A SYSTEM FOR USE IN A VEHICLE

Abstract

A vehicle arrangement (20) for thawing thermal energy from and/or rejecting thermal energy to a plurality of components in a vehicle, the arrangement comprising a heat-pump assembly (12) comprising a first heat-pump section (18) at a first temperature and a second heat-pump section (22) at a second temperature different from the first temperature, and a first thermal energy distribution path (26) for transporting a first carrier fluid and extending through at least a portion of the first heat-pump section (18), and a second thermal energy distribution path (28) for transporting a second carrier fluid and extending through at least a portion of the second heat-pump section (22). The arrangement further comprises a first circulation pump (32) associated with the first thermal energy distribution path (26) for pumping the first carrier fluid around the first thermal energy distribution path and a second circulation pump (34) associated with the second thermal energy distribution path (28) for pumping the second carrier fluid around the second thermal energy distribution path. In addition the system comprises means (78-100) for selectively connecting at least one of the plurality of vehicle components to at least one of the thermal energy distribution paths so as to draw thermal energy from and/or reject thermal energy to said vehicle component or components.

Claims

1. A vehicle arrangement for drawing thermal energy from and/or rejecting thermal energy to a plurality of components in a vehicle, the arrangement comprising: a heat-pump assembly comprising a first heat-pump section at a first temperature and a second heat-pump section at a second temperature different from the first temperature; a first thermal energy distribution path for transporting a first carrier fluid and extending through at least a portion of the first heat-pump section, and a second thermal energy distribution path for transporting a second carrier fluid and extending through at least a portion of the second heat-pump section; a first circulation pump associated with the first thermal energy distribution path for pumping the first carrier fluid around the first thermal energy distribution path and a second circulation pump associated with the second thermal energy distribution path for pumping the second carrier fluid around the second thermal energy distribution path; and means for selectively connecting at least one of the plurality of vehicle components to at least one of the thermal energy distribution paths so as to draw thermal energy from and/or reject thermal energy to said vehicle component or components.

2. A vehicle arrangement according to claim 1, wherein the first heat-pump section comprises a dedicated evaporator and/or the second heat-pump section comprises a dedicated condenser.

3. A vehicle arrangement according to claim 1, the heat-pump assembly comprising: a third heat-pump section at a third temperature different from the first and second temperatures; a third thermal energy distribution path for transporting a third carrier fluid and extending through at least a portion of the third heat-pump section; and a third circulation pump associated with the third thermal energy distribution path for pumping the third carrier fluid around the third thermal energy distribution path.

4. A vehicle arrangement according to claim 3, wherein the third heat-pump section comprises a dedicated condenser.

5. A vehicle arrangement according to claim 1, the heat-pump assembly comprising a heat-pump path for transporting a refrigerant fluid, wherein the heat-pump path extends through the heat-pump sections.

6. A vehicle arrangement according to claim 1, the heat-pump assembly further comprising an accumulator for storing thermal energy.

7. A vehicle arrangement according to claim 1, wherein the heat-pump assembly is hermetically sealed.

8. A vehicle arrangement according to claim 1, wherein the means for selectively connecting at least one of the plurality of vehicle components to at least one of the thermal energy distribution paths includes at least one valve device.

9. A vehicle arrangement according to claim 8, wherein the at least one valve device is a hydraulic valve device.

10. A vehicle arrangement according to claim 8, wherein the at least one valve device is an on/off control valve.

11. A vehicle arrangement according to claim 8, wherein the at least one valve device is a six-port valve for selectively connecting a vehicle component to one of two of the thermal energy distribution paths.

12. A vehicle arrangement according to claim 8, wherein the at least one valve device is a variable valve device for allowing only a proportion of the flow in one of the thermal energy distribution paths to traverse at least one vehicle component.

13. A vehicle arrangement according to claim 1, wherein at least one thermal energy distribution path is for transporting a different carrier fluid from at least one other thermal energy distribution path.

14. A vehicle arrangement according to claim 1, wherein at least one thermal energy distribution path comprises a feed line and a return line.

15. A system for controlling the vehicle arrangement of claim 1, the system comprising: means configured to receive sensor output data from at least one vehicle sensor; means configured to store pre-determined data relating sensor output data from the at least one vehicle sensor to a particular configuration of the vehicle arrangement; means configured to compare the sensor output data with the pre-determined data; and means configured to send at least one control signal to actuate the means for selectively connecting at least one of the plurality of vehicle components to at least one of the thermal energy distribution paths, and/or to actuate at least one of the circulation pumps, in dependence on said comparison.

16. A system according to claim 15, wherein the at least one vehicle sensor is a vehicle component temperature sensor.

17. A system according to claim 15, wherein the at least one vehicle sensor is a heat-pump assembly temperature sensor.

18. A method for controlling the vehicle arrangement of claim 1, the method comprising: receiving sensor output data from at least one vehicle sensor; storing pre-determined data relating sensor output data from the at least one vehicle sensor to a particular configuration of the vehicle arrangement; comparing the sensor output data with the pre-determined data; and sending at least one control signal to actuate the means for selectively connecting at least one of the plurality of vehicle components to at least one of the thermal energy distribution paths, and/or to actuate at least one of the circulation pumps, in dependence on said comparison.

19. A non-transitory data memory containing a computer readable code for performing the method according to claim 18.

20. A vehicle comprising an arrangement according to claim 1.

21. A vehicle comprising a system or controller according to claim 15.

22-25. (canceled)

Description

BRIEF DESCRIPTION OF DRAWINGS

[0029] The invention will now be described, by way of example only, with reference to the accompanying figures in which:

[0030] FIG. 1 is a diagram showing a vehicle thermal energy distribution arrangement (VTEDA) according to one embodiment of the invention, the arrangement comprising a heat-pump assembly with a unidirectional heat-pump path; a plurality of vehicle components; and thermal energy distribution paths between the heat-pump path and vehicle components;

[0031] FIG. 2 is a schematic diagram of the three possible configurations of the six-port valves in FIG. 1;

[0032] FIG. 3 is a diagram showing the component parts of a vehicle control system (VCS) for controlling the VTEDA in FIG. 1, together with the inputs to, and outputs from, the VCS; and

[0033] FIG. 4 is a diagram showing a VTEDA according to another embodiment of the invention.

DETAILED DESCRIPTION

[0034] The present invention capitalises on the inefficiency of vehicle components by collecting waste thermal energy from one or more of said vehicle components, storing said thermal energy, and distributing said thermal energy to one or more vehicle components that need heating or cooling. The invention is suitable for use in a vehicle with a conventional internal combustion engine (ICE), but is also particularly suitable for use in an electric or hybrid electric vehicle.

[0035] FIG. 1 shows one embodiment of a vehicle thermal energy distribution arrangement (VTEDA) 10 according to the invention. In particular, the VTEDA 10 comprises a heat-pump assembly or unit 12 with a unidirectional heat-pump (or refrigerant) path (or cycle) 14 comprising an expansion valve 16, an evaporator 18, a compressor 20, a (first) low-temperature condenser 22, and a (second) high-temperature condenser 24. First, second and third sections of the heat-pump assembly at first, second and third temperatures, respectively, comprise the evaporator 18, the first condenser 22, and the second condenser 24, respectively. The heat-pump path components 16-24 are arranged in a series configuration via line 14 suitable for transporting a refrigerant fluid. Alternatively the low-temperature condenser 22 and the high-temperature condenser 24 may be arranged in parallel configuration. The refrigerant may be, for example, R143a or R1234yf. Other types of refrigerant may also be useful. In another embodiment, the heat-pump path 14 may additionally include an accumulator (not pictured) for storing thermal energy and/or an intermediate heat exchanger or other performance enhancing device. Since the direction of flow in the heat-pump path 14 is unidirectional, then the heat-exchangers 18, 22, 24 may be optimised to perform a single function; that is, for example, the shape and orientation of heat exchanger 18 may be optimised to evaporate refrigerant fluid (i.e. a dedicated evaporator) and the shape and orientation of heat exchangers 22, 24 may be optimised to cool refrigerant gas or cool refrigerant fluid below condensing temperatures (i.e. dedicated condensers).

[0036] There are three thermal energy distribution paths or loops 26, 28, 30, where a thermal energy distribution path is a line or conduit containing a carrier fluid or coolant such as, for example, a water-ethylene-glycol mix. Each heat exchanger in the heat-pump path 14 (that is, evaporator 18, first condenser 22 and second condenser 24) is connected to one of the thermal energy distribution paths 26, 28, 30, respectively. These are referred to as the “cold” path 26, the “warm” path 28, and the “hot” path 30. Unlike in a reversible heat-pump assembly, each thermal energy distribution path 26, 28, 30 does not need to transport carrier fluid at a wide range of temperatures. In this case, each thermal energy path 26, 28, 30 is optimised to transport carrier fluid only in an appropriate relatively narrow controlled range of temperatures, for example, by forming each thermal energy path 26, 28, 30 of a material that maximises efficiency when transporting carrier fluid at a particular temperature. The thermal energy paths 26, 28, 30 are formed in actuality as a bundle or bundles of pipes flowing to appropriate locations in the vehicle.

[0037] The thermal energy distribution paths 26, 28, 30 each include a circulation pump (32, 34 and 36, respectively), and are located in series immediately after each respective heat exchanger 18, 22, 24, respectively.

[0038] FIG. 1 also shows a plurality of vehicle components that may draw thermal energy from, or reject thermal energy to, the thermal energy distribution paths 26, 28, 30 at different times throughout a vehicle journey, the components being split into three sets 38, 40, 42 representing components that are “energy sources” only, “energy sinks” only, and both energy sources and energy sinks, respectively.

[0039] An energy-source component is a component that rejects thermal energy to one of the thermal energy distribution paths 26, 28, 30 of the VTEDA 10, which may then be distributed to another component as needed. Energy-source components may be, for example, vehicle brakes 44, a DC-to-DC converter 46, a cabin cooler 48, a vehicle exhaust 50, a charger 52, an inverter 54, and a positive temperature coefficient (PTC) heater 56.

[0040] An energy-sink component is a component that draws thermal energy from one of the thermal energy distribution paths 26, 28, 30 of the VTEDA 10. Energy-sink components may be, for example, a radiator 58 and a cabin heater 60.

[0041] Energy source and energy sink components may function as either an energy source or an energy sink at different stages of a vehicle journey. Components that may function as both energy sources and energy sinks are, for example, a charge cooler 62, a crankshaft integrated motor generator (CIMG) 64, cabin-air exhaust 66, a battery 68, transmission and differential oil 70, and an ICE 72.

[0042] Each component may be switched into or out of one or two of the thermal energy distribution paths 26, 28, 30. A component that may be switched into or out of one thermal energy distribution path only is selectively connectable to that path via actuation of an on/off hydraulic control valve. For example, the cabin heater 60 is selectively connectable to the hot path 30 via actuation of an on/off control valve 74. In particular, if valve 74 is actuated to a first (off) configuration then the carrier fluid in the hot path 30 flows through the valve 74 without traversing the cabin heater 60. If, however, valve 74 is actuated to a second (on) configuration then the carrier fluid in the hot path 30 flows through the feed line 60f, traverses the cabin heater 60, and flows back through the return line 60r to the hot path 30. High-temperature thermal energy is thereby dissipated from the carrier fluid in the hot path 30 to the cabin heater 60. Valves 76-88 are also on/off hydraulic control valves. It may also be useful to use variable valves that may be actuated to intermediate configurations whereby only a prescribed proportion of the carrier fluid in a particular path traverses a particular component.

[0043] A component that may be switched into or out of two different thermal energy distribution paths is selectively connectable to a particular path via actuation of a six-port hydraulic valve. For example, the ICE 72 is selectively connectable to the hot path 30 or to the cold path 26 via actuation of a six-port valve 90. FIGS. 2a, 2b, 2c show a schematic representation of three possible configurations of the six-port valve 90. The valve 90 may be actuated between these three configurations. In particular, FIG. 2a shows a first configuration whereby carrier fluid in the hot path 30 traverses the ICE 72 but carrier fluid in the cold path 26 does not. Specifically, the input line 30i of the hot path 30 is connected to the feed line 72f to the ICE 72, and the return line 72r of the ICE 72 is connected to the output line 300 of the hot path 30. In addition, the input line 26i of the cold path 26 is connected to the output line 260 of the cold path 26. High-temperature thermal energy is thereby dissipated from the carrier fluid in the hot path 30 to the ICE 72 while no thermal energy is dissipated from the carrier fluid in the cold path 26 to the ICE 72.

[0044] FIG. 2b shows a second configuration whereby carrier fluid in the cold path 26 traverses the ICE 72 but carrier fluid in the hot path 30 does not. Specifically, the input line 26i of the cold path 26 is connected to the feed line 72f of the ICE 72, and the return line 72r of the ICE 72 is connected to the output line 26o of the cold path 26. In addition, the input line 30i of the hot path 30 is connected to the output line 300 of the hot path 30. Low-temperature thermal energy is thereby dissipated from the carrier fluid in the cold path 26 to the ICE 72 while no thermal energy is dissipated from the carrier fluid in the hot path 30 to the ICE 72.

[0045] FIG. 2c shows a third configuration whereby no carrier fluid traverses the ICE 72. Specifically, the input line 30i of the hot path 30 is connected to the output line 300 of the hot path 30, and the input line 26i of the cold path 26 is connected to the output line 26o of the cold path 26. Valves 92-102 are also six-port hydraulic valves. It may also be useful to use variable valves to be actuated to intermediate configurations whereby only a prescribed proportion of the carrier fluid in a particular path traverses a particular component.

[0046] The inclusion of two condensers 22, 24 in the heat-pump path 14, each connected to a different thermal energy distribution path 28 or 30, respectively, allows different components to be heated to different temperatures, as appropriate. For example, at the start of a vehicle journey in cold temperatures, the ICE 72 may need to be provided with a relatively large amount of heat and so may be switched into the hot path 30. The battery 68 may also need to be provided with heat; however, it may need to be provided with less heat than the ICE 72 and so may be switched into the warm path 28 instead. Thermal energy is thus not wasted where it is not needed, thereby improving the efficiency of the system.

[0047] As mentioned above, the system illustrated in FIGS. 1 and 2 may be used not only to dissipate or reject thermal energy from the thermal energy distribution paths 26, 28, 30 to the components in component sets 38, 40, 42, but also to collect or draw thermal energy from the components in component sets 38, 40, 42 into the thermal energy distribution paths 26, 28, 30 and therefore into the heat-pump path 14. This means that heat may be being drawn from one component of the vehicle at the same time as heat may be being rejected to another. For example, the brakes 44 may be connected to the hot path 30 and the battery 68 connected to the warm path 28. Thermal energy transferred from the brakes 44 to the hot path 30 is circulated back into the heat-pump path 14 and may then be used to heat the battery 68 via the warm path 28. Alternatively, the thermal energy drawn from the brakes 44 may be stored for later use as needed. In a further alternative, for example, the brakes 44 and the cabin heater 60 may both be switched into the hot path 30, and thermal energy drawn from the brakes 44 may directly be dissipated to the cabin heater 60.

[0048] FIG. 3 shows a vehicle control system (VCS) 120 for automatically controlling the operation of the VTEDA 10 described above. The VCS 120 comprises a data processor 122, a data memory 124, and a controller 126. Each component in the VTEDA 10 comprises an arrangement of one or more temperature sensors (not pictured), and output data 128 from these temperature sensors is input to the data processor 122. Output data 130 from a temperature sensor to detect the amount of available thermal energy in the heat-pump assembly (or refrigerant cycle) 12 at any given time is also input to the data processor 122. Output data from other vehicle sensors may also be useful. The data processor 122 communicates with the data memory 124 to retrieve pre-determined data relating to, for example, the optimum operating temperature of a given component and an order of priority for heating or cooling different components. The data processor 122 sends a signal to the controller 126 which then sends signals 132, 134 to actuate the circulation pumps 32, 34, 36 and the valves (or switches) 74-102 connecting the components in component sets 38, 40, 42 to the thermal energy distribution paths 26, 28, 30, as appropriate, given the needs of the components in component sets 38, 40, 42 and the availability of thermal energy in the system at any given time. For example, at vehicle start-up both the ICE 72 and the cabin heater 60 may need to be provided with thermal energy. If the amount of thermal energy available is not sufficient to heat both of these components then the VCS 120 may prioritise the ICE 72 and first switch the ICE 72 into the hot path 30 via valve 90 so that all of the available thermal energy is directed here. Once the ICE 72 is sufficiently heated then the VCS 120 may switch the cabin heater 60 into the hot path 30. The VCS 120 controls the temperature of the carrier fluid in each thermal energy distribution path 26, 28, 30 by adjusting the flow rate in each path via actuation of the circulation pumps 32, 34, 36.

[0049] FIG. 4 shows another embodiment of a VTEDA 10′ according to the invention. In particular, the VTEDA 10′ comprises the unidirectional heat-pump assembly 12′ as in FIG. 1 (but shown here in less detail). There are three thermal energy distribution paths 26′, 28′, 30′, each connected to one heat exchanger in the heat-pump path 14′ (not pictured) as in FIG. 1. The thermal energy distribution paths 26′, 28′, 30′ each include a circulation pump (32′, 34′ and 36′, respectively), located in series immediately after each respective heat exchanger. FIG. 4 also shows three sets of vehicle components 38′, 40′, 42′, as in FIG. 1, representing components that are “energy sources” only, “energy sinks” only, and both energy sources and energy sinks, respectively. Each vehicle component 44′-72′ is selectively connectable to one or two thermal energy distribution paths 26′, 28′, 30′ via an on/off hydraulic control valve, a six-port hydraulic valve, a variable valve, or another type of valve, as described above.

[0050] The VTEDA 10′ in FIG. 4 differs from the VTEDA 10 in FIG. 1 in that the thermal energy distribution paths 26′, 28′, 30′ comprise feed lines 26′f, 28′f, 30′f flowing from the heat-pump assembly 12′ to the components 44′-72′ and return lines 26′r, 28′r, 30′r flowing from the components 44′-72′ to the heat-pump assembly 12′. This means that any given so-called “fluid packet” may traverse a single component 44′-72′ only between flowing out of the heat-pump assembly 12′ via feed line 26′f, 28′f or 30′f and returning to the heat-pump assembly 12′ via return line 26′r, 28′r or 30′r. In the VTEDA 10 in FIG. 1, if two or more components are switched into the hot path 30 to be heated at the same time, for example, then the temperature of the carrier fluid entering each component will progressively decrease since thermal energy is dissipated as each component is traversed. In the VTEDA 10′ in FIG. 4, however, if two or more components are switched into the hot path 30′ to be heated at the same time then the temperature of the carrier fluid entering each component may be kept constant by appropriate actuation of the relevant valves. For example, if the radiator 58′ and cabin heater 60′ are to be heated at the same levels then the feed valve 76′f may be actuated by VCS 120 in FIG. 3 to direct an appropriate proportion of the flow to the radiator 58′, while the remaining carrier fluid is directed to feed valve 74′f, which in turn directs it to the cabin heater 60′. Once the carrier fluid has traversed the radiator 58′ and cabin heater 60′ the return valves 76′r, 74′r respectively direct the carrier fluid back to the heat-pump assembly 12′ (i.e. no further components are traversed by the carrier fluid exiting the components 58′, 60′).

[0051] Note that fewer individual components are shown in FIG. 4 than in FIG. 1, but it is to be understood that as many or as few components as needed may be included in VTEDA 10 or 10′.

[0052] Note also that the above-described arrangements may comprise fewer or greater than three thermal energy distribution paths and fewer or greater than three heat exchangers in the heat-pump path.