Vehicle environment control system utilizing a flexible heat pump

Abstract

A heat transfer system for providing alternating and / or simultaneous heating and cooling in a mobile vehicle that includes a power source requiring heating and / or cooling during charging and / or operation, and a cabin requiring heat input in low-temperature ambient conditions.

Description

Technical Field

[0001] The present invention relates to a thermal management system for electric vehicles, and more particularly to the configuration and method of a flexible and efficient environmental control system that utilizes a heat pump for such vehicles.

Background Art

[0002] Vehicles such as automobiles or trucks propelled only by one or more electric motors (sometimes called traction motors) are typically referred to as electric vehicles or EVs. In a hybrid electric vehicle, or HEV, one or more traction motors are used in conjunction with another power source such as an internal combustion engine that includes, for example, both a gasoline engine and a diesel engine. In either case, the battery or capacitor bank carried by the vehicle during operation supplies current to the traction motor and other components that are driven by the current and generally generate heat during operation.

[0003] Since the propulsion system of an EV does not include an internal combustion engine, there is no conventional internal combustion engine cooling system, and thus it is not possible to utilize a high-temperature liquid coolant to heat the interior of the vehicle's cabin, driver's compartment, or passenger compartment. Although an HEV includes an internal combustion engine, there may be cases where it is desirable to operate the HEV without operating the internal combustion engine, and in such cases, the heat from the circulating high-temperature liquid coolant may not be available for heating the interior of the cabin, driver's compartment, or passenger compartment. Furthermore, in addition to the need to heat the cabin, driver's compartment, or passenger compartment for passenger comfort, heat is often required to defrost the vehicle's windows.

[0004] Developing thermal management systems to address the heating and cooling needs of EVs is challenging for several reasons. For example, it is known to install an additional heat source, such as an electric heater, within an EV to provide at least some of the heat the vehicle requires, as mentioned above. However, such electric heaters typically draw current from the same onboard power supply that provides current to the traction motors used to propel the vehicle. The need to use such a heat source can be disadvantageous, as it may limit the range of an EV or the number of miles that a hybrid electric vehicle (HEV) can be propelled by its traction motors.

[0005] Another challenge related to the development of thermal management systems for EVs and HEVs is that such systems also need the ability to cool the cabin, driver's compartment, or passenger compartment during warmer weather. In conventional non-electric vehicles, such cooling is provided by a compressor mechanically driven by an internal combustion engine. Since EVs do not have an internal combustion engine, and the internal combustion engine in hybrid electric vehicles may be shut down for periods of time, it is desirable to provide an alternative cooling source for the driver's compartment, cabin, or passenger compartment of such vehicles when cooling is needed.

[0006] Another challenge involves the potential need to manage the temperature of the EV's battery and / or other electrical components when the vehicle is stationary and the battery is being charged by an external current source, such as at a charging station, and potentially also in the case of some HEVs.

[0007] Therefore, heating and cooling the driver's cab, cabin, or passenger compartment of an EV or HEV, including defrosting the vehicle's windows, is a challenging task that requires providing effective and efficient thermal operation while minimizing the impact on the vehicle's range or the EV or HEV's environmental performance. [Overview of the project]

[0008] The present invention provides a heat transfer system for alternately and / or simultaneously providing heating and cooling in a mobile vehicle that includes a power supply requiring temperature control during operation and a cabin requiring heat input in low-temperature ambient conditions, the system is a) A vapor compression refrigeration circuit located inside the mobile vehicle, The first refrigerant and (ii) A compressor for compressing the first refrigerant in vapor state from a first pressure to a higher second pressure, the compressor being connected upstream to a refrigerant accumulator, (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by discharging heat into the cabin under low ambient conditions, (iv) An external heat exchanger located downstream of the internal condenser, which selectively performs either (1) condensing at least a portion of the high-pressure refrigerant vapor that was not condensed in the internal condenser under low ambient conditions by directly or indirectly releasing heat to the ambient air and / or circulating coolant, or (2) evaporating the low-pressure refrigerant liquid from the internal condenser vapor under high ambient conditions, (v) A first open / close / expansion device connected between the internal condenser and the external heat exchanger, which selectively (1) in expansion mode, provides a flow of reduced-pressure liquid refrigerant from the internal condenser to the external heat exchanger; (2) in open mode, allows the condensed high-pressure refrigerant from the condenser to pass into the external heat exchanger without a pressure drop; or (3) in closed mode, prevents the flow of refrigerant from the internal condenser to the external heat exchanger. (v) An internal heat exchanger downstream of the internal condenser that can be fluidly connected to the refrigerant in order to selectively heat the cabin airflow, (vi) A cooling device that can be fluidly connected to the refrigerant downstream of the internal condenser in order to selectively heat the flow of the liquid coolant, (vii) Connected upstream of the first open / close / expansion device and downstream of the external heat exchanger, the refrigerant from the internal condenser and / or the external heat exchanger is (1) bypassed by the first expansion device, (A) selectively (a) in expansion mode, to provide a reduced flow of liquid refrigerant from the internal condenser to the internal heat exchanger, (b) in open mode, to allow the condensed high-pressure refrigerant from the condenser or the external heat exchanger to pass into the internal heat exchanger without a pressure drop, or (c) in closed mode, to provide the refrigerant to the internal heat exchanger. A vapor compression refrigeration circuit including: a second open / close / expand device fluidly connected to the internal heat exchanger to prevent the flow of the medium, and / or (B) an expansion device fluidly connected to the cooling device, which (a) selectively provides a flow of reduced-pressure liquid refrigerant to the cooling device in expansion mode, or (b) prevents the flow of refrigerant to the cooling device in closed mode, or (2) a bypass channel system for selectively delivering to the accumulator via the external heat exchanger through the first open / close / expand device operating in expansion mode; b) a heat exchange network selectively interconnected with the vapor compression refrigeration circuit, wherein (i) in the external heat exchanger and / or the cooler, heat of vaporization from one or more of the ambient air and / or heat related to the generation or use of electricity in the vehicle, and / or in the internal heat exchanger, (1) ambient air and / or (2) the power source located in the vehicle, directly or indirectly.

[0009] The present invention also provides a heat transfer system as described above, wherein the refrigerant used in the vapor compression refrigeration circuit contains, essentially consists of, or comprises 2,3,3,3-tetrafluoropropene (R-1234yf).

[0010] The present invention also provides the heat transfer system described above, wherein the heat exchange network includes a coolant circuit that includes a coolant that absorbs waste heat from a power source located inside the vehicle during low ambient conditions and discharges the heat to the refrigerant in the cooler.

[0011] As used herein, the term “waste heat from power source” refers to heat that needs to be removed and / or can be removed from an external power source, such as an onboard battery, or an electric device or article powered by an onboard battery, or a charging source used to charge the battery. Examples of such devices include vehicle batteries, motors, inverters, and other electrical devices carried by the vehicle. [Brief explanation of the drawing]

[0012] [Figure 1-1] Figure 1 shows a schematic diagram of a thermal management system for an EV according to one embodiment of the present invention. [Figure 1-2] Comparison Figure 1 [Figure 2-1] Figure 2A shows a schematic diagram of a thermal management system for an EV according to a second example of the present invention. [Figure 2-2] Figure 2B shows a schematic diagram of a thermal management system for an EV according to a second example of the present invention. [Figure 2-3] Comparison Figure 2 [Figure 3-1] Figure 3A shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-2] Figure 3B shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-3] Figure 4 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-4] Figure 5 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-5]Figure 6 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-6] Figure 7 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-7] Figure 8 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-8] Figure 9 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-9] Figure 10 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-10] Figure 11 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-11] Figure 12 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-12] Figure 13 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-13] Figure 14 shows schematic diagrams of the thermal management system based on the system shown in Figure 2 for a series of different operating modes described in Examples 1 to 30 of this specification, and the results of its operation. [Figure 3-14]FIG. 15 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-15] FIG. 16 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-16] FIG. 17 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-17] FIG. 18 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-18] FIG. 19 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-19] FIG. 20 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-20] FIG. 21A shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-21] FIG. 21B shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-22] FIG. 22 shows schematic diagrams of respective thermal management systems based on the system shown in FIG. 2 and the results of their operations for a series of different operation modes described in Examples 1 to 30 of this specification. [Figure 3-23]Figure 23 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-24] Figure 24 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-25] Figure 25 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-26] Figure 26 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-27] Figure 27 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-28] Figure 28 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-29] Figure 29A shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-30] Figure 29B shows schematic diagrams of the thermal management system based on the system shown in Figure 2, and the results of its operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-31] Figure 30 shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-32]Figure 31A shows schematic diagrams of the thermal management system based on the system shown in Figure 2, and the results of its operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-33] Figure 32A shows schematic diagrams of the thermal management systems based on the system shown in Figure 2, and the results of their operation, for a series of different operating modes described in Examples 1 to 30 of this specification. [Figure 3-34] Figure 32B shows schematic diagrams of the thermal management system based on the system shown in Figure 2, and the results of its operation, for a series of different operating modes described in Examples 1 to 30 of this specification.

[0013] Comparative Figure 1 shows a schematic diagram of the thermal management system for EVs according to Comparative Example 1 of this specification.

[0014] Comparative Figure 2 shows a schematic diagram of the thermal management system for EVs according to Comparative Example 2 of this specification. [Modes for carrying out the invention]

[0015] An exemplary thermal management system according to the present invention is shown in Figure 1 of this specification. The thermal management system, which includes components of an EV to be heated or cooled, is shown as a whole as 10 and includes an area in which one or more people move, referred to herein as a “cabin” (not shown), and an area outside the cabin that collectively houses the working components of the EV. Some of the various thermal management systems of the present invention may be located inside and / or outside the cabin.

[0016] The system 10 of the present invention includes a heat pump subsystem 52, which may be a vapor compression system generally shown as 20, which is thermally interconnected with a coolant circuit generally shown as 100, a cabin environment control module 200, and potentially also thermally interconnected independently with an ambient air source generally shown as 300. Since some components of the vapor compression circuit interface with some components of the coolant circuit and the environment control module 200, it will be understood that those parts may be appropriately designated as components of those parts of the system.

[0017] In particular, the vapor compression system includes various components of the present invention, a compressor 21, an accumulator 22 on the suction side of the compressor, and a refrigerant, preferably R-1234yf, circulating through an internal condenser 23 located within an environmental control module 200. The environmental control module 200 includes a door 23A over the internal condenser 23, the door 23A can be moved to any position between a fully closed position (as shown in the figure) in which cabin air entering the control module cannot flow through the internal condenser, and a fully open position in which the door allows air from the cabin to flow completely through the internal condenser and be heated as it condenses at least a portion of the refrigerant flowing into the condenser from the discharge side of the compressor.

[0018] The refrigerant exiting the internal condenser is fluidly connected to an open / closed / expanding device (indicated as OC / EX1). The OC / EX1 is a known device that can be configured to take one of three possible actions: (1) change the pressure and temperature of the flowing refrigerant; (2) open fully to allow the refrigerant to pass through with minimal changes in pressure and temperature; or (3) close to prevent the flow of refrigerant. The OC / EX device used in this invention may include an electronic actuator control controller (see Figures 2A and 2B), which allows the actuator to position the expander in a fully open position, a fully closed position, or a throttled position where flow is possible at substantially low pressure and temperature. The throttled position is typically a partially open position, and the controller adjusts the valve opening to regulate the flow through the expander.

[0019] The controller and expansion device may be configured to continuously or periodically adjust the throttle position depending on the system operating conditions. By throttling the position of the expansion device, the controller can adjust the refrigerant flow, pressure, temperature, and state as needed.

[0020] By operating OC / EX1 in the fully open position, the external heat exchanger 24 (located outside the cabin) is used in auxiliary condensation mode during low ambient conditions to condense at least a portion of any refrigerant vapors that do not condense in the internal condenser 23 by directly releasing heat to the relatively low-temperature ambient air 400, or preferably indirectly, after the ambient air has passed through the radiator of the circulating coolant system. For example, during periods of high ambient conditions, OC / EX1 can be operated in the throttle position, and the external heat exchanger can operate as an evaporator, or the external condenser can be bypassed by operating OCEX1 in the fully closed position, thereby directing the refrigerant flow from the internal condenser through the bypass conduit to the diversion valve 25.

[0021] The refrigerant flowing through the diversion valve 25 can be directed to the cooling device 26 and / or the internal heat exchanger 27, or it can bypass each of these and flow directly to the accumulator 22 through the diversion valve 28. An open / close valve OC 1 may be located downstream of the diversion valve 25 and upstream of EXV 1, and in the closed position, it blocks the flow toward EXV 1, thereby ensuring that the refrigerant flows to OC / EX 2. As an alternative in some cases, EXV 1 may be provided as OC / EV and operated in the closed position to prevent the flow of refrigerant to the cooling device, as illustrated in some of the embodiments below. A second open / close / expansion device (indicated as OC / EX 2) is located upstream of the internal heat exchanger and can be operated in either the fully open position (i.e., with no substantial pressure drop) or throttle mode to allow the refrigerant to flow to the internal heat exchanger. OC / EX 2 can also be operated in the fully closed position to prevent the flow of refrigerant to the internal heat exchanger 27.

[0022] In particular, as shown in the following examples, many of the advantages of the system of the present invention include the following: 1. Eliminate the problem of condensation capacity in cold weather. 2. Eliminate the problem of ice formation in the external heat exchanger. 3. Eliminate the need for high-voltage PTC (positive temperature coefficient) heaters inside the vehicle. 4. Offset heating capacity reduction in cold weather. 5. In extremely cold weather, use PTC to heat the battery if present. 6. Use an internal heat exchanger as an evaporator or condenser extension and preheater. Expand the initial air temperature range of the 7-R-1234yf heat pump. 8. Instead of a cooler, use an external heat exchanger (radiator) to dissipate heat from the components. 9. Before starting the cold cycle, the motor and inverter are heated for higher efficiency. 10. Use an internal condenser for dehumidification and reheating, which is more efficient than using a PTC. 11- The ability to use all heat sources (in any combination) for a heat pump in an OHE or cooling system. 12-Radiator capacity to cool all heat sources 13. The ability to cool all heat sources with a cooler. 14. Ability to independently self-heat the motor, inverter, and battery. 15. The ability to self-heat a motor, inverter, and battery in series, and 16. Ability to simultaneously cool the motor and inverter (external heat exchanger (radiator)) and the battery (cooling device). [Examples]

[0023] The following example uses another thermal management system according to one embodiment of the present invention, as shown in Figures 2A and 2B, which offers the following advantageous features. A) Ability to use at least the following four evaporative energy sources available for use in heating electric vehicles via a heat pump: 1. Waste (or excess) energy from motors and inverters 2. Waste (or excess) energy from batteries 3. Electrical energy from the heater (PTC) 4. Free energy from the environment (air) B) Two locations in the system where energy is absorbed (as a heat source for evaporation) and can be used by a heat pump to warm the vehicle: 1. External heat exchanger (with airflow) 2. Cooling device (with coolant flow)

[0024] Comparative Example 1 and Example 1 - Heat pump mode for heating cabin air Comparative Example 1 A typical conventional heat pump system for use in EVs is shown in Figure C1 and is used as the basis for the results of the data reported for this Comparative Example 1 (referred to as the "CE1 data"). In this system, waste heat from the battery is carried away by a coolant (e.g., water / glycol, etc.) away from the battery and PTC and used as an evaporative heat source in the cooler of the vapor compression system, as described above. While this configuration may be effective in some cases, the applicant has come to understand that complete condensation is often not achieved in the internal condenser in many operating modes, including relatively low ambient temperature conditions, which impairs the capability and effectiveness of such a system in such situations. This Comparative Example and Example 1 below are based on the use of R-1234yf as the refrigerant.

[0025] Example 1 The applicant has come to understand that, at relatively low ambient temperatures, previously configured EVs may have problems with insufficient condenser surface area to provide complete condensation, which can lead to problems with system capacity and efficiency (COP). The applicant has found that the system described herein can be dramatically improved in performance with relatively simple and low-cost modifications, providing not only unexpectedly superior performance but also a high level of operability across a wide variety of cooling and heating modes performed by the system. The system configured for operation to heat cabin air during periods of low ambient temperature is shown in Figure 3A.

[0026] In this system and the remaining systems shown in the embodiments, the label “Internal Cond” refers to the same heat exchanger referred to in Figure 1 as Internal Condenser 23, and the heat exchanger labeled “Evap / Cond” refers to the same heat exchanger labeled “Internal Heat Exchanger” or IHE as shown in Figure 1, located in essentially the same relative position and arrangement, including the presence of a door and cabin air as shown and described in relation to Figure 1. Furthermore, each figure according to the present invention has, where necessary, an open / close valve to prevent the flow of refrigerant to the EXV connected to the cooling system, but such valves are not shown in these figures for convenience. It will be understood that these relative positions and features are present in this figure and the remaining figures, but are not strictly shown for convenience, in order to facilitate a more easily illustrated system.

[0027] As shown in Figure 1, the system allows for the selective modification of the refrigerant flow from the internal condenser 1 to the internal heat exchanger 2, so that it enters the heat exchanger through an open OC / EX, i.e., at the same pressure and temperature as the outlet of the internal condenser. In this way, the internal heat exchanger 2 provides an additional condensation surface and simultaneously functions as a preheater (with the door fully open, thereby allowing preheated cabin air to enter the internal condenser).

[0028] The conditions under which the tests were conducted, as well as the relative capabilities and effectiveness of the two systems that operated in this manner, are reported in Tables 1 and 2, illustrated for convenience as Figure 3B. The results from this Example 1 are reported as EWG-HP, and the results from Comparative Example 1 are reported as WG-HP.

[0029] [Table 1]

[0030] [Table 2]

[0031] In the table above, the temperature and pressure conditions, where applicable, correspond to those shown in Figures 2A and 2B of this specification.

[0032] From the results reported above, it can be seen that the thermal management system of the present invention, in this operating mode, yields an average COP 34.1% (22.3% to 43.1%) higher than conventional heat pump systems and an average heating capacity 7.0% (5.4% to 9.2%) higher than conventional systems under conditions -30a, -20a, and -10a.

[0033] Comparative Example 2 - Air Conditioning Mode Conventional heat pumps provide air conditioning to EVs using a typical configuration shown in Comparison Figure 2. In this configuration, which is part of a conventional air conditioning cycle where cabin air is cooled, the OHE 3 is the primary heat source for condensing the refrigerant, and the evaporator 3 cools the unit for the cabin air.

[0034] The applicant came to understand that while heat pump systems require an evaporative heat (energy) source, EVs also have a cooling need (very efficient) to represent the waste heat from the evaporation source, and that improved systems are possible to utilize these characteristics. In particular, the applicant noticed that there are two main areas where cooling is required for all EVs. 1. Batteries require cooling during charging, and sometimes during discharge (vehicle operation). Additionally, batteries may need to be warmed up initially in very cold weather. 2. Vehicle drive motors / inverters require cooling during vehicle operation. These devices also benefit in terms of efficiency from heating in cold weather.

[0035] In conventionally designed systems, unfortunately, the need for cooling, and the ideal temperatures for the battery and motor / inverter, vary greatly depending on the vehicle's ambient conditions, operating conditions, static battery charge, how long the vehicle was off before operation, or how long the vehicle had been running. In some situations, one or both of these (battery or motor / inverter) may require cooling, while the other may not, or may require heating.

[0036] Examples 2-19 The applicant has come to understand that the most efficient evaporative heat conditions for a heat pump can be achieved by the highly flexible system of the present invention, which can utilize available heat without impairing other heat 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 simultaneously allowing waste heat from a battery during charging and / or discharging to be used in the cooler or OHE, and ambient air to be used as a heat source in the OHE or internal heat exchanger. Furthermore, one or both of the above heat sources can be warmed up, while another heat source is used as the evaporative heat source for the heat pump. In addition, an electrically operated positive temperature coefficient (PTC) heater can be used alone or in series with the evaporative heat source of the cooler and / or OHE. The available evaporative heat sources that the system design enables are listed below. 1. Air only (in OHE) 2. Motors and inverters (in OHE) 3. Motors and inverters (in cooling systems) 4. Motors, inverters, and PTCs (in coolers) 5. Battery (in the cooler) 6. Battery and PTC (in the cooler) 7. Battery (in OHE) 8. Motors, inverters, and batteries (in cooling systems) 9. Motors, inverters, batteries, PTCs (in cooling systems) 10. Motors, inverters, and batteries (in OHE) 11. PTC (in condensers) 12. PTC (in OHE) 13. Motors, inverters, and PTCs (in OHE) 14. Motors, inverters, batteries, PTCs (in OHE) 15. Batteries and PTCs (in OHE) 16. Air only (in the cooler) 17. Batteries, motors, and inverters (in cooling systems) 18. Dehumidification (in an evaporator)

[0037] The applicable system operating modes for evaporative heat sources and their locations of use, along with the relevant ambient temperature and cabin conditions (hot, slightly cool, cool, or occupant-acceptable), are shown in the following examples (with relevant diagrams). Furthermore, the battery, motor, and inverter conditions are defined as hot, slightly hot, slightly cool, cool, or acceptable. Operating conditions between startup and comfort, and whether battery charging is enabled (yes) or disabled (no) are described. Applicable operating conditions for different heat sources are shown. In the diagrams, thick lines in the vapor compression system indicate refrigerant flow at relatively high pressure (only line pressure drop from 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 bypassed refrigerant conduits (and corresponding units). Similarly, thick lines in the coolant section indicate effective coolant flow, thin lines indicate bypassed coolant conduits, while thick dashed lines indicate that coolant may be flowing selectively, but not in accordance with the results reported in the examples.

[0038] Example 2 - Vehicle heating at 0°C to 15°C In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 4. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 2 below.

[0039] [Table 3]

[0040] This is an efficient mode for vehicle heating between 0°C and 15°C. It can and is likely to be used in conjunction with the self-heating of the battery, motor, and inverter, either in series or parallel.

[0041] Example 3 -- Vehicle heating between 10℃ and 15℃ In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 5. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 3 below.

[0042] [Table 4]

[0043] This is an efficient mode for vehicle heating between -10°C and 15°C after the motor and inverter have warmed up and required (or can tolerate) some cooling. It can and likely be used in conjunction with battery self-heating or battery cooling in a cooler. It can also be used to de-ice the OHE.

[0044] Example 4 -- Vehicle heating between 15°C and 15°C In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 6. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 4 below.

[0045] [Table 5]

[0046] This is also an efficient mode for vehicle heating between -15°C and 15°C after the motor and inverter have warmed up and require or can tolerate some cooling. It can also be used to cool the motor and inverter in warm weather. This is likely to be used when the battery is at a suitable or acceptable temperature.

[0047] Example 5 - Motor and inverter temperature control while heating the EV In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 7. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 5 below.

[0048] [Table 6]

[0049] In this mode, the motor and inverter temperatures can be maintained while the vehicle is being heated. In this case, the battery is assumed to be warming up during charging or at an appropriate temperature.

[0050] Example 6 - Vehicle heating between -25°C and 5°C with battery charging In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 8. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 6 below.

[0051] [Table 7]

[0052] This is an efficient mode for heating the vehicle between -25°C and 5°C while the battery is charging. Excess heat from charging or the charging source can be used to heat the vehicle.

[0053] Example 7 - Vehicle heating in an ambient environment of -35°C to 5°C with battery charging In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 9. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 7 below.

[0054] [Table 8]

[0055] This is an efficient mode for heating the vehicle while maintaining the battery temperature in ambient conditions between -35°C and 5°C. This mode is likely to be used when starting operation after charging.

[0056] Example 8 - Vehicle heating in an ambient environment of -15°C to 5°C with battery charging In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 10. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 8 below.

[0057] [Table 9]

[0058] This is an efficient mode for heating the vehicle between -15°C and 5°C while the battery is charging. Excess heat from charging can be used to heat the vehicle in OHE.

[0059] Example 9 - Vehicle heating in an ambient environment of -15°C to 15°C during operation In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 11. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 9 below.

[0060] [Table 10]

[0061] This is an efficient mode for heating the vehicle between -15°C and 15°C during operation. Excess heat from the battery, motor, and inverter can be used by the cooler. This can also be used in conjunction with an enhanced heat pump configuration (dotted line).

[0062] Example 10 - Vehicle heating in an ambient environment of -25°C to 5°C during operation In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 12. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 10 below.

[0063] [Table 11]

[0064] This is an efficient mode for heating the vehicle between -25°C and 5°C during operation. PTC heating can be used to heat the vehicle while maintaining the temperature of the battery, motor, and inverter. This can also be used in conjunction with an enhanced heat pump configuration (dotted line).

[0065] Example 11 - Vehicle heating in an ambient environment of -15°C to 15°C during operation In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 13. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 11 below.

[0066] [Table 12]

[0067] This is an efficient mode for heating the vehicle between -15°C and 15°C during operation. Excess heat from the battery, motor, and inverter can be used in the OHE. This can also be used to thaw the OHE in case of freezing.

[0068] Example 12 - Vehicle heating in an ambient environment of -35°C to 5°C with battery charging In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 14. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 12 below.

[0069] [Table 13]

[0070] This is an efficient mode for heating the vehicle between -35°C and -5°C after charging to prepare the vehicle cabin before driving. Heat from the PTC is used by a heat pump to warm the cabin. This can also be used in conjunction with an enhanced heat pump configuration (dotted line).

[0071] Example 13 - Vehicle heating in an ambient environment of -15°C to 5°C with battery charging or operation In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 15. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 13 below.

[0072] [Table 14]

[0073] This is an efficient mode for heating the vehicle between -15°C and 5°C during operation or charging, provided the battery, motor, and inverter are at the appropriate temperature. The heat from the PTC can be used in the OHE.

[0074] Example 14 - Vehicle heating at ambient temperatures of 15°C to 5°C In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 16. This is a less efficient mode for vehicle heating between -15°C and 5°C while the motor and inverter are warming up (PTC energy may be used). This can also be used to de-ic the OHE.

[0075] Example 15 - Vehicle heating in an ambient environment of -15°C to 5°C with battery charging In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 17. This is a less efficient mode for vehicle heating between -15°C and 15°C while the motor, inverter, and battery are warming up (PTC energy can be used). This can also be used to de-ic the OHE.

[0076] Example 16 - Vehicle heating at ambient temperatures between -15°C and 15°C, with component warm-up In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 18. This is a less efficient mode for vehicle heating between -15°C and 15°C while the motor, inverter, and battery are warming up (PTC energy can be used). This can also be used to de-ic the OHE.

[0077] Example 17 - Vehicle heating at ambient temperatures between 15°C and 5°C In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 19. This is also an efficient mode for vehicle heating between -5°C and 15°C. Energy from the air can be used in the cooler without affecting the motor and inverter or battery.

[0078] Example 18 - Vehicle heating at ambient temperatures of -15°C to 5°C after warming up the components In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 20. This is also an efficient mode for vehicle heating between -15°C and 15°C after the motor, inverter, and battery have warmed up and required (or can tolerate) some cooling. It can also be used to cool the motor, inverter, and battery in warmer climates.

[0079] Example 19A - Dehumidification In this example, the system of the present invention is configured for operation to heat cabin air during a period of normal ambient temperature, as shown in Figure 21A. As shown, the data obtained by operating the system of this embodiment yields results as reported in Table Example 19A below.

[0080] [Table 15]

[0081] This is the normal mode for dehumidification, where the air is cooled (below the dew point to remove moisture) and then reheated to achieve a more comfortable temperature for the occupants. In very warm weather, reheating is less frequent or not required at all, but in milder conditions, dehumidification is necessary.

[0082] Example 19B - Dehumidification In this example, the system of the present invention is configured for operation to heat cabin air during a period of normal ambient temperature, as shown in Figure 21B.

[0083] Examples 20-27 In addition to the flexibility of the evaporative heat source provided by the present invention, several energy-saving, heating, and cooling configurations are advantageously offered.

[0084] The configurations shown on the following page illustrate energy-saving opportunities under many conditions. Battery heating through self-heating Battery heating using PTC heating Self-heating of motors and inverters Heating of motors and inverters using PTC Self-heating of batteries, motors, and inverters Heating of batteries, motors, and inverters using PTC Cooling of motors and inverters in radiators Cooling of the motor and inverter by the radiator (battery cooler) Battery cooling by the radiator Cooling of motors, inverters, and batteries in radiators

[0085] Example 20 - Battery heating In this example, the system of the present invention is configured to operate to heat the cabin air during periods of low ambient temperature while warming the battery, as shown in Figure 22. Circulating a coolant around the battery helps the battery warm up more consistently, either during charging or while driving.

[0086] Example 21 - Battery Heating - Very Low Temperature Environment In this example, the system of the present invention is configured for operation to heat cabin air during periods of very low ambient temperature, as shown in Figure 23. In cold to very cold weather, the battery may be heated by a circulating coolant heated by a PTC. This may be necessary before charging the battery in very cold weather. This can also improve (reduce) charging time in milder but colder conditions. This may also be used to warm up the battery at the start of a drive cycle.

[0087] Example 22 - Self-heating of motor and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 24. For cold weather, it is important to allow the motor and inverter to self-heat uniformly in order to achieve best efficiency. The coolant can be circulated without removing heat.

[0088] Example 23 - Self-heating of motor and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 25. For cold weather, enabling the motor and inverter to self-heat uniformly is crucial for achieving best efficiency. PTC heating can be used to accelerate warm-up. This improves vehicle efficiency immediately after charging and before starting operation.

[0089] Example 24 - Battery, motor, and inverter heating In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 26. Circulating a coolant through the motor / inverter and battery would be an efficient method for heating both devices. This is likely to be used during charging until the battery needs cooling. It can also be used during operation to heat the battery until it reaches a desired temperature when it is removed from the loop.

[0090] Example 25 - Self-heating of battery, motor, and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 27. Circulating a coolant through the motor / inverter and battery would be an efficient method for heating both devices. PTC heating can also be used to increase heating. This is suitable during or before charging.

[0091] Example 26 - Cooling of motor and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 28. Under many ambient operating conditions, it should be highly efficient to cool the motor and inverter with a radiator as needed without increasing the load on the AC system (cooler), which may take additional energy that could be used to keep the vehicle cool.

[0092] Example 27 - Self-heating of motor and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 29A. This mode (cooling the motor and inverter with the radiator) can also be used while cooling the battery with the cooling device. This is the dominant component cooling mode in warm to hot weather. The evaporator is used to cool the vehicle. In such modes in which the OHE is used, improved performance can be expected for such systems, as reported / illustrated in Figure 29B in this configuration and / or similar configurations in which the OHE is used.

[0093] Example 28 - Battery Cooling In this example, the system of the present invention is configured to operate to heat cabin air during periods of low ambient temperature, as shown in Figure 30. For many ambient environments, the battery can also be cooled by a radiator to reduce energy consumption (via a cooler). In warm to mild conditions, this is used to remove heat from the battery during charging.

[0094] Example 29 - Self-heating of battery, motor, and inverter In this example, the system of the present invention is configured for operation to heat cabin air during periods of low ambient temperature, as shown in Figure 31. Under many conditions, the motor, inverter, and battery can be cooled in a radiator, reducing energy consumption in the cooler. In moderately low to moderately high temperatures, this is the primary method of cooling the components.

[0095] Example 30 - Embodiment - Efficiency improvement without a compressor In this example, the system of the present invention is configured to operate to heat cabin air during periods of low ambient temperature, as shown in Figure 31A. However, in this example, the system provides operation as a heat pump in the EV to achieve improved efficiency by rejecting heat without operating the compressor and by using radiator heat dissipation as opposed to using a cooler, as shown by the performance data of this example 30, as shown in Figures 32A and 32B.

Claims

1. A heat transfer system for providing alternating and / or simultaneous heating and cooling in a mobile vehicle that includes a power source requiring heating and / or cooling during charging and / or operation, and a cabin requiring heat input in low-temperature ambient conditions, wherein the system is a) A vapor compression refrigeration circuit located inside the mobile vehicle, (i) The first refrigerant and (ii) A compressor for compressing the first refrigerant in vapor state from a first pressure to a higher second pressure, the compressor being connected upstream to a refrigerant accumulator, (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by discharging heat into the cabin under low ambient conditions, (iv) An external heat exchanger located downstream of the internal condenser, which selectively performs either (1) condensing at least a portion of the high-pressure refrigerant vapor that was not condensed in the internal condenser under low ambient conditions by directly or indirectly releasing heat to the ambient air and / or circulating coolant, or (2) evaporating the low-pressure refrigerant liquid from the internal condenser vapor under high ambient conditions, (v) A first open / close / expansion device connected between the internal condenser and the external heat exchanger, which selectively (1) in expansion mode, provides a flow of reduced-pressure liquid refrigerant from the internal condenser to the external heat exchanger; (2) in open mode, allows the condensed high-pressure refrigerant from the condenser to pass into the external heat exchanger without a pressure drop; or (3) in closed mode, prevents the flow of refrigerant from the internal condenser to the external heat exchanger. (vi) In order to selectively provide heating to the cabin airflow, an internal heat exchanger downstream of the internal condenser that is fluidly connected to the refrigerant, (vii) A cooling device that can be fluidly connected to the refrigerant downstream of the internal condenser in order to selectively heat the flow of the liquid coolant, (viiii) Connected upstream of the first open / close / expansion device and downstream of the external heat exchanger, the refrigerant from the internal condenser and / or the external heat exchanger is (1) bypassed by the first expansion device, (A) selectively (a) in expansion mode, to provide a reduced flow of liquid refrigerant from the internal condenser to the internal heat exchanger, (b) in open mode, to allow the condensed high-pressure refrigerant from the condenser or the external heat exchanger to pass into the internal heat exchanger without a pressure drop, or (c) in closed mode, to provide the refrigerant to the internal heat exchanger. A vapor compression refrigeration circuit including: a second open / close / expand device fluidly connected to the internal heat exchanger to prevent the aforementioned flow, and / or (B) an expansion device fluidly connected to the cooling device, which (a) selectively provides a flow of reduced-pressure liquid refrigerant to the cooling device in expansion mode, or (b) prevents the aforementioned flow of refrigerant to the cooling device in closed mode, or (2) a bypass channel system for selectively sending refrigerant to the accumulator via the external heat exchanger through the first open / close / expand device operating in expansion mode; and b) A heat transfer system comprising a heat exchange network selectively interconnected with the vapor compression refrigeration circuit, wherein (i) in the external heat exchanger and / or the cooler, heat of vaporization from one or more of the ambient air and / or heat related to the generation or use of electricity in the vehicle, and / or in the internal heat exchanger, directly or indirectly from (1) the ambient air and / or (2) the power source located in the vehicle.

2. The system according to claim 1, wherein the refrigerant comprises 2,3,3,3-tetrafluoropropene (R-1234yf).

3. The system according to claim 1, wherein the refrigerant essentially consists of 2,3,3,3-tetrafluoropropene (R-1234yf).

4. The system according to claim 1, wherein the refrigerant comprises 2,3,3,3-tetrafluoropropene (R-1234yf).

5. The system according to claim 1, wherein the heat exchange network includes a coolant circuit that includes a coolant that absorbs waste heat from a power source located inside the vehicle during low ambient conditions and discharges the heat to the refrigerant in the cooler.

6. 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, comprising a heat transfer system carried by the mobile vehicle to provide alternating and / or simultaneous heating and cooling within the mobile vehicle, wherein the heating and / or cooling is provided to the one or more batteries and / or capacitors during charging and / or operation and includes a cabin that requires heat input in low ambient conditions, the heat transfer system is a) A vapor compression refrigeration circuit located inside the mobile vehicle, (i) The first refrigerant and (ii) A compressor for compressing the first refrigerant in vapor state from a first pressure to a higher second pressure, the compressor being connected upstream to a refrigerant accumulator, (iii) An internal condenser for selectively condensing at least a portion of the first refrigerant vapor from the compressor by discharging heat into the cabin under low ambient conditions, (iv) An external heat exchanger located downstream of the internal condenser, which selectively performs either (1) condensing at least a portion of the high-pressure refrigerant vapor that was not condensed in the internal condenser under low ambient conditions by directly or indirectly releasing heat to the ambient air and / or circulating coolant, or (2) evaporating the low-pressure refrigerant liquid from the internal condenser vapor under high ambient conditions, (v) A first open / close / expansion device connected between the internal condenser and the external heat exchanger, which selectively (1) in expansion mode, provides a flow of reduced-pressure liquid refrigerant from the internal condenser to the external heat exchanger; (2) in open mode, allows the condensed high-pressure refrigerant from the condenser to pass into the external heat exchanger without a pressure drop; or (3) in closed mode, prevents the flow of refrigerant from the internal condenser to the external heat exchanger. (vi) In order to selectively provide heating to the cabin airflow, an internal heat exchanger downstream of the internal condenser that is fluidly connected to the refrigerant, (vii) A cooling device that can be fluidly connected to the refrigerant downstream of the internal condenser in order to selectively heat the flow of the liquid coolant, (viiii) Connected upstream of the first open / close / expansion device and downstream of the external heat exchanger, the refrigerant from the internal condenser and / or the external heat exchanger is (1) bypassed by the first expansion device, (A) selectively (a) in expansion mode, to provide a reduced flow of liquid refrigerant from the internal condenser to the internal heat exchanger, (b) in open mode, to allow the condensed high-pressure refrigerant from the condenser or the external heat exchanger to pass into the internal heat exchanger without a pressure drop, or (c) in closed mode, to provide the refrigerant to the internal heat exchanger. A vapor compression refrigeration circuit including: a second open / close / expand device fluidly connected to the internal heat exchanger to prevent the aforementioned flow, and / or (B) an expansion device fluidly connected to the cooling device, which (a) selectively provides a flow of reduced-pressure liquid refrigerant to the cooling device in expansion mode, or (b) prevents the aforementioned flow of refrigerant to the cooling device in closed mode, or (2) a bypass channel system for selectively sending refrigerant to the accumulator via the external heat exchanger through the first open / close / expand device operating in expansion mode; and b) A mobile vehicle comprising a heat exchange network selectively interconnected with the vapor compression refrigeration circuit, wherein (i) in the external heat exchanger and / or the cooler, heat of vaporization from one or more of the ambient air and / or heat related to the generation or use of electricity in the vehicle, and / or in the internal heat exchanger, (1) ambient air and / or (2) the power source located in the vehicle, directly or indirectly.

7. The mobile vehicle according to claim 6, wherein the refrigerant comprises 2,3,3,3-tetrafluoropropene (R-1234yf).

8. The mobile vehicle according to claim 6, wherein the refrigerant essentially consists of 2,3,3,3-tetrafluoropropene (R-1234yf).

9. The mobile vehicle according to claim 6, wherein the refrigerant consists of 2,3,3,3-tetrafluoropropene (R-1234yf).

10. The mobile vehicle according to claim 6, wherein the heat exchange network includes a coolant circuit that includes a coolant that absorbs waste heat from a power source located inside the vehicle during low ambient conditions and discharges the heat to the coolant in the cooler.

Images