser for selectively heating the liquid coolant stream; (viii) A bypass channel system connected upstream of the first open / close / expansion device and downstream of the external heat exchanger for selectively directing the refrigerant (1) from the internal condenser and / or from the external heat exchanger around the first expansion device and to either: (A) a second open / close / expansion device fluidly connected to the internal heat exchanger for selectively: (a) providing a depressurized liquid refrigerant flow from the internal condenser to the internal heat exchanger in expansion mode; (b) allowing in open mode... The condensed high-pressure refrigerant from the condenser or the external heat exchanger is transferred to the internal heat exchanger without pressure reduction; or (c) in a closed mode, refrigerant flow to the internal heat exchanger is prevented; and / or (B) an expansion device fluidly connected to the cooler for selectively: (a) in an expansion mode, providing a depressurized liquid refrigerant flow to the cooler; or (b) in a closed mode, preventing refrigerant flow to the cooler; or (2) guiding the first open / close / expansion device, operating in the expansion mode, through the external heat exchanger to the receiver; and b) A heat exchange network interconnected with the vapor compression refrigeration circuit to selectively: (i) deliver, directly or indirectly, evaporative heat from one or more of the ambient air and / or heat associated with the generation or use of electricity within the vehicle at the external heat exchanger and / or at the cooler, and / or deliver, directly or indirectly, evaporative heat from (1) the ambient air and / or (2) the power source located within the vehicle at the internal heat exchanger.

8. The system of claim 6, wherein the refrigerant comprises R479A.

9. The system of claim 6, wherein the refrigerant is substantially composed of R479A.

10. The system of claim 6, wherein the refrigerant is composed of R479A.

11. The system of claim 6, wherein the heat exchange network includes a coolant circuit containing a coolant that absorbs waste heat from a power source located in the vehicle during low-temperature environmental conditions and discharges the heat to the refrigerant in the cooler.

12. A mobile vehicle having one or more electric traction motors and one or more batteries and / or capacitors supplying current to the one or more traction motors, the mobile vehicle including a heat transfer system carried by the mobile vehicle for alternately and / or simultaneously providing heating and cooling within the mobile vehicle, wherein heating and / or cooling are provided to the one or more batteries and / or capacitors during charging and / or operation, and the mobile vehicle includes a compartment requiring heat input during low-temperature environmental conditions, wherein the heat transfer system includes: a) A vapor compression refrigeration circuit, located in the mobile vehicle, the vapor compression refrigeration circuit comprising: (i) a first refrigerant comprising about 48 wt% to about 52 wt% of 2,3,3,3-tetrafluoropropylene (R1234yf), about 20 wt% to about 23 wt% of R32, and about 26 wt% to about 30 wt% of R1132(E). (ii) A compressor for compressing the first refrigerant in a vapor state from a first pressure to a higher second pressure, the compressor being connected upstream of a refrigerant receiver. (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by dissipating heat into the vehicle compartment during low-temperature ambient conditions. (iv) An external heat exchanger located downstream of the internal condenser to selectively: (1) condense at least a portion of the high-pressure refrigerant vapor that is not condensed in the internal condenser by discharging heat directly or indirectly into ambient air and / or circulating coolant during low-temperature ambient conditions; or (2) evaporate low-pressure refrigerant liquid from the vapor in the internal condenser during high-temperature ambient conditions. (v) A first on / off / expansion device, the first on / off / expansion device being connected between the internal condenser and the external heat exchanger, for selectively: (1) providing a reduced-pressure liquid refrigerant flow from the internal condenser to the external heat exchanger in expansion mode; (2) allowing the condensed high-pressure refrigerant from the condenser to be transferred to the external condenser in open mode without causing a pressure drop in the external heat exchanger; or (3) preventing refrigerant from flowing from the internal condenser to the external heat exchanger in closed mode; (vi) An internal heat exchanger that is fluidly connected to the refrigerant downstream of the internal condenser for selectively providing heating to the cabin airflow; (vii) A cooler capable of being fluidly connected to the refrigerant downstream of the internal condenser for selectively heating the liquid coolant stream; (viii) A bypass channel system connected upstream of the first open / close / expansion device and downstream of the external heat exchanger for selectively directing the refrigerant (1) from the internal condenser and / or from the external heat exchanger around the first expansion device and to either: (A) a second open / close / expansion device fluidly connected to the internal heat exchanger for selectively: (a) providing a depressurized liquid refrigerant flow from the internal condenser to the internal heat exchanger in expansion mode; (b) allowing in open mode... The condensed high-pressure refrigerant from the condenser or the external heat exchanger is transferred to the internal heat exchanger without pressure reduction; or (c) in a closed mode, refrigerant flow to the internal heat exchanger is prevented; and / or (B) an expansion device fluidly connected to the cooler for selectively: (a) in an expansion mode, providing a depressurized liquid refrigerant flow to the cooler; or (b) in a closed mode, preventing refrigerant flow to the cooler; or (2) guiding the first open / close / expansion device, operating in the expansion mode, through the external heat exchanger to the receiver; and b) A heat exchange network interconnected with the vapor compression refrigeration circuit to selectively: (i) deliver, directly or indirectly, evaporative heat from one or more of the ambient air and / or heat associated with the generation or use of electricity within the vehicle at the external heat exchanger and / or at the cooler, and / or deliver, directly or indirectly, evaporative heat from (1) the ambient air and / or (2) the power source located within the vehicle at the internal heat exchanger.

13. The mobile vehicle of claim 12, wherein the heat exchange network includes a coolant circuit containing a coolant that absorbs waste heat from a power source located in the vehicle during low-temperature environmental conditions and discharges the heat to the refrigerant in the cooler.

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