The present invention relates to heating systems for electric fuel cell vehicles. More particularly, the present invention relates to a selectable coolant heating option for an electric vehicle, according to which selectable heating option a vehicle operator or occupant can selectively activate a coolant heating strategy to heat the interior of the vehicle or conserve energy when such heating of the vehicle interior is not necessary.
Fuel cell technology has been identified as a potential alternative for the traditional internal-combustion engine conventionally used to power automobiles. It has been found that power cell plants are capable of achieving efficiencies as high as 55%, as compared to maximum efficiency of about 30% for internal combustion engines. Furthermore, unlike internal combustion engines, fuel cell power plants emit no harmful by-products which would otherwise contribute to atmospheric pollution.
Fuel cells include three basic components: a cathode, an anode and an electrolyte which is sandwiched between the cathode and the anode. Oxygen from the air is reduced at the cathode and is converted to negatively-charged oxygen ions. These ions travel through the electrolyte to the anode, where they react with a fuel such as hydrogen. The fuel is oxidized by the oxygen ions and releases electrons to an external circuit, thereby producing electricity which drives an electric motor that powers the automobile. The electrons then travel to the cathode, where they release oxygen from air, thus continuing the electricity-generating cycle. Individual fuel cells can be stacked together in series to generate increasingly larger quantities of electricity.
While they are a promising development in automotive technology, fuel cells are characterized by a high operating temperature which presents a significant design challenge from the standpoint of maintaining the structural and operational integrity of the fuel cell stack. Maintaining the fuel cell stack within the temperature ranges that are required for optimum fuel cell operation depends on a highly-efficient cooling system which is suitable for the purpose.
Cooling systems for both the conventional internal combustion engine and the fuel cell system typically utilize a pump or pumps to circulate a coolant liquid through a network that is disposed in sufficient proximity to the system components to enable thermal exchange between the network and the components. In the fuel cell system, the coolant is distributed through a vehicle heating system, in which thermal exchange occurs between the heated coolant from the fuel cell engine and air which subsequently flows into the vehicle cabin or interior through air vents.
In electric vehicles, energy conservation and fuel economy are key considerations. This is particularly true with regard to hydrogen-powered electric vehicles, as hydrogen is not a readily-available fuel in most areas of the world. Because most electric vehicles have a much lower operating temperature than that of internal combustion engines, much more difficulty is encountered in providing sufficient heat to the vehicle cabin using a conventional coolant/air automotive heater core. Since cabin heating is required for both defrosting and customer comfort in cold weather, the use of a supplemental coolant heater is necessary to raise the coolant temperature so that the heater core can function effectively.
The supplemental coolant heater used to raise the temperature of the coolant prior to distribution of the coolant through the heater core consumes large quantities of energy and reduces the range and fuel economy of the vehicle. Therefore, it is desirable to use the coolant heater only when necessary.
Various systems are known in the art for providing a vehicle interior heating option to a vehicle occupant. For example, U.S. Pat. No. 4,591,691 discloses an auxiliary electric heating system for internal combustion engine powered vehicles. The system includes a coolant system in which the conventional engine coolant pump circulates heated coolant from the engine to a heater radiator for transferring heat from the coolant to the vehicle passenger compartment. A thermostatically-controlled electric heating element and an electric pump are located in a branch conduit that receives coolant from the heater radiator. The heating element and electric pump are selectively energizable by the vehicle operator to heat and circulate the engine coolant through a check valve and then through selectively actuated electrically controlled valves which direct it through the heater radiator, the engine or both when the engine is not running. However, the system disclosed in the '691 patent fails to provide a “maximum heat” which can be selectively accessed by a vehicle occupant when needed during vehicle operation and which can be de-activated to conserve fuel cell energy when not needed.
Additional patents which disclose various types of heating systems include U.S. Pat. Nos. 4,520,258; 5,501,267; 6,005,481; 6,037,567; and 6,040,561.
Accordingly, a maximum heat button is needed which enables a vehicle occupant to selectively activate the coolant heater when heating of the vehicle cabin is necessary and de-activate the coolant heater when heating of the vehicle cabin is not necessary. This is similar to a conventional “maximum AC” button which is available in some vehicles and enables a vehicle occupant to maximize the fan speed of a blower to force air across cooling coils in the system at a maximum rate and expedite cooling of the vehicle interior.
The present invention is generally directed to a selectable coolant heating system for a fuel cell electric vehicle. The system facilitates maximum heating of the vehicle interior only when selected by a vehicle occupant, thus conserving energy when such heating is not necessary. The selectable coolant heating system includes a maximum heat button which is typically provided on the dashboard or other location inside the vehicle cabin and is used to activate a coolant heater which heats the coolant when the maximum heat button is depressed. Selection of a climate control mode from the climate control selector which includes windshield defrosting is also used to activate the coolant heater for heating the coolant. The coolant heater remains in either a de-activated, non-heating “off” mode or a baseline heating mode unless and until it is activated by depression of either the maximum heat button or selection of a defrost climate control mode, at which time the heater is activated to a heating mode or to one of multiple, successive, upper-level heating modes, respectively. After activation of the coolant heater, the non-heating “off” mode of the coolant heater can be resumed in order to conserve energy and improve fuel economy by depression of the maximum heat button that was previously depressed to activate the heater, or by selection of a non-defrost climate control mode where a defrost mode had been previously selected. The coolant heating strategy may be combined with a variable coolant pump speed scheme to increase the temperature of the vehicle heating system in order to provide a maximum quantity of heat to the vehicle cabin interior.
The invention will now be described, by way of example, with reference to the accompanying drawings, in which:
The present invention contemplates a selectable coolant heating option which enables an occupant of an electric fuel cell vehicle to selectively expend vehicle fuel for vehicle cabin heating purposes only when maximum heating of the cabin or windshield defrosting is deemed necessary. The selectable coolant heating option includes a maximum heat button which is typically provided in the climate control cluster on the dashboard or in any other accessible location inside the vehicle cabin. The maximum heat button is connected to an electronic control module which, in turn, is connected to a coolant heater, which is selectively activated by the electronic control module to heat the coolant upon depression of the maximum heat button. A climate control mode selector is typically further connected to the electronic control module and the coolant heater, in turn, for selective activation of the coolant heater when a windshield defrost mode is selected.
In one embodiment of the invention, the coolant heater remains in a de-activated, non-heating mode unless and until it is activated by either the maximum heat button or selection of a defrost mode from the climate control mode selector. The non-heating mode of the coolant heater can be resumed in order to conserve energy and improve fuel economy by depression of the maximum heat button that was previously depressed to activate the heater, or by the selection of a non-defrost button where a defrost mode had previously been selected. In one embodiment, the coolant heater can be activated to successively higher levels of heating capacity by repeated depression of the maximum heat button. Depression of the maximum heat button a predetermined number of times returns the coolant heater to the de-activated, non-heating “off” mode. Selection of a defrost mode is typically to automatically activate the coolant heater to a heating level that is suitable to accomplish the windshield defrosting function, where selection of a non-defrost mode returns the coolant heater to the “off” mode.
In another embodiment of the invention, the coolant heater is normally maintained in a baseline heating mode. Repeated depression of the maximum heat button causes activation of the coolant heater to successive heating levels above the baseline heating mode level. The quantity of electrical fuel energy which is consumed by the coolant heater in the baseline heating mode and in the higher heating levels can depend on such parameters as the ambient vehicle temperature and the quantity of energy available to implement the coolant heating function, for example. Depression of the maximum heat button a predetermined number of times returns the coolant heater to the baseline heating mode.
In another embodiment of the invention, the maximum heat button and selection of a defrost mode are used to control the coolant heater and a coolant pump, which pumps the coolant through the system, through an interface with an electronic control module. Upon depression of either the maximum heat button or selection of a defrost mode, the coolant heater is activated from either an “off” mode or a baseline heating mode to one heating level or to a selected one of multiple, successive heating levels (by repetitive depression of the maximum heating button). Simultaneously, the operational speed of the coolant pump is activated from a baseline pump speed to a higher pump speed in order to increase the rate of flow of the heated coolant through the vehicle heating system. Subsequent depression of the maximum heat button a predetermined number of times, or selection of a non-defrost mode, both returns the coolant heater to the “off” or baseline heating mode and slows operation of the coolant pump back to the baseline pump speed.
In still another embodiment of the invention, a timer can also be implemented by the maximum heat button for the purpose of maintaining the coolant heater, or both the coolant heater and the coolant pump, at the activated coolant heating level or at each of the multiple selected heating levels. Accordingly, by depression of the maximum heat button once or multiple times, the coolant heater or both the coolant heater and the coolant pump are activated from the “off” mode or the baseline heating level mode to the selected coolant heating level. The timer then maintains the coolant heater or coolant heater and coolant pump at the selected coolant heating level for a predetermined period of time. After the activation time elapses, the timer automatically terminates operation of the heater or heater and pump, which return to the “off” mode or baseline heating level mode. This timer is typically located inside the electronic control module with which the maximum heat button interfaces.
Referring initially to
The selectable coolant heating option 8 according to the present invention includes a maximum heat button 26 which is connected to an electronic control module 49, typically through signal transmission wiring 28, which is in turn connected to the coolant heater 18, typically through heater activation wiring 51, to facilitate selective activation of the coolant heater 18 to a coolant heating mode or to a selected one of successively higher coolant heating level modes. A climate control selector 52 is typically further connected to the electronic control module 49, typically through signal transmission wiring 47, which in turn is connected to the coolant heater 18, through heater activation wiring 51, to facilitate selective activation of the coolant heater 18 in a windshield defrost mode. A heat indicator lamp 34 is typically connected to the maximum heat button 26 through lamp wiring 36.
A coolant temperature sensor 38 may be embedded in the coolant distribution line 14 immediately downstream of the coolant heater 18 for sensing the temperature of the coolant 16 at the exit of the coolant heater 18. The coolant temperature sensor 38 is further connected to the electronic control module 49 through sensor wiring 40. In one embodiment of the invention, the coolant temperature sensor 38 is used by the electronic control module 49 to control the operation of the coolant heater 18 so as to maintain the temperature of the coolant 16 as reported by the temperature sensor 38 at a target temperature, as hereinafter further described. A timer 30, typically implemented within the electronic control module 49, may also be activated, by the maximum heat button 26 through signal transmission wiring 28 to terminate further operation of the coolant heater 18 at a particular heating level after a preset period of time has elapsed, as hereinafter further described.
As shown in
In operation of the selectable coolant heating option 8, coolant 16 is distributed by the coolant distribution line 14 through the vehicle cooling system 24. In the vehicle cooling system 24, heat is dissipated from the coolant 16 preparatory to distribution of the coolant 16 through the electric vehicle powertrain 12 by the distribution line 14. As it passes through the electric vehicle motor 12, the coolant 16 absorbs heat energy to cool the powertrain 12.
The distribution line 14 distributes the heated coolant 16 from the electric vehicle powertrain 12 to the coolant heater 18. In one embodiment of the selectable coolant heating option 8, the coolant heater 18 is normally maintained in an “off” mode, in which the coolant 16 is not heated as it passes through the coolant heater 18 unless and until the maximum heat button 26 is depressed or a defrost mode is selected from the climate control mode selector 52. Therefore, the coolant 16, previously heated by the electric vehicle powertrain 12, is normally pumped by the coolant pump 20, unheated by the coolant heater 18, through the vehicle heating system 22. In the event that the heater activation button 56 is activated and the temperature control dial 54 is turned to the heat mode, heat energy is transferred from the coolant 16 in the vehicle heating system 22 to flowing air which is distributed into the cabin interior of the electric vehicle (not shown) to heat the vehicle interior.
In the event that the climate control mode selector dial 52 is turned to a “defrost” mode, the coolant heater 18 is activated from the “off” mode to a coolant heating mode, in which the coolant heater 18 heats the coolant 16 to a temperature which is sufficient to heat air flowing through the vehicle heating system 22 for effective defrosting of the vehicle windshield. Upon subsequent selection of a non-defrost mode from the climate control mode selector 52, the coolant heater 18 returns to the “off” mode and heating of coolant 16 flowing there through is terminated.
In the event that the maximum heat button 26 is depressed, the coolant heater 18 is activated from the “off” mode to a coolant heating mode, in which the coolant heater 18 heats the coolant 16 to a target temperature which is sufficient to heat air flowing through the vehicle heating system 22 for maximum heating of the vehicle cabin interior. The heat indicator lamp 34 on the maximum heat button 26 is typically illuminated to visually indicate the activation coolant heating mode of the coolant heater 18. After the coolant 16 reaches a preset target temperature, the coolant temperature sensor 38 may automatically terminate further operation of the coolant heater 18.
As long as the maximum heat button 26 remains in the activated coolant heating mode, the coolant temperature sensor 38 may be operable to cycle the coolant heater 18 between the “off” mode and the coolant heating mode to maintain the coolant 16 at the target temperature. Alternatively, the timer 30 may be programmed to automatically terminate operation of the coolant heater 18 after the coolant 16 has been heated for a preset period of time. In either case, upon subsequent depression of the maximum heat button 26, the coolant heater 18 returns to the “off” mode and heating of coolant 16 flowing there through is discontinued.
Operation of the selectable coolant heating option 8 according to another embodiment of the present invention is shown in
The first heating level 1a, second heating level 2a and third heating level 3a correspond to heating modes in which the coolant 16 is heated using progressively higher energy levels to increase the speed at which the the coolant 16 achieves it target temperature. In addition, the different heating levels can also be used to implement successively higher coolant 16 temperature targets as measured by the coolant temperature sensor 38. In such a configuration where successively higher temperature targets are implemented with successive heating levels, thermal exchange between flowing air and the heated coolant 16 in the vehicle heating system 22 is maximal at the third heating level 3a and minimal at the first heating level 1a. Upon subsequent depression of the maximum heat button 26 (step 4), the coolant heater 18 returns to the “off” mode 0. It is understood that the coolant heater 18 can be activated to any desired number of heating levels, not limited to the three successively higher heating levels shown with respect to
The quantity of electrical energy which is expended to maintain each of the successively higher heating level modes may depend on such factors as the quantity of energy available to perform the heating function, the ambient temperature of the air surrounding the vehicle and whether or not a defrost mode has been selected from the climate control mode selector dial 52, for example. Referring to
Operation of a selectable coolant heating option 8 according to another embodiment of the invention is shown in
It is understood that the selectable coolant heating option 8 may have the capacity for a greater or fewer number of successively higher heating levels, as deemed necessary, and need not be limited to three heating levels. As described herein above with respect to
Referring next to
By depression of the maximum heat button 26, the coolant heater 18 is activated to a heating level, or to a selected one of successively higher heating levels, from either the “off” mode or the baseline heating level mode to heat the coolant 16. Simultaneously, the operational speed of the coolant pump 20 is increased to increase the rate of flow of the coolant 16 through the vehicle heating system 22. Accordingly, the combined effects of the coolant heater 18 and the pumping action of the coolant pump 20 increase the thermal exchange between the coolant 16 and flowing air in the vehicle heating system 22.
While the preferred embodiments of the invention have been described above, it will be recognized and understood that various modifications can be made in the invention and the appended claims are intended to cover all such modifications which may fall within the spirit and scope of the invention.