KR20140143816A - Temperature control systems with thermoelectric devices - Google Patents

Abstract

Temperature control systems and methods can be designed to control the internal climate of the vehicle or other climate of another desired area. The vehicle temperature control system may have a thermoelectric system that provides heating and / or cooling, including additional heating and / or cooling. The thermoelectric system can transfer thermal energy between a working fluid such as liquid cooling water and a comfortable air on application of a current of a selected polarity. The thermoelectric system may supplement or replace the heat provided by the internal combustion engine or other primary heat source. The thermoelectric system can also supplement or replace the cool energy provided by a compressor-based refrigeration system or other primary cold energy source.

Description

[0001] TEMPERATURE CONTROL SYSTEMS WITH THERMOELECTRIC DEVICES [0002]

Related patents

The present invention is related to U.S. Published Patent Application No. 61,620,350, filed April 4, 2012, U.S. Patent Application No. 13 / 802,201, filed April 13, 2013, U.S. Patent Application No. 13 / 802,050. The entire contents of each of the above applications are incorporated by reference and are incorporated herein by reference.

The present invention relates to a temperature control and temperature control system field and a method for integrating thermoelectric elements.

The cabin of a vehicle is generally heated and cooled by an HVAC (HVAC, hereinafter referred to as HVAC) system. The HVAC system conveys a pleasant air flow through the heat exchanger to heat or cool the comfortable air before flowing into the cabin. In the heat exchanger, the energy is transferred between the comfort air and the cooling water, for example water-glycol cooling water. The pleasant air can be supplied from the ambient air or a mixture of air recirculated from the room and ambient air. The energy for heating and cooling the passenger compartment of the vehicle is generally supplied from a fuel supply source such as, for example, an internal combustion engine.

Some automotive HVAC configurations include a positive thermal coefficient of resistance (PTC) heater device that provides additional heating of the air flowing into the room. Existing automotive thermal resistance devices HVAC configurations suffer from a variety of disadvantages.

The embodiments described herein have some features, none of which are solely responsible for their desired attributes. Without limiting the scope of the invention as expressed by the claims, some preferred features will now be briefly described.

The disclosed specific embodiments include systems and methods for controlling the internal climate of a vehicle or other climate of another designed area. Some embodiments provide a temperature control system for a vehicle in which the thermoelectric system provides additional heating and / or cooling. The thermoelectric system transfers thermal energy between the comfort air and the working fluid such as liquid cooling water and the application of a selected polarity of current. In certain embodiments, the thermoelectric system can supplement or replace heat provided from an internal combustion engine or a primary heat source. The thermoelectric system may also supplement or replace the cooling energy provided by the compressor-based refrigeration system or other primary cooling energy source.

The specific embodiments disclosed include systems and methods for stationary engine or engine off cooling. The engine-off cooling scheme can be used to maintain a comfortable room for a limited amount of time during non-operating engine shutdown. In this way, the evaporator does not operate as the engine stops. Cooling provided by thermal inertia in the cooling water allows the engine to stop and allow fuel to be saved, and also allows the room to cool.

Certain embodiments disclosed herein include systems and methods for stationary engine or engine off-heating. The engine off heating scheme can be used to maintain a comfortable room temperature for a limited amount of time during non-operating engine shutdown. The heat provided by the thermoelectric module, thermal inertia within the cooling water, and thermal inertia within the engine block allow the system to heat the passenger compartment of the vehicle and allow the engine to stop and save fuel.

The disclosed embodiments include systems for heating and cooling the interior climate of a vehicle. In some embodiments, a system for controlling the temperature in a passenger compartment of a vehicle includes a main fluid channel and one or more thermoelectric elements operatively connected to the main fluid channel. The thermoelectric elements include at least one thermoelectric element configured to heat the fluid flowing in the main fluid channel on application of electrical energy at a first polarity and to cool the fluid on application of electrical energy at a second polarity. The thermoelectric elements can be divided into a plurality of thermoelectric zones. The plurality of thermoelectric zones include a first thermal zone coupled to a first electrical circuit that can be switched between a first polarity and a second polarity, and a second thermal zone coupled between the first polarity and the second polarity, And a second thermal zone connected to a second electrical circuit,

The system may include a first heat exchanger disposed within the main channel and thermally coupled to the one or more thermoelectric elements. As an example, the primary fluid channel may be connected to a first primary surface single thermoelectric element within the first thermal zone of the thermoelectric element and may be disposed within the primary fluid channel and thermally connected to the second major surface within the second thermal zone of the thermoelectric element. 2 heat exchanger. The system includes a working fluid channel; A third heat exchanger disposed within the working fluid channel and thermally coupled to a first waste surface within a first thermal zone of the thermoelectric device; And a fourth heat exchanger disposed within the working fluid channel and thermally coupled to the second waste surface within the second thermal zone of the thermoelectric element. The thermoelectric element may be configured to transfer thermal energy between the first major surface and the first waste surface within the first thermal zone and transfer thermal energy between the second major surface and the second waste surface within the second thermal zone.

The system may include a controller configured to operate the system in one of a plurality of available ways by controlling the polarity of the first electrical circuit and the polarity of the second electrical circuit. A plurality of available schemes may include a demisting mode, a heating mode, and a cooling mode. The controller may be configured to operate the first electrical circuit within the second polarity of the one or more thermoelectric elements and the second electrical circuit within the first polarity irrespective of when at least one thermoelectric element is operating in the defrosting mode .

The system includes a first working fluid circuit that is thermally coupled to a first waste surface within a first thermal region of the one or more thermoelectric elements and a second working fluid circuit that is thermally coupled to the second waste surface within the second thermal region of the one or more thermoelectric elements And a second working fluid circuit that is coupled to the second working fluid circuit. Each of the first working fluid circuit and the second working fluid circuit may be selectively connected between one or more thermoelectric elements and a heat sink or between one or more thermoelectric elements and a heat source. The first working fluid circuit may be connected to the heat source when the first electric circuit is switched to the first polarity and to the heat sink when the first electric circuit is switched to the second polarity. The second working fluid circuit may be coupled to the heat source when the second electrical circuit is switched to the first polarity and to the heat sink when the second electrical circuit is switched to the second polarity. The system may include a controller configured to operate the system in a defrosting mode by switching to a first polarity of the first electrical circuit and by switching to a first polarity of the second electrical circuit.

In certain embodiments, a method of delivering temperature controlled air to a cabin of a vehicle using an HVAC system includes operating the system in one of a plurality of available ways to provide airflow to the cabin. The plurality of available schemes may include a defrosting mode, a heating mode, and a cooling mode that can be individually operated in one or more zones within the vehicle. The method includes directing air to at least a portion of the passenger compartment during a defrosting mode of operation by directing the airflow into the main fluid channel; Cooling the air flow in the primary fluid channel by removing thermal energy from the air flow within the first thermal zone of the thermoelectric element; And thereafter heating the air flow by adding thermal energy to the air flow within the second thermal zone of the thermoelectric element. The method includes delivering a heated air stream to at least a portion of the passenger compartment during a heating mode of operation by directing the air flow into the main fluid channel; And heating the air flow in the main fluid channel by adding thermal energy to the air flow within the first and second thermal zones of the thermoelectric element. The method includes delivering a cooled air stream to at least a portion of the passenger compartment during a cooling mode of operation by directing the air flow into the primary fluid channel and applying heat energy to the air stream within the first and second thermal zones of the thermoelectric device And removing the air flow in the main fluid channel by adding.

Wherein the step of transferring air includes the steps of removing heat energy from the first thermal zone of the at least one thermoelectric element by circulating a first working fluid between the first thermal zone and the heat sink, And adding thermal energy to the second thermal zone of the thermoelectric device by circulating the working fluid. Each of the first working fluid and the second working fluid may comprise a liquid heat transfer fluid. For example, the first working fluid may comprise an aqueous solution, and the second working fluid may comprise an aqueous solution at another temperature.

The step of delivering the heated air stream further comprises providing electrical energy having a first polarity to the first thermal zone of the thermoelectric element and providing electrical energy having the same polarity to the second thermal zone of the thermoelectric element do. The electrical energy provided to the thermoelectric element can cause the thermal energy to transfer from the at least one working fluid to the air stream via the thermoelectric element.

In some embodiments, a method of manufacturing a system for conditioning passenger air in a vehicle includes: providing an airflow channel; Operatively connecting one or more thermoelectric elements to the air flow channel; Providing at least one working fluid channel in thermal communication with at least one of the disposal surfaces of the one or more thermoelectric elements; And connecting the first electrical circuit to the first thermal zone of the thermoelectric element. The first electrical circuit may be configured to selectively supply power to the first column region with a first polarity or with a second polarity. The method may include coupling a second electrical circuit to the second thermal zone of the thermoelectric element. The second electrical circuit may be configured to selectively supply power to the first polarity or second polarity to the second polarity region.

The method may include providing a controller configured to at least partially control the system by selecting the polarity of the first electrical circuit and the polarity of the second electrical circuit in the one or more thermoelectric elements.

The method may include configuring at least one working fluid channel to selectively transfer heat energy between the at least one thermoelectric element and the heat source or heat sink.

The step of operatively coupling the thermoelectric elements to the air flow channel includes: disposing a first heat exchanger within the air flow channel; Disposing a second heat exchanger within the air flow channel; Connecting a first thermal zone of the thermoelectric element to the first heat exchanger; And connecting the second thermal zone of the thermoelectric element to the second heat exchanger. Connecting the first thermal zone of the thermoelectric element to the first heat exchanger may include connecting the major surface within the first thermal zone to a heat exchanger wherein the major surface is located opposite the waste surface within the first thermal zone .

In certain embodiments, a system for controlling the temperature of at least a portion of a passenger compartment of a vehicle includes: a first fluid channel; A second fluid channel at least partially separated from the first fluid channel by a partition; A cooling device operatively connected to cool the air in the first fluid channel or to operatively span both the first fluid channel and the second fluid channel; A heater core operatively connected to heat the air in the second fluid channel; A thermoelectric element operatively connected to the second fluid channel downstream from the heater core or operatively connected to the first fluid channel downstream of the cooling device; And a flow diversion channel disposed between the first fluid channel and the second fluid channel or a flow control valve disposed between the first fluid channel and the second fluid channel. The flow diversion channel may be configured to selectively divert air that has been cooled in the first fluid channel to a second fluid channel such that the cooling device flows past at least one of the heater core and the thermoelectric element after passing through the flow diversion channel . The controller may be configured to operate at least one such system in at least one cooling mode, a heating mode, and a defrost mode. The controller may cause the flow diversion channel to convert air from the first fluid channel to the second fluid channel during the defrosting mode.

The flow diversion channels may include diversion blend doors, flow diversion devices, and / or flow control valves configured to rotate between at least one open position and a closed position. Air can be converted from the first fluid channel to the second fluid channel when the conversion blend door or flow switching valve is in the open position. Air can not be allowed to flow without conversion through the first fluid channel when the conversion blend door or flow switching valve is in the closed position. Similar switching of the air can be achieved by selectively opening the flow control valves disposed in the first fluid channel and the second fluid channel.

The system may include an inlet channel selection apparatus configured to direct at least a portion of the air entering the system toward at least one of the first fluid channel and the second fluid channel. The inlet channel selection device may be configured to direct the air flow into the second fluid channel and the thermoelectric element may be configured to transfer thermal energy to the air flow during a heating mode of operation. The inlet channel selection device may include an inlet blend door. The inlet blend door may be actuated to move between a first position, a second position, and any position between the first position and the second position. The location of the inlet blend door may be independent of the location of the conversion blend door.

The at least one cooling device can absorb thermal energy from the air flow and the thermoelectric element can transfer thermal energy to the air flow during the defrosting mode of operation. The at least one cooling device may be configured to absorb thermal energy from the air stream and the thermoelectric device may be configured to transfer thermal energy to the air stream during a defrosting mode of operation.

The flow diversion channel may include an aperture or flow diversion element formed in the partition. The hole or flow switching element may be configured to selectively block.

One or more thermoelectric elements can be divided into a plurality of thermal zones wherein the plurality of thermal zones heat the fluid flowing in the second fluid channel on the application of electrical energy at the first polarity and on the application of electrical energy at the second polarity A first thermal zone configured to cool the fluid and a second thermal zone that is switchable between a first polarity first polarity and a second polarity irrespective of the polarity of the electrical energy applied to the first thermal zone.

The one or more heater cores may be in thermal communication with the power train cooling water during at least the heating mode. In some embodiments, the heater cores are not in thermal communication with the powertrain cooling water at least during the cooling mode.

At least one surface of the one or more thermoelectric elements can be connected to a heat exchanger in thermal communication with the air flow. The cooling device may also be connected to one or more heat exchangers in thermal communication with the air flow.

In certain embodiments, a method of delivering temperature controlled air to a cabin of a vehicle using an HVAC system includes opening at least a portion of the system to provide airflow to at least a portion of the cabin in one of a plurality of available ways . A plurality of available methods include a defrosting method, a heating method, and a cooling method. The method comprises the steps of: directing air to the passenger compartment during the defrosting mode of operation by directing the airflow to at least the first fluid flow channel; Cooling the air flow in the first fluid flow channel with a cooling device; Subsequently switching from the first fluid flow channel to the second fluid flow channel; And thereafter heating the air flow in the second fluid flow channel to the heater core, to the thermoelectric element, or to both the heater core and the thermoelectric element. The method comprising directing a heated air flow to at least a portion of a room during a heating mode of operation by directing the air flow into at least a second fluid flow channel; And heating the air flow in the second fluid flow channel to the core, to the thermoelectric element, or to both the heater core and the thermoelectric element. The method includes delivering a cooled air flow to at least a portion of a room during a cooling mode of operation by directing the air flow into at least one of the first fluid flow channel and the second fluid flow channel, By cooling the air flow in the channel, by cooling the air flow in the second fluid flow channel to the thermoelectric element, or cooling the air flow in the second fluid flow channel to the thermoelectric element, And cooling the air flow.

The step of delivering air during the cooling mode uses a thermoelectric element to cool the air flow to the desired temperature. The first amount of energy provided to the cooling device is used to cool the air flow to the desired temperature using the cooling device And cooling the air flow in the second fluid flow channel to the thermoelectric element when it is determined that the first amount of energy is less than the second amount of energy. have.

Wherein the step of delivering the heated air stream comprises determining whether the heater core is capable of heating the air stream to a desired temperature; Heating the air flow in the second fluid flow channel to the heater core when it is determined that the heater core is capable of heating the air flow to a desired temperature; And heating the air flow in the second fluid flow channel to the thermoelectric element when it is determined that the heater core is unable to heat the air flow to a desired temperature.

In some embodiments, a method of manufacturing an apparatus for conditioning room air in at least a portion of a vehicle includes the steps of: providing an air flow that is at least partially divided into a first air conduit and a second air conduit; Operatively connecting a cooling device to the first air conduit or operatively connecting a cooling device to both the first air conduit and the second air conduit; Operatively connecting a heater core to the second air conduit; Operatively connecting at least one thermoelectric element to a second air conduit such that the thermoelectric element is located downstream from the heater core when air flows through the channel, or when the air is flowing through the channel, Operatively connecting at least one thermoelectric element to the first air conduit, such as located downstream from the first air conduit; And wherein the fluid switching channel is located downstream from the cooling unit when the air flows through the channel and is located upstream from the heater core or when the air is channeled through the channel, Providing a fluid exchange channel between the first air conduit and the second air conduit, such as being located downstream from the first air conduit and / or the second air conduit, And providing flow control valves.

The step of operatively coupling the cooling device may include disposing a heat exchanger in the first fluid channel and connecting the heat exchanger to the cooling device. The actively connecting the heater core may include disposing a heat exchanger in the second fluid channel and connecting the heat exchanger to the heater core. The actively connecting thermoelectric elements can include placing a heat exchanger in the second fluid channel and connecting the heat exchanger to the thermoelectric elements.

The method may include providing a channel selection device, wherein the channel selection device is disposed near the inlet of the first air conduit and the second air conduit.

The specific embodiments disclosed relate to temperature control in the passenger compartment of a vehicle. For example, a temperature control system (TCS) may include an air channel configured to deliver air flow to a cabin of a vehicle. The temperature control system may include one thermal energy source, a heat transfer device, and a thermoelectric element (TED) connected to the air channel. The fluid circuit may circulate the cooling water to a source of heat energy, a heat transfer device, and / or a thermoelectric element. A bypass circuit can bypass the thermoelectric element and connect the heat energy source to the heat transfer device. The actuator may cause the thermoelectric element to cause the cooling water to circulate selectively in the bypass circuit or the fluid circuit. The controller may operate the actuator when it is determined that the thermal energy source is ready to provide heat to the air flow.

Some embodiments provide a system for controlling the temperature in a cabin of a vehicle, the system comprising at least one passenger asir channel configured to communicate passenger airflow to a cabin of the vehicle, at least one heat energy source At least one heat transfer element connected to the passenger air channel, at least one thermoelectric element, a fluid circuit configured to circulate the cooling water to a heat source, a heat transfer device, and / or a thermoelectric element, At least one actuator configured to cause circulation within the bypass circuit, and at least one control system. The control system includes a second bypass circuit configured to couple the thermal energy source to the thermoelectric element, at least one actuator configured to cause cycling within the second bypass circuit instead of the fluid circuit, and at least one control system . The control system may be configured to operate the at least one actuator when it is determined that the thermal energy source is ready to provide heat to the room air flow so that the cooling water is circulated in the at least one bypass circuit instead of the fluid circuit It causes.

Additional embodiments may include a pump configured to circulate cooling water in a fluid circuit. The system may also include an evaporator operatively connected to the passenger air channel. The heat energy source may be a vehicle engine, a heater core supplied with heat energy supplied from the vehicle engine, an exhaust system, another suitable heat source, or a combination of sources. Yet another embodiment may include a blend door operatively connected within the passenger air channel and configured to deliver room air flow across the heat transfer device. In some embodiments, the actuator may be a fluid control device, a valve, a regulator, or a combination of structures.

Still other embodiments may include a cooling fluid circuit configured to couple a thermoelectric element to a low temperature core. The low temperature core may be a radiator configured to dissipate heat from the fluid to ambient air. The cooling fluid circuit may also include a pump to provide for proper movement of the fluid. The control system is also configured to determine whether the system is operating in a heating or cooling mode and to configure the at least one actuator to operate in order to cause the cooling water to circulate within the cooling fluid circuit when it is determined that the system is operating in a cooling mode .

In some embodiments, the thermal energy source is ready to provide heat to the room air flow when the thermal energy source reaches a critical temperature. The controller can also determine whether the heat energy source is ready to provide heat to the room air flow when the cooling water circulating through the heat energy source reaches a critical temperature.

Some embodiments provide a method of controlling a temperature in a passenger compartment of a vehicle, the method comprising: moving a passenger air stream across a heat transfer device operatively connected to the passenger air channel of the vehicle; Operating the temperature control system of the vehicle in a first mode of operation, wherein the thermoelectric element transfers thermal energy between the source of heat energy and the fluid circuit comprising the heat transfer device; And switching the temperature control system to a second mode of operation after the temperature control system is operated in a first mode of operation. In a second mode of operation, the temperature control system opens the heat transfer device and the bypass circuit in thermal communication with the heat energy source. The bypass circuit is configured to transfer thermal energy between the heat transfer device and the thermal energy source without the use of a thermoelectric device.

In other embodiments, the temperature control system switches to the second mode when the thermal energy source reaches the critical temperature. The heat source can be an automotive engine. The temperature control system can be used when the temperature of the fluid in the fluid circuit has reached a critical temperature, when a specified amount of time has elapsed, when the temperature of the room air stream has reached a critical temperature or by any other specified condition or combination of conditions Can be switched to the second scheme based on the same other criteria.

Certain embodiments provide a method of manufacturing an apparatus for controlling the temperature in a passenger compartment of a vehicle, the method comprising: providing at least one passenger air channel configured to pass passenger airflow to a passenger compartment of the vehicle; Operatively connecting at least one heat transfer device to a passenger air channel; Providing at least one thermal energy source; Providing at least one thermoelectric element; Operatively connecting the fluid conduit to a source of heat energy, a heat transfer device, and / or a thermoelectric element, the fluid conduit being configured to circulate cooling water; Operatively connecting a thermoelectric element and / or a heat transfer device to a fluid circuit; Operatively connecting at least one bypass circuit configured to circulate cooling water to a thermal energy source for the heat transfer device; Providing at least one actuator configured to cause the cooling water to circulate in the bypass circuit instead of the fluid conduit; Operatively connecting a second bypass circuit to the thermal energy source for the thermoelectric element, the second bypass circuit being configured to circulate the cooling water; Providing at least one actuator configured to cause the cooling water to circulate in the second bypass circuit instead of the fluid conduit; And providing at least one controller configured to operate the at least one actuator when it is determined that the thermal energy source is ready to provide heat to the passenger air flow.

In some embodiments, the passenger air channel may include a first air channel and a second air channel. The second air channel may be at least partially parallel to the arrangement associated with the first air channel. The passenger air channel may also include a blend door configured to selectively switch air flow through the first air channel and the second air channel. The heat transfer device may be disposed only in the second air channel.

In other embodiments, the evaporator may be operatively connected to the passenger air channel. Some embodiments may also include a low temperature core. The cooling fluid circuit may be operatively connected to the low temperature core and the thermoelectric element. The cooling fluid circuit may be configured to circulate the cooling water.

According to embodiments disclosed herein, a temperature control system is provided for heating, cooling, and / or defrosting a vehicle cabin during startup of an internal combustion engine of the vehicle. The system includes an engine coolant circuit comprising an engine block coolant conduit circuit configured to deliver coolant therein. The engine block conduit is in thermal communication with the internal combustion engine of the vehicle. The system further includes a heater core disposed within the comfort air channel of the vehicle and in fluid communication with the engine block chilled water conduit. The system further includes a thermoelectric element having a waste surface and a major surface. The system further includes a supplemental heat exchanger disposed within the comfort air channel and in thermal communication with the major surface of the thermoelectric element. The additional heat exchanger is located downstream from the heat core relative to the direction of the pleasant air flow in the comfort air channel when the temperature control system is operating. The system further includes a controller configured to operate the temperature control system in a plurality of operating modes. The plurality of operating modes is a startup heating mode in which the thermoelectric element is configured to heat the comfortable air flow by receiving the current supplied at the first polarity and transferring the thermal energy from the waste surface to the main surface while the internal combustion engine is running, . The plurality of operating modes further include a heating method in which the internal combustion engine is configured to heat the comfortable air flow while no current is supplied to the thermoelectric element and the internal combustion engine is running. In the start-up heating mode, the thermoelectric element provides heat to the comfortable air flow while the internal combustion engine can not heat the comfortable air flow to the specified comfortable temperature without the heat provided by the thermoelectric element. As the temperature of the cooling water increases, the coefficient of performance of the thermoelectric device increases during the startup heating method.

In some embodiments, the temperature control system in the start-up heating mode allows the vehicle room to be heated to a certain room temperature faster than the heating of the room from the heating mode to the specific room temperature when the internal combustion engine is started at ambient temperature to the operating temperature Configured; The startup heating system includes an internal combustion engine configured to heat a comfortable air flow while the thermoelectric element receives a current supplied at a first polarity; The plurality of operating modes further include an additional cooling mode; The thermoelectric element is configured to cool the pleasant air by transferring thermal energy from the main surface to the waste surface while receiving a current supplied at the second polarity; The plurality of operating modes further include a startup demisting mode wherein the evaporator core is configured to heat the pleasant air by transferring thermal energy from the waste surface to the primary surface while receiving the current supplied at the first polarity ; The startup defrosting method includes an internal combustion engine configured to heat a comfortable air flow while the thermoelectric element is receiving a current at a first polarity; The plurality of operating modes further include a defrosting method; The evaporator core is configured to cool the pleasant air flow while no current is supplied to the thermoelectric element; An additional heat exchanger is located downstream of the evaporator core in the comfort air channel; The system further includes a thermal storage device disposed within the comfort air channel, the thermal storage device configured to store thermal energy and transfer thermal energy to or from the air flow; The system further includes an evaporator core of a belt driven refrigeration system disposed within the comfort air channel; The heat storage device is connected to the evaporator core; The thermal storage device is configured to store cooling capability during at least one of a cooling mode or a defrost mode; The thermoelectric element is disposed within the comfort air channel; The waste surface of the thermoelectric element is in thermal communication with the engine block cooling water conduit; The heat source is at least one of a battery, an electronic device, a burner, or exhaust of a vehicle; The system further comprising a waste heat exchanger connected to the waste surface of the thermoelectric element; The waste heat exchanger is connected to a fluid conduit comprising a liquid phase working fluid; The liquid phase working fluid is in fluid communication with a heat source or a heat sink; The fluid circuit includes a first conduit and a first bypass conduit configured to transfer cooling water therein, the first fluid conduit being in fluid communication with the heater core, the first bypass conduit having a flow of cooling water around the first conduit ; The start-up heating scheme includes limiting the flow of cooling water through the first conduit and guiding the flow of cooling water through the first bypass conduit; The fluid circuit includes a second conduit and a second bypass conduit for delivering cooling water therein wherein the second conduit is in fluid communication with the additional heat exchanger and the second bypass conduit bypasses the flow of cooling water around the second conduit ; And / or the heating mode includes limiting the flow of cooling water through the second conduit and guiding the flow of cooling water through the second bypass conduit.

According to the embodiments disclosed herein, a method for controlling the temperature of a passenger compartment of a vehicle during startup of an internal combustion engine of the vehicle is disclosed. The method includes delivering airflow through the comfort air channel. The method further includes delivering cooling water through the engine coolant circuit, wherein the engine coolant circuit includes an engine block coolant conduit in thermal communication with the internal combustion engine of the vehicle. The method further includes delivering the air flow through a heater core disposed within the comfort air channel and in thermal communication with the engine block chilled water conduit. The method further includes the step of delivering the air stream through an additional heat exchanger in thermal communication with the thermoelectric element. The additional heat exchanger is located downstream from the heater core relative to the direction of the pleasant air in the comfort air channel during the flow of air. The thermoelectric element has a waste surface and a major surface, which is in thermal communication with the engine block cooling water conduit or heat sink, and the main surface is in thermal communication with the additional heat exchanger. The method further includes supplying a current at a first polarity to the thermoelectric element such that the thermoelectric element heats the comfortable air by transferring thermal energy from the waste surface to the primary surface in a start-up heating mode. In the start-up heating mode, the thermoelectric element provides heat to the comfortable air flow while the internal combustion engine can not heat the comfortable air flow to the specified comfortable temperature without the heat provided by the thermoelectric element.

In some embodiments, the method includes the step of limiting current to the thermoelectric elements in a heating mode; The internal combustion engine is configured to heat a comfortable air flow; The temperature control system is configured to heat the room temperature of the vehicle to a specific room temperature faster than heating the room to a specific room temperature in a heating manner when the internal combustion engine is started at an ambient temperature to an operating temperature in a starting heating system; The method further comprises the step of delivering the air flow through the evaporator core of a belt-driven refrigeration system disposed within the comfort air channel; The method further comprises the step of supplying current to the thermoelectric element at the second polarity so that the thermoelectric element cools the pleasant air flow by transferring thermal energy from the main surface to the waste surface, in an additional cooling scheme; The method further comprises the step of limiting the flow of cooling water through the engine block cooling water conduit to inhibit heat conduction between the waste heat transfer surface of the thermoelectric element and the internal combustion engine; The method further includes the step of supplying current to the thermoelectric element at the first polarity so that the thermoelectric element heats the comfortable air by transferring thermal energy from the waste surface to the main surface while the evaporator cools the comfortable air in the startup defogging mode ; The additional heat exchanger is located downstream from the evaporator core relative to the direction of the pleasant air flow in the comfort air channel; The waste heat exchanger is connected to a fluid circuit comprising a liquid phase working fluid; And / or the liquid phase working fluid is in fluid communication with the engine block cooling water conduit or heat sink.

According to the embodiments disclosed herein, a temperature control system is provided for heating, cooling, and / or defrosting a room of a vehicle during stoppage of the internal combustion engine of the vehicle. The system includes an engine coolant circuit comprising an engine block coolant conduit circuit configured to deliver coolant therein. The engine block conduit is in thermal communication with the internal combustion engine of the vehicle. The system further includes a heater core disposed within the comfort air channel of the vehicle and in fluid communication with the engine block chilled water conduit. The system further includes a thermoelectric element having a waste surface and a major surface. The system further includes a waste heat exchanger disposed within the comfort air channel and in thermal communication with the major surface of the thermoelectric element. The waste heat exchanger is connected to a fluid circuit comprising a liquid phase working fluid. The liquid phase working fluid is in fluid communication with the heat source or heat sink. The system further includes a controller configured to operate the temperature control system in a plurality of operating modes. The plurality of operating modes include a stop heating mode in which the internal combustion engine is configured to heat residual air with a comfortable air flow while current is not supplied to the thermoelectric element and the internal combustion engine is stopped. The plurality of operating modes is a stop cold heating system in which the thermoelectric element is configured to heat the pleasant air flow by receiving the current supplied at the first polarity and transferring the heat energy from the waste surface to the main surface while the internal combustion engine is stationary, mode). In the stationary cold heating mode, the thermoelectric element provides heat to the comfortable air flow while the internal combustion engine is unable to heat the comfortable air flow to the specified comfortable temperature without the heat provided by the thermoelectric element.

In some embodiments, the temperature control system is configured to allow a stop time of the internal combustion engine longer than stopping the internal combustion engine in the stationary heating mode while heating the room of the vehicle to a specific room temperature, in a stationary cold heating mode; The stationary cold heating system includes an internal combustion engine configured to heat a pleasant air flow while the thermoelectric element is receiving a current supplied at a first polarity; The plurality of operating modes further include an additional cooling mode; The thermoelectric element is configured to cool the pleasant air flow by transferring thermal energy from the main surface to the waste surface while receiving a current supplied at a second polarity; The system further includes a thermal storage device disposed within the comfort air channel, the thermal storage device configured to store thermal energy and transfer thermal energy to or from the air flow; The system further includes an evaporator core of a belt-driven refrigeration system disposed within the comfort air channel; The heat storage device is connected to the evaporator core; The heat storage device is configured to store cooling capability during at least one of a cooling mode or a defrost mode when the internal combustion engine is operating; The plurality of operating modes further include a first stop frost removing method; The thermal storage device is configured to cool the comfort air stream by absorbing thermal energy from the air flow using the stored cooling capability and the thermoelectric device transfers heat energy from the waste surface to the primary surface while receiving the current supplied at the first polarity So as to heat the pleasant air flow; The additional heat exchanger is located downstream from the heater core relative to the direction of the pleasant air flow in the comfort air channel when the temperature control system is in operation; The waste surface of the thermoelectric element is in thermal communication with the engine block cooling water conduit; The heat source is at least one of a battery, an electronic device, a burner, or exhaust of a vehicle; The fluid circuit includes a first conduit and a first bypass conduit configured to transfer cooling water therein, wherein the first conduit is in fluid communication with the heater core and the first bypass conduit is configured to direct the flow of cooling water around the first conduit Bypass; The stationary cold heating system includes limiting the flow of cooling water through the first conduit and conveying the flow of cooling water through the first bypass conduit; The fluid circuit includes a second conduit and a second bypass conduit configured to deliver cooling water therein, wherein the second conduit is in fluid communication with the additional heat exchanger and the second bypass conduit is configured to direct the flow of cooling water around the second conduit Bypass; The stationary heating mode includes limiting the flow of cooling water through the second conduit and conveying the flow of cooling water through the second bypass conduit; The plurality of operating modes further include a second stop frost removing method; The thermoelectric element is configured to cool the pleasant air stream by transferring thermal energy from the main surface to the waste surface while receiving the current supplied at the second polarity and the internal combustion engine is capable of heating the comfort air stream at a designated comfortable temperature And to heat the pleasant air flow while it is being heated; And / or the additional heat exchanger is located upstream from the heater core relative to the direction of the pleasant air flow in the comfort air channel when the temperature control system is operating.

According to the embodiments disclosed herein, a method is provided for controlling the temperature of a passenger compartment of a vehicle during the suspension of the internal combustion engine of the vehicle. The method includes delivering a flow of benefit through the comfort air channel. The method further includes delivering cooling water through the engine coolant circuit, wherein the engine coolant circuit includes an engine block coolant conduit in thermal communication with the internal combustion engine of the vehicle. The method further includes delivering the air flow through a heater core disposed within the comfort air channel and in thermal communication with the engine block chilled water conduit. The method further includes the step of delivering the air stream through an additional heat exchanger in thermal communication with the thermoelectric element. The thermoelectric element has a primary surface and a waste surface, the primary surface of which is in thermal communication with the additional heat exchanger and the waste surface is connected to the waste heat exchanger. The waste heat exchanger is connected to a fluid circuit comprising a liquid phase working fluid. The liquid phase working fluid is in fluid communication with the engine block cooling water conduit or heat sink. The method further includes supplying a current at a first polarity to the thermoelectric element so that the thermoelectric element heats the comfortable air by transferring thermal energy from the waste surface to the main surface while the internal combustion engine is stationary, in a stationary cold heating mode. In the stationary cold heating mode, the thermoelectric element provides heat to the comfortable air flow while the internal combustion engine can not heat the pleasant air flow to the specified comfortable temperature without the heat provided by the thermoelectric element.

In some embodiments, the additional heat exchanger is located downstream from the heater core relative to the direction of the pleasant air flow in the comfort air channel during the flow of air; The method further includes the step of limiting current to the thermoelectric elements in a stationary heating mode; The internal combustion engine is configured to heat a comfortable air flow; The temperature control system allows a stopping time of the internal combustion engine longer than stopping the internal combustion engine in a stationary heating mode while heating the room of the vehicle to a specific room temperature in a stationary cold heating system; The method further comprises the step of supplying current to the thermoelectric element at the second polarity so that the thermoelectric element cools the pleasant air flow by transferring thermal energy from the main surface to the waste surface, in an additional cooling scheme; The method further comprises the step of limiting the flow of cooling water through the engine block cooling water conduit to inhibit heat conduction between the waste heat transfer surface of the thermoelectric element and the internal combustion engine; The method further comprises the step of supplying current to the thermoelectric element at the second polarity so that the thermoelectric element cools the pleasant air by transferring thermal energy from the main surface to the waste surface in a stop defogging mode, Configured to heat a comfortable air flow while being able to heat the comfortable air flow to a designated comfortable temperature; And / or the additional heat exchanger is located upstream of the heater core relative to the direction of the pleasant air flow within the comfort air channel while the air flow is flowing.

The following drawings and related descriptions are provided to illustrate embodiments of the present invention, but are not intended to limit the scope of the present invention.
Figure la shows a schematic structure of one embodiment of a micro-hybrid system.
Figure 1B shows a schematic structure of one embodiment of a micro-hybrid system.
Figure 2 schematically illustrates one embodiment of an HVAC system that integrates with a thermoelectric device.
Figure 3 schematically illustrates one embodiment of an HVAC system incorporating a dual channel architecture.
Figure 4 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure in a heating configuration.
Figure 5 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure in a cooling configuration.
Figure 6 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure in a defrost configuration.
Figure 7 schematically illustrates one embodiment of an HVAC system integrated with a dual channel structure that is repositioned in a defrost configuration or has additional thermoelectric elements.
Figure 8 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure with a blended door.
Figure 9 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure with a blended door.
Figure 10 schematically illustrates one embodiment of an HVAC system that integrates with a dual channel structure having flow diverting elements.
Figure 11 schematically illustrates one embodiment of an HVAC system incorporating a dual channel structure having a plurality of valves.
Figure 12 is a chart associated with an HVAC system incorporating a dual channel structure with a thermionic bithermal thermoelectric device.
Figure 13 schematically illustrates one embodiment of an HVAC system that integrates with a thermo-alternating thermoelectric device.
14 is a chart related to the power configuration of one embodiment of the thermo-alternating thermoelectric element.
Figure 15 schematically illustrates one embodiment of a temperature control system incorporating a thermo-alternating thermoelectric device.
Figure 16 schematically illustrates one embodiment of a thermo-alternating thermoelectric circuit.
Figure 17 schematically illustrates one embodiment of a temperature control system.
Figure 18 schematically shows an embodiment of a temperature control system with detachable thermoelectric elements.
Figure 19 schematically illustrates an embodiment of a temperature control system including a cooling circuit and a heating circuit.
20 is a flowchart related to an embodiment of the temperature control system shown in Fig.
Figure 21 schematically shows an embodiment of a temperature control system in a heating mode.
Figure 22 schematically illustrates an embodiment of a temperature control system in a heating mode.
Figure 23 schematically illustrates an embodiment of a temperature control system in a heating mode.
Figure 24 schematically illustrates one embodiment of a temperature control system in a cooling mode.
Figure 25 schematically illustrates one embodiment of a temperature control system in a cooling mode.
26A is another view of one embodiment of a temperature control system in a heating mode.
Figure 26B is another view of one embodiment of a temperature control system in a heating mode.
Figure 27 schematically shows another embodiment of a temperature control system in a cooling mode.
28A shows an embodiment DP of an HVAC system in a vehicle.
Figure 28B shows an embodiment of a liquid to air thermoelectric device.
Figure 29 shows a graph of possible room heater output temperatures over time for certain HVAC system embodiments.
Figures 30A-C schematically illustrate one embodiment for operating the temperature control system during the startup mode.
Figures 31a-c schematically illustrate one embodiment for operating the temperature control system during the start / stop mode.

While certain preferred embodiments have been disclosed herein, the subject matter of the invention extends beyond the specifically disclosed embodiments to other alternative embodiments and / or uses of the invention, and variations and equivalents thereof. Accordingly, the scope of the invention disclosed herein is not limited to any specific embodiments described below. For example, in any method or process disclosed herein, the acts or acts of a method or process may be performed in any suitable order, and are not necessarily limited to any particular disclosed sequence.

For purposes of comparison with the prior art, certain aspects and advantages of various embodiments are set forth. Not all such aspects and advantages are achieved by any particular embodiment. Thus, for example, it is to be understood that the various embodiments may be practiced or handled in a manner that achieves or optimizes a group of advantages or advantages, such as those described, without necessarily achieving other aspects or advantages, Lt; / RTI > Although some of the embodiments are described in the context of particular fluid circuit and valve configurations, specific temperature control, and / or fluid circuit configurations, it should be understood that the invention can be used with other system configurations. Further, the present invention is limited to use with a vehicle, but can be preferably used in other environments where temperature control is desired.

As used herein, the term "cooling water" is used in a broad and conventional sense and includes, for example, fluids that transfer thermal energy into a heating or cooling system. As used herein, the term "heat transfer device" is used in a broad and conventional sense and includes, for example, a heat exchanger, a heat transfer surface, a heat transfer structure, another device for transferring heat energy between the media, And any combination of such devices. As used herein, the terms "thermal energy source" and "heat source" are used in a broad and common sense and include, for example, vehicle engines, burners, electronic components, heating elements, batteries or battery packs, To heat energy, or any combination of such devices. In some embodiments, the terms "thermal energy source" and "heat source" may refer to a source of negative energy, such as, for example, a chiller, an evaporator, another cooling component, a combination of components,

As used herein, the terms "sufficient" and "sufficiently" are used broadly in accordance with their ordinary meaning. For example, in the context of sufficient heating or sufficient heat transfer in connection with pleasant air, these terms are intended to include, without limitation, conditions in which the room air flow (or air stream) is heated to a comfortable temperature for the passenger When one or more vents are introduced into the cabin) or the room air stream is heated to the critical temperature.

As used herein, the term "prepared" is used broadly in accordance with its ordinary meaning. For example, in the context of a heat source ready to provide heat, the term broadly encompasses a broad range of conditions in which one or more criteria for determining when a heat source can sufficiently heat a room air flow . For example, a heat source can sufficiently heat the passenger airflow when the heater core can deliver sufficient heat energy to the air flow so that the room is comfortable to the vehicle passenger or near the passenger of the vehicle. The air flow can be pleasant when it is at about room temperature, equal to room temperature, slightly above room temperature, above room temperature, or equal to or greater than or equal to the critical temperature. Suitable threshold temperatures may be about 70 DEG F, 72 DEG F, about 75 DEG F, room temperature, a temperature that depends on ambient temperature, or another temperature. The appropriate critical temperature (or designated comfort temperature) may be greater than or equal to about 60,, 65,, about 70,, or room temperature. A suitable critical temperature (or designated comfort temperature) may be about 10 ℉, 20,, about 30 ℉, or about 40 ℉ above the ambient temperature. In some embodiments, the heat source is ready to heat the room when the heat source is able to heat the air flow, such as when the room is not receiving cold air wind. In some embodiments, the heat source is ready to heat the passenger compartment when it is comfortable enough to warm the airflow (or hot) to raise the cooling water temperature to heat the airflow to room temperature as described herein.

As used herein, the term "passenger air channel" is used broadly in its ordinary sense. For example, passenger air channels include components through which pleasant air can flow, including conduits, pipes, vents, ports, connectors, HVAC systems, and other suitable structures or combinations of structures.

As used herein, the term "thermoelectric element" is used broadly in accordance with its ordinary meaning. For example, the term encompasses any device that is integrated with a thermoelectric material and is used to produce electrical output based on a temperature difference across a thermoelectric material, or to transfer thermal energy against a thermal gradient on the application of electrical energy . The thermoelectric element may be integrated with or used with other temperature control elements, such as a heater core, an evaporator, an electric heating element, a heat storage device, a heat exchanger, another structure, or a combination of structures.

As used herein, the term "actuator" is used broadly in accordance with its ordinary meaning. For example, the term broadly encompasses fluid control devices, such as valves, regulators, and other suitable structures or combinations of structures used to control the flow of fluid

As used herein, the term "control device" is used broadly in accordance with its ordinary meaning. For example, the term broadly encompasses devices or systems that are configured to control fluid movement, electrical energy transfer, thermal energy, transfer, and / or data communication among one or more. A control device may include a single controller that controls one or more components of the system, or may include one or more controllers that control various components of the system.

The temperature of the vehicle cabin is also controlled using an HVAC system, which may be commonly referred to as a comfort air system or a temperature control system. When the system is used for heating, the vehicle engine or other suitable device may be a heat source. The heat energy may be transferred from a heat source to a heat exchanger (such as a heater core) via a cooling water circuit or other fluid circuit. The heat exchanger can deliver thermal energy to the air flow across the heat exchanger before entering the cabin of the vehicle. In some configurations, the engine or heater core of the vehicle may take a considerable amount of time, such as several minutes, to reach a temperature at which the heater core can sufficiently heat the air into the vehicle cabin. For example, in certain types of vehicles, such as plug-in hybrids, the engine may not start up until driving a significant distance, such as 50 miles. It can be said that the heater core and / or the engine is ready to heat the air flow when the heater core reaches a temperature that can provide sufficient heat energy to the room air flow so that the room is comfortable.

Cooling can be accomplished using a compressor-based refrigeration system (including various components such as evaporators) to cool incoming airflow into the cabin. The vehicle engine may provide energy (e. G., Via mechanical or electrical connection) to power components of the cooling system. Many components of the cooling system are often separated from the components of the heating system. For example, the cooling system is connected to the room airflow using a heat exchanger, which is generally separate from the heater core.

Some HVAC systems provide a defrost function in which dehumidification is removed from the air during the heating mode in order to remove the seawater and / or prevent condensate formation on the windscreen. In some systems, the defrost function is accomplished by applying air through the evaporator to lower the air temperature below the dew point, so that moisture condenses and is removed. The evaporator can be cooled, for example, by a two-phase air compression cycle. After passing through the evaporator, air can be applied through the heater to achieve a suitable temperature for the room.

FIG. 1A illustrates one embodiment of a micro-hybrid / mild-hybrid system, including a start-stop system (or stop and start system) for a vehicle. Micro-hybrid systems can increase vehicle fuel efficiency and reduce pollution. Unlike a "pure" hybrid vehicle, a micro-hybrid vehicle has an internal combustion engine to drive the vehicle and does not necessarily require an electric motor. The internal combustion engine may be stopped (temporarily stopped) in the states of the selected vehicle operation, for example, while the vehicle is stopped in the stop signal. In some embodiments, the vehicle is a reversible electric machine or a starter-alternator that is operatively coupled to an internal combustion engine supplied by an alternating current / direct current converter in a "starter" can do.

In some implementations, the use of a starter-generator in the stop and start mode causes the internal combustion engine to stop completely when the vehicle itself is stopped, and then, for example, causes the internal combustion engine And restarting the engine. A typical stop and start situation is in a red traffic light situation. When the vehicle is stopped at the traffic light, the engine is automatically stopped, and then when the traffic light turns green, the engine is stopped by the system of the clutch pedal depressed by the driver, or by any other behavior interpreted as meaning that the driver restarts the vehicle After detection, it is restarted using a starter-generator. Under certain predetermined conditions, the engine can be turned off before the vehicle is stopped. For example, when a predetermined condition indicates that the vehicle is completely stopped, moves below a certain speed, and / or moves down a hill, the transmission may be moved to neutral and the engine may be stopped .

Automobiles with internal combustion engines may have built-in electrical systems for powering electrical starters for internal combustion engines of automobiles and other electrical devices. During startup of the internal combustion engine, the starter battery 10a can power the starter 11a to start the internal combustion engine (e.g., when the switch 12b is closed by a corresponding start signal from the controller). The starter battery 10a may be a conventional 12V (or 14V) vehicle battery connected to a 12V (or 14V) electrical system. In some embodiments, the voltage of the electrical system corresponding to the battery may be as high as, for example, 18V, up to 24V, up to 36V, up to 48V, and up to 50V. In some embodiments, the battery 10a may be a high capacity battery. When the internal combustion engine is started, the internal combustion engine can generate a voltage of about 14V and drive the generator 13a through the built-in electrical system to make the voltage available to various electric consumer goods in the automobile. In the process, the generator 13a can also recharge the starter battery 10.

In some embodiments, the micro-hybrid vehicles may have a multi-voltage electrical system. For example, the vehicle may have a low voltage system to provide power to the vehicle's electrical consumable material 14a (e. G., Conventional electronics). Continuing, for example, the vehicle may also have a high voltage system to provide power to the starter 11a. In some embodiments, the vehicle's low voltage system may also provide power to the starter 11a.

In some embodiments, the starter 11a may have adequate power to initially accelerate the vehicle from stopping while starting the internal combustion engine. For example, when the driver depresses the gas pedal of the vehicle for acceleration after the internal combustion engine has been stopped, the starter will generate appropriate torque to accelerate the vehicle from stopping until the internal combustion engine is started, accelerates, .

1B illustrates an embodiment of a micro-hybrid / mild-hybrid system including a start-stop system (or a stationary and start system) for a vehicle having a capacitor. The micro-hybrid vehicle 2b may have an internal combustion engine 5a for providing a traction force for the micro-hybrid vehicle via the transmission. An integrated starter-generator 6b is drivably connected to one end of the crankshaft of the engine 5b by a drive belt 4b. It should be understood that other means of drivingly connecting to the engine 5b may be used. In some embodiments, the starter motor and the generator may be separate.

In one embodiment, integrated starter-generator 6b is a multi-phase alternating current device and is connected to inverter 10b via multi-phase cable 7b. A control lead 8b is used to transfer data bidirectionally between the integrated starter-generator 6b and the inverter 10b, and in this case an integration which can be used to calculate the rotational speed of the engine 5b And supplies a signal indicative of the rotational speed of the starter-generator 6b. Alternatively, the engine speed can be measured directly using a crankshaft sensor or another sensing device.

The capacitor pack 12b may be connected to the direct current side of the inverter 10b. In one embodiment, the capacitor pack 12b includes ten 2.7 volt capacitors (electrical double layer capacitors, which may be referred to as cells) and thus has a terminal voltage of 27 volts. It is to be understood that more or fewer capacitors may be used in the capacitor pack and that the voltage of each of the capacitors forming the pack may be greater or less than 2.7 volts. In some embodiments, a high capacity battery, a high voltage battery, and / or a conventional battery may be replaced by a capacitor pack 12b or may be operated at the same time.

. The capacitor pack 12b may be connected to the DC / DC voltage converter 15b. The DC / DC converter is connected to the 12 volt power supply via the supply leads 16. The 12 volt power source may include a conventional electrochemical battery and is used to power electrical devices mounted on the micro-hybrid vehicle 2b. The integrated starter-generator 6b may be electrically connected to recharge the capacitor. In some embodiments, the vehicle may have other motion or heat energy recovery systems for recharging the capacitors (and / or batteries). The dc / dc converters may also be configured to operate from a 12 volt power source if, for example, the micro-hybrid vehicle 2 is not operated for several weeks and the charge in the capacitor pack 12b leaks below a predetermined level required for successful start- May be used to refill the capacitor pack 12b. The DC / DC converter provides a voltage of 12 volts or more to perform this recharging function. Alternatively, a conventional starter connected to a 12 volt power source may be used.

The capacitor controller 20 may be operatively connected to the inverter 10b by a control line 21b to control the flow of electrical current between the inverter 10b and the capacitor pack 12b. The capacitor controller 20 continuously receives the signal from the capacitor pack 12b indicating the terminal voltage of the capacitor pack 12b through the voltage sensor line 22b and the signal indicative of the engine speed via the control line 21b . It should be understood that the capacitor controller 20b may be formed as part of the inverter 10b or as another electric controller such as a powertrain controller.

In some embodiments, similar stop-start concepts may be applied to hybrid vehicles and / or plug-in hybrid vehicles. Throughout this specification, "hybrid" applies to both hybrid and plug-in hybrid vehicles, unless otherwise stated. Hybrid vehicles can be driven by both an internal combustion engine and an electric motor. The temperature control systems described herein may use a thermoelectric element for a hybrid vehicle to provide the same features and comfort as in a conventional vehicle while achieving a long engine stop time to increase fuel efficiency. To achieve maximum efficiency, hybrid vehicles use a start / stop strategy, which means internal combustion engine shutdown of the vehicle to conserve energy during normal idle conditions. During this period, it is still important to maintain thermal comfort inside the cabin of the vehicle. In order to keep the room comfortable during the cooling climate, the cooling water can be circulated through the heater core and / or the thermoelectric element as discussed herein to provide heat to the room. In warmer climates, some vehicles use motorized compressors to keep the room comfortable without driving an internal combustion engine to drive a conventional belt-driven compressor in an air conditioning system. However, motor-driven compressors may be insufficient and undesirable in certain circumstances. In some embodiments, the temperature control systems described herein may supplement or replace the motor-compressor while producing refrigeration.

Automotive HVAC structures (conventional vehicles, micro-hybrids, and / or hybrid vehicles) may include one or more thermoelectric elements to supplement or replace one or more parts of a room heating and cooling system have. In some embodiments, the micro-hybrid and / or hybrid vehicles may be equipped with an electric pump (e. G., An electric pump) to provide a working fluid circulation that replaces a conventional belt-driven pump or replaces a conventional belt- For example, a water pump). By supplying electrical energy to the thermoelectric elements, the thermal energy may be transferred to the room air stream via one or more fluid circuits and / or heat exchangers, or may form a room air stream. As a stand-alone heater, the thermoelectric element can remain activated after the desired temperature has been reached in the cabin and engine. In a system using such a configuration once the vehicle engine reaches a temperature sufficient to heat the cabin, the energy applied to the thermoelectric elements can be wasted because the waste heat from the engine is sufficient to heat the cabin to be. However, the addition of thermoelectric elements to the heating and cooling system generally has a significant impact on HVAC system design, and designs may include two or more heat exchangers. Thus, there is a need for an improved temperature control system that can quickly and efficiently heat and / or cool a room without the need for an additional heat exchanger or a significant number of other components not used in a typical HVAC system. The system may be desirable if the thermoelectric elements can increase the heating or cooling power provided by other subsystems and allow the HVAC system to rely on the evaporator core when defrosting is needed.

Some embodiments include system structures that provide for optimal arrangement of subsystems that allow one or more thermoelectric elements to provide dual mode functionality or multi-way functionality in a single device. The schemes implemented by specific embodiments may include, for example, a heating system, a cooling system, a defrost system, a startup heating system, a stady-state heating system, a startup frost removal system, A heating mode, a stop cooled heating mode, a stop warm heating mode, other useful modes, or combinations of modes. Some embodiments have system structures that provide optimized thermoelectric HVAC systems to address the problems associated with the sequential placement of evaporators and heater cores of thermoelectric elements. In some embodiments, the first and second conduits are used with one or more blended doors to optimize the value of the subsystems in the comfort air stream.

A HVAC system with a thermoelectric device can provide a defrost function, in which moisture is removed from the air during the heating mode to remove the seaweed and / or prevent condensate formation on the windshield. In some systems, the defrost function is accomplished by applying air through the evaporator to lower the air temperature below the dew point, so that moisture condenses and is removed. The evaporator can be cooled, for example, by a two-phase air compression cycle. After passing through the evaporator, the air may be applied through a heater (e.g., a thermoelectric element) to achieve a suitable temperature for the room.

Referring now to FIG. 2, there is shown a preferred embodiment of an HVAC system including a heater core 130, an evaporator 120, and a thermoelectric device 140. At least some of the HVAC systems 100 may be in fluid communication via thermal energy transfer means, such as, for example, fluid conduit tubes. Control devices such as valves 150, 160 and 170 may be used to control the transfer of heat energy through the piping. The controller may be configured to control the various components of the system 100 and the fluid communication associated therewith. In the illustrated embodiment, there is a thermal circuit that connects the heater core 130 and the thermoelectric element 140 when the valve 160 is opened. An air handling unit (e.g., a fan) is configured to deliver air flow 110; The airflow is in thermal communication with the evaporator 120, the heater core 130, and the thermoelectric element 140. The thermoelectric element 140 may include one or more thermoelectric elements that transfer thermal energy in a particular direction when thermal energy is applied to the one or more thermoelectric elements. When electrical energy is applied using the first polarity, the thermoelectric element 140 transfers thermal energy in a first direction. Alternatively, when electrical energy of a second polarity opposite the first polarity is applied, the thermal energy transfers thermal energy in a second direction opposite the first direction.

In some embodiments, the thermal storage device 123 is coupled to the HVAC system 100. 2, the heat storage device 123 may be coupled to the evaporator 120, or it may be part of an evaporator. The evaporator 120 with the heat storage 123 may be considered as a " heavy-weight "evaporator. The evaporator 120 without the heat storage 123 can be considered as a "light" evaporator. Along with the lightweight evaporator, the thermal storage device 123 may be located upstream or downstream of the evaporator 120, the heater core 130, and / or the thermoelectric element 140, anywhere along the HVAC system 100, for example. . The HVAC system 100 may convert the power to the HVAC system 100 into thermal power and store the heat power in the thermal storage device 123. [ One or more thermoelectric elements may be used to convert power to thermal power, but any suitable power for the thermal power converter may be used. To store thermal power, the thermal storage device 123 may include both high temperature and low temperature phase change materials, such as wax (high temperature phase change material) and water (low temperature phase change material). The HVAC system 100 includes a generator, a regenerative braking system generator, and / or a waste heat recovery system, such as that further described in U.S. Patent Application No. 11 / 184,742, the entire content of which is incorporated by reference and should be considered a part of this specification. A thermal storage device 123 may be used to utilize electrical energy available from the same systems. In some embodiments, the compressor-based refrigeration system can be used to store thermal energy in the heat storage device 123 while the engine 13 is driven and provides power to the compressor-based refrigeration system. When the engine is shut down as described herein, the thermal energy in the thermal storage device 123 is cooled during an extended period of time without the need for the engine to start and / or the thermoelectric element 112 to operate while providing cooling / RTI > The thermal storage device 123 may be used with thermoelectric elements 112 as described herein to provide a much longer time period while providing cooling. For example, when the engine is stopped, the heat storage device 123 may initially cool the air flow. When the thermal energy stored in the thermal storage device 123 is absorbed by the airflow, the thermoelectric element 112 can continue to cool the airflow. In some embodiments, the same concepts may be applied to the use of the thermal storage device 123 during heating schemes to provide a long engine downtime. For example, when the engine is stopped, the heat storage device 123 may initially heat the air flow. When the thermal energy stored in the thermal storage device 123 is transferred to the air flow, the thermoelectric element 112 can continue to heat the air flow.

(Not shown), such as a vehicle engine, an individual fuel-burning engine, an electrothermal generator, or other heat source, in a first manner, which may be referred to as a heating mode The valve 150 is opened to allow it. The evaporator 120 is not in thermal communication with the thermal energy sink to minimize the heat energy transferred between the air flow and the evaporator 120. Thermal energy from the heater core 130 is transferred to the air stream 110. The valve 160 may be opened to open the thermal circuit between the thermoelectric element 140 and the heater core 130 in order to provide additional heating to the air flow, And is in heat communication with the energy source. The electrical energy is applied to the thermoelectric element 140 at a polarity that transfers thermal energy to the air flow 100.

In a second manner, which may be referred to as cooling, valves 150 and 160 are closed and valve 170 is opened. Accordingly, fluid flow between the heater core 130 and the heat energy source is stopped to minimize the heat energy transferred from the heater core 130 to the air flow 110. The evaporator 120 is in fluid communication with a thermal energy sink (not shown), such as a compressor based refrigeration system, which causes a fluid, such as cooling water, to flow through the evaporator 120. The evaporator 120 transfers thermal energy away from the air flow 11. The thermoelectric element 140 is now in fluid communication with the thermal energy sink via valve 170, such as an auxiliary radiator or cooling system, and can be used to transfer additional thermal energy away from the air flow 110. The polarity of the thermoelectric element is opposite to the polarity used in the first scheme.

In a third mode, which may be referred to as a defrosting mode, the valve 150 is opened and the valve 170 is closed. The heater core 130 is in thermal communication with the heat energy source. The evaporator 120 is in thermal communication with the heat sink. In order to provide additional heating to the air flow 110, the valve 160 may be opened such that the thermoelectric element 140 is in thermal communication with a source of heat energy, in which case the thermoelectric element 140 is heated from a source of heat energy And conveys thermal energy into the air flow 110. The third mode acts as a demister, in which the air stream 110 is cooled below the dew point and the air is condensed and dehumidified by the evaporator 120. Second, the air flow 110 is heated by the heater core 130 and, if desired, the thermoelectric element 140 to achieve a temperature suitable for the passenger to be comfortable.

Figure 3 shows a preferred embodiment of an HVAC system 2 through which air flow 18 passes before entering a room (not shown). The HVAC system 2 includes a cooling device 12, a heater core 14, and a thermoelectric element 16. At least some of the components of the HVAC system 2 may be in fluid communication with one another via thermal energy transfer means, such as, for example, fluid conduit tubes. The controller can be configured to control the various components of the HVAC system 2 and the fluid communication associated therewith. The heater core 14 may be in thermal communication with a thermal energy source, such as a vehicle engine, an individual fuel-burning engine, an electric heat generator, or any other heat source. The heat energy from the heat source can be transferred to the heater core 14 through the cooling water through the pipe.

The cooling device 12, such as an evaporator or a thermoelectric element, is in thermal communication with a thermal heat sink, such as a compressor based refrigeration system, a condenser, or any other cooling system. The thermoelectric element 16 may include one or more thermoelectric elements that transfer thermal energy in a specific direction when electrical energy is applied. When electrical energy is applied using the first polarity, the thermoelectric element 16 transfers thermal energy in a first direction. Alternatively, when electrical energy of a second polarity opposite the first polarity is applied, the thermal energy transfers thermal energy in a second direction opposite the first direction. The thermoelectric elements 16 are configured such that they can be in thermal communication and fluid communication with a thermal energy source, such as a vehicle engine, an individual fuel-burning engine, an electrothermal generator, or any other heat source. The thermoelectric element 16 is also configured such that it can be in thermal communication and fluid communication with a thermal energy sink, such as a low temperature core or radiator, a compressor based refrigeration system, or any other cooling system. The thermoelectric element 16 is configured to heat or cool the air flow regardless of the manner of the HVAC system 2, such as heating, cooling, or defrosting.

The air flow 18 in the HVAC system 2 may flow through one or more channels or conduits. In some embodiments, the first channel (4) and the second channel (6) are separated by the partition (20). In certain embodiments, the first and second channels 4, 6 are approximately the same size (approximately the same height, length, width, and / or cross-sectional area), as shown in FIG. However, in other embodiments, the first and second channels 4, 6 are of different sizes. For example, the width, height, length, and / or cross-sectional area of the first and second channels 4, 6 may be different. In some embodiments, the first channel (4) may be larger than the second channel (6). In other embodiments, the first channel (4) may be smaller than the second channel (6). In still other embodiments, additional partitions may be used to create any number of channels or conduits. The partitions can be any suitable material, shape, or configuration. The partitions may serve to partially or completely separate conduits or channels and may have a combination of holes, gaps, valves, blended doors, other suitable structures, or structures that allow fluid communication between the channels . At least a portion of the partitions may thermally insulate the first channel (4) from the second channel (6).

In certain embodiments, the HVAC system 2 includes a first movable element that is configured to be operable to control air flow through the first and second channels 4, 6. For example, the first blend door 8, which may also be referred to as an inlet blend door, is located upstream of the first and second channels 4, 6 (e.g., first and second channels 4, 6 ) And may be actuated to control the air flow through the first and second channels 4, 6. The first blend door 8 can selectively deform, allow, obstruct, or prevent air flow through one or both of the first and second channels 4, 6. In certain configurations, the first blend door 8 can prevent air flow through one of the channels while all air flows are directed through the remaining channels. The first blend door 8 may also allow for air flow through the two channels in various amounts and rates. In some embodiments, the first blend door 8 is coupled to the partition 20 and rotates relative to the partition 20. Sometimes the first movable element is also compatible with the specific embodiments disclosed herein.

The second movable element (e.g., second blended door 10) may be located downstream from the cooling device 12 and upstream from the heater core 14 and the thermoelectric elements 16. [ The second movable element can be actuated to control air flow through the first and second channels (4, 6) by selectively switching air from the first channel (4) to the second channel (6). In some embodiments, the second blended door 10 is coupled to the partition 20 and has an open position in which fluid is allowed to flow between the first and second channels 4,6, And rotates relative to the partition 20 between closed positions where flow between the channels 4 and 6 is substantially obstructed or prevented. The first and second blended doors 8, 10 can be controlled by a controller or an individual control system. In other embodiments, the first and second blended doors 8, 10 may operate independently of each other. Other second movable elements may also be compatible with the specific embodiments disclosed herein.

In the illustrated embodiment, the cooling device 12 is located more upstream in the heater core 14 and thermoelectric elements 16 and is located in a separate conduit or channel. The first and second channels 4 and 6 may be configured such that when the HVAC system is used to selectively heat, cool, and / or defrost, the first and second blend doors 8, Is configured to be able to direct air flow between the two channels (4, 6).

In some embodiments, one or more of the cooling device 12, the heater core 14, and the thermoelectric element 16 may be in thermal communication with a heat exchanger configured to be in thermal communication with the air flow.

Fig. 4 shows a preferred embodiment of an HVAC system 2 constructed in a first manner, which may be referred to as heating. The first blend door 8 is configured in such a position as to prevent or block the air flow 18 from entering the first channel 4 so that all air Flow 18 is applied. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. The second blended door 10 is configured such that a substantial portion of the air flow 18 does not allow passage between the first and second channels 4,6. Preferably, in this manner, a substantial portion of the air flow 18 does not pass through the cooling device 12. In this manner, the cooling device 12 can be configured not to be in thermal communication with a thermal energy sink, such as a cooling water system, whereby resources such as cooling water can be used more efficiently elsewhere. Additionally, the step of directing air flow through the second channel 6 and bypassing the cooling device 12 reduces unwanted transfer of heat energy from the air flow 18 into the cooling device 12 . Even when the cooling device 12 is not actively in thermal communication with the heat sink, the cooling device 12 will generally have a lower temperature than the air flow 18, If it can be in thermal communication with the device 12, the cooling device 12 can undesirably lower the temperature of the air flow 18 before it is heated.

In a first manner, the heater core 14 in fluid communication with the second channel 6 is in thermal communication with a heat source, such as a vehicle engine. The heat energy transferred from the heat source to the heater core 14 is transferred to the air flow 18. Although the warm heater core 14 sometimes provides sufficient heat energy to the air flow to heat the room, the thermoelectric element 16 may be used as a supplemental or alternative heat energy source. Thus, the thermoelectric elements 16 can add additional thermal energy while the heater core 14 transfers thermal energy to the air stream 18. [ The thermoelectric element 16 may be configured to be in thermal communication with the same heat energy source as the heater core 14 or with another heat energy source. The electrical energy is supplied to the thermoelectric element 16 having a polarity for transferring the heat energy to the air stream 18. To optimize additional heating, the thermoelectric elements 16 are disposed on the first heat transfer surface (or the major surface, not shown) of the thermoelectric elements 16 or the second heat transfer surface (Not shown), which is capable of reducing the temperature difference between the heater core 14 and the heater core 14, thereby improving the coefficient of performance. The positioning of the thermoelectric elements 16 downstream of the heater core 14 also ensures that the thermal energy delivered from the thermoelectric elements 16 to the air flow 18 when the engine and coolant loops are relatively cold in the first mode is relatively cold Absorbing by the heater core 14 and thus inhibits the transfer of heat energy from the air stream 18 into the cooling water loop in the first manner (or other heating schemes). The thermoelectric element 16 is typically used for additional heating but may be used as a primary heat source when the heat source does not supply sufficient heat to the heater core 14, for example when energy is warmed up . The resulting air stream 18 is thus heated to the desired temperature and directed into the cabin.

In some embodiments, the first blend door 8, which may also be referred to as an inlet blend door, is connected to the air flow 18 through the second channel 6 so that a portion of the air flow 18 is heated before entering the cabin. As shown in FIG. In order to heat the room at a slow rate, the inlet blend door 8 allows a small amount of air flow to pass through the second channel 6 and / or a large number of air flows through the first channel < RTI ID = 0.0 > 4). ≪ / RTI > In order to increase the heating rate, the blended door can be selectively adjusted so that a large number of air streams are directed through the second channel 6 and less air flow is allowed into the first channel 4.

Figure 5 illustrates one embodiment of an HVAC system 2 configured in a second manner, which may be referred to as a cooling mode. In this manner, the first blend door 8 is configured such that at least a portion of the air flow 18 (e.g., all airflow, substantially all of the airflow, or substantially a portion of the airflow) Is directed through a first channel (4) operatively connected, so that a portion of the air flow (18) is cooled before entering the cabin. The second blend door 10 is configured not to allow a substantial portion of the air flow 18 to pass between the first and second channels 4,6. The amount of air flow through the first and second channels 4, 6 can be adjusted by selectively changing the position of the first blend door 8.

In a second manner, a cooling device 12, such as an evaporator, is thermally coupled to a thermal heat sink (not shown), such as, for example, an auxiliary radiator. In this manner, the HVAC system 2 cools the air flow 18 by transferring heat from the air stream 18 to the cooling device 12. [ In some embodiments, the thermoelectric elements 16 can be used to provide additional cooling to the air flow 18 in the second channel 6. The thermoelectric element 16 may be configured to be in thermal communication with a thermal energy sink (not shown), such as a low temperature core or an auxiliary radiator. The electrical energy can be supplied to the thermoelectric element 16 with a polarity that causes the thermoelectric element 16 to absorb thermal energy from the air flow and, in turn, to transfer thermal energy to the thermal heat sink. The thermoelectric element 16 can provide additional transfer of thermal energy from the air stream 18 to the thermal heat sink while the cooling device 12 cools the air flow 18. [ In a second manner, the heater core 14 is inert, for example, the heater core 14 is not in substantially active communication with a heat source (e.g., powertrain cooling water). In certain embodiments, the activity of the heater core 14 may be controlled using a valve or other control system (not shown), and the heater core 14 may be operably disconnected from the heat source.

In order to cool the room at a slow rate, the first blend door 8 allows a small amount of air flow to pass through the first channel 4 and / or a number of air flows 18 to flow through the second channel 6 And may be selectively adjusted to allow passage therethrough. The first blend door 8 is configured to allow more air flow 18 to be directed through the first channel 4 and less air flow 18 to be allowed into the second channel 6. [ Can be selectively adjusted. In some embodiments, the first blended door 8 may be positioned to substantially prevent or block the air flow 18 from entering the second channel 6, thereby causing air to flow into the first channel 4 Applies substantially all of the air flow to at least a portion or the performance of the stream (18). In such specific embodiments, the thermoelectric elements 16 are operably separated from the air flow 18, otherwise the electrical energy that the thermoelectric elements 16 can use may be directed elsewhere.

Figure 6 illustrates a preferred embodiment of an HVAC system 2 constructed in a second manner, which may be referred to as a defrosting mode. In this manner, the first blend door 8 is connected to the cooling device 12 via at least a portion of the air flow 18 (e.g., all air flows, substantially all of the air flow, or Substantially a portion of the airflow) is directed through the first channel 4 so that the air flow 18 is cooled to remove moisture from the air flow 18. [ In this manner, the second blended door 10 is configured in such a position that it substantially prevents or blocks the air flow 18 from continuing to pass through the first channel 4, At least a portion of the air flow 18 is switched from the first channel 4 to the second channel 6 after passing through the cooling device 12.

In a third mode, a cooling device 12, such as an evaporator, may be in fluid communication with the first channel 4 and in thermal communication with a thermal heat sink, such as, for example, an auxiliary radiator (not shown). In this manner, the HVAC system 2 cools the air flow 18 by transferring heat from the air flow 18 to the cooling device 12. [ In some embodiments, the cooling device 12 may be a thermoelectric device. When the cooling device 12 is a thermoelectric element, the electrical energy is supplied to the thermoelectric element with a polarity selected such that the thermoelectric element absorbs heat from the air stream 18 and adds heat to the heat sink. In some embodiments, a plurality of thermoelectric elements is operatively connected to the HVAC system 2. In at least some of such embodiments, the polarity of each thermoelectric element and the electrical energy directed to each thermal zone of the thermoelectric element can be independently controlled.

7, the cooling device 12 and the thermoelectric elements 16 may be separate units from the thermoelectric elements 16 located in the first channel 4. In the embodiment shown in Fig. In the third or defrosting mode, the cooling device 12 and the thermoelectric element 16 may be in fluid communication with the first channel 4. The electrical energy can be supplied to the thermoelectric element 16 with a polarity selected such that the thermoelectric element 16 absorbs thermal energy from the air stream 18 and adds thermal energy to the heat sink. In the defrosting mode, the first blend door 8 is connected to the cooling device 12 and the thermoelectric elements 16 at least a portion of the air flow 18 (e.g., all air flows, substantially all of the air flow, Is directed through first channel 4 so that air flow 18 is cooled to remove moisture from air flow 18. In this manner, the second blended door 10 is configured in such a position that it substantially prevents or blocks the air flow 18 from continuing to pass through the first channel 4, At least a portion of the air flow 18 is switched from the first channel 4 to the second channel 6 after passing through the cooling device 12. As described herein for other embodiments, the first, second, and / or third mode of operation is to reverse the polarity of the thermoelectric element as needed to absorb or transfer thermal energy to the air stream 18 As shown in FIG. In addition, thermoelectric elements can be added downstream of the heater core 14 to achieve the first, second, and / or third mode of operation, as described herein for other embodiments.

Referring again to Fig. 6, in a third scheme, the heater core 14 is in thermal communication with a heat source, such as a vehicle engine (not shown). The heat energy transferred from the heat source to the heater core is transferred to the air stream 18. Although the heater core 14 can generally supply sufficient heat energy to heat the room, the thermoelectric element 16 can be used as an additional heat source. Thus, the thermoelectric element 16 may add additional thermal energy while the heater core 14 transfers thermal energy to the air stream 18. [ The thermoelectric element 16 may be configured to be in thermal communication with a thermal energy source, such as an engine (not shown). The electrical energy is supplied to the thermoelectric element 16 with a polarity that causes the thermoelectric element to transfer thermal energy to the air stream 18. In some embodiments, the efficiency of additional heating is increased when the thermoelectric elements 16 are located downstream of the heater core. This can reduce the temperature difference between the main surface of the thermoelectric element 16 and the waste surface, thereby improving the coefficient of performance. The positioning of the thermoelectric elements 16 downstream of the heater core 14 also ensures that the thermal energy transferred from the thermoelectric elements 16 to the air flow 18 when the engine and cooling water loops are relatively cold in the third mode To be absorbed by the cold heater core 14 in the third mode (or other heating mode), thereby suppressing the transfer of heat energy from the air flow 18 into the cooling water loop. If the air flow is already at the desired temperature for the room before reaching the thermoelectric element 16, the thermoelectric elements 16 are separated and their resources are diverted to another.

8, the HVAC system 2 may also be configured to have a cooling device 12 that spans (spans) the height of both the first channel 4 and the second channel 6. In one embodiment, . In this embodiment, the first blended door is removed and only the blended door 10 is moved to the first channel 4 and / or to the second channel 6 to achieve the modes of operation described herein. The blended door 10 can be configured in a position such as to substantially prevent or block air flow into the first channel 4, All the air flow 18 is directed into the second channel 6. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. The cooling device 12 may be configured such that it is not in thermal communication with a thermal energy sink, such as a cooling water system, The same resources can be used more efficiently elsewhere. The heater core 15 and the thermoelectric elements 16 may operate as described herein for the heating scheme for transferring thermal energy to the air stream 18. [

In some embodiments, the blended door 10 may be configured such that at least a portion of the air flow 18 is directed through the second channel 6, such that a portion of the air flow is heated prior to entering the cabin. In order to heat the room at a slow rate, the blend door 10 allows the small air flow 18 to pass through the second channel 6 and / or a large number of air flows 18, May be selectively adjusted to allow passage through the first channel (4). To increase the heating rate, the blend door can be selectively adjusted so that more air flow is directed through the second channel 6 and less air flow is directed through the first channel 4.

In the embodiment as shown in FIG. 8, the HVAC system 2 may also be configured to operate in a second mode or a cooling mode. In this manner, the blended door 10 is cooled by the cooling device 12 and then cooled at least a portion of the air flow 18 through the first channel 4 , Substantially all, substantially a portion of the air flow). The amount of air flow 18 passing through the first and second channels 4 and 6 switches a portion of the air flow 18 through the second channel 6 and the thermoelectric element 16 is moved by air flow 18 By changing the position of the blend door 10, such as for adding additional cooling by supplying electrical energy to the thermoelectric element 16 with a polarity that causes it to transfer thermal energy to the thermal heat sink in turn Lt; / RTI > The thermoelectric element 16 can provide additional transfer of thermal energy from the air stream 18 to the thermal heat sink while the cooling device 12 cools the air flow 18. [ In the second scheme, the heater core 14 is deactivated.

In the embodiment as shown in Figure 8, the HVAC system 2 may also be configured to operate in a third mode or defrost mode. In this manner, the blended door 10 is substantially comprised of a position (turning up in Fig. 8) such as preventing or blocking air flow 18 into the first channel 4. Thereby applying substantially all of the air flow 19 into the second channel 6. In some embodiments, a portion of the air flow 18 may pass through the first channel 4. The cooling device 12 is activated to cool the air flow 18 to remove moisture from the air flow 18. In a third mode, a cooling device 12, such as an evaporator, may be in fluid communication with the first channel 4 and in thermal communication with a thermal heat sink, such as, for example, an auxiliary radiator (not shown). In this manner, the HVAC system 2 can cool the air stream 18 by transferring heat from the air stream 18 to the cooling device 12. [ In some embodiments, the cooling device 12 may be a thermoelectric device. When the cooling device 12 is a thermoelectric element, the electrical energy is supplied to the thermoelectric element with a polarity selected such that the thermoelectric element absorbs heat from the air stream 18 and adds heat to the heat sink. In some embodiments, a plurality of thermoelectric elements is operatively connected to the HVAC system 2. In at least some of such embodiments, the polarity of the electrical energy directed to the respective thermal zone of each thermoelectric element and each thermoelectric element can be independently controlled.

In a third scheme, the heater core 14 is in thermal communication with a heat source, such as a vehicle engine (not shown). The heat energy transferred from the heat source to the heater core is transferred to the air stream 18. Although the heater core 14 can generally supply sufficient heat energy to heat the room, the thermoelectric element 16 can be used as an additional heat source. The thermoelectric element 16 may be configured to be in thermal communication with a thermal energy source, such as an engine (not shown). The electrical energy can be supplied to the thermoelectric element 16 with a polarity that causes the thermoelectric element to transfer thermal energy to the air stream 18. [ In some embodiments, the efficiency of additional heating is increased when the thermoelectric elements 16 are located downstream of the heater core. This can reduce the temperature difference between the main surface of the thermoelectric element 16 and the waste surface, thereby improving the coefficient of performance. The positioning of the thermoelectric elements 16 downstream of the heater core 14 also ensures that the thermal energy transferred from the thermoelectric elements 16 to the air flow 18 when the engine and cooling water loops are relatively cold in the third mode To be absorbed by the cold heater core 14 in the third mode (or other heating mode), thereby suppressing the transfer of heat energy from the air flow 18 into the cooling water loop. If the air flow is already at the desired temperature for the room before reaching the thermoelectric element 16, the thermoelectric elements 16 are separated and their resources are diverted to another.

9-11 illustrate other preferred embodiments configured to switch the air flow 18 as described for the embodiment of FIG. 8 to operate in the first, second, and / or third schemes . In the embodiment of FIG. 9, the blend door 11 is disposed downstream of the cooling device 12, the heater core 14, and the thermoelectric elements 16. In the first and third schemes, the blended door 11 consists essentially of a position (turned up in FIG. 9) such as to prevent or block airflow into the first channel 4, All of the air flows into the first channel (4). In a second manner, the blend door 11 is configured so that substantially all of the airflow 18 after cooling by the cooling device 12 is at least partially (e.g., , Or substantially a portion of the air flow) may be directed through the first channel 4. The blended door 11 is configured such that at least a portion of the air flow 18 is directed through the first channel 4 while the remainder of the air flow 18 is directed through the second channel 6. In some embodiments, . The cooling device 12, the heater core 14 and the thermoelectric element 16 may be configured to operate as described herein for the purposes of Figures 3-6 to achieve the first, second, and / Lt; / RTI >

In the embodiment of Figure 10, the flow diverting element 22 is arranged in substantially the same manner as the blend door 11 of Figure 9 described herein to achieve a first, second, and / Lt; / RTI > The flow switching element 22 blocks substantially all of the air flow 18 through the first channel 4 or the second channel 6 or the remainder of the air flow 18 does not flow through the second channel 6 At least a portion of the air flow 18 may be directed through the first channel 4 while being directed through (turning up or down in the embodiment of FIG. 10). 10, the flow switching element 22 may be located downstream of the heater core 14 and the thermoelectric element 16. In some embodiments, the flow switching element 22 may be located downstream of the heater core 14 And the thermoelectric element 16, as shown in Fig. The cooling device 12, the heater core 14 and the thermoelectric element 16 may be configured to operate as described herein for the purposes of Figures 3-6 to achieve the first, second, and / Lt; / RTI >

11, the first valve 23 and the second valve 24, which are disposed in the first channel and the second channel, respectively, downstream of the cooling device 12, are connected to the first, second, and / 3 manner of operation, in substantially the same manner as the blend door 11 of FIG. 9 described herein. The first valve 23 and the second valve 24 may be located downstream of the heater core 14 and the thermoelectric element 16, as shown in Fig. In some embodiments, the first valve 23 and / or the second valve 24 may be located upstream of the heater core 14 and the thermoelectric element 16. The first valve 23 may be configured to close the air flow 18 through the first channel 4 to close all or substantially all of the air flow 18 through the first channel The second valve 24 may be configured (opened) to direct air flow 18 through the second channel 6. The first valve 23 may be configured to be open (to be opened) toward the air flow 18 through the first channel 4, in order to block all or substantially all of the air flow 18 through the first channel. And the second valve 24 may be configured (closed) to limit the air flow 18 through the second channel 6. The first valve 23 and the second valve 24 are positioned such that at least a portion of the air flow 18 is directed through the first channel and the remainder of the air flow 18 is directed through the second channel 6. [ All of the valves may be configured to be open, or one of the valves may be open and the remaining valves may be configured to be partially open. The cooling device 12, the heater core 14 and the thermoelectric element 16 may be configured to operate as described herein for the purposes of Figures 3-6 to achieve the first, second, and / Lt; / RTI >

In certain embodiments described herein, the heating and cooling functionality of the HVAC system is implemented by two or more separate subsystems that can be located at different locations in the HVAC system. In some alternative embodiments, a single thermoelectric element simultaneously heats and cools to achieve increased thermal regulation, human comfort, and system efficiency. This can be accomplished, for example, by constructing a single thermoelectric element with a separate electrical zone that can be excited with user selected voltage polarities to simultaneously heat and cool the comfort air. As used herein, the term "thermo-alternating thermoelectric element" refers to a thermoelectric element having two or more electrical zones in which electrical zones may have any suitable electrical, geometric or spatial configuration to achieve the desired regulation of air ≪ / RTI >

The thermo-electric alternating thermoelectric elements can be designed and configured such that they are divided into a plurality of thermal zones, whether air-to-air, liquid-to-air or liquid to liquid. The thermoelectric elements can be constructed using the high density advantages described by Bell et al., Or can be constructed using conventional techniques (see, for example, U.S. Patent Nos. 6,959,555 and 7,231,772). The advantages of the new thermocycle, as described by Bell et al., May or may not be used (see, for example, LE Bell, "Alternate Thermoelectric Thermodynamic Cycles with Improved Power Generation Efficiencies," 22nd Int'l Conf. On Thermoelectrics, Herault , France (2003), U.S. Patent No. 6,812,395, and U.S. Patent Application Publication No. 2004/0261829, each of which is incorporated herein by reference).

In some embodiments, a controller or energy management system operates a thermo-alternating thermoelectric device to optimize the use of electric power in accordance with ambient conditions, climatic conditions in the target room, and desired environmental conditions in the target room. In defrost applications, for example, the power for a thermo-alternating thermoelectric element is based on data obtained by sensors that record temperature and humidity levels such that the thermoelectric element properly uses the electrical energy to regulate and dehumidify the comfortable air Can be managed accordingly.

Some embodiments reduce the number of devices used to defrost pleasant air during cold weather conditions by combining two or more functions, such as cooling, dehumidification, and / or heating, into a single device. Certain embodiments improve system efficiency by providing demand-based cooling power according to climatic conditions to defrost pleasant air. In some embodiments, the cooling system provides cooling power in proportion to the demand.

Certain embodiments provide a broad range of thermal management and control by providing the ability to fine-tune comfort air temperature in an energy efficient manner. Some embodiments also provide the ability to advantageously utilize heat sinks and sources within a single device by separating the heat exchanger working fluid loops according to the use of the sink and the source.

In the preferred HVAC system 300 shown in FIGS. 12-13, the heating and cooling functions are performed by an integrated or substantially adjacent heater-cooler subsystem 306 having a first thermal zone 308 and a second thermal zone 310, Lt; / RTI > In some embodiments, the heater-cooler subsystem 306 is a thermo-alternating thermoelectric device. Each of the first heat zone 308 and the second heat zone 310 may optionally be configured to independently heat or cool the comfort air stream F5. In addition, each thermal zone 308, 310 may be supported by an independently configurable electrical network and a working fluid network. A controller (not shown) may be configured to control the electrical network and the working fluid network to operate the heater-cooler subsystem 306 in one of a plurality of available ways. For example, the controller may adjust the electrical and hydraulic fluid network of the HVAC system 300 according to the configurations shown in the table of FIG. 12 when the defrost, heating, or cooling mode is selected.

Any suitable technique may be used to select the manner of operation for the HVAC system 300. For example, the manner of operation may be selected, at least in part, via a user interface present in the driver to select one or more settings, such as temperature, fan speed, vent position, In some embodiments, the manner of operation is selected, at least in part, by a controller that monitors one or more sensors for measuring room temperature and humidity. The controller can also monitor sensors that detect ambient conditions. The controller may use information received from sensors, user controls, other sources, or a combination of sources to select between defrost, heating, and cooling modes. Based on the selected mode of operation, the controller operates one or more fans, power supplies, valves, compressors, other HVAC system components, or a combination of HVAC system components to provide a pleasant air with the desired characteristics in the cabin .

13, the HVAC system 300 includes an air channel 302, a fan 304 configured to direct air flow F5 through the air channel 302, an air channel 302 Temperature alternating thermoelectric element 306 configured to heat, cool, and / or defrost the flowing air flow F5, an optional cooling device 312 configured to cool the air flow F5, (Not shown), an electrical connection (E1-E4) connected between the power supply and the thermo-alternating thermoelectric element 306, an optional heating device 314 configured to heat the heating element F5, (Not shown), a heat sink (not shown), a thermo-alternating thermoelectric element 306 and a working fluid conduit F1-F4 for transferring working fluid between one or more heat sources or sinks, another HVAC system Parts, and other suitable combinations of parts. The heat source may include a reservoir of one or more waste heat generated by the vehicle, such as, for example, powertrain cooling water, a motor block, a main radiator, exhaust system components, a battery pack, another suitable material, . The heat sink may include an auxiliary radiator (a radiator not connected to the power train coolant circuit), a heat storage device, another suitable material, or a combination of materials.

In the defrosting mode of operation, the first heat zone of the thermoelectric-thermoelectric element 306 cools and deflates the comfortable air F5. The controller causes the power supply to provide power at the first polarity (or cooling polarity) via the first electrical circuit E1-E2 coupled to the first thermal zone 308. The controller causes the first working fluid circuit F1-F2, which is connected to the hot surface of the first heat zone 308 of the thermoelectric element 306, to be in thermal communication with a heat sink, such as an auxiliary radiator, for example. The polarity of the power provided in the first heat zone 308 of the thermoelectric element 306 causes the thermal energy to flow from the comfortable air F5 to the first working fluid circuit F1-F2.

In the defrosting mode, the second heat zone 310 of the thermoelectric conversion element 306 heats the dehumidified pleasant air F5 after the air has passed through the first heat zone 308. The controller causes the power supply to provide power at a second polarity (or heating polarity) via a second electrical circuit (E3-E3) coupled to the second thermal zone (310). The controller causes the second working fluid circuit F3-F4, which is connected to the low temperature side of the second heat zone 310 of the thermoelectric element 306, to be in thermal communication with a heat source, such as, for example, power train cooling water. The polarity of the power provided in the second thermal zone 310 of the thermoelectric element 306 causes the thermal energy to flow from the second working fluid circuit F3-F4 to the pleasant air F5. The controller can adjust the thermal energy delivered from the comfortable air F5 in each thermal zone to cause the comfortable air F5 to reach the desired temperature and / or humidity. The pleasant air (F5) can then be directed to the room.

When the heating mode of operation is selected, both the first and second heat zones 308 and 310 of the thermoelectric conversion element 306 heat the comfortable air F5. The controller causes the power supply to provide power at the heating polarity via the first and second electrical circuits E1-E4 coupled to the thermal zones 308,310. The controller causes the actuating fluid circuits F1-F4, which are connected to the low temperature side of the thermoelectric element 306, to be in thermal communication with a heat source, such as, for example, power train cooling water. The polarity of the power provided to the two heat zones 308 and 310 of the thermoelectric element 306 causes the thermal energy to flow from the working fluid circuits Fl-F4 to the comfortable air F5.

When the cooling mode of operation is selected, both the first and second heat zones 308 and 310 of the thermoelectric conversion element 306 cool the comfortable air F5. The controller causes the power supply to provide power at the cooling polarity through the first and second electrical circuits (El-E4) connected to the thermal zones (308, 310). The controller causes the actuating fluid circuits F1-F4, which are connected to the high temperature side of the thermoelectric element 306, to be in thermal communication with the heat sink, for example an auxiliary radiator. The polarity of the power provided in the two thermal zones 308 and 310 of the thermoelectric element 306 causes the thermal energy to flow from the comfortable air F5 to the working fluid circuits F1-F4.

The HVAC system 300 shown in FIGS. 12-13 may optionally include a cooling device 312, such as, for example, an evaporator, and a heating device 314, such as a heater core. The cooling device 312 and the heating device 314 may be configured to supplement or replace one or more of the cooling, defrosting, and heating functions of the thermostatting alternating heating element 306 while the HVAC system 300 is operating in a particular manner Lt; / RTI > For example, when passing through the heater core 312, when the powertrain cooling water has reached a sufficiently high temperature to bring the comfortable air F5 to a desired temperature, the heater core 314 is heated by the thermo-alternating thermoelectric element 306, But instead can be used to heat the comfortable air F5. The preferred embodiment shown in Figure 13 shows that the cooling device 312 and / or the heating device 314 can be located upstream from the thermo-thermoelectric element 306, but the cooling device 312 and the heating device 3143 may be located downstream from the thermostatted thermoelectric element 306. [ For example, in some embodiments, when the HVAC system 300 is operated in a defrosting mode, at least one of the thermal zones 308, 310 of the thermo-alternating thermoelectric element 306 is located downstream from the thermoelectric element 306 Can be used to cool or dehumidify the comfortable air F5 while heating the dehumidified air.

In a preferred embodiment of the heater-cooler 400 shown in FIGS. 14-16, the first fluid stream Fl is located on the first side of the thermo-alternating thermoelectric element having two thermoelectric circuit areas 402, Through the two heat exchange zones 404,410. The second fluid stream F2 passes through two heat exchange zones 406 and 412 located on the second side of the thermo-alternating thermoelectric elements. Each of the first thermoelectric path zone 402 and the second thermoelectric circuit zone 408 may be configured to selectively transmit heat energy in a desired direction independently of each other. Also, each of these thermoelectric circuit areas 402, 408 can be independently connected to configurable electrical circuit paths E1-E2, E3-E4. The controller may be configured to control the electric networks E1-E4 and the fluid streams F1-F2 to operate the heater-cooler 400 in one of a plurality of available ways. For example, the controller may adjust the electrical networks of the heater-cooler 400 according to the configurations shown in the table of FIG. 14 when the defrost, heating, or cooling mode is selected.

Any suitable technique may be used, including those previously described in connection with the HVAC system 300 shown in Figures 12-13, to select the manner of operation for the heater-cooler 400. [

In the preferred embodiment shown in FIGS. 15-16, the heater-cooler 400 includes a first pair of heat exchanger zones 404, 406 in thermal communication with opposite sides of the first thermoelectric circuit zone 402 . A second pair of heat exchanger sections 410, 412 is in thermal communication with the opposite sides of the second thermoelectric furnace section 408. The first and second thermoelectric circuit areas 402, 408 are configured to heat, cool, and / or defrost fluids flowing through the heat exchanger sections. A power supply (not shown) may provide power to each thermoelectric circuit area 402, 408 using independent electrical circuit paths E1-E2, E3-E4. The heater-cooler may include a fluid conduit configured to transfer fluid streams F1-F2 through heat exchanger sections 404 and 410, 406 and 412 in thermal communication with the thermoelectric elements.

In a defrosting mode of operation, a first thermoelectric circuit area 402 of the heater-cooler 400 cools the main fluid stream Fl flowing through the first heat exchanger area 404 of the main fluid conduit. The controller causes the power supply to provide power at a first polarity (or cooling polarity) via a first electrical circuit (E1-E2) coupled to the first thermoelectric circuit area (402). A working fluid stream (F2) flowing through the first heat exchanger section (406) of the working fluid conduit removes heat from the hot side of the first thermoelectric circuit section (402). The working fluid stream f2 may flow in opposition to the flow direction of the main fluid stream Fl as the fluid streams F1-F2 traverse the heater-cooler 400. The polarity of the power provided to the first thermoelectric circuit area 402 of the heater-cooler 400 causes the thermal energy to flow from the main fluid stream Fl to the working fluid stream F2. In some embodiments, the working fluid stream F2 is in thermal communication with a heat sink, such as, for example, an auxiliary radiator. In alternate embodiments, the controller may cause the working fluid stream F2 to be directed to the target chamber with the main fluid stream F1 when the defrosting method is selected.

In the defrosting mode, the second thermoelectric circuit area 408 of the heater-cooler 400 heats the main fluid stream Fl after the fluid has passed through the first heat exchanger section 404, And flows through the second heat exchanger section 410. The controller causes the power supply to provide power at a second polarity (or heating polarity) via a second electrical circuit (E3-E4) coupled to a second thermoelectric circuit area (408). The working fluid stream F2 flowing through the second heat exchanger section 412 of the working fluid conduit is in thermal communication with the low temperature surface of the second thermoelectric circuit section 408. When the direction of the working fluid stream F2 flow is opposite to the direction of the main surface stream Fl flow, the working fluid stream F2 flows into the first heat exchanger section 406 of the working fluid conduit, And passes through zone 412. The polarity of the power provided to the second thermoelectric circuit area 408 of the heater-cooler 400 causes the thermal energy to flow from the working fluid stream F2 to the main fluid stream Fl.

At least one or both of the first and second thermoelectric circuit areas 402, 408 of the heater-cooler 400 are connected to the first and second heat exchanger sections 404, 410). ≪ / RTI > The controller causes the power supply to provide power at the heating polarity via the first and second electrical circuits (El-E4) connected to the thermoelectric circuit areas (402, 408). The working fluid stream F2 flowing through the first and second heat exchanger sections 406 and 412 transfers heat to the low temperature side of the thermoelectric circuit sections 402 and 408. In some embodiments, the controller causes the working fluid stream F2 to be in thermal communication with a heat source, such as, for example, powertrain cooling water, when the heating mode is selected. The polarity of the power provided to the first and second thermoelectric circuit areas 402 and 408 of the heater-cooler 400 can cause the thermal energy to flow from the working fluid stream F2 to the main fluid stream Fl . In some embodiments, power is provided only to one of the thermoelectric circuit areas 402, 408 when it is determined that the main fluid stream Fl can reach the desired temperature without activation of the two thermoelectric circuit areas 402, 408 .

When the cooling mode of operation is selected, both the first and second thermoelectric circuit areas 402 and 408 are filled with the main fluid stream F1 flowing through the first and second heat exchanger sections 404 and 410 of the main fluid conduit, . The controller causes the power supply to provide power at the cooling polarity via the first and second electrical circuits (El-E4) connected to the thermoelectric circuit areas (402, 408). A working fluid stream F2 flowing through the first and second heat exchanger sections 406 and 412 removes heat from the hot surfaces of the thermoelectric circuit areas 402 and 408. In some embodiments, the controller causes the working fluid stream F2 to be in thermal communication with a heat sink, such as, for example, an auxiliary radiator, when the cooling mode is selected. The polarity of the power provided to the first and second thermoelectric circuit areas 402 and 408 of the heater-cooler 400 causes the thermal energy to flow from the main fluid stream Fl to the working fluid stream Fl. In some embodiments, power is provided only to one of the thermoelectric circuit areas 402, 408 when it is determined that the main fluid stream Fl can reach the desired temperature without activation of the two thermoelectric circuit areas 402, 408 .

Referring now to FIG. 17, an engine 103 and / or a heat storage system such as a battery, an electronic device, an internal combustion engine, an electric motor, an exhaust of a vehicle, a heat sink, A temperature control system including a thermoelectric device 112, a heat transfer device 151, and a passenger air channel 19 is provided in the form of an integrated circuit (not shown), a heat generating device, and / or another heat generating device that is known or later to be developed. An example is shown. A heat transfer device (151) is disposed in the passenger air channel (19). In the illustrated embodiment, the thermoelectric element 112 is a liquid-to-air heat transfer device. Thus, at least a portion of the thermoelectric element 112 may also be disposed within the passenger air channel 19. [ The passenger air channel 19 can be configured so that pleasant air passes through the channel 19 and is in thermal communication with the heat transfer device 151 and the thermoelectric element 112. In some embodiments, an air processing unit (e.g., a fan) may be configured to deliver air flow. At least some of the components of the system may be in fluid communication via thermal energy transfer means, such as, for example, fluid conduit tubes. Actuators such as valves 125, 135, 145 and 165 may be used to control the transfer of heat energy through the piping. A controller such as a controller may be configured to control the various components of the system and the fluid communication associated therewith.

In the illustrated embodiment, in the first scheme, there is a thermal communication between the thermoelectric element 112 and the engine 103 when the valves 135 and 145 are open and the valves 125 and 165 are closed. In the first circuit or heat source circuit including the circuit lines 111, 131, and 141, a fluid such as cooling water is circulated and thermal energy is transferred between the engine 103 and the thermoelectric element 112. The thermoelectric element 112 is provided with a specific polarity of electrical energy that allows it to transfer thermal energy between the first circuit and the passenger air channel 19. [ In the first scheme, the thermoelectric element 112 pumps thermal energy from the first circuit into the air flow of the passenger air channel 19. [

In a second manner, valves 135 and 145 are closed and valves 125 and 165 are open. The circulating fluid allows heat communication between the engine 103 and the heat transfer device 151. In a second circuit, or bypass circuit, including circuit lines 111, 121, and 161, fluid such as cooling water is circulated and thermal energy is transferred between the engine 103 and the heat transfer device 151. The thermoelectric element 12 is bypassed and is no longer in thermal communication with the engine 103. In this mode of operation, the fluid flow is stopped in the thermal circuit 141 and no electrical energy is supplied to the thermoelectric element 12. [ In some embodiments, the system may be switched between a first mode of operation and a second mode of operation. In some embodiments, a low temperature core (not shown) may be operatively connected to or alternatively operatively connected to the thermal circuit 111 and may include a heat transfer device 151, a thermoelectric element 112, and / Can be used to transfer thermal energy from other elements of the control system to ambient air. For example, in at least some modes of operation, the low temperature core may be connected in parallel with the engine 103 or may replace the engine 103.

The thermoelectric element 112 may include one or more thermoelectric elements that transfer thermal energy in a particular direction when electrical energy is applied. When electrical energy is applied using the first polarity, thermoelectric element 112 transfers thermal energy in a second direction opposite the first direction. By configuring the system such that the heated end of the thermoelectric element 112 is in thermal communication with the passenger air channel 19, the thermoelectric element 112 can transfer thermal energy to the air stream 19 of the passenger air channel 19 when electrical energy of the first polarity is applied Lt; / RTI > The cooling end of thermoelectric element 112 may also be in thermal communication with engine 103 to allow thermoelement 112 to draw thermal energy from the circuit to which the engine is connected. In some embodiments, a control system (not shown) regulates the polarity of the electrical energy applied to the thermoelectric elements 112 to select between the heating and cooling schemes. In some embodiments, the control system adjusts the magnitude of the electrical energy applied to the thermoelectric elements 112 to select the heating or cooling capability.

18 shows a method of controlling the temperature in the passenger compartment of the vehicle. The method includes moving air across the heat exchanger. The airflow can travel through one or more passenger air channels, such as conduits, before entering the cabin. Initially, the control system operates in a first manner, with thermoelectric elements pumping thermal energy from the heat source to the passenger air channels. The control system continues to operate in the first manner until one or more transition criteria are met. The control system switches to the second mode of operation when one or more criteria are met. In one embodiment, the control system switches to the second mode when the cooling water circulating through the engine or other heat source is ready to heat the air flow. In the second mode, the heat energy is transferred from the engine or other heat source to the heat exchanger. The thermoelectric elements are bypassed and are not substantially in thermal communication with the heat source or the heat exchanger. In this configuration, a fluid, such as cooling water, flows through the bypass circuit such that thermal energy transfer occurs in the bypass circuit. The system may also actuate one or more actuators, such as valves, so that fluid flow bypasses the thermoelectric elements. In one embodiment, the controller controls the valves to dial between operating modes. In a second mode of operation, the heat exchanger can act substantially the same as a heater core in a conventional vehicle HVAC system.

One or more criteria for switching modes of operation may be any suitable criteria and are not limited to vehicle characteristics or temperature parameters. In some embodiments, the criteria for switching fluid flow include one or more of: an algorithm, user behavior or no action, temperature of a thermal energy source, fluid temperature, amount of elapsed time, and air temperature. In certain embodiments, the criteria may also be user-specified or user-adjusted according to priority. In one embodiment, the transition from the first mode to the second mode occurs when the engine reaches a critical temperature. In another embodiment, the switching occurs when the fluid circuit reaches a critical temperature. In another embodiment, the switching occurs when the air temperature reaches a critical temperature.

Referring to Fig. 19, an embodiment of a temperature control system that can be configured to heat and cool the air flow in the passenger air channel 19 is shown. The system includes a thermoelectric element 112, a heat transfer device 151, a low temperature core or a heat sink 171, a heat energy source 181, and a plurality of actuators 125, 135, 145, 165, . The plurality of actuators may limit fluid or coolant flow through the circuits as described herein. A heat transfer device (151) is disposed in the passenger air channel (19). A thermoelectric element 112, shown as a liquid-to-air embodiment, may also be disposed in the passenger air channel 19. The passenger air channel 19 is configured such that the air flow passes through the channel 19 and is in thermal communication with the heat transfer device 151 and the thermoelectric element 112. In some embodiments, an air processing unit (e.g., a fan) is configured to deliver air flow. The system further includes a heat sink circuit (170) including a low temperature core (171) and at least one valve (175). The thermoelectric element 112 is in thermal communication with the heat sink circuit 170 via the working fluid circuit 142. The system also includes a heat source circuit (180) including a heat source (181) and at least one valve (185). The thermoelectric element 112 is in thermal communication with the heat source circuit 180 via the working fluid circuit 142. Some embodiments also include a heat transfer circuit (121) including a heat transfer device (151) and at least one valve (125). Heat is transferred between the airflow and heat transfer device 151 and the thermoelectric transfer 112. In one embodiment, the thermal energy source 181 is an automotive engine and the low temperature core 171 is a radiator. In some embodiments, the source of heat energy is selected from the group consisting of a battery, an electronic device, an internal combustion engine, a vehicle exhaust, a heat sink, a heat storage system such as a phase change material, a static temperature coefficient device, and / Generating system. It is contemplated that the system may be configured to function with the system to cause the fluid to flow. In some embodiments, micro-hybrid and / or hybrid vehicles may be used to replace the conventional belt-driven pump or replace the conventional belt-driven pump while the engine is stationary, For example, water pumps).

The following description illustrates the versatility of an implementation system in which only thermoelectric elements 112 can be used for both heating and cooling. The system may be configured to operate in at least one of different ways by operation of at least one of the valves 175 and 185 which causes the cooling water to flow through the heat source circuit 180 or the heat sink circuit 170 depending on whether the heating or cooling mode is selected. Lt; / RTI > In the heating mode, the opening of the valve 185 and the closing of the valve 175 cause the cooling water to flow through the heat source circuit 180, not the heat sink circuit 170. In this manner, the thermoelectric element 112 operates at a first polarity and is configured to transfer thermal energy from the heat source circuitry 180 to the airflow of the passenger air channel 19. [ The heat transfer device 151 may also be operated with the thermoelectric element 112 to further improve heat transfer by opening the valve 125 and closing the valve 135. In some embodiments, Device 151 may be operated without thermoelectric element 112 as previously described.

In the cooling mode, the closing of the valve 185 and the opening of the valve 175 cause the cooling water to flow through the heat sink circuit 170 without passing through the heat source circuit 180. In this manner, the thermoelectric element 112 operates at a second polarity, opposite the first polarity, and transfers thermal energy from the passenger air channel 19 to the heat sink circuit 170, Lt; RTI ID = 0.0 > 170 < / RTI >

Figure 20 illustrates another embodiment of a method of operation for a temperature control system, in accordance with an embodiment of the system shown in Figure 19, using a thermoelectric element for heating and cooling. In this embodiment, the air flow moves into the room across the heat transfer device and the thermoelectric element. In certain embodiments, the system circulates a fluid, such as cooling water, in a first circuit, or a heat transfer circuit, in thermal communication with the heat transfer device and / or the thermoelectric element. The system receives an indication of whether the heating or cooling method is selected. If the heating mode is selected, the system causes the fluid to flow in the heat source circuit in thermal communication with the heat energy source. In the heating mode, the thermoelectric element transfers thermal energy between the heat source circuit and the passenger air channel. A heat transfer device may also be used to supplement or replace the function of the thermoelectric element. If a cooling scheme is selected, the system causes the fluid to flow in the heat sink circuit, which is in thermal communication with the low temperature core and the thermoelectric element. In the cooling system, the thermoelectric element transfers thermal energy between the heat sink circuit and the passenger air channel. The system specifies a selected polarity based on whether a heating or cooling scheme is selected and electrical energy of a selected polarity is provided to the thermoelectric device. In the heating mode, the polarity which causes the thermoelectric element to transfer thermal energy from the heat source circuit to the passenger air channel is selected. In the cooling mode, the polarity is selected which causes the thermoelectric element to transfer thermal energy from the passenger air channel to the heat sink circuit.

As described in connection with the embodiment of the system shown in FIG. 19, the heat sink circuit and the working fluid circuit may include actuators that can be used to control the flow of fluid or cooling water in the system. In one embodiment, the system activates an actuator associated with the heat source circuit to cause fluid to flow through the heat sink circuit. In yet another embodiment, the system may cause fluid to flow through the heat sink circuit by actuating an actuator associated with the heat sink circuit. Further, in some embodiments, the actuator associated with the heat sink circuit may be open and the actuator associated with the heat source circuit closed to cause fluid to flow in the heat sink circuit. It is also contemplated that a plurality of pumps may be configured to function as a working fluid circuit, a heat source circuit, and a heat sink circuit to facilitate fluid flow.

Figure 21 illustrates one embodiment of a temperature control system 101 that is used to provide room temperature controlled air. In this embodiment, system 101 includes a heat transfer device, such as thermoelectric element 112, engine 13, heat exchanger 116, and passenger air channel 19, which is part of HVAC system 62. In some embodiments, the system 101 additionally includes a low temperature core 40. The system 101 includes one or more pumps 53 and actuators (not shown) configured to transfer fluid, such as cooling water, out of the different components and to limit (restrict) fluid communication and / 28, 32, 34, 36, 125, 135, 145, and 165). The engine 13 may be any type of vehicle engine, such as an internal combustion engine, that causes heat energy. In some embodiments, the engine 13 may be a heat generating system such as a battery, an electronic device, a vehicle exhaust, a heat sink, a heat storage device such as a phase change material, a constant temperature coefficient device, or any heat that is known or later to be developed Lt; / RTI > The system 101 may be controlled by a controller, a plurality of controllers, or any other device capable of controlling pumps, valves, heat sources, thermoelectric elements, and other components of the system 101. By controlling components, valves and pumps, the controller can operate the system in a variety of operating modes. The controller may also change the manner of the system 101 in response to input signals or commands.

In one embodiment, a fluid, such as liquid cooling water, conveys thermal energy among system components and is controlled by one or more pumps. The liquid cooling water transfers heat energy through a system of tubes that provide fluid communication with the various components. The actuators can be used to control which components are in heat communication with heat exchanger 116 and / or thermoelectric elements 112 at any given time. Alternatively, the temperature control system may use other materials or means to provide heat conduction among the components.

In this embodiment, the system 101 uses a single heat exchanger 116 and a single thermoelectric element 112 that allows minimal impact on the HVAC design because the system requires a common configuration As shown in Fig. However, it is also contemplated that the system 101 may be configured with a plurality of heat exchangers, thermoelectric elements, and / or a plurality of HVAC systems or air flow channels. In some embodiments, the system 101 may couple heat exchangers and other components into the heat exchanger for minimal impact on the HVAC design. For example, it is contemplated that heat exchanger 116 and thermoelectric element 112 may be single heat exchangers. In some embodiments, the working fluid circuits may include a single heat exchanger, as discussed in U.S. Patent Application No. 12 / 782,569, filed May 18, 2010, the entire contents of which are incorporated herein by reference and are incorporated herein by reference. Can be arranged to be thermally connected to all of the thermoelectric elements removed from the air channel 19. [ According to the system of system 101, heat exchanger 116 and / or thermoelectric element 112 may be in thermal communication with engine 13. Also, in accordance with the scheme of the system 101, the thermoelectric element can be in thermal communication with the low temperature core 40. In the heating mode, the heat exchanger 116 and / or the thermoelectric element 112 can be in thermal communication with the engine 13. In the cooling mode, the heat transfer device 116 and / or the thermoelectric element 112 may be in thermal communication with the low temperature core or the radiator 40.

One embodiment of an HVAC system 62 through which air flows before entering the cabin is also shown in FIG. In this embodiment, the heat transfer device 116 and the thermoelectric element 112 are functionally associated with the HVAC system 62 to deliver thermal energy or to form an air flow, or are disposed within the HVAC system. The airflow within the HVAC system 62 may flow through one or more channels 52, 54 separated by a partition 60. In certain embodiments, the first and second channels 52, 54 are about the same size (e.g., about the same height, length, width, and / or cross-sectional area). In other embodiments, the first and second channels 52, 54 are of different sizes, as shown in Fig. For example, the height, length, width, and / or cross-sectional area of the first and second channels 52 and 54 may be different. In some embodiments, the first channel is larger than the second channel. In still other embodiments, additional partitions may be used to create any number of channels or conduits. The partitions can be any suitable material, shape, or configuration. The partitions may serve to partially or completely separate the conduits or channels and may have holes, gaps, valves, blended doors, other suitable structures that allow fluid communication between the channels, or a combination of structures. At least a portion of the partitions may thermally insulate the first channel (52) from the second channel (54).

In certain embodiments, the HVAC system 62 includes a first movable element that is configured to be operable to control air flow through the first and second channels 52, 54. For example, the blend door 56 may be configured to control air flow through the channels 52, 54. The blend door may be rotatably coupled near the inlet of the channels 52, 54. By rotation, the blend doors can control air flow through the channels 52, 54. The blended doors can selectively deform, allow, obstruct, or prevent air flow through one or both of the first and second channels 52, 54. Preferably, blend door 56 is capable of preventing air flow through one of the channels while all air flow is directed through the remaining channels. The blend doors 56 may also allow for air flow through both channels in varying amounts and rates. In some embodiments, the blend door 56 is coupled to the partition 60 and rotates relative to the partition 60. It is also contemplated that more than one blended door may be used in the HVAC system to deliver air flow and improve heating and / or cooling of the air flow.

In some embodiments, the middle bulb 58 is disposed within the HVAC system in the path of the air flow to remove moisture from the air flow before entering the cabin. In some embodiments, the evaporator 58 may be positioned in front of the channels 52, 54 to regulate the pre-set air flow. In other embodiments, the evaporator may be located within one of the channels to regulate only air flow within a particular channel. Other devices, such as a condenser, can also be used to prepare or cool airflow before entering the cabin.

In some embodiments, the system 101 may be a first mode, or a heating mode (starting heating mode), corresponding to a period of time during which the engine warms up; (Warm-up engine heating "or" warm-up heating system "or" additional heating system ") corresponding to a period of time sufficient for the engine to warm up or assist in heating the air flow; (A " cooling system "or " heating system ") for heating a room, Including, but not limited to, "additional cooling schemes"). In some embodiments, a single system may perform each of the various schemes, but also embodiments of the present invention may implement only one of the schemes described below For example, in one embodiment, only the manner in which the engine provides thermal energy from the thermoelectric elements during the warm- That may be configured. Another embodiment may be configured to provide only the cooling, such as the one described under cooling.

In some embodiments, the system 101 may also operate in other manners for micro-hybrid or hybrid systems. The system 101 is configured such that when the engine temperature drops and the coolant temperature falls correspondingly below a predetermined first threshold (e.g., when the engine is cold and the engine (and / or coolant) temperature falls below the first temperature threshold) A fifth mode, or "stationary cold heating mode" corresponding to a period of time; When the engine temperature drops and the coolant temperature falls below a corresponding second predetermined threshold but is warm enough to heat the air flow (e.g., when the engine is warmed up and the engine (and / or cooling water) temperature is below the first temperature threshold and the second Temperature threshold), or a "static heating mode" or "static cooled heating mode" A seventh mode corresponding to a time period when the engine temperature rises and the coolant temperature rises correspondingly (for example, when the engine is warm and the engine (and / or coolant) temperature is above the second temperature threshold) "; ≪ / RTI > The predetermined second temperature threshold corresponds to the temperature of the cooling water sufficient to provide the desired amount of heating to the air flow. It is contemplated that, in some embodiments, a single system may perform each of the various schemes, but also embodiments of the present invention may be configured to execute only one of the schemes described below. For example, one embodiment may perform only the manner of providing thermal energy from a thermoelectric element when the coolant temperature is below a predetermined first threshold. The predetermined second threshold may correspond to a temperature of the cooling water sufficient to provide a desired amount of heating to the air flow. In some embodiments, a single system may perform each of a variety of different manners, but embodiments of the present invention may also be configured to perform only a manner of providing thermal energy from a thermoelectric element when the coolant temperature is below a predetermined first threshold .

Figure 21 also shows an embodiment of a temperature control system 101 in a first mode, which may also be referred to as a "start-up heating mode ". In this manner, heat is delivered to the cabin while the engine is warmed up and a temperature sufficient to heat the cabin has not yet been reached (e.g., the engine temperature is below the first temperature threshold). When the engine 13 is started for the first time, sufficient heat is not generated to sufficiently increase the temperature in the passenger compartment. The vehicle engine can take a few minutes or more to warm up the temperature required to provide a comfortable air in the room. In this manner, the controller provides electrical energy to the coiled element 112, which generates a thermal gradient and transfers heat from the heating portion of the thermoelectric element 112 to the air channel 54. The liquid cooling water in the working fluid circuit 30 and the heat circuit 141 is moved through the circuits by the pump in the engine 13 (not shown). In alternate embodiments, the pump may be located external to the engine 13. The valve 145 is opened and the working fluid circuit 30 is connected to the thermoelectric element 112 via the thermal circuits 131 and 141 which thermally connect the thermoelectric element 112 and the engine 13 via the thermal circuit 21. [ 112). Valves 125, 165, and 36 may be closed during the startup heating mode. In some embodiments, the cryogenic core 40 is not needed during the startup heating mode because the air flow into the cabinet is heated.

21 also illustrates one embodiment of a temperature control system 101 in a fifth mode, which may be referred to, for example, as a "stationary cold heating mode " in a micro-hybrid or hybrid vehicle. When the engine 13 is stopped in the micro-hybrid or hybrid system, the engine 13 will be cooled while stopped. As the engine 13 is cooled, the liquid coolant temperature will correspondingly drop. In this manner, heat is provided to the passenger compartment when the temperature of the engine 13 drops and is not sufficient to heat the passenger compartment (e.g., when the engine temperature is below the first (or second) temperature threshold). In this manner, the controller provides electrical energy to the coiled element 112, which generates a thermal gradient and transfers heat from the heating portion of the thermoelectric element 112 to the air channel 54. The liquid cooling water in the working fluid circuit 30 and the heat circuit 141 is moved through the circuits by a pump (for example, an electric pump) in the engine 13 (not shown). In alternate embodiments, the pump may be located external to the engine 13. The valve 145 is opened and the working fluid circuit 30 is connected to the thermoelectric element 112 via the thermal circuits 131 and 141 which thermally connect the thermoelectric element 112 and the engine 13 via the thermal circuit 21 112). The valves 125, 165, and 36 may be closed during the stationary cooling heating mode. In some embodiments, the cryogenic core 40 is not needed during the stationary cold heating mode because the air flow into the cabinet is heated. Thus, the temperature control system 101 can provide a relatively long time period in which the engine need not necessarily be started to heat the air flow in the micro-hybrid or hybrid system. The engine 13 may be started with the heating function provided by the thermoelectric element 112 as described herein, for example, for the purpose of heating the room while the engine 13 is not needed for driving the vehicle, May need to be.

The thermoelectric elements 112 are disposed within the HVAC system 62. In this manner, the thermal energy transferred to the airflow entering the passenger compartment by the thermoelectric element 112 is transferred to the cooling water in thermal communication with the engine 13. In one embodiment, the thermoelectric element 112 is the sole thermal energy source for air flow into the passenger compartment and does not receive any heat energy from the engine 13, even if the liquid cooling water is purified through the heat circuits. In the start-up heating scheme, once the engine is sufficiently warm, the thermal energy from the engine 13 is also used to heat the cooling water in the working fluid circuit 30. Therefore, after the initial start-up, the airflow entering the passenger compartment can receive thermal energy from both the engine 13 and the thermoelectric elements 112.

In such an embodiment, the HVAC system 62 may include other devices configured to direct air flow into the blend doors 56 or into the different channels 52, 54 leading to the cabin. In this embodiment, the heat exchanger 116 and the thermoelectric element 112 are located in the second channel 54. In the start-up heating mode, the blend door 56 is positioned such that at least a portion of the air flow is directed through the second channel 54. In alternative embodiments, heat exchanger 116 and / or thermoelectric element 112 may be operatively associated with one or more channels of HVAC system 62 or may be located within the channel.

During the startup heating system, the system 101 may be configured to provide defrosting of the air flow prior to dropping into the cabin. The evaporator 58 may be configured in the evaporator 58 to allow air flow to pass through the evaporator 58 and thereby cool from the air stream prior to being heated by the heat exchanger 116 and / Remove moisture.

22 illustrates one embodiment of a temperature control system 101 in a second manner, which may also be referred to as a " warm-up engine heating mode "or a" warm-up heating mode ". In this manner, the engine 13 has reached a warm-up temperature capable of providing some heat to the airflow, but is not warm enough to become the sole source of heat energy for the system 101 (e.g., The temperature being between the first and second temperature thresholds). In this way, the engine 13 is in thermal communication with the heat exchanger 112 and the thermoelectric element 112. [ The thermal energy from the engine 13 is transferred through the circuits by cooling water through the piping (heat circuits 21, 30 and 121) and by pumps (not shown) And is transferred to the heat exchanger 116. At the same time, the heat transferred from the engine 13 via the heat exchanger 116 can be transferred to the air stream using the thermoelectric element 112 via the heat circuit 141 to supplement the heat energy. The controller is configured to open actuators 28, 32, 34, 125, and 145 to allow fluid communication between heat exchanger 116, thermoelectric element 112, and engine 13 (actuators 135 and 165 ). In some embodiments, the actuator 36 is closed such that no cooling water flow is present in the radiator 40. The more available thermal energy of the engine 13 and the cooling water is delivered to the air flow by the thermoelectric element 112 that is in thermal communication with the engine 13 via the heat circuit 21 than when only the heat exchanger 116 is operated . As the engine 13 warms up, the heat exchanger can deliver increasingly more thermal energy to the air stream. In the embodiments shown in FIG. 23, as the air flow across the thermoelectric element 112 is gradually warmed to the thermoelectric element 112 located downstream of the heat exchanger 116, (Or the main surface) of the thermoelectric element 112 and the second heat transfer surface (or the discard surface) of the thermoelectric element 112. The positioning of the thermoelectric elements 16 downstream of the heater core 14 is also advantageous in that the thermal energy transferred from the thermoelectric elements 16 to the air flow 18 when the engine and cooling water loops are relatively cold in the warm- It is possible to prevent or suppress the absorption by the cold heater core 14, thus suppressing the transfer of heat energy from the air flow 18 into the cooling water loop in the warm-up heating mode. In some embodiments, operation in accordance with the process described with reference to Figures 21 and 22 may also be considered in combination as "start-up heating method ".

Figure 22 also shows an embodiment of a temperature control system 101 in a sixth mode, which may be referred to as a "stationary heating mode" (or "stationary cooled heating mode") in a micro-hybrid or hybrid vehicle. When the engine is stopped in the micro-hybrid or hybrid vehicle, the engine 13 will be cooled while stopped. As the engine 13 is cooled, the liquid coolant temperature will correspondingly drop. In this manner, the engine 13 and the cooling water may use some residual heat energy to provide some heat to the air flows, but are not warm enough to be the sole source of heat energy for the system 101 For example, the engine temperature is between the first and second temperature thresholds. In this way, the engine 13 is in thermal communication with the heat exchanger 112 and the thermoelectric element 112. [ The thermal energy from the engine 13 is transferred through the circuits by cooling water through the piping (heat circuits 21, 30 and 121) and by pumps (not shown) And is transferred to the heat exchanger 116. At the same time, the heat transferred from the engine 13 via the heat exchanger 116 can be transferred to the air stream using the thermoelectric element 112 via the heat circuit 141 to supplement the heat energy. The controller is configured to open actuators 28, 32, 34, 125, and 145 to allow fluid communication between heat exchanger 116, thermoelectric element 112, and engine 13 (actuators 135 and 165 ). In some embodiments, the actuator 36 is closed such that no cooling water flow is present in the radiator 40. The more available thermal energy of the engine 13 and the cooling water is delivered to the air flow by the thermoelectric element 112 that is in thermal communication with the engine 13 via the heat circuit 21 than when only the heat exchanger 116 is operated . Thus, the temperature control system 101 can provide a relatively long time period in which the engine need not necessarily be started to heat the air flow in the micro-hybrid or hybrid system. Without additional heating (e.g., system 101 does not have thermoelectric element 112), engine 13 can heat the room, for example, while engine 13 is not needed to drive the vehicle It may need to be started for the purpose of.

24 illustrates one embodiment of a temperature control system 101 in a third manner, which may also be referred to as a "warm engine heating system ", a" warm heating system ", or a "heating system ". In this manner, the engine 13 has reached a sufficient temperature and is the sole source of thermal energy for the system 101 (e.g., the engine temperature is higher than the second temperature threshold). In this way, the engine 13 is in thermal communication with the heat exchanger 116. The heat energy from the engine 13 is transferred to the heat exchanger 116 via the cooling water through the piping (the heat circuits 21, 30, and 121). A pump (not shown) inside or outside the engine 13 may be configured to circulate cooling water between the engine 13 and the heat exchanger 116. [ The controller operates to open actuators 28, 32, 34, 125, and 135 (to close actuators 135 and 145) to allow fluid communication between heat exchanger 116 and engine 13 do. The current to thermoelectric element 112 may be stopped or limited to stop the operation of thermoelement 112. [ In some embodiments, the actuator 36 is closed such that there is no cooling water flow in the radiator 40.

23 also illustrates one embodiment of a temperature control system 101 in a seventh fashion, which may be referred to, for example, as a "stationary warm heating mode" in a micro-hybrid or hybrid vehicle. In this manner, the engine is stopped, but is at a temperature sufficient to become the sole thermal energy source for the system 101 (e.g., the engine temperature is higher than the second (or first) temperature threshold). When the engine is stopped in a micro-hybrid or hybrid system, the engine 13 and the cooling water will initially have residual thermal energy. In this way, the engine 13 is in thermal communication with the heat exchanger 116. The heat energy from the engine 13 is transferred to the heat exchanger 116 via the cooling water through the piping (the heat circuits 21, 30, and 121). A pump (not shown) inside or outside the engine 13 may be configured to circulate cooling water between the engine 13 and the heat exchanger 116. [ The controller operates to open actuators 28, 32, 34, 125, and 135 (to close actuators 135 and 145) to allow fluid communication between heat exchanger 116 and engine 13 do. The current to thermoelectric element 112 may be stopped or limited to stop the operation of thermoelement 112. [ In some embodiments, the actuator 36 is closed such that there is no cooling water flow in the radiator 40.

In the warm engine heating system and / or the stationary warm heating system, the controller can stop the electric energy supplied to the thermoelectric element 112. When the engine 13 is at a sufficient temperature, the thermoelectric element 112 is no longer needed and the electrical energy applied to the thermoelectric element 12 can be conserved.

By controlling the operation of the actuators, the system 101 can bypass the thermoelectric elements 112 and thermally couple the heat exchanger 116 to the engine 13. In this embodiment, it is not necessary to have multiple heat exchangers or multiple sets of heat exchangers in the passenger air channel 19. [ Alternatively, the system 101 may operate in a variety of cooling and / or heating schemes while connected to a single set of single heat exchangers or heat exchangers, and / or to a single set of thermoelectric elements 112 or thermoelectric elements 112 have.

The blended door 56 may direct at least a portion of the air flow through the channel 54 where the heat exchanger 116 and / or the thermoelectric element 112 are positioned so that the air flow is heated prior to entering the cabin. The blend door 56 may allow less air flow to pass through the heat exchanger 116 and / or the thermoelectric element 112 channel 54 and / or to allow more air flow To pass through the remaining unheated channels. To increase the heating rate, the blend door is adjusted so that more air flow is directed through channel 54 with heat exchanger 116 and / or thermoelement 112 and less air flow is allowed into the remaining channels .

If desired, it is also possible to use thermoelectric element 112 as a heat energy source during warm engine heating and / or stationary warm heating. Although the warm engine generally delivers sufficient heat energy to the heat exchanger to heat the room, the thermoelectric element 112 can be used as an additional source of heat energy, as shown in FIG. The actuators in the system 101 may be configured such that the engine 13 and the working fluid circuit 30 are positioned in thermal communication with the heat exchanger 116 and the thermoelectric element 112. [ Electrical energy may be continuously supplied to the heat exchanger 116 to deliver thermal energy to the airflow of the cabin. The thermal energy from the thermoelectric elements 112 is additional because the engine 13 can also transfer heat to the heat exchanger 116 via the heated coolant water that is also moved by an internal or external pump Because.

When the engine control system 101 is a warm engine heating system, the evaporator 58 may be configured to remove moisture from the air stream. Similar to the configuration of the start-up heating system, the evaporator 58 can be defrosted before being heated by the heat exchanger 116 and / or the thermoelectric element 112, 58 in the HVAC system 62.

Fig. 24 shows an embodiment of the temperature control system 101 in a fourth mode or "cooling mode ". This approach can be used in conventional, micro-hybrid or hybrid vehicles. By cooling in this manner as described herein, the engine 13 may not be needed to cool the room. For example, a belt-driven compressor may not be required to provide the necessary cooling. In some embodiments, the engine 13 may remain stationary or remain stationary for a longer period of time during the cooling mode. The disclosed embodiments may replace or supplement the cooling provided by, for example, an electric compressor system in a hybrid vehicle. In the cooling mode, the system 101 cools the airflow in the HVAC system by transferring heat from the air flow through the thermoelectric element 112 to the cold core 40. In one embodiment, valves 32, 34, 36, 135, and 145 are open and valves 28 and 125 are closed. The pump 53 allows the cooling water to flow through the working fluid circuit 30 and the cooling water circuit 50 and transfers thermal energy from the thermoelectric element 112 to the low temperature core 40 via the heat circuit 141 . The cold core or radiator 40 is configured to assist in cooling the air flow. As part of the system 101, the heat sink circuit or cooling circuit 50 is configured such that the thermoelectric element 112 is in thermal communication with the low temperature core or radiator 40. In this configuration, the engine 13 is bypassed by the cooling water system and is not in heat communication with the heat exchanger 116 or the thermoelectric element 112. Thus, the cooling circuit 50 and the low-temperature core 40 transfer heat from the thermoelectric elements 112 in an efficient manner.

The thermoelectric element 112 receives electrical energy in a polarity opposite to the polarity used in the heating schemes. When electrical energy of opposite polarity is applied to the thermoelectric element 112, the direction of the thermal gradient is reversed. Instead of transferring heat or thermal energy to the air stream of the passenger air channel 19, the thermoelectric element 112 is separated from the air stream by heat circuits 30 and 40 and ultimately with the low temperature core 40 , And transfers the heat energy to the heat circuit 141 to cool the air flow. The cooling circuitry and / or the cryogenic core 40 may be positioned proximate the thermoelectric elements 112 to provide a more efficient transfer of thermal energy. Preferably, the cryogenic core or radiator 40 is exposed to an airflow or other source to dissipate heat. The evaporator system (i.e., the compressor-based refrigeration system) may be configured such that the evaporator 58 does not affect the thermal energy of the air flow (e.g., Energy is not absorbed) can be inactivated.

In some embodiments, during the cooling mode, the evaporator 58 may be used as part of cooling the air flow before entering the cabin to provide an "additional cooling mode ". In some embodiments, such as, for example, in a hybrid vehicle, the evaporator 58 may be part of a compressor-based refrigeration system having a belt-driven compressor. In some embodiments, the compressor may be an electric compressor. The evaporator 58 may be configured to remove moisture before the air stream passes through the evaporator and reaches the thermoelectric element 112. [ In addition, the thermoelectric element 112 may be located in one of the plurality of channels 52, 54. The blend door 56 may be configured to direct air flow into the channel in which the thermoelement 112 is located. Similar to the heating schemes, in the cooling mode, the blend door 56 can adjust the rate of cooling by adjusting how much air flow is allowed through the channels 52, 54. Alternatively, thermoelectric element 112 may be configured to transfer heat from the entire air stream without the use of discrete channels. Thus, the thermoelectric element 112 can provide additional cooling by absorbing thermal energy with an evaporator 58 that absorbs thermal energy from the air stream.

In some embodiments, the thermal storage device 123 is coupled to the HVAC system 101. 24, the heat storage device 123 may be coupled to the evaporator 58, or it may be part of the evaporator 58. As shown in FIG. Evaporator 58 with heat storage 123 may be considered as a "weight" evaporator. In the "weight" evaporator, the heat storage device 123 may be in thermal communication with the evaporator 58, as shown in FIG. In some embodiments, the heat storage device 123 may be connected to the interior of the evaporator 58 or may be part of the evaporator 58. May be located along with the lightweight evaporator anywhere along the HVAC system 101, such as upstream or downstream of the evaporator 58, the heat exchanger 116, and / or the thermoelectric element 112, for example. When the internal combustion engine is shut down as described herein, the thermal energy in the thermal energy storage device 123 can be used to provide cooling for a longer time period without the need for the engine to be started. When the thermal energy stored in the thermal storage device 123 is absorbed by the air flow, the thermoelectric element 112 can continue to cool the air flow.

The thermal storage device 123 may be located within the first or second channel 52, 54 to provide versatility. For example, the thermal storage device 123 may be located within the first channel 52. When the engine 13 is shut off and the evaporator 58 is no longer operating, the blend door 56 is opened to allow the heat storage 123 to cool the engine 13 to provide cooling during the initial period when the engine 13 is turned off. All or a substantial portion may be directed through the first channel 52. When thermal energy stored in the thermal storage device 123 has been inflated, the blend door 56 may be configured such that all or a substantial portion of the airflow is directed to the second channel 54 Lt; / RTI >

The HVAC system 101 may convert the power directed to the HVAC system 101 into thermal power and store this thermal power in the thermal storage device 123. [ One or more thermoelectric elements may be used to convert electrical energy into thermal power, but any suitable device that converts power to heat may be used. To store thermal power, the thermal storage device 123 may include both high temperature and low temperature phase change materials, such as wax (high temperature phase change material) and water (low temperature phase change material). The HVAC system 101 is described in more detail in U.S. Patent Application No. 11 / 184,742, filed July 19, 2005, which is incorporated herein by reference in its entirety and should be considered as part of this specification. A braking system generator, and / or a waste heat recovery system may be used to utilize the electrical energy available from the system. In some embodiments, the compressor-based refrigeration system can be used to store thermal energy in the heat storage device 123 while the internal combustion engine is driven and provides power to the compressor-based refrigeration system. In some embodiments, the same concepts may be applied to use the thermal storage device 123 during thermal schemes to provide a long engine downtime.

Figure 25 shows an alternative embodiment of a temperature control system that may be used to cool a passenger cabin. In this embodiment, the air flow can be closed without the use of heat exchanger 116 or thermoelectric element 112. All valves can be closed and all pumps turned off. In this embodiment, Fig. 25 shows a radiator circuit < RTI ID = 0.0 > circuit < / RTI > controlled by separate temperature controls 93, (90) that uses a pump inside the engine (15) to circulate the cooling fluid within the engine (90). Actuators 28 and 29 are closed. In one embodiment, the radiator 17 is a separate component from the low temperature core 40. In this way, no electrical energy is applied to the thermoelectric element 112 and no thermal energy transfer from the engine 15 to the heat exchanger is present. Instead of using a heat exchanger as a heat transfer source, the air flow is directed into the channel 52 and then into the cabin. In one embodiment, the blend door 56 is configured to direct substantially all of the airflow into the channel 52 so that airflow does not pass through the heat exchanger 116 before entering the cabin. In some embodiments, the airflow may pass through the evaporator 58 before entering the channel 52. Alternatively, an evaporator 58 may be located in the channel 52 through which the air flow passes. In this manner, the air flow is cooled without a system providing any heat transfer to the HVAC system 101.

Fig. 26A shows an alternative embodiment with a simplified control strategy in two operating modes: heating mode or cooling mode. Figure 26A also illustrates one embodiment of a temperature control system 102 in a first mode, which may be referred to as a heating mode, an additional heating mode, and / or a stationary heating mode. In some embodiments, the heating method of the embodiment shown in FIG. 26A is not limited to the starting heating method, the warming up engine heating method, and / or the warm engine method described above for FIGS. 21-23 The embodiment may be considered as a start-up heating system), a stationary cold heating system, a stationary heating system, and / or a stationary warm heating system.

As described above, when the engine 15 is first started, it may not generate sufficient heat to sufficiently increase the temperature in the passenger compartment. In the heating mode, heat is provided to the room while the engine 15 is initially warmed up and the temperature is not sufficient to heat the room. The controller provides electrical energy to the thermoelectric elements 112 that generate thermal gradients and transfer heat from the heated ends of the thermoelectric elements 112 to the air channels 54. The pump 55 moves the liquid cooling water into the working fluid circuit 30 and the radiator circuit 90. The radiator circuit 90 and the thermal controller 93 keep the engine 30 cool, which is independent of the temperature control system. The actuator 31 can simultaneously open both the working fluid circuit 30 and the radiator circuit 90. Valve 93 may control fluid flow through radiator circuit 90. The working fluid circuit 30 is in fluid communication with the heat exchanger 116 and the thermoelectric element 112. The actuator 32 connects the working fluid circuit 30 with the heat circuit 37 which leads to the engine 15 again during the heating mode. In some embodiments, the low temperature core 40 is not needed during the heating mode because the air flow into the cabinet is heated. Thus, the actuator 32 closes the liquid cooling water flow to the auxiliary heat exchanger or the low temperature core 40.

Also as described herein, when the engine 13 is stopped in a micro-hybrid or hybrid vehicle, the engine 13 will be cooled while stopped. As the engine 13 is cooled, the liquid cooling water will correspondingly fall in temperature. In the stationary cold heating system and / or the stationary heating system, heat is provided to the room when the temperature of the engine 13 is reduced and not enough to heat the room. The controller provides electrical energy to the thermoelectric elements 112 that generate heat gradients and transfer heat from the ends of the thermoelements 112 to the air channels 54. The liquid cooling water in the working fluid circuit 30 and the heat circuit 141 is moved through the circuits by a pump (not shown, for example, an electric pump) in the engine 13. The liquid cooling water in the working fluid circuit 30 and the heat circuit 141 is moved through the circuits by a pump (not shown) in the engine 13. [ In alternate embodiments, the pump may be located external to the engine 13. The valve 145 is opened and the working fluid circuit 30 is connected to the thermoelectric element 112 via the thermal circuits 131 and 141 which thermally connect the thermoelectric element 112 and the engine 13 via the thermal circuit 21. [ 112). The valves 125, 165, and 36 may be closed during the stationary cold heating type heating mode. In some embodiments, the low temperature core 40 is not needed during the stationary cold heating or heating mode, since the air flow into the cabinet is heated. Thus, the temperature control system 102 may be a micro-hybrid or hybrid It can provide a relatively long time period that does not need to be started to heat the air flow in the system. Without heating provided by the thermoelectric element 112, the engine 13 may need to be started for the purpose of heating the room while driving the vehicle, for example, which otherwise would not require an engine.

Fig. 26 (b) shows an alternative embodiment with a simplified control strategy in a heating mode for a micro-hybrid or hybrid system while the engine 15 is stationary. The flow through the radiator circuit 90 may be limited when cooling of the engine 15 is not required, such as during a stationary cold heating mode, a stationary heating mode, and / or a stationary warm heating mode, for example. In order to limit the flow of cooling water through the heat circuit 93 and when the engine is stopped in a hybrid-hybrid or hybrid vehicle, the valve 93 may be closed. By preventing the cooling water from flowing through the radiator 17 while the engine is stopped, loss of residual heat to the surroundings can be reduced. The controller provides electrical energy to the thermoelectric elements 112 that generate heat gradients and transfer heat from the ends of the thermoelements 112 to the air channels 54. A pump 55 (e.g., an electric pump) moves the liquid cooling water into the working fluid circuit 30 and the radiator circuit 90. The actuator 31 can open the working fluid circuit 30. [ The working fluid circuit 30 is in fluid communication with the heat exchanger 116 and the thermoelectric element 112. The actuator 32 connects the working fluid circuit 30 to the heat circuit 37 which again leads to the engine 15 during heating to absorb the residual heat of the engine 15 and cooling water. As the residual heat of the engine 15 and the coolant falls off while the engine is stopped, the thermoelectric element 112 is brought into contact with the thermoelectric element 112 to allow the engine 15 to remain stationary for a relatively long period of time. Heat can be continuously transferred from the heating end to the air channel.

Heat exchanger 116 and thermoelectric element 112 are disposed within HVAC system 62. In this manner, the thermal energy transferred to the airflow entering the passenger compartment by the thermoelectric element 112 is transferred to the cooling water in thermal communication with the engine 15. [ When the engine 15 is warmed up, the thermoelectric element 112 may be a single or all of the air flow entering the cabin may be a source of heat energy. The thermal energy from the engine 15 is hardly removed even if the cooling water is purified through the heat exchanger 116 and the heat circuits including the engine 15 while the engine 15 is still warmed up.

In some embodiments, a portion of the thermoelectric element 116 may be part of the heat exchanger 112, which further simplifies the system 102. In such specific embodiments, the temperature control system 102 can switch between heating and cooling modes by operating one or more actuators, a bypass valve 31, and / or one or more selector valves 32 have. In such specific embodiments, the temperature control system 102 is configured to switch between heating and cooling schemes using two or several actuators. The bypass valve 31 can control whether the working fluid circuit 30 is bypassed. The selector valve 32 (together with the valve 31) can control whether the liquid cooling water is in thermal communication with the engine 15 or the liquid cooling water is in communication with the auxiliary heat exchanger 40.

Once the engine is sufficiently warm, the thermal energy from the engine 15 is used to heat the cooling water in the working fluid circuit 30. [ When the engine 15 provides sufficient heat for the cooling water, the heat exchanger 116 also conveys the heat energy from the heated cooling water in the working fluid circuit 30 to the air stream to heat the air flow in the channel 54 Start. Thus, the airflow entering the cabinets receives thermal energy from both the engine 15 and the thermoelectric elements 112 once the engine 15 is warmed. In one embodiment, the cooling water can flow through both the heat exchanger 116 and the thermoelectric elements 112 from startup to the time when the engine 15 is completely warm. During start-up, the heat exchanger 116 does not transfer any heat energy to the air flow because the coolant flowing through the engine 15 and consequently the heat exchanger 116 is relatively cool. Once the engine 15 is warmed up, the engine 15 may be the sole heat source in thermal communication with the air channel 19 via the working fluid circuit 30 and the heat exchanger 116. The controller can interrupt the electrical energy supplied to the thermoelectric element 112 even if the cooling water continues to flow through the thermoelectric element 112. [ When the engine 15 is at a sufficient temperature, the thermoelectric element 112 can be shut off and the electric energy supplied to the thermoelectric element 112 can be conserved. In some embodiments, the controller may continue to supply electrical energy to thermoelectric element 112 as appropriate to provide additional heating.

Figure 27 illustrates alternative embodiments with a simplified control strategy. 27 illustrates one embodiment of a temperature control system 102 in a second manner, which may also be referred to as a "cooling mode ". This approach can be used in conventional, micro-hybrid, or hybrid vehicles. By cooling in this manner as described herein, the engine 13 may not be needed to cool the room. In some embodiments, the engine 13 may remain stationary or remain stationary for a long period of time during the cooling mode. The disclosed embodiments may replace or supplement cooling provided by, for example, an electric compressor system in a hybrid vehicle. In the cooling mode, the system 102 cools the airflow in the HVAC system 62 by transferring heat from the air flow through the thermoelectric element 112 to the cold core 40. The actuator 31 selectively closes the cooling water flow through the working fluid circuit 30 to the heat exchanger 116. The radiator circuit 90 and the thermal controller 93 keep the engine 13 cool by way of the pump 55 which may be independent of the system 102. [ The pump 53 allows cooling water flow through the cooling circuit 50 that transfers thermal energy from the thermoelectric element 112 to the low temperature core 40. The cold core or the auxiliary heat exchanger (40) is configured to help cool the air flow. As part of the system 102, the heat sink circuit or cooling circuit 50 is configured such that the thermoelectric element 112 is in thermal communication with the low temperature core 40. In this configuration, the engine 15 is bypassed by the cooling water system and is not in heat communication with the heat exchanger 116 or the thermoelectric element 112. Thus, the cooling circuit 50 and the auxiliary heat exchanger 40 transfer heat from the thermoelectric elements 112 in an efficient manner.

The thermoelectric element 112 receives electrical energy in a polarity opposite to the polarity used in the heating schemes. Instead of providing heat or thermal energy to the air flow of the passenger air channel 19, the thermoelectric element 112 may be in the form of air By passing thermal energy away from the flow to the heat circuit 141, which is in thermal communication with the auxiliary heat exchanger 40, it cools the air flow. The cooling circuit 50 and the auxiliary heat exchanger 40 may be positioned proximate the thermoelectric elements 112 to provide a more efficient transfer of thermal energy. Preferably, the cryogenic core or ancillary heat exchanger 40 is exposed to an air stream or other source of heat dissipation. While the airflow is passing through the evaporator 58, the evaporator system (i.e., the refrigeration cycle system) is configured such that the evaporator 58 does not substantially affect the thermal energy of the airflow (e.g., And does not absorb energy).

In some embodiments, during the cooling mode, the evaporator 58 may be used to at least partially or completely cool the comfort air before entering the cabin. In some embodiments, such as, for example, in a hybrid vehicle, the evaporator 58 may be part of a compressor-based refrigeration system having an electric compressor. The evaporator 58 may be configured to remove moisture before the air stream passes through the evaporator and reaches the thermoelectric element 112. [ In addition, the thermoelectric element 112 may be located in one of the plurality of channels 52, 54. The blend door 56 may be configured to direct air flow selectively into the channel 54 where the thermoelement 112 is located or into the channel 52 that bypasses the thermoelement 112 with pleasant air. Similar to the heating schemes, in the cooling mode, the blend door 56 can adjust the rate of cooling by adjusting how much air flow is allowed through the channels 52, Alternatively, thermoelectric element 112 may be configured to transfer heat from the entire air stream without the use of discrete channels. Thus, the thermoelectric element 112 can provide additional cooling by absorbing thermal energy with an evaporator 58 that absorbs thermal energy from the air stream.

In some embodiments, thermal storage device 123 is coupled to HVAC system 102. 27, the heat storage device 123 may be coupled to the evaporator 58 or may be part of the evaporator 58. [ May be located along with the lightweight evaporator anywhere along the HVAC system 101, such as upstream or downstream of the evaporator 58, the heat exchanger 116, and / or the thermoelectric element 112, for example. During the cooling mode as described herein, the heat storage device 123 may be located within the first or second channel 52, 54 to provide different arrangements. In some embodiments, a compressor-based refrigeration system may be used to store thermal energy in the heat storage device 123 while the internal combustion engine is driven and provides power to the compressor-based refrigeration system. When the internal combustion engine is shut down as described herein, the thermal energy in the thermal energy storage device 123 can be used to provide cooling for a longer time period without the need for the engine to be started. In some embodiments, the same concepts may be applied to the use of the thermal storage device 123 during heating schemes to provide a long engine downtime.

In the embodiments of Figures 26A-B and 27, the HVAC system 62 may include other devices configured to direct air flow into the blend doors 56 or into different channels 52, 54 leading to the cabin . In these embodiments, the position of the blend door 56, and the heat exchanger 116 and thermoelectric element 112 may be adjusted as described for the embodiments of FIGS. 21-25 above to change the rates of heating or cooling Can be configured with similar settings. Also, during heating or cooling, evaporator 58 and defrosting may also be provided, as described for the embodiments of Figs. 21-25 above.

Figure 28A shows a preferred embodiment of an HVAC system 62. [ The HVAC system 62 includes a passenger air channel 19, an air pump 57, an evaporator 58, a heat exchanger 116, and a thermoelectric element 112. The air fan 57 draws the air flow 118 through the passenger air channel 19 as shown by the air flow arrow 118. In one embodiment, the air stream 118 passes through the evaporator 58 to reach the room through the windshield, top and / or bottom vent, then through the heat exchanger 116, (112). The passenger air channel 19, the evaporator 58, the heat exchanger 116 and the thermoelectric element 112 function as described in connection with the embodiments shown in Figures 2-31C and the embodiments described herein. .

Figure 28B shows a preferred thermoelectric element 112 that may be used in any of the embodiments described above with respect to the liquid-to-air thermoelectric element 112. [ The embodiment of Fig. 28a described above has four liquid-to-air thermoelectric element units 112 capable of transferring thermal energy individually or in combination between the working fluid 122 and the comfortable air 118. Fig. 28B is a partial cross-sectional view showing some functional elements of a preferable thermoelectric element unit 112. Fig. In some embodiments, the system controller powers thermoelectric element 112 via electrical connection 117 at a first polarity. The liquid cooling water 122 enters the thermoelectric element 112 via the cooling water circuit interface 141. Thermoelectric element 112 conveys liquid cooling water 122 that is in thermal communication with thermoelectric elements 114 disposed between capillaries or tubes 119 and one or more air- Or capillaries or tubes (19) for use. Depending on whether the thermoelectric element 112 heats or cools the air stream 118, the thermoelectric elements 114 draw thermal energy from the cooling water or deposit energy into the cooling water.

In some heating scheme configurations, the thermoelectric elements 114 pump thermal energy from the liquid cooling water supplied via the cooling water circuit interface 141 into the comfort air 119. The thermoelectric element 112 is subjected to a first polarity current through an electrical connection 117 which causes the direction of thermal energy transfer into the thermoelectric elements 114 facilitating the heating of the comfortable air 118. The thermally conductive material 115 may transfer thermal energy between the liquid cooling water and the thermoelectric elements 114 flowing through the capillaries or tubes 119. The thermoelectric elements 114 may be located on one side or both sides of the conductive material 115. The thermoelectric elements 114 pumped thermal energy between the air-surface heat exchanger 113, which may be located on one side or both sides of the conductive material 115 and also the conductive material 115. The air-surface heat exchanger 113 may include other suitable structures for flowing heat around the fins or heat exchanger 113 and / or the cool air 118 flowing through the heat exchanger 113 Lt; / RTI >

In some cooling scheme configurations, the thermoelectric elements 114 pump thermal energy from the comfort air 118 into the liquid cooling water 122. [ The thermoelectric element 112 is electrically connected to the first polarity opposite to the first polarity used in the heating scheme via the electrical connection 117, which causes the direction of thermal energy transfer into the thermoelectric elements 114, And receives a current of a second polarity. The air-surface heat exchanger (113) places the comfortable air (118) in substantial thermal communication with the first surface of the thermoelectric elements (114). The thermoelectric elements 114 pump the thermal energy into the conductive material 115. The conductive material 115 places the liquid cooling water 122 in a substantially thermal communication with the second surface of the thermoelectric elements 114, which allows thermal energy to easily enter the liquid cooling water 122.

29 is a graph showing possible room heater output temperatures over time for specific temperature control system embodiments that may be used in a vehicle having a diesel engine. The graph includes an air temperature profile 501 for a baseline 30 minute period, an electrical constant temperature coefficient heater air temperature profile 502 for a 30 minute period, and a thermoelement air temperature profile 503 for a 30 minute period Respectively. The reference line 501 represents a possible air temperature transition curve when the engine is the only heat source via the cooling water circuit. For the baseline profile 501, the room air is heated while passing through a heat exchanger connected to the engine through a cooling water circuit. The constant temperature coefficient profile 502 represents a possible air temperature transition curve when room air is heated by a 1 kW constant temperature coefficient heater as well as a cooling water circuit heat exchanger. The thermoelectric profile 503 represents a possible air temperature transition curve when room air is heated by a liquid-to-air thermoelectric device having a 60W power supply as well as a cooling water circuit heat exchanger. The heat provided by the thermoelectric element can come in part from the conversion of electrical energy into thermal energy and partly from the cooling water circuit.

As shown in the graph of FIG. 29, the baseline 501 air room temperature does not reach the same air room temperature but also has a shallow upward trend in temperature over time. A shallow upward trend means that the internal room temperature increases at a slow rate. The constant temperature coefficient curve 502 to the electrical resistance heater not only has a steep upward trend in temperature, but also reaches a higher final temperature compared to the baseline 501. This is desirable for achieving a comfortable passenger vehicle environment quickly. The graph also shows that the thermoelectric element curve 503 has a nearly equal final temperature as well as a steepness of the upward trend for temperature that is nearly equal when compared to the constant temperature coefficient curve 502. [ However, the use of thermoelectric elements can result in less power consumption compared to electrical resistance heaters. Thus, the room air temperature as well as substantially the same rate of increase at the final temperature can be achieved by using a thermoelectric-element-resistive heater as part of a vehicle HVAC system while requiring less power.

Figures 30A-C and 31A-C are schematic diagrams illustrating the operation of one embodiment of a temperature control system in a heating, cooling, and defrosting mode during engine start-up and / or engine start / stop in various heat states of the engine over time / RTI > Considering the state of the engine and the manner of heating, cooling, or defrosting, the temperature control system can be considered to operate in different manners (e.g., the start-up heating system and the cascade cooling heating system) have. The schematic is an approximate drawing that does not show the exact engagement and separation time periods of the HVAC components during operation. Horizontal actuation lines represent the on or off state of the HVAC component described or the operation of typical components (ie, conveying thermal energy to the airflow or air stream, or heat energy to the airflow or air stream) Absorbing). A step up in the operating line may indicate a change in operation of the part as described herein (e.g., the part is turned on, engaged, and / or stored thermal energy). A step down in the operating line may indicate a change in operation of the part as described herein (e.g., the part is turned off, disconnected, and / or consumed thermal energy). Horizontal operation of a flat or straight line can generally indicate a constant operation of the part. The operations described herein may be applied to conventional vehicles, micro-hybrid vehicles, hybrid vehicles, and / or plug-in vehicles. For example, for hybrid and plug-in hybrid vehicles without electric compressors, the start-stop engine operations can be applied during hybrid start-stop operations common to hybrid and plug-in hybrid vehicles (as well as conventional and micro-hybrid vehicles) .

30A shows the operation of the temperature control system in the heating mode during start-up of the engine (for example, when the vehicle is not driven and the engine is started in a cold state). 30A, the evaporator 58 does not operate and / or does not operate during heating (e. G., The evaporator does not absorb thermal energy from the air stream) 3018). ≪ / RTI > In the heating mode of FIG. 30A, the engine is warmed up and still cold, i. E. During the cold engine condition 3010, a heat exchanger (not shown) 116 are thermally isolated from the engine. When the engine is started for the first time, it does not generate sufficient heat to sufficiently increase the temperature in the passenger compartment. The vehicle engine takes a few minutes or more to warm up to the required temperature to provide pleasant air into the room. The thermoelectric element 112 may receive electrical energy (current) to generate a thermal gradient and to transfer heat from the end of the thermoelectric element 112 to the air stream. Thermoelement 112 may be the sole source of heat energy for air flow into the room during state 3010, as shown by actuation line 3024a. When a thermoelectric storage (TSD, 123a) capable of storing thermal energy for heating the air flow is provided in the temperature control system, the temperature of the thermoelectric storage 123a, for example, heat exchanger 116 Thermally connected or otherwise thermally coupled) may initially be cold and do not store or store the minimum thermal energy, as indicated by operating line 3022a (because the engine is cold).

While the engine is still warmed up, but not cool, i.e., during the warmup engine state 3012, the thermal energy from the engine can be used to heat the coolant in the working fluid circuits as described herein and in particular with reference to FIG. have. During state 3012 during the heating scheme of Figure 30A, the engine has reached a warm-up temperature, which may provide some heat to the air flow, but not warm enough to become the sole source of heat energy for the system. However, after the initial start-up, the airflow entering the cabin can receive thermal energy from both the engine and the thermoelectric elements 112. As shown by the step down in the actuation line 3020, the engine is described herein and in particular is in thermal communication with the heat exchanger 116 to heat the air flow as referenced in FIG. At the same time, more heat energy can be transferred to the air stream using the thermoelectric element 112 to supplement the thermal energy delivered from the engine via the heat exchanger 116. Thus, the thermoelectric element 112 may remain operative as indicated by the actuation line 3024a in state 3012. [ The thermoelectric storage device 123a also begins to store thermal energy as the engine warms up, as indicated by the operating line 3022a, which slopes upwards in state 3012. [

When the engine is warmed up, i.e., in the warm engine state 3014, the thermal energy from the engine can be used to heat the cooling water in the working fluid circuits during the heating mode of FIG. 30A. In state 3014, the engine has reached a sufficient temperature, and in particular can be the sole source of heat energy for the system as described herein with reference to FIG. As indicated by actuation line 3020, heat exchanger 116 may be the sole heat source for air flow in the air channel. The thermoelectric element 112 can be separated such that it no longer heats the air flow as indicated by the step down in the actuation line 3024a. In some embodiments, the thermoelectric elements 112 may remain engaged and provide additional heating, as indicated by the dotted line 3024b. When the engine is warmed up, the thermoelectric storage device 123a may store thermal energy at a capacity for use in other heating schemes, as illustrated by operating lines 3022a, which are described herein and remain horizontal in state 3014 .

30B shows the operation of the temperature control system in the cooling mode during start-up of the engine. During the cooling mode, the evaporator 58 is actuated and engaged (e.g., the evaporator 58 absorbs heat energy from the air flow) as shown by the operating line 3018. 30B, the heat exchanger 116 may be connected to the outlet of the heat exchanger 116, for example, as described herein and in particular with reference to FIG. 24 (e.g., the heat exchanger 116 is bypassed in the cooling mode) May be disconnected from the engine as shown by the engine < RTI ID = 0.0 > 3020. < / RTI > Initially, for example, in state 3010, additional cooling may be required while the room is hot (on a hot day) when the engine is just started. Thermoelement 112 can receive electrical energy (current) to generate a thermal gradient as shown by actuation line 3024a and to transfer heat from the heated end of thermoelement 112 to the air stream. If a temperature control system is provided with a cooling thermoelectric storage device 123b that is capable of storing thermal energy to cool the air flow, such as a thermoelectric storage device that is connected to the evaporator 58 or that is part of the evaporator 58, The device 123b initially resides at ambient temperature, but with cooling of the evaporator 58 stores the cooling capacity at engine startup and begins to provide cooling capacity almost immediately on startup. In the cold engine condition 3010, the thermoelectric device 123b may begin to store the cooling capacity as indicated by the upwardly sloped operating line 3022b.

During the warm up engine condition 3012, the heat exchanger 116 remains separated so as not to heat the air flow during the cooling mode of FIG. 30b, as indicated by the operating line 3020, while the engine is still warmed up or cold . In the warm-up engine state 3012, after the initial start-up, the airflow entering the cabin can not be cooled only by the evaporator 58, and the operating line 3018 is closed when the evaporator 58 remains engaged in the state 3012 . As indicated by the step down in actuation line 3024a, the power to thermoelectric element 112 can be isolated and thermoelectric element 112 stops cooling the air flow. However, additional cooling may be required and thermoelectric element 112 may be used to provide electrical energy (current < RTI ID = 0.0 > ) Can continue to receive. In addition, the thermoelectric storage device 123b can be used as it is described herein and to be used in other cooling schemes, as indicated by the operating line 3022b, which maintains a level in state 3012, The cooling capacity can be saved.

When the engine is warmed up, i.e., in the warm engine state 3014, the heat exchanger 116 remains separated so as not to heat the air flow during the cooling mode of Figure 30b, as indicated by the operating line 3020. [ In state 3014, the airflow entering the cabin can only be cooled by the evaporator 58, and the operating line 3018 indicates that the evaporator 58 remains engaged in state 3014. As indicated by the actuation line 3024a, the power for the thermoelectric element 112 may remain isolated and the thermoelectric element 112 does not cool the air flow. However, additional cooling may be required and thermoelectric element 112 may be used to provide electrical energy (current < RTI ID = 0.0 > ) Can continue to receive. In addition, the thermoelectric storage device 123b can be used as it is described herein and to be used in other cooling schemes, as indicated by the operating line 3022b, which maintains a level in state 3012, The cooling capacity can be saved.

30C shows the operation of the temperature control system in the defrosting mode during start-up of the engine. 30c, the evaporator 58 is actuated and engaged (e.g., the evaporator 58 absorbs heat energy from the air stream), as shown by the operating line 3018. In this way, The heat exchanger 116 is connected to the heat exchanger 116 as shown here, for example, as described herein, and in particular, with reference to FIG. 21 and with the operating line 3020, during the cold engine state 3010, And is thermally isolated from the engine. When the engine is first started, the engine does not generate sufficient heat to sufficiently increase the temperature of the air flow. The thermoelectric element 112 may receive electrical energy (current) to generate a thermal gradient and transfer heat from the heated end of the thermoelectric element 112 to the air stream. The thermoelectric element 112 may be the sole heat source for the airflow entering the room in the state 3010, as shown in Figure 30C by the operating line 3024a for the defrosting mode. If a thermoelectric storage device 123a (e.g., thermally coupled to the evaporator 58 or a thermoelectric storage device that is part of the evaporator 58) capable of storing thermal energy to heat the air flow to the temperature control system is provided, The storage device 123a initially is cold and does not store heat energy or stores the minimum heat energy as indicated by the operating line 3022a (because the engine is cold). If a temperature control system is provided with a cooling thermoelectric storage device 123b that is capable of storing thermal energy to cool the air flow, such as a thermoelectric storage device that is connected to the evaporator 58 or that is part of the evaporator 58, Apparatus 123b initially resides at ambient temperature but with the operation of evaporator 58 stores the cooling capacity at engine startup and begins to provide cooling capacity almost immediately on startup. In the cold engine condition 3010, the thermoelectric device 123b may begin to store the cooling capacity as indicated by the upwardly sloped operating line 3022b.

While the engine is still warmed up, but not cool, i.e. during the warmup engine state 3012, the thermal energy from the engine can be used to heat the cooling water in the working fluid circuits. In state 3012, the engine has reached the warm-up temperature, which may provide some heat to the air flow, but not warm enough to become the sole source of heat energy for the system. However, after the initial start-up, the airflow entering the cabin can receive thermal energy from both the engine and the thermoelectric elements 112. As indicated by the step change in the operating line 3020, the engine is in thermal communication with the heat exchanger 116 to heat the air flow, as described herein, and in particular with reference to FIG. At the same time, more heat energy can be transferred to the air stream using the thermoelectric element 112 to supplement the thermal energy delivered from the engine via the heat exchanger 116, Since the air is heated after being cooled by the heat exchanger 58. Thus, thermoelectric element 112 may remain engaged as shown by actuation line 3024a. The thermoelectric storage device 123a begins to store thermal energy as the engine warms up, as indicated by the operating line 3022a, which is tilted upwards in state 3012. [ Cooling thermoelectric storage device 123b may be cooled to its capacity or near its capacity to be used in other cooling schemes, as illustrated by operating line 3022b, Capacity can be saved.

When the engine is warmed up, that is, when it is warm engine system 3014, the thermal energy from the engine can be used to heat the cooling water in the working fluid circuits in the defrosting scheme of FIG. 30c. In state 3014, the engine has reached a temperature sufficient for the pottery, as described herein, and in particular with reference to Fig. 23, the sole source of thermal energy for the system. As indicated by actuation line 3020, heat exchanger 116 may be the sole heat source for air flow in the air channel. The thermoelectric element 112 can be separated such that it no longer heats the air flow as indicated by the step down in the actuation line 3024a. In some embodiments, the thermoelectric elements 112 may remain engaged and provide additional heating as indicated by the dotted line 3022a. As the engine is warmed up, the heating thermoelectric storage device 123a is charged to its capacity to be used in other heating schemes as illustrated herein and illustrated by operating line 3022a, which maintains a level in state 3014 Or it can store thermal energy at nearly its capacity. Cooling thermoelectric storage device 123b may be cooled to its capacity or near its capacity to be used in other cooling schemes, as illustrated by operating line 3022b, Capacity can be saved. In some embodiments, the defrost process (including the states 3010, 3012, and 3014) described with reference to Figure 30C may be referred to as a "starter defrost scheme."

Figure 31A shows the operation of the temperature control system in the heating mode during engine shutdown to start / stop the system (e.g., as described herein in a micro-hybrid system, Stopped). 31A, the evaporator 58 may not be activated and / or may be bypassed as shown by the operating line 3118, which indicates that the evaporator 58 is not engaged during heating (e.g., Does not absorb thermal energy from the air flow). As the engine is warmed, in the warm engine (or still warm) mode 3110, the thermal energy from the engine can be used to heat the cooling water in the working fluid circuits. In state 3110, even if the engine is shut down, the engine and cooling water may have sufficient residual heat to become the only source of heat energy for the system, as described herein, and in particular with reference to FIG. As indicated by actuation line 3120, heat exchanger 116 may be the sole heat source for air flow within the air channel. Thermoelectric element 112 does not receive electrical energy (current) and does not heat the air flow as indicated by actuation line 3124a. If additional heating is required, thermoelectric element 112 generates electrical energy (current) to generate heat gradients as indicated by actuation line 3124b and heat transfer from the heated end of thermoelectric element 112 to the air stream, . If the heating thermo-electric storage device 123a is provided, the thermoelectric storage device 123a is connected to the thermoelectric storage device 123a as indicated by the operating line 3122a It can retain its stored thermal energy from the time period when the engine is operating and warmed up.

When the engine is cooled but is warmed up (i.e., in a cooled engine (or still cooled) state 3112), the heat energy from the engine is still < RTI ID = The engine may not be warm enough to become the sole source of heat energy for the system. 31A, the heating thermoelectric storage device 123a in state 3112 can be used to transfer the stored thermal energy to the air stream. The thermoelectric storage device 123a that carries the stored thermal energy may either progressively occur over time during state 3112 as indicated by an actuation line 3122a with a decreasing slope mid- Lt; / RTI > With the cooled engine (and cooling water) carrying some residual heat and the thermoelectric storage device 123a carrying the stored thermal energy, the air flow can be sufficiently heated without the use of the thermoelectric elements 112. [ Thus, along with the thermoelectric storage device 123a, the supply of electrical energy to the thermoelectric element 112 can be delayed and the electrical energy (current) is preserved while the engine is stopped. However, if additional heating is required, thermoelectric element 112 may receive electrical energy (current) to transfer thermal energy to the air stream as indicated by actuation line 3124b.

When the engine is cooled and is now cold, that is, in a cold engine (or cool cold) condition 3114, it may be used, for example, as described herein, and as shown by operating line 3120 The heat exchanger 116, which is thermally coupled to the engine, is bypassed. The incoming airflow to the cabin may still receive some thermal energy from the thermoelectric storage device 123a but the thermoelectric storage device 123a is shown by the operating line 3124a that maintains the level after the reduction in state 3114 Nor does it have enough energy to become the sole heat source for air flow. The thermoelectric element 112 receives electrical energy (current) to generate a thermal gradient and transfer heat from the heated end of the thermoelectric element 112 to the air stream. 31A, the thermoelectric element 112 may be the sole source of heat energy for the airflow entering the room during the time period during the state 3114 (e.g., , The residual heat from the engine (and cooling water), and the heat stored from the thermoelectric storage device 123a). After the scheme 3114, the engine is cold due to the system transition in the cold engine condition 3116 manner. In scheme 3116, the cold engine is restarted. The temperature control system may operate similarly as described herein and particularly with reference to Figure 30a for when the cold engine is started and wants to heat.

Fig. 31B shows the operation of the temperature control system in the cooling mode during engine stoppage to start / stop the system (e.g., as described herein in a micro-hybrid system, for example, Stopped). 31B, the evaporator 58 is actuated and engaged (e.g., the evaporator 58 absorbs thermal energy from the air flow) as shown by the operating line 3118 ). Although the engine is turned off in a warm engine (or still warm) mode 3110, the evaporator 58 and cooling water may have some residual cooling capacity from when the engine is running and, for example, driving a compressor-based refrigeration system . The heat exchanger 116 may be, for example, as described herein, and in particular with reference to FIG. 24 (e.g., the heat exchanger 116 is bypassed in a cooling fashion) Can be thermally separated from the engine as well. As indicated by the actuation line 3124a, the power to the thermoelectric element 112 can be isolated and the thermoelectric element 112 does not cool the air flow when the evaporator 58 provides sufficient cooling. However, additional cooling may be required and the thermoelectric element 112 may be electrically powered (current) to provide cooling to the air flow, as described herein and particularly as shown by Figure 24 and by operating line 3124b, . If the cooling thermoelectric storage device 123b is provided, as the evaporator 58 still cools the air flow to the residual cooling capacity, the thermoelectric storage device 123b is substantially in contact with the evaporator (as indicated by the operating line 3122b) 58) is activated.

When the engine is cooled but is still warm, i.e., in a cooled engine (or idle cooling) condition 3112, the heat exchanger 116 will provide air flow during the cooling mode of FIG. 31B, It remains separated so as not to be heated. The evaporator 58 and the cooling water are either separated or bypassed as indicated by the step down at the operating line 3118 as it consumes the residual cooling capacity and is described herein. Cooling thermoelectric storage device 123b in state 3112 can be used to deliver the cooling capacity stored in the air flow. The thermoelectric storage device 123a that carries the stored thermal energy may either progressively occur over time during state 3112 as indicated by an actuation line 3122b with a decreasing slope mid- Lt; / RTI > Initially, the thermoelectric storage device 123b may have a sufficiently stored cooling capacity to cool the air flow without the use of the thermoelectric element 112. [ Thus, along with the thermoelectric storage device 123a, the supply of electrical energy to the thermoelectric element 112 can be delayed and the electrical energy (current) is preserved while the engine is stopped. As the stored cooling capacity of the thermoelectric storage device 123b is consumed, the thermoelectric elements 112 can be engaged to provide the required level of cooling. The thermoelectric element 112 may receive electrical energy (current) to transfer thermal energy to the air stream as indicated by the actuation line 3124a. The power supply to the thermoelectric element can occur at any time in scheme 3112 as indicated by the actuation line 3124b with the step-change mid-way 3112. [

When the engine is cooled and is now cold, that is, in a cold engine (stationary cold) condition 3114, the heat exchanger 116 may remain separated during the cooling mode of FIG. 31B as shown by the operating line 3120 . As the evaporator 58 and the thermoelectric storage device 123b no longer provide cooling (from the stored cooling capacity or otherwise), the thermoelectric elements 112 can be used as described herein, (Current) to provide cooling to the air flow as indicated by actuation line 3124b. In some embodiments, the thermoelectric element 112 may be the sole cooling source for air flow in the system 3114. In scheme 3116, the cold engine is restarted. The temperature control system may operate similarly as described herein, and particularly with reference to Figure 30b, for when a cold engine is desired to be started and cooled.

Fig. 31C shows the operation of the temperature control system in the defrosting mode during stoppage of the engine to start / stop the system (for example in a micro-hybrid system, as described herein, , Stopped). During the defrost mode in state 3110, the evaporator is actuated and engaged (e.g., the evaporator 58 absorbs heat energy from the air stream) as shown by the operating line 3118. Although the engine is turned off in the warm engine (or stall engine) mode 3110, the evaporator 58 and the cooling water may have some residual cooling capacity from when the engine is operated and driven, e.g., . As the engine warms up in scheme 3110, the thermal energy from the engine can be used to heat the cooling water in the working fluid circuits. In state 3110, even though the engine is shut down, the engine and cooling water continue to have a residual heat sufficient to become the sole source of heat energy for the system, as described herein, and in particular with reference to FIG. As indicated by actuation line 3120, heat exchanger 116 may be the sole source of heat for air flow in the air channel. If additional heating is required to provide the required level of defrosting, the thermoelectric element 112 will generate a thermal gradient as indicated by the actuation line 3124b and heat it from the end of the thermoelectric element 112 to the air stream (Electric current) for transmission. If the heating thermoelectric storage device 123a is provided, as the heat exchanger 116 still conveys the residual thermal energy from the engine and the cooling water to the air stream, the thermoelectric storage device 123a is substantially driven by the operating line 3122a As shown, the engine retains the stored thermal energy from when it is activated and warmed. If the cooling thermoelectric storage device 123b is provided, as the evaporator 58 and the cooling water still cools the air flow to the residual cooling capacity, the thermoelectric storage device 123b is substantially as shown by the operating line 3122b And retains the stored thermal energy from when the evaporator 58 was activated.

When the engine is cooled but is still warm, i.e., in a cooled engine (or idle cooling) condition 3112, the evaporator 58 and the cooling water consume the remaining cooling capacity of them and the operating line 3118, Lt; / RTI > as indicated by the step-down of step < RTI ID = 0.0 > The cooling thermoelectric storage device 123b in state 3112 can be used to transfer the stored cooling capacity to the air flow. The thermoelectric storage device 123b that carries the stored thermal energy may either progressively occur over time during state 3112 as indicated by operating line 3122b with reduced ramp mid-state 3112, Lt; / RTI > Initially, thermoelectric storage device 123b has a sufficiently stored cooling capacity to cool the air flow without the use of thermoelectric element 112 to provide defrosting. The heat energy from the engine can be used to heat the cooling water in the working fluid circuits, as described herein, and in particular with reference to Figure 21, It is not enough to become. The heating thermoelectric storage device 123a in state 3112 can be used to transfer the stored thermal energy to the air stream. The thermoelectric storage device 123a that carries the stored thermal energy may either progressively occur over time during state 3112 as indicated by an actuation line 3122a with a decreasing slope mid- Lt; / RTI > When the cooled engine (and cooling water) transfers some residual heat and the thermoelectric storage device 123a transfers the stored thermal energy, the air flow can be sufficiently heated without the use of the thermoelectric element 112. [ Thus, along with the thermoelectric storage device 123a, the supply of electrical energy to the thermoelectric element 112 can be delayed and the electrical energy (current) is preserved while the engine is stopped. However, if additional heating is required, thermoelectric element 112 may receive electrical energy (current) to transfer thermal energy to the air stream as indicated by actuation line 3124b. Because the stored cooling capacity of the thermoelectric storage device 123b and the stored heating capacity of the thermoelectric storage device 123a are consumed, the thermoelectric element 112 can provide the required level of cooling or heating. In some embodiments, thermoelectric element 112 may receive electrical energy (current) to transfer thermal energy to the air stream, as described herein, and in particular with reference to FIG. In some embodiments, thermoelectric element 112 can receive electrical energy (current) at opposite polarities to absorb thermal energy from the air stream, as described herein, and in particular with reference to FIG. Regardless of whether the thermoelectric element 112 is cooled or heated, the air can be heated to a certain temperature depending on what the system needs at the location of the thermoelectric element 112 in the air channel, as well as the specific operating point for achieving defrosting during the defrosting method of FIG. Can be determined by the controller of the control system. For example, cooling of thermoelectric storage device 123b or heating of thermoelectric storage device 123a may have more stored heat capacity during state 3112 and may compensate for the lack of stored heat capacity, The thermoelectric element 112 may be powered to compensate for the energy. Power supply to thermoelectric element 112 may occur at any time in state 3112, as indicated by setting in intermediate line 3112 of operating line 3124a.

When the engine is cooled and is now cold, i.e., in a cold engine (or freeze) state 3114, the temperature control system may continue to operate for the time being described herein during state 3012, ) Consumes the remaining heat capacity. In some embodiments, two thermoelectric elements may be provided at different locations within the air channels, as described herein, to provide defrost when the thermoelectric storage devices consume the stored heat capacity. For example, the first thermoelectric element can cool (dry) the air flow as it enters the air channel. The second thermoelectric element can heat the air flow as it passes through the air channel to achieve defrosting. In scheme 3116, the cold engine is restarted. The temperature control system may operate similarly as described herein, and more particularly, with reference to Figure 30C, for when a cold engine is desired to start and defrost.

Reference throughout this specification to "some embodiments," " specific embodiments, "or" one embodiment " means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least some of the embodiments. Thus, the phrases "in some embodiments" or "in one embodiment" in the various phrases throughout this specification are not necessarily all referring to the same embodiment and refer to one or more of the same or other embodiments can do. In addition, certain features, structures, or characteristics may be combined in any suitable combination, such as may be apparent to one of ordinary skill in the art in one or more embodiments.

For purposes of explanation, some embodiments have been described in the context of providing a comfortable air in a room of a vehicle, aircraft, train, bus, truck, hybrid vehicle, electric vehicle, boat, or other transport of human or object. It should be understood that the embodiments disclosed herein are not limited to the specific context or setting described, and that at least some embodiments may be used to provide pleasant air to homes, offices, industrial spaces, and other buildings or spaces. It should also be understood that some embodiments of operation may also be used in other contexts in which temperature controlled fluids may be advantageously used, such as in the management of equipment temperatures.

As used herein, the terms " comprising, "" having "," having ", and the like are used interchangeably and synonymously and include additional elements, features, behaviors, . Also, the term "or" when used to link a list of elements, for example, is intended to mean either " ).

Similarly, in the description of the embodiments above, various features are sometimes grouped together in a single embodiment, figure, or illustration for the purpose of simplifying the invention and aiding in the understanding of one or more aspects of the various aspects of the invention . However, this method of the present invention should not be construed as reflecting any intention that any claim should require more features than is expressly recited in the claims. Rather, aspects of the present invention exist in fewer than all features of any single embodiment previously described.

While the invention disclosed herein has been described in the context of certain preferred embodiments, it will be apparent to those skilled in the art that the present invention is capable of other alternative embodiments and / or uses of the invention beyond the specifically disclosed embodiments, It will be understood that the invention can be extended to obvious variations and equivalents thereof. Accordingly, it is intended that the scope of the invention disclosed herein should not be limited by the specific embodiments described above.

2: HVAC system
2b: Micro-hybrid vehicle
4: First channel
4b: drive belt
5a: Internal combustion engine
5b: engine
6: Second channel
6b: Integrated starters - generators
7b: Multi-phase cable
8: First blend door
8b: Control lead
10: Second blend door
10a: Starter battery
10b: Inverter
11: Blend door
11a: Starter
12: Cooling unit
12b: Capacitor Pack
13: engine
13a: generator
14: heater core
14a: Electrical consumption material
15: engine
15b: DC / DC voltage converter
16: thermoelectric element
17: Radiator
18: Air flow
19: passenger air channel
20: Capacitor controller
21: Thermal circuit
22: Flow switching element
21b: control line
22b: voltage sensor line
23: first valve
24: Second valve
28, 32, 34, 36: actuators
30: working fluid circuit
31: Thermal circuit
32: Actuator
37: Thermal circuit
40: low temperature core
50: cooling circuit
52: First channel
53: Pump
54: Second channel
56: Blend door
58: Heavy shooter
60: Partition
62: HVAC system
90: Radiator circuit
93: Thermal controller
100, 101, 102: HVAC system
103: engine
110: air flow
111: circuit line
112: thermoelectric element
113: air-surface heat exchanger
114: thermoelectric element
117: Electrical connection
118: Pleasant air
119: Tube
120: Evaporator
121: Thermal circuit
122: liquid cooling water
123: Thermal Storage
125: Valve
130: heater core
131: circuit line
135: Valve
140: thermoelectric element
141: circuit line
142: working fluid circuit
145, 150, 160, 165, 170: valves
151: Heat transfer device
161: Circuit line
165: Actuator
170: Heatsink
171: Low temperature core
172: Heatsink
180: heat source circuit
181: Thermal energy source
175, 185: Actuator
300: HVAC system
302: air channel
304: Fan
306: heater-cooler subsystem
308: First column zone
310: 2nd column zone
312: cooling device
314: Heating device
400: heater-cooler
402: thermoelectric circuit area
404: Heat exchange zone
406: Heat exchange zone
408: thermoelectric circuit area
410: Heat exchange zone
412: Heat exchange zone
501: Baseline profile
502: constant temperature coefficient profile

Claims (19)

CLAIMS 1. A temperature control system for heating, cooling, and / or defrosting a passenger compartment of a vehicle during a stop of an internal combustion engine of the vehicle, the system comprising:
An engine cooling water circuit comprising an engine block cooling water conduit configured to deliver cooling water therein, the engine block conduit being in thermal communication with the internal combustion engine of the vehicle;
A heater core disposed within the comfort air channel of the vehicle and in fluid communication with the engine block chilled water conduit;
A thermoelectric element having a waste surface and a major surface;
An additional heat exchanger disposed in the comfort air channel and in thermal communication with the major surface of the thermoelectric element;
Wherein the waste heat exchanger is connected to a fluid circuit comprising a liquid phase working fluid and wherein the liquid phase working fluid is in fluid communication with a heat source or a heat sink, group; And
Wherein the plurality of operating modes is a mode in which no residual current is supplied to the thermoelectric element and the residual heat of the internal combustion engine is maintained in the comfortable state while the internal combustion engine is stopped, A thermostatic element adapted to receive the current supplied at a first polarity and to deliver thermal energy from the waste surface to the main surface while the internal combustion engine is stationary, Said controller comprising a stationary cold heating system configured to heat the substrate,
Characterized in that, in the stationary cold heating mode, the thermoelectric element provides the heat to the comfortable air flow while the internal combustion engine can not heat the comfortable air flow to a designated comfortable temperature without the heat provided by the thermoelectric element Temperature control system.
The method of claim 1, wherein, in the static cold heating mode, the temperature control system is further adapted to stop the internal combustion engine in the stationary heating mode while heating the room of the vehicle to a specific room temperature, Wherein the temperature control system is configured to allow a stop time.
2. The temperature control system according to claim 1, wherein the stationary cold heating system includes the internal combustion engine configured to heat the comfortable air flow while the thermoelectric element receives a current supplied at a first polarity.
2. The method of claim 1 wherein the plurality of operating modes is configured to cool the comfort air flow by transferring thermal energy from the main surface to the waste surface while receiving a current supplied at a second polarity, Wherein the temperature control system further comprises a cooling system.
The apparatus of claim 1, further comprising a thermal storage device disposed within the comfort air channel, the thermal storage device being configured to store thermal energy and to transfer thermal energy from or to the airflow And absorbing at least one of the atmospheric air and the atmospheric air.
6. The system of claim 5, further comprising an evaporator core of a belt-driven refrigeration system disposed in the comfort air channel, wherein the heat storage device is connected to the evaporator core, wherein the heat storage device is operable when the internal combustion engine is operating And to store the cooling capacity during at least one of a cooling mode or a defrosting mode.
7. The method of claim 6 wherein the plurality of operating modes is configured to absorb thermal energy from the air stream using stored cooling capacity so that the heat storage device is configured to cool the comfort air flow and to deliver current supplied at the first polarity Further comprising a first stop frost removing system in which the thermoelectric element is configured to heat the pleasant air flow by transferring thermal energy from the waste surface to the main surface during receiving.
8. A heat exchanger according to any one of claims 1 to 7, characterized in that the additional heat exchanger is located downstream from the heater core in relation to the direction of the pleasant air flow in the comfort air channel when the temperature control system is in operation Temperature control system.
8. A temperature control system according to any one of claims 1 to 7, characterized in that the waste surface of the thermoelectric element is in thermal communication with the engine block cooling water conduit.
8. The temperature control system according to any one of claims 1 to 7, wherein the heat source is at least one of a battery, an electronic device, a burner, or exhaust of the vehicle.
8. A method according to any one of claims 1 to 7, wherein the fluid circuit comprises a first conduit and a first bypass conduit configured to transfer cooling water therein, the first conduit being in fluid communication with the heater core Wherein the first bypass conduit is configured to bypass the flow of cooling water around the first conduit, the stall cooling method comprising: limiting the flow of the cooling water through the first conduit; And directing the flow of cooling water through the conduit.
9. The system of any one of claims 1 to 7, wherein the fluid circuit includes a second conduit and a second bypass conduit configured to transfer cooling water therein, the second conduit being in fluid communication with the additional heat exchanger Wherein the second bypass conduit is configured to bypass the flow of cooling water around the second conduit, wherein the stationary heating mode limits flow of the cooling water through the second conduit, So as to direct the flow of the cooling water through the cooling system.
A method according to any one of claims 1 to 7, wherein the plurality of operating modes cools the comfort air stream by transferring thermal energy from the main surface to the waste surface while the thermoelectric element is receiving current at a second polarity And wherein the internal combustion engine is configured to heat the comfort air flow while the internal combustion engine is able to heat the comfort air flow to a designated comfortable temperature, wherein the additional heat exchanger Wherein the temperature control system is located upstream from the heater core in relation to the direction of the pleasant air flow in the comfort air channel when the temperature control system is in operation.
CLAIMS 1. A method for controlling a temperature of a passenger compartment of a vehicle during stoppage of an internal combustion engine of the vehicle,
Directing the air flow through the comfort air channel;
And directing cooling water through the engine cooling water circuit, wherein the engine cooling water circuit includes an engine block cooling water conduit in thermal communication with the internal combustion engine of the vehicle;
Directing the air flow through a heater core disposed in the comfort air channel and in thermal communication with the engine block chilled water conduit;
Directing the air flow through a heat exchanger in thermal communication with the thermoelectric element, the thermoelectric element having a main surface and a waste surface, the main surface being in thermal communication with the additional heat exchanger, Wherein the waste heat exchanger is connected to a fluid circuit comprising a liquid phase working fluid, wherein the liquid phase working fluid is in fluid communication with a heat source or a heat sink; And
In a stationary cold heating mode, supplying the current at the first polarity to the thermoelectric element such that the thermoelectric element heats the comfortable air by transferring thermal energy from the waste surface to the main surface while the internal combustion engine is stationary ≪ / RTI >
Characterized in that, in the stationary cold heating mode, the thermoelectric element provides the heat to the comfortable air flow while the internal combustion engine can not heat the comfortable air flow to a designated comfortable temperature without the heat provided by the thermoelectric element Wherein the temperature of the passenger compartment of the vehicle is controlled.
15. The method of claim 14, wherein the additional heat exchanger is located downstream from the heater core in relation to the direction of the pleasant air flow in the comfort air channel while the air flow is flowing .
15. The method of claim 14, further comprising the step of: supplying current to the thermoelectric device in a stationary heating mode, wherein the internal combustion engine is configured to heat the comfortable air flow, And is configured to allow a longer stopping time of the internal combustion engine than to stop the internal combustion engine in the stopping heating mode while heating the room of the vehicle to a specific room temperature. How to control.
15. The method of claim 14, further comprising: in an additional cooling mode, supplying current to the thermoelectric element at a second polarity for the thermoelectric element to cool the comfort air stream by transferring thermal energy from the major surface to the waste surface Further comprising the steps < RTI ID = 0.0 > of: < / RTI >
18. The method of claim 17, further comprising restricting the flow of the cooling water through the engine block cooling water conduit to inhibit heat communication between the waste heat transfer surface of the thermoelectric element and the internal combustion engine. To control the temperature of the room.
A method according to any one of claims 14-18, wherein in the stop frost removal method, thermal energy is transferred from the main surface to the waste surface so that the thermoelectric element is cooled to the thermoelectric element Wherein the internal combustion engine is configured to heat the comfortable air flow while it is able to heat the comfortable air flow to a specified comfortable temperature and the additional heat exchanger is configured to heat the comfortable air Wherein the heater core is located upstream from the heater core in relation to the direction of the pleasant air flow in the channel.

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