Vehicle Thermal Management with Shared Electric Heat Source
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Solution Overview
Problem
Electric vehicles and hybrid vehicles face challenges in thermal conditioning of the passenger compartment and electrical components due to the absence of an internal combustion engine, which limits heating options and requires efficient space management on the front face, while also needing to maintain battery temperature for optimal performance.
Innovation Solution
A thermal conditioning device with a heat transfer fluid circuit and a refrigerant circuit that includes fluid/fluid heat exchangers for efficient heat exchange between heat transfer fluid and refrigerant fluid, allowing for simultaneous heating of the passenger compartment and electrical components using a single electric heat source, and energy recovery from electrical components to enhance heat exchange.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Temperature
If a condenser is placed on the front face of the vehicle to enable heating mode, then the heating function is achieved, but the available space on the front face becomes extremely limited
Solution Approach 1:
The patent combines the heating and cooling functions into a single heat pump system that uses the same condenser and evaporator components for both modes of operation. The condenser on the front face serves dual purposes: cooling the refrigerant during cooling mode and serving as the heat source during heating mode, thereby eliminating the need for separate components and freeing up front face space.
Solution Approach 2:
The heat pump system is designed with universal components that perform multiple functions. The condenser and evaporator can switch roles depending on the operational mode - during cooling, the condenser condenses refrigerant while the evaporator cools air; during heating, the evaporator acts as the condenser and the front face condenser becomes the heat source. This multi-functionality resolves the space constraint while maintaining both heating and cooling capabilities.
2Device complexity
If a single electric heat source is used to heat both the passenger compartment and electrical components, then device complexity is reduced, but the ability to independently control temperature for different components is limited
Solution Approach 1:
The patent segments the thermal management system into multiple independent loops that share a common heat source. The first loop handles passenger compartment heating through a first pump and first heat exchanger, while the second loop handles electrical component heating through a second pump and second heat exchanger. This segmentation allows independent temperature control for each component while using a single electric heat source, thereby reducing overall device complexity while maintaining adaptability.
3Productivity
If heat exchangers are installed in both the heat transfer fluid loop and refrigerant circuit, then heat exchange efficiency is improved, but device complexity increases
Solution Approach 1:
The patent merges the functions of multiple heat exchangers into integrated components. The first heat exchanger serves dual purposes: it acts as a heat exchanger for the refrigerant circuit and simultaneously serves as the heat source for the first loop. Similarly, the second heat exchanger functions as both a heat exchanger for the refrigerant circuit and the heat source for the second loop. This merging reduces the total number of separate heat exchanger components while maintaining efficient heat exchange across all loops.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution provides efficient and simultaneous heating of the passenger compartment and electrical components, optimizing space and energy use, ensuring reliable operation of vehicle components by maintaining battery temperature and enhancing the thermodynamic cycle's efficiency.
Implementation Method 1
a first fluid/fluid heat exchanger (10) arranged to carry out a heat exchange between the heat transfer fluid circulating in the first loop (4) and the refrigerant fluid circulating in the refrigerant circuit (2)
Implementation Method 2
carry out a heat exchange between the heat transfer fluid circulating in the first loop (4) and the refrigerant fluid circulating in the refrigerant circuit (2)
Implementation Method 3
heat exchange between the heat transfer fluid circulating in the first loop (4) and the refrigerant fluid circulating in the refrigerant circuit (2)
Implementation Method 4
an electric heat source (8) which forms a common heat source able to heat the heat transfer fluid which circulates in the first loop (4) and/or in the second loop (5)
Implementation Method 5
at least a first pump (7), an electric heat source (8) and an interior heat exchanger (9)
Implementation Method 6
an interior heat exchanger (9) through which the heat transfer fluid is able to exchange heat with a flow of air sent into the passenger compartment of the vehicle
Implementation Method 7
exchange heat with a flow of air sent into the passenger compartment
Data Source
Figure 1~2
Figure 3~4
Figure 5~6
AI summary
The invention relates to a device (1) for the thermal management of a vehicle cabin and of at least one electric component (13) of an electric drivetrain of said vehicle, comprising a heat-transfer fluid circuit (3) through which there flows a heat-transfer fluid and comprising at least - a first heat-transfer fluid loop (4) made up of at least a first pump (7), a heat source and an internal heat exchanger (9) able to heat the cabin, and - a second heat-transfer fluid loop (5) in parallel with the first loop (4) and interconnected therewith by a first interconnection device (6), the second loop (5) comprising at least a first exchanger (11) of the electric component (13), characterized in that the heat source forms one and the same heat source able to heat the heat-transfer fluid circulating in the first heat-transfer fluid loop (4) and/or in the second heat-transfer fluid loop (5).