JP2008094366A - Thermoelectric heating and cooling system for hybrid electric vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a more efficient system capable of supplying warm air and cold air into a cabin of a hybrid electric vehicle and maximizing the amount of storage of electric pulse to be generated when braking. <P>SOLUTION: This heating and cooling system has first and second thermoelectric modules, and respective thermoelectric module have a first surface and a second surface. The first surface and the second surface of the thermoelectric module are in thermal communication with separate heat exchangers. The first surface of the second thermoelectric module is in thermal communication with a heat storage device. The heat storage device is configured to store the thermal energy generated by the second surface of the second thermoelectric module. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates generally to a heating, ventilation and air conditioning (HVAC) system for a passenger cabin of a hybrid electric vehicle, and more particularly to a thermoelectric for supplying warm and cold air to a passenger cabin of a hybrid electric vehicle. The present invention relates to an HVAC system including a module.

  Hybrid electric vehicles use an electric motor combined with a conventional internal combustion engine (engine) to generate torque that drives the wheels of the vehicle. When the driver of the hybrid electric vehicle applies a braking force, the hybrid electric vehicle reverses the function of the electric motor and switches the electric motor to the generator. When the hybrid electric vehicle approaches a stop, the wheel of the hybrid electric vehicle combined with the electric motor functioning as a generator generates an electrical pulse. This electrical pulse is stored in an energy storage unit such as a capacitor and is later used as a drive for wheels and / or power for vehicle accessories such as an HVAC system. However, when electrical pulses are stored, electricity is lost due to parasitic losses.

  When a hybrid electric vehicle stops, the hybrid electric vehicle generally stops its internal combustion engine. However, when the hybrid electric vehicle's HVAC system is in operation, the hybrid electric vehicle must remove power from the energy storage device and / or operate the internal combustion engine in order to continue operation of the HVAC system. . These requirements minimize fuel economy.

US Pat. No. 6,539,725 (Bell)

  Accordingly, it would be desirable to provide a more efficient system that can supply warm and cold air to the cabin of a hybrid electric vehicle and at the same time maximize the storage of electrical pulses generated during braking.

  Disclosed is a vehicle cabin heating and cooling system that can overcome the disadvantages and limitations of known techniques. The heating and cooling system of the present invention has two thermoelectric modules, each thermoelectric module having a hot surface and a cold surface. The hot and cold surfaces are operated in a mode where the hot surface is cold and the cold surface is hot. Each hot and cold surface is in thermal communication with a separate heat exchanger. A heat storage device is in thermal communication with the hot and cold surfaces of one thermoelectric module and stores the thermal energy generated by the thermoelectric module.

  The logic unit is connected to the thermoelectric module. The logic device is configured to accept a regenerative pulse generated during regenerative braking. The logic device sends pulses to an energy storage device such as a thermoelectric module or capacitor coupled to the heat storage device.

  The system further includes a fluid circuit, each fluid circuit having a pump through which the medium is circulated. One fluid circuit is in thermal communication with the cold surfaces of both thermoelectric modules. Another circuit is in thermal communication with one thermal surface of the thermoelectric module, and a third circuit is in thermal communication with the thermal surface of the other thermoelectric module.

These and other advantages, features and embodiments of the present invention will become apparent from the accompanying drawings, detailed description and claims.
Referring to FIG. 1, various components of an HVAC unit 10 according to one embodiment of the present invention are shown. The HVAC unit 10 has a thermoelectric module 12 with a hot surface 14 and a cold surface 16. Each of the hot surface 14 and the cold surface 16 are in thermal communication with a heat exchanger indicated by reference numerals 18 and 20, respectively. The heat exchangers 18 and 20 are preferably in the form of heat sinks.

  Within the scope of this specification, the term “thermoelectric module” has its general and customary meaning, for example (1) as manufactured by Marlow Industries, Inc. (Dallas, Texas). Conventional thermoelectric module, (2) Quantum tunneling converter, (3) Thermoelectric module, (4) Magneto-caloric module, (5) Thermoelectric effect, magnetocaloric effect, quantum tunneling effect and thermoelectronic effect Elements using combinations; (6) acoustic heating mechanism; (7) thermoelectric system disclosed in Patent Document 1; (8) all other solid-state heat pumping devices; and (9) above (1) to (8). ) In any combination, array, assembly and other structures.

  The HVAC system 10 further includes a second thermoelectric module 24 with a hot surface 26 and a cold surface 28. The cold surface 28 of the second thermoelectric module 24 is in thermal communication with the heat exchanger 32 and is configured similarly to the cold surface described above. A thermal storage device 34 is disposed between the thermal surface 26 and its respective first heat exchanger 30, and the thermal storage device 34 thermally couples the thermal surface 26 and its heat exchanger 32. The configuration is the same as described above.

  The heat storage device 34 is preferably a container containing a mixture of a high temperature phase change material and a low temperature phase change material. This mixture can be formed with wax (high temperature phase change material) and water (low temperature phase change material). In operation, thermal energy generated at the hot surface 26 or a portion thereof is stored in the heat storage device 34.

  An HVAC control system 22 is electrically connected to the thermoelectric modules 12 and 24 via lines 13 and 25, respectively. The HVAC control system 22 supplies the first thermoelectric module 12 with a current adjusted with respect to the magnitude and direction of the current supplied to the first thermoelectric module 12. In the heating mode, the direction of the current flowing through the first thermoelectric module 12 is determined such that the hot surface 14 of the thermoelectric module 12 is warm, while the cold surface 16 of the first thermoelectric module 12 is cold. The hot surface 14 transfers heat to the first heat exchanger 18, while the cold air generated by the cold surface 16 is dissipated by the second heat exchanger 20. In the cooling mode, the reverse occurs, the “hot” surface 14 of the thermoelectric module 12 is cold, while the “cold” surface 16 of the first thermoelectric module 12 is warm.

  The HVAC control system 22 is further configured to accept electrical pulses (indicated by arrows 36). The electrical pulses are preferably generated by the hybrid electric vehicle during regenerative braking, but can also be generated by other systems. The electrical pulses are accepted by the HVAC control system 22 and sent to the second thermoelectric module 24 and / or an energy storage device 38 such as a capacitor. The electricity stored in the energy storage device 38 is later used to power the electric motor or hybrid electric vehicle accessory that drives the wheel. The HVAC control module 22 sends electrical pulses to the second thermoelectric module 24 and / or the energy storage device 38 based on the heat capacity of the heat storage device 34 and / or the required amount of heat in the passenger cabin of the hybrid electric vehicle.

  Within the scope of this specification, the term “hybrid-electric vehicle” means its general and customary meaning, for example, (1) a vehicle powered only by an electric motor, (2) a fuel cell. Used in powered vehicles, (3) any type of vehicle that uses an electric motor to drive the vehicle directly or indirectly, or (4) any vehicle with a generator.

  When the HVAC control system 22 sends an electrical pulse to the second thermoelectric module 24, the HVAC control system 22 controls the flow direction of the current generated by the electrical pulse. By controlling the direction of current flow, the hot surface 26 is heated or cooled. In the heating mode, the direction of the current flowing through the second thermoelectric module 24 is such that the hot surface 26 of the second thermoelectric module 24 is warmed (the heat generated by the first heat exchanger 30 and the heat storage device 34 is transferred). On the other hand, the cold surface 28 of the second thermoelectric module 24 becomes cold. In the cooling mode, the reverse is true, the previous “hot” surface 26 of the second thermoelectric module 24 is cold, and the previous “cold” surface 28 of the second thermoelectric module 24 is hot.

  As described above, the HVAC control system 22 sends an electrical pulse to either the second thermoelectric module 24 or the energy storage device 38. Generally, when an electrical pulse is sent to the energy storage device 38, the vehicle cabin is in a state that does not require further heating or cooling. When an electrical pulse is sent to the second thermoelectric module 24, the vehicle cabin is in a state that requires further heating or cooling. By sending an electrical pulse to the second thermoelectric module 24, the HVAC control system 22 reduces the magnitude of the current supplied to the first thermoelectric module 12. This is because the heat energy stored in the second thermoelectric module 24 and the heat storage device 34 sufficiently heats or cools the cabin. By reducing the current demand of the first thermoelectric module 12, the hybrid electric vehicle can shut down its internal combustion engine and / or reduce the extraction of power from the energy storage device 38, thereby reducing the fuel of the hybrid electric vehicle. Efficiency is increased.

  A blower 40 is provided in the first heat exchangers 18 and 30 in order to send warm air and cold air to the passenger compartment of the vehicle. The blower 40 moves air through the first heat exchangers 18 and 30 and finally into the passenger compartment of the vehicle (indicated by an arrow 41).

  Referring to FIG. 2, there is shown another HVAC unit 110 that embodies the present invention. The HVAC unit 110 has a fluid circuit 142, which includes a pump 144 and a circuit heat exchanger 146. Accordingly, the first pump 144 circulates the fluid medium through the fluid circuit 142 and the fluid circuit heat exchanger 146.

  Within the scope of this specification, the term “pump” is used in its broad ordinary and customary meaning and includes any conventional pump, electrostatic pump, centrifugal pump, positive displacement pump, gear pump, peristaltic pump or other It includes any media transfer device or known pump or combination of pumps that will be developed later.

  In general, a fluid medium is a liquid containing a mixture of water and glycol. Alternatively, the fluid medium can include other fluids such as gas or multipurpose solid / liquid convection media.

  The HVAC unit 110 further includes a thermoelectric module 112 with a hot surface 114 and a cold surface 116. Each of the hot and cold surfaces 114, 116 is in thermal communication with a heat exchanger 118, 120, respectively. The heat exchanger 118 associated with the hot surface 114 is preferably a finned heat exchanger or a heat sink. The other heat exchanger 120 is configured to cause the cold surface 116 to be in thermal communication with the fluid circuit and thus the fluid circuit heat exchanger 146.

  The HVAC system 110 further includes a second thermoelectric module 124 with a hot surface 126 and a cold surface 128. Each of the hot and cold surfaces 126, 128 of the second thermoelectric module 124 is in thermal communication with the heat exchangers 130, 132, respectively. As in the previous embodiment, between the thermal surface 126 of the second thermoelectric module 124 and the associated heat exchanger 130 (which is preferably a finned heat exchanger or heat sink), A heat storage device 134 is arranged. The heat storage device 134 is the same as the heat storage device 34 shown in FIG. The other heat exchanger 134 associated with the cold surface 116 causes the cold surface 116 to be in thermal communication with the fluid circuit heat exchanger 146 via the fluid medium.

  This is also the same as in the previous embodiment, but the HVAC control system 122 is electrically connected to the thermoelectric modules 112 and 124 via lines 113 and 115, respectively. The HVAC control system 122 can supply current to the thermoelectric module 112 and adjust the magnitude and flow direction of the current supplied to the thermoelectric module 112. In the heating mode, the direction of the current flowing through the thermoelectric module 112 is determined such that the hot surface 114 of the thermoelectric module 112 is warm while the cold surface 112 of the thermoelectric module 112 is cold. The heat generated by the hot surface 114 is transferred to the associated heat exchanger 118, while the cool air generated by the cold surface 112 is dissipated by the fluid circuit heat exchanger 146 via the fluid medium. In the cooling mode, the opposite is true: the previous “hot” surface 114 of the thermoelectric module 112 is cool, while the previous “cold” surface 116 of the thermoelectric module 112 is warm.

  The HVAC control system 122 is configured to accept electrical pulses (indicated by arrows 136). The electric pulse is preferably generated by the hybrid electric vehicle during regenerative braking. The electrical pulses are accepted by the HVAC control system 122 and sent to the second thermoelectric module 124 and / or an energy storage device 138 such as a capacitor. The electricity stored in the energy storage device 138 is later used to power the electric motor or hybrid electric vehicle accessory that drives the wheel. The HVAC control module 122 sends electrical pulses to the second thermoelectric module 124 and / or the energy storage device 138 based on the heat capacity of the heat storage device 134 and / or the required amount of heat in the passenger cabin of the hybrid electric vehicle.

  When the HVAC control system 122 sends an electrical pulse to the second thermoelectric module 124, the HVAC control system 122 controls the flow direction of the current generated by the electrical pulse. By controlling the direction of current flow, the hot surface 126 of the second thermoelectric device 124 is warmed or cooled in the heating mode and the cooling mode, respectively. In the heating mode, the hot surface 126 transfers heat generated by the second thermoelectric module 124 to the associated first heat exchanger 130 and heat storage device 134. Cold air generated by the cold surface 128 of the second thermoelectric module 126 is dissipated by the fluid medium via the fluid circuit heat exchanger 146. In the cooling mode, the reverse occurs: the previous “hot” surface 126 is cooled and the previous “cold” surface is heated.

The heat exchangers 118, 130 associated with the surfaces 114, 126 are preferably located near the blower 140. The blower 140 moves air through the heat exchangers 118, 130 (indicated by arrows 141) and eventually into the vehicle cabin.
As described above, the HVAC control system 122 sends electrical pulses to the second thermoelectric module 124 or the energy storage device 138. By sending an electrical pulse to the second thermoelectric module 124, the HVAC control system 22 reduces the magnitude of the current supplied to the first thermoelectric module 112, and thus reduces the current demand of the first thermoelectric module 112.

  Referring now to FIG. 3, an HVAC unit 210 according to another embodiment is shown. The HVAC unit 210 has three fluid circuits 212, 214 and 216. Each circuit 212, 214, 216 has a pump 218, 220, 222 that circulates a fluid medium through the first, second, and third circuits 212, 214, 216, respectively.

  A thermoelectric module 224 is disposed between the first circuit 212 and the third circuit 216, the thermoelectric module 224 having a hot surface 226 and a cold surface 228, the surfaces 226, 228 being heat exchangers. 230 and 232 are in thermal communication with the first and third circuits 218 and 222, respectively.

  A second thermoelectric module 234 is disposed between the second circuit 214 and the third circuit 216. The second thermoelectric module 234 has a hot surface 236 and a cold surface 238 that are in fluid communication with the second and third circuits 214, 216, respectively, via the heat exchangers 240, 242 respectively. is doing.

  A heat storage device 244 is connected to both the first circuit 212 and the second circuit 214. The heat storage device 244 is a reservoir that mixes the first medium and the second medium such that the thermal energy of the first medium and the second medium and a portion thereof are transferred between the first medium and the second medium. It is. A bypass line 246 and a double switching valve 248 are connected to the first circuit 212 and are configured to selectively prevent the first medium from flowing into the heat storage device 244 and mixing with the second medium. Has been.

  Coupled to the first and third circuits 212, 216 are heat exchangers 250, 252 which both condition (heat or cool) the air to be supplied to the vehicle cabin. used. Accordingly, a blower 254 is disposed near the heat exchangers 250 and 252. As indicated by arrow 256, the blower 254 moves air through the heat exchangers 250, 252 and feeds it into the passenger compartment of the vehicle.

  An internal combustion engine 258 is operatively connected to the third circuit 216, and a third medium is circulated by the pump 222 and used to cool the engine 258. The third circuit 216 is preferably provided with a radiator 260 for cooling the third medium in the third circuit. Connected to the third circuit 216 is a bypass line 262 and a dual switching valve 264 that allows the first medium to selectively flow through the bypass line 264 rather than through the radiator 260. To do. The third medium is heated more quickly by the engine 258 by circulating the third medium through the bypass line 264 rather than the radiator 260. This is because there is no opportunity for the third medium to be cooled by the radiator 260.

  The third circuit 216 can be provided with an additional bypass line 266 and a double switching valve 268. The dual switching valve 268 can selectively pass the third medium through the bypass line 266 rather than through a portion of the third circuit that is in thermal contact with the heat exchangers 232, 242 (cooling). Mode). By circulating the third medium through the bypass line 266, the third medium cannot transfer heat to the heat exchangers 232, 242 so that the air supplied by the blower 254 is heated by the engine 258 and the heat exchanger 252. Never happen. Also, the temperature of the cold surfaces 228, 238 of the first and second thermoelectric modules 224, 234 is not affected by the third medium. This is advantageous when the HVAC is cooling the vehicle cabin.

  Generally, the third circuit 216 can be provided with a branch circuit 270 that includes a pump 272, a valve 224, and a heat exchanger 276. Branch circuit 270 is used to supplement the cooling of a portion of the third medium. For example, if the valve 274 is arranged such that a portion of the third medium can flow through the branch circuit 270, the heat exchanger 276 of the branch circuit 270 assists in cooling the third medium. . Conversely, if the valve 274 is arranged to prevent the third medium from circulating through the branch circuit 270, the heat exchanger 276 assists in cooling the third medium. There is no.

  The HVAC control system 278 is electrically connected to the first and second thermoelectric modules 224, 234 via lines 280, 282, respectively. The HVAC control system 278 supplies current to the first thermoelectric module 224. The HVAC control system 278 can adjust the magnitude and flow direction of the current supplied to the first thermoelectric module 224. In the heating mode, the direction of the current flowing through the first thermoelectric module 224 is determined such that the hot surface 226 is warm and the cold surface 228 is cold. The opposite occurs in the cooling mode, where the “hot” surface 226 of the thermoelectric module 224 is cold, while The “cold” surface 228 of the first thermoelectric module 224 becomes warm. As the hot surface 226 becomes warm or cool, thermal energy is transferred from the hot surface 226 to the heat exchanger 230 via the first medium.

  As described above, the HVAC control system 278 is also electrically connected to the second thermoelectric module 234. The HVAC control system 278 is configured to accept an electrical pulse (indicated by arrow 284) generated by the hybrid electric vehicle during regenerative braking. The electrical pulses received by the HVAC control system 278 are sent to the second thermoelectric module 234 and / or an energy storage device 286 such as a capacitor. The HVAC control module 278 sends electrical pulses to the second thermoelectric module 234 and / or the energy storage device 286 based on the heat capacity of the heat storage device 244 and / or the amount of heat required in the cabin of the hybrid electric vehicle.

  As engine 258 warms up, engine 258 heats the third medium circulated through heat exchangers 232, 242. The heat of the third medium is transferred to the cold surfaces 228, 238 of the first and second thermoelectric modules 224, 234 through the heat exchangers 232, 242. By warming the cold surfaces 228, 238 of the thermoelectric modules 224, 234, the temperature difference between the hot surfaces 226, 236 and the cold surfaces 228, 238 is minimized, and the first and second thermoelectric modules 224, 234 It becomes possible to operate more efficiently.

  In the cooling mode, the third medium is sent through the second bypass line 266 by the second double switching valve 268. By using the second bypass line 266, the heat of the third medium is transferred to the cold surfaces 228, 238 of the first and second thermoelectric modules 224, 234 without being passed through the heat exchangers 232, 242. Accordingly, the temperature of the cold surface 228, 238 of the thermoelectric module is not increased and is maintained at a temperature close to that of the hot surface 226, 236. As described above, the first and second thermoelectric modules 224, 234 operate more efficiently by reducing the temperature difference between the hot surfaces 226, 236 and the cold surfaces 228, 238.

  As thermal energy is transferred to the first and second media, the thermal energy from these media is mixed / stored in the heat storage device 244. Since the heat storage device 244 stores a large amount of heat energy, the HVAC control unit 278 can reduce the magnitude of the current flowing through the first thermoelectric device 224. This is because the passenger compartment of the vehicle can be heated or cooled by the heat energy stored in the heat storage device 244.

  By reducing the current demand of the first thermoelectric module 224, the hybrid electric vehicle can stop its internal combustion engine and / or reduce power extraction from the energy storage device 286, thereby increasing the fuel efficiency of the hybrid electric vehicle. be able to.

  Referring now to FIG. 4, an HVAC unit 310 according to another embodiment is shown. The HVAC unit 310 includes a first fluid circuit 312, a second fluid circuit 314, and a third fluid circuit 316. Each circuit 312, 314, 316 has a pump 318, 320, 322 that circulates the first, second, and third media through the circuit 312, 314, 316, respectively.

  A first thermoelectric module 324 having a hot surface 326 and a cold surface 328 is disposed between the first circuit 312 and the third circuit 316. The first and cold surfaces 324, 326 of the first thermoelectric module 324 are in thermal communication with the first and third circuits 318, 322 via heat exchangers 330, 332, respectively.

  A second thermoelectric module 334 is disposed between the second circuit 314 and the third circuit 316. The second thermoelectric module 34 has a hot surface 336 and a cold surface 338, which are in thermal communication with the second and third circuits 214, 316 via heat exchangers 340, 342, respectively. ing.

  The first circuit 312 and the second circuit 314 are in thermal communication with each other via a high temperature heat storage device 337 and a low temperature heat storage device 339. The high temperature heat storage device 337 contains a phase change material such as wax, while the low temperature heat storage device 339 contains a low temperature phase change material such as water. The heat storage devices 337 and 339 store the heat energy generated by the first side surfaces 326 and 336 of the first and second thermoelectric modules 324 and 334. Connected to the first circuit 312 is a bypass line 346 and a dual switching valve 348 configured to selectively prevent the first medium from accepting any thermal energy from the heat storage devices 337, 339. Has been.

  Coupled to the first circuit 312 and the third circuit 316 are heat exchangers 350 and 352, respectively, which are used to condition warm or cold air to be supplied to the vehicle cabin. . Accordingly, a blower 354 is disposed near the heat exchangers 350 and 352. As indicated by arrow 356, blower 354 passes heat exchangers 350, 352 before air enters the vehicle cabin.

  An internal combustion engine 358 is operatively connected to the third circuit 316 such that the third medium is circulated by the pump 322 and used to cool the internal combustion engine 358. The third circuit 316 has a radiator 360 for cooling the third medium in the circuit. Connected to the third circuit 316 is a bypass line 362 and a dual switching valve 362 that allows the dual switching valve 362 to selectively switch the first medium through the bypass line 364 instead of the radiator 360. It can be done. By circulating the third medium through the bypass line 364 instead of the radiator 360, the third medium can be heated more quickly by the engine 358. This is because the radiator 360 has no opportunity to cool the third medium.

  The third circuit 316 can be provided with an additional bypass line 366 and a double switching valve 368. The dual switching valve 368 can selectively pass the third medium through the second bypass line 366 rather than through a portion of the third circuit that is in thermal contact with the heat exchangers 332, 342. (When cooling mode is activated). By circulating the third medium through the bypass line 366, the third medium cannot transfer heat to the heat exchangers 332, 342, so that the air supplied by the blower 354 is heated by the engine 358 and the heat exchanger 352. Never happen. Also, the temperature of the cold surfaces 328, 338 of the first and second thermoelectric modules 324, 334 is not affected by the third medium. This is advantageous when the HVAC is cooling the vehicle cabin.

  Generally, the third circuit 316 can be provided with a branch circuit 370 that includes a pump 372, a valve 324, and a heat exchanger 376. Branch circuit 370 is used to supplement the cooling of a portion of the third medium. For example, if the valve 374 is arranged such that a portion of the third medium can flow through the branch circuit 370, the heat exchanger 376 of the branch circuit 370 assists in cooling the third medium. . Conversely, if the valve 374 is arranged to prevent the third medium from circulating through the branch circuit 370, the heat exchanger 376 assists in cooling the third medium. There is no.

  The HVAC control system 378 is electrically connected to the first and second thermoelectric modules 324 and 334 via lines 380 and 382, respectively. The HVAC control system 378 supplies current to the first thermoelectric module 324. The HVAC control system 378 can adjust the magnitude and direction of current supplied to the first thermoelectric module 324. In the heating mode, the direction of the current flowing through the first thermoelectric module 324 is determined such that the hot surface 326 is warm and the cold surface 228 is cold. The opposite occurs in the cooling mode, where the “hot” surface 326 of the thermoelectric module 324 is cold, while the other. The “cold” surface 328 of the first thermoelectric module 324 becomes warm. As the hot surface 326 becomes warm or cool, thermal energy is transferred from the hot surface 326 to the heat exchanger 330 via the first medium.

  As described above, the HVAC control system 378 is also electrically connected to the second thermoelectric module 334. HVAC control system 378 is configured to accept electrical pulses (shown by arrow 384). The electric pulse is preferably generated by the hybrid electric vehicle during regenerative braking. The electrical pulses received by the HVAC control system 378 are sent to the second thermoelectric module 334 and / or an energy storage device 386 such as a capacitor. The HVAC control module 378 sends electrical pulses to the second thermoelectric module 334 and / or the energy storage device 386 based on the heat capacity of the high temperature storage device 337 and the low temperature storage device 339 and / or the amount of heat required in the cabin of the hybrid electric vehicle. send.

  As engine 358 warms up, engine 358 heats the third medium circulated through heat exchangers 332, 342. The heat of the third medium is transferred to the cold surfaces of the first and second thermoelectric modules 324 and 334 through the heat exchangers 332 and 342. By warming the cold surfaces 328, 338 of the first and second thermoelectric modules 324, 334, the temperature difference between the hot surfaces 226, 236 and the cold surfaces 328, 338 is minimized, and the first and second thermoelectric modules. Modules 324 and 334 can operate more efficiently.

  In the cooling mode, the third medium is sent through the bypass line 366 by the double switching valve 368. By using the bypass line 366, the heat of the third medium is sent to the cold surfaces 328, 338 of the first and second thermoelectric modules 324, 334 without being passed through the heat exchangers 332, 342. Thus, the temperature of the cold surface 328, 338 of the thermoelectric module is not increased and is maintained at a temperature close to the temperature of the hot surface 326, 336. As described above, the first and second thermoelectric modules 324, 334 operate more efficiently by reducing the temperature difference between the hot surfaces 326, 336 and the cold surfaces 328, 338.

  As thermal energy is transferred to the first and second media, the thermal energy from these media or a portion thereof is stored in the thermal storage devices 337, 339. Since the heat storage devices 337 and 339 store a large amount of heat energy, the HVAC control unit 378 can reduce the amount of current flowing through the first thermoelectric device 324. This is because the passenger compartment of the vehicle can be heated or cooled by the thermal energy stored in the heat storage devices 337 and 339.

By reducing the current demand of the first thermoelectric module 324, the hybrid electric vehicle can shut down its internal combustion engine and / or reduce power extraction from the energy storage device 386, thereby increasing the fuel efficiency of the hybrid electric vehicle. be able to.
Those skilled in the art will readily appreciate that the above description is meant to be an example of implementing the principles of the present invention. The above description is not intended to limit the scope and application of the present invention, and various modifications can be made without departing from the spirit of the present invention as set forth in the appended claims.

It is a block diagram which shows the HVAC unit which implements the principle of this invention. FIG. 6 is a block diagram illustrating a second embodiment of an HVAC unit according to the principles of the present invention having a circuit with a pump for circulating media. FIG. 5 is a block diagram illustrating a third embodiment of an HVAC unit according to the principles of the present invention having multiple circuits. It is a block diagram which shows the modification of the HVAC unit of FIG. 3 provided with the high temperature heat storage apparatus and the low temperature heat storage apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 HVAC unit 12 1st thermoelectric module 14 Hot surface 16 Cold surface 18, 30 1st heat exchanger 20, 32 2nd heat exchanger 22 HVAC control system 24 2nd thermoelectric module 34 Heat storage device 38 Energy storage device 40 Blower

Claims (18)

A vehicle heating and cooling system comprising:
A first thermoelectric module configured to accept a regenerative pulse, the first thermoelectric module comprising a first surface in thermal communication with the first heat exchanger;
At least one thermal storage device in thermal communication with the first surface of the first thermoelectric module, the thermal storage device comprising at least one of the thermal energy generated by the first surface of the first thermoelectric module; The heat storage device configured to store a part;
It is characterized by having. The second thermoelectric module further includes a second thermoelectric module configured to receive current, the second thermoelectric module being in thermal communication with the third heat exchanger and the fourth heat exchanger with heat. A second surface in communication,
The system of claim 1, wherein the first thermoelectric module comprises a second surface in communication with a second heat exchanger.   The system of claim 2, further comprising: an energy storage device; and a logic device configured to send a regenerative pulse to one of the first thermoelectric module and the at least one energy storage device.   The first fluid circuit further includes a first pump through which the first medium is circulated, the first fluid circuit being in thermal communication with the second and fourth heat exchangers. The system according to claim 2.   5. The system of claim 4, further comprising a first fluid circuit heat exchanger in thermal communication with the first medium.   The system of claim 2, further comprising a blower configured to move air through the at least one heat exchanger.   The second fluid circuit further includes a second pump through which the second medium is circulated, the second fluid circuit being in thermal communication with the first heat exchanger. The system of claim 1.   The system of claim 7, further comprising a second fluid circuit heat exchanger in thermal communication with the second medium.   9. The system of claim 8, further comprising a blower configured to move air through the second circuit heat exchanger.   The system of claim 7, wherein the heat storage device is in thermal communication with a second medium.   11. The second fluid circuit further comprises at least one bypass line and at least one valve configured to selectively prevent the second medium from being in thermal communication with the heat storage device. System.   And a third pump for circulating a third medium therethrough, the third circuit being in thermal communication with the fourth heat exchanger. Item 3. The system according to Item 2.   The system of claim 12, wherein the at least one heat storage device is in thermal communication with the third medium.   The system of claim 1, wherein the at least one heat storage device comprises at least one liquid reservoir.   The system of claim 1, wherein the at least one heat storage device comprises at least one phase change material.   The system of claim 15, wherein the phase change material comprises a high temperature phase change material and a low temperature phase change material.   The system of claim 1, wherein the first thermoelectric module is at least one thermoelectric module.   The system of claim 1, wherein the second thermoelectric module is at least one thermoelectric module.

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