THERMAL STORAGE EVAPORATOR AND SYSTEM

FIELD OF THE INVENTION

The invention relates to a climate control system for a vehicle and more particularly to a heating, ventilating, and air conditioning system of a vehicle having a thermal storage evaporator disposed therein.

BACKGROUND OF THE INVENTION

A vehicle typically includes a climate control system which maintains a temperature within a passenger compartment of the vehicle at a comfortable level by providing heating, cooling, and ventilation. Comfort is maintained in the passenger compartment by an integrated mechanism referred to in the art as a heating, ventilating and air conditioning (HVAC) system. The HVAC system conditions air flowing therethrough and distributes the conditioned air throughout the passenger compartment.

Typically, a compressor of a refrigeration system provides a flow of a fluid having a desired temperature to an evaporator disposed in the HVAC system to condition the air. The compressor is generally driven by a fuel-powered engine of the vehicle. However, in recent years, vehicles having improved fuel economy over the fuel-powered engine and other vehicles are quickly becoming more popular as a cost of traditional fuel increases. The improved fuel economy is due to known technologies such as regenerative braking, electric motor assist, and engine-off operation. Although the technologies improve fuel economy, accessories powered by the fuel-powered engine no longer operate when the fuel-powered engine is not in operation. One major accessory that does not operate is the compressor of the refrigeration system. Therefore, without the use of the compressor, the evaporator disposed in the HVAC system does not condition the air flowing therethrough and the temperature of the passenger compartment increases to a point above a desired temperature.

Accordingly, vehicle manufacturers have used a thermal energy exchanger disposed in the HVAC system to condition the air flowing therethrough when the fuel-powered engine is not in operation. One such thermal energy exchanger, also referred to as a cold accumulator, is described in U.S. Pat. No. 6,854,513 entitled VEHICLE AIR CONDITIONING SYSTEM WITH COLD ACCUMULATOR, hereby incorporated herein by reference in its entirety. The cold accumulator includes a phase change material, also referred to as a cold accumulating material, disposed therein. The cold accumulating material absorbs heat from the air when the fuel-powered engine is not in operation. The cold accumulating material is then recharged by the conditioned air flowing from the cooling heat exchanger when the fuel-powered engine is in operation.

In U.S. Pat. No. 6,691,527 entitled AIR-CONDITIONER FOR A MOTOR VEHICLE, hereby incorporated herein by reference in its entirety, a thermal energy exchanger is disclosed having a phase change material disposed therein. The phase change material of the thermal energy exchanger conditions a flow of air through the HVAC system when the fuel-powered engine of the vehicle is not in operation. The phase change material is charged by a flow of a fluid from the refrigeration system therethrough.

While the prior art HVAC systems perform adequately, it is desirable to produce a thermal energy exchanger for an HVAC system having a coolant circulating in at least a portion thereof, wherein an effectiveness and efficiency thereof are maximized.

SUMMARY OF THE INVENTION

In concordance and agreement with the present invention, a thermal energy exchanger for an HVAC system having a coolant circulating in at least a portion thereof, wherein an effectiveness and efficiency thereof are maximized, has surprisingly been discovered.

In one embodiment, a control module for a heating, ventilating, and air conditioning system, comprises: a housing having an air flow conduit formed therein; an evaporator core disposed in the air flow conduit, at least a portion of the evaporator core configured to receive a first fluid from a first fluid source therein; and an internal thermal energy exchanger disposed in the air flow conduit downstream of the at least a portion the evaporator core and upstream of a blend door disposed in the air flow conduit, the internal thermal energy exchanger configured to receive a second fluid from a second fluid source therein, wherein the first fluid and the second fluid are different fluid types.

In another embodiment, a control module for a heating, ventilating, and air conditioning system, comprises: a housing having an air flow conduit formed therein; and an evaporator core having a plurality of layers disposed in the air flow conduit, wherein at least one of the layers is configured to receive a first fluid from a first fluid source therein and at least another one of the layers is configured to receive a second fluid from a second fluid source therein, wherein the first fluid and the second fluid are different fluid types.

In yet another embodiment, a control module for a heating, ventilating, and air conditioning system, comprises: a housing having an air flow conduit formed therein; an evaporator core disposed in the air flow conduit, the evaporator core configured to receive a first fluid from a first fluid source therein; and an internal thermal energy exchanger disposed in the air flow conduit downstream and spaced apart from the evaporator core and upstream of a blend door disposed in the air flow conduit, the internal thermal energy exchanger configured to receive a second fluid from a second fluid source therein, wherein the first fluid is a refrigerant and the second fluid is a coolant.

BRIEF DESCRIPTION OF THE DRAWINGS

The above, as well as other objects and advantages of the invention, will become readily apparent to those skilled in the art from reading the following detailed description of various embodiments of the invention when considered in the light of the accompanying drawings in which:

FIG. 1 is a schematic flow diagram of an HVAC system including a fragmentary sectional view of an HVAC module having an evaporator core disposed therein according to an embodiment of the invention and showing the evaporator core in fluid communication with a first fluid source and a second fluid source, wherein the second fluid source is a fluid reservoir;

FIG. 2 is a schematic perspective view of the evaporator core illustrated in FIG. 1 showing a portion of two layers of the evaporator core cutaway;

FIG. 3 is a schematic flow diagram of an HVAC system including a fragmentary sectional view of an HVAC module having an evaporator core disposed therein according to an embodiment of the invention and showing the evaporator core in fluid communication with a first fluid source and a second fluid source, wherein the second fluid source is an external thermal energy exchanger;

FIG. 4 is a schematic flow diagram of an HVAC system including a fragmentary sectional view of an HVAC module having an evaporator core disposed therein according to another embodiment of the invention and showing a layer of the evaporator core spaced apart from adjacent layers thereof; and

FIG. 5 is a schematic flow diagram of an HVAC system including a fragmentary sectional view of an HVAC module having an evaporator core and an internal thermal energy exchanger disposed therein according to another embodiment of the invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The following detailed description and appended drawings describe and illustrate various exemplary embodiments of the invention. The description and drawings serve to enable one skilled in the art to make and use the invention, and are not intended to limit the scope of the invention in any manner.

FIG. 1 shows a heating, ventilating, and air conditioning (HVAC) system 10 according to an embodiment of the invention. The HVAC system 10 typically provides heating, ventilation, and air conditioning for a passenger compartment of a vehicle (not shown). The HVAC system 10 includes a control module 12 to control at least a temperature of the passenger compartment.

The module 12 illustrated includes a hollow main housing 14 with an air flow conduit 15 formed therein. The housing 14 includes an inlet section 16, a mixing and conditioning section 18, and an outlet and distribution section (not shown). In the embodiment shown, an air inlet 22 is formed in the inlet section 16. The air inlet 22 is in fluid communication with a supply of air (not shown). The supply of air can be provided from outside of the vehicle, recirculated from the passenger compartment of the vehicle, or a mixture of the two, for example. The inlet section 16 is adapted to receive a blower wheel (not shown) therein to cause air to flow through the air inlet 22. A filter (not shown) can be provided upstream, in, or downstream of the inlet section 16 in respect of a direction of flow through the module 12 if desired.

The mixing and conditioning section 18 of the housing 14 is configured to receive an evaporator core 24 and a heater core 28 therein. As shown, at least a portion of the mixing and conditioning section 18 is divided into a first passage 30 and a second passage 32. In particular embodiments, the evaporator core 24 is disposed upstream of a selectively positionable blend door 34 in respect of the direction of flow through the module 12 and the heater core 28 is disposed in the second passage 32 downstream of the blend door 34 in respect of the direction of flow through the module 12. A filter (not shown) can also be provided upstream of the evaporator core 24 in respect of the direction of flow through the module 12, if desired.

The evaporator core 24 of the present invention, shown in FIGS. 1-2, is a multi-layer louvered-fin thermal energy exchanger. In a non-limiting example, the evaporator core 24 has a first layer 40, a second layer 42, and a third layer 44 arranged substantially perpendicular to the direction of flow through the module 12. Additional or fewer layers than shown can be employed as desired. The layers 40, 42, 44 are arranged so the second layer 42 is disposed downstream of the first layer 40 and upstream of the third layer 44 in respect of the direction of flow through the module 12. It is understood, however, that the layers 40, 42, 44 can be arranged as desired. The layers 40, 42, 44 can be bonded together by any suitable method as desired such as brazing and welding, for example.

Each of the layers 40, 42, 44 of the evaporator core 24 includes an upper first fluid manifold 46, 48, 50 and a lower second fluid manifold 52, 54, 56, respectively. A plurality of first tubes 58 extends between the fluid manifolds 46, 52 of the first layer 40. A plurality of second tubes 60 extends between the fluid manifolds 48, 54 of the second layer 42. A plurality of third tubes 62 extends between the fluid manifolds 50, 56 of the third layer 44. In particular embodiments, each of the first upper fluid manifolds 46, 48, 50 is an inlet manifold which distributes the fluid into at least a portion of the respective tubes 58, 60, 62 and each of the second lower fluid manifolds 52, 54, 56 is an outlet manifold which collects the fluid from at least a portion of the respective tubes 58, 60, 62.

Each of the tubes 58, 60, 62 is provided with louvered fins 64 formed thereon. The fins 64 abut an outer surface of the tubes 58, 60, 62 for enhancing thermal energy transfer of the evaporate core 24. Each of the fins 64 defines an air space 68 extending between the tubes 58, 60, 62. The tubes 58, 60, 62 of the evaporator core 24 can further include a plurality of internal fins (not shown) formed on an inner surface thereof. The internal fins further enhance the transfer of thermal energy of the evaporator core 24. It is understood, however, that the evaporator core 24 can be constructed as a finless thermal energy exchanger if desired.

In a particular embodiment, the layers 40, 42 of the evaporator core 24, shown in FIG. 1, are in fluid communication with a first fluid source 70 via a conduit 72. The first fluid source 70 includes a compressor 74 to cause a first fluid to circulate therein. Each of the layers 40, 42 is configured to receive a flow of the first fluid from the first fluid source 70 therein. The first fluid absorbs thermal energy to condition the air flowing through the HVAC module 12 when a fuel-powered engine of the vehicle, and thereby the compressor 74, is in operation. As a non-limiting example, the first fluid source 70 is a refrigeration circuit, and the first fluid is a refrigerant such as R134a, HFO-1234yf, AC-5, AC-6, and CO₂, for example. A valve 76 can be disposed in the conduit 72 to selectively militate against the flow of the first fluid therethrough.

In certain embodiments, the HVAC system 10 includes an internal thermal energy exchanger in fluid communication with a second fluid source 80 via a conduit 82. The second fluid source 80 includes a pump 84 (e.g. an electrical coolant pump) to cause a second fluid to circulate through the internal thermal energy exchanger. As illustrated, the internal thermal energy exchanger is the layer 44 of the evaporator core 24. The layer 44 is configured to receive a flow of the second fluid from the second fluid source 80 therein. The second fluid absorbs or releases thermal energy to condition the air flowing through the HVAC module 12. A valve 86 can be disposed in the conduit 82 to selectively militate against the flow of the second fluid therethrough. As a non-limiting example, the second fluid source 80 is a fluid reservoir containing a phase change material (PCM) therein. Those skilled in the art will appreciate that the phase change material can be any suitable material that melts and solidifies at predetermined temperatures and is capable of storing and releasing thermal energy such as organic, inorganic, eutectic and ionic liquids (e.g. a paraffin, a paraffin wax, an alcohol, water, a polygycol, a glycol), and the like, or any combination thereof, for example. The phase change material can also be impregnated with a thermally conductive material such as graphite powder, for example, to further enhance the transfer of thermal energy. As another non-limiting example, the second fluid source 80 is a fluid reservoir containing a coolant therein. As another non-limiting example, the second fluid source 80 is a fluid reservoir containing a phase change material coolant such as CryoSolplus, for example, therein. As yet another non-limiting example shown in FIG. 3, the second fluid source 80 is an external thermal energy exchanger (e.g. a shell and tube heat exchanger, a chiller, etc.) in fluid communication with at least one other system 90 of the vehicle via a conduit 92. It is understood that the external thermal energy exchanger may include a phase change material disposed therein if desired.

In another particular embodiment, the layers 40, 44 of the evaporator core 24 are in fluid communication with the first fluid source 70 via the conduit 72 and configured to receive the flow of the first fluid therein. On the other hand, the layer 42 of the evaporator core 24 is in fluid communication with the second fluid source 80 via the conduit 82 and configured to receive the flow of the second fluid from the second fluid source 80 therein.

In yet another particular embodiment, only the layer 40 of the evaporator core 24 is in fluid communication with the first fluid source 70 via the conduit 72 and configured to receive the flow of the first fluid therein. The layers 42, 44 of the evaporator core 24 are in fluid communication with the second fluid source 80 via the conduit 82 and configured to receive the flow of the second fluid from the second fluid source 80 therein.

As shown, the heater core 28 is in fluid communication with a third fluid source 94 via a conduit 96. The heater core 28 is configured to receive a flow of a third fluid from the third fluid source 94 therein. The third fluid source 94 can be any conventional source of heated fluid such as the fuel-powered engine or a battery system of the vehicle, for example, and the third fluid can be any conventional fluid such as a phase change material, a coolant, or a phase change material coolant, for example. A valve 98 can be disposed in the conduit 96 to selectively militate against the flow of the third fluid therethrough. The heater core 28 is configured to facilitate a release of thermal energy from the third fluid to heat the air flowing therethrough when the fuel-powered engine of the vehicle is in operation.

FIG. 4 shows an alternative embodiment of the HVAC system 10 illustrated in FIGS. 1-3. Structure similar to that illustrated in FIGS. 1-3 includes the same reference numeral and a prime (′) symbol for clarity. In FIG. 4, the HVAC system 10′ is substantially similar to the HVAC system 10, except a layer 44′, which is the internal thermal energy exchanger in fluid communication with the second fluid source 80′, of the evaporator core 24′ is spaced apart from the layers 40′, 42′ of the evaporator core 24′.

It is understood that the operation of the HVAC system 10 including the thermal energy exchanger 26 is substantially similar to the operation of the HVAC system 10′. For simplicity, only the operation of the HVAC system 10 including the thermal energy exchanger 26 is described hereinafter.

In operation, the HVAC system 10 conditions air by heating or cooling the air, and providing the conditioned air to the passenger compartment of the vehicle. Air from the supply of air is received in the inlet section 16 of the housing 14 in the air inlet 22 and flows through the housing 14 of the module 12.

In a cooling mode or an engine-off cooling mode of the HVAC system 10, the blend door 34 is positioned in one of a first position permitting air from the evaporator core 24 to only flow into the first passage 30, a second position permitting the air from the evaporator core 24 to only flow into the second passage 32, and an intermediate position permitting the air from the evaporator core 24 to flow through both the first passage 30 and the second passage 32. In a heating mode or an engine-off heating mode of the HVAC system 10, the blend door 34 is positioned either in the second position permitting the air from the evaporator core 24 to only flow into the second passage 32 and through the heater core 28 or in the intermediate position permitting the air from the evaporator core 24 to flow through the first passage 30 and the second passage 32 and through the heater core 28. In an internal thermal energy exchanger charge mode or a re-circulation heating mode of the HVAC system 10, the blend door 34 is positioned in one of the first position permitting the air from the evaporator core 24 to only flow into the first passage 30, the second position permitting the air from the evaporator core 24 to only flow into the second passage 32, and the intermediate position permitting the air from the evaporator core 24 to flow through both the first passage 30 and/or the second passage 32.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10 is the cooling mode or the internal thermal energy exchanger charge mode, the first fluid from the first fluid source 70 circulates through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. Additionally, the second fluid from the second fluid source 80 circulates through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, the air from the inlet section 16 flows into the evaporator core 24 where the air is cooled to a desired temperature by a transfer of thermal energy from the air to the first fluid from the first fluid source 70. As the conditioned air flows through the evaporator core 24, the conditioned air absorbs thermal energy from the second fluid. The transfer of thermal energy from the second fluid to the conditioned air cools the second fluid, and thereby the phase change material, the coolant, the phase change material coolant, or any combination thereof in the second fluid source 80. The conditioned air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32.

In other certain embodiments, when the fuel-powered engine of the vehicle is in operation and the HVAC system 10 is in the cooling mode, the first fluid from the first fluid source 70 circulates through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. However, the pump 84 is not in operation or the valve 86 is closed to militate against the circulation of the second fluid from the second fluid source 80 through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, the air from the inlet section 16 flows into the evaporator core 24 where the air is cooled to a desired temperature by a transfer of thermal energy from the air to the first fluid from the first fluid source 70. The conditioned air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32.

When the fuel-powered engine of the vehicle is not in operation and the HVAC system 10 is in the engine-off cooling mode, the first fluid from the first fluid source 70 does not circulate through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. However, the pump 84 causes the second fluid from the second fluid source 80 to circulate through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, the air from the inlet section 16 flows into the evaporator core 24 where the air is cooled to a desired temperature by a transfer of thermal energy from the air to the second fluid from the second fluid source 80. The conditioned air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10 is in the heating mode, the first fluid from the first fluid source 70 does not circulate through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. Similarly, the pump 84 of the second fluid source 80 is not in operation or the valve 86 is closed to militate against the circulation of the second fluid from the second fluid source 80 through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, the air from the inlet section 16 flows through the evaporator core 24 and the internal thermal energy exchanger 144 where a temperature of the air is relatively unaffected. The unconditioned air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32 through the heater core 28 to be heated to a desired temperature.

In other certain embodiments, when the fuel-powered engine of the vehicle is in operation and the HVAC system 10 is in the heating mode or the fuel-powered engine of the vehicle is not in operation and the HVAC system 10 is in the engine-off heating mode, the first fluid from the first fluid source 70 does not circulate through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. However, the pump 84 causes the second fluid from the second fluid source 80 to circulate through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, the air from the inlet section 16 flows into the evaporator core 24 where the air is heated to a desired temperature by a transfer of thermal energy from the second fluid from the second fluid source 80 to the air flowing through the evaporator core 24. The conditioned air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32 through the heater core 28 to be further heated to a desired temperature.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10 is in the recirculation heating mode or the internal thermal energy exchanger charge mode, the first fluid from the first fluid source 70 does not circulate through the conduit 72 to the layers 40, 42 as shown in FIG. 1, the layers 40, 44, or only the layer 40 of the evaporator core 24. However, the pump 84 causes the second fluid from the second fluid source 80 to circulate through the conduit 82 to the layer 44 as shown in FIG. 1, the layer 42, or both the layers 42, 44 of the evaporator core 24. Accordingly, a re-circulated air from a passenger compartment of the vehicle flow through the inlet section 16 and into the evaporator core 24. As the re-circulated air flows through the evaporator core 24, the re-circulated air transfers thermal energy to the second fluid. The transfer of thermal energy from the re-circulated air to the second fluid heats the second fluid, and thereby the phase change material, the coolant, the phase change material coolant, or any combination thereof in the second fluid source 80. The re-circulated air then exits the evaporator core 24 and is selectively permitted by the blend door 34 to flow through the first passage 30 and/or the second passage 32.

FIG. 5 shows another an alternative embodiment of the HVAC system 10 illustrated in FIGS. 1-4. Structure similar to that illustrated in FIGS. 1-4 includes the same reference numeral and a double prime (″) symbol for clarity. In FIG. 5, the HVAC system 10″ is substantially similar to the HVAC system 10, except an internal thermal energy exchanger 144 is in fluid communication with the second fluid source 80″ instead of the evaporator core 24″.

The evaporator core 24″ of the present invention, shown in FIG. 5, is a multi-layer louvered-fin thermal energy exchanger. In a non-limiting example, the evaporator core 24″ has a first layer 40″, a second layer 42″, and a third layer 44″ arranged substantially perpendicular to the direction of flow through a module 12″. Additional or fewer layers than shown can be employed as desired. The layers 40″, 42″, 44″ are arranged so the second layer 42″ is disposed downstream of the first layer 40″ and upstream of the third layer 44″ in respect of the direction of flow through the module 12″. It is understood, however, that the layers 40″, 42″, 44″ can be arranged as desired. The layers 40″, 42″, 44″ can be bonded together by any suitable method as desired such as brazing and welding, for example.

The layers 40″, 42″, 44″ of the evaporator core 24″, shown in FIG. 5, are in fluid communication with a first fluid source 70″ via a conduit 72″. The first fluid source 70″ includes a compressor 74″ to cause a first fluid to circulate therein. Each of the layers 40″, 42″, 44″ is configured to receive a flow of the first fluid from the first fluid source 70″ therein. The first fluid absorbs thermal energy to condition the air flowing through the HVAC module 12″ when a fuel-powered engine of the vehicle, and thereby the compressor 74″, is in operation. As a non-limiting example, the first fluid source 70″ is a refrigeration circuit, and the first fluid is a refrigerant such as R134a, HFO-1234yf, AC-5, AC-6, and CO₂, for example. A valve 76″ can be disposed in the conduit 72″ to selectively militate against the flow of the first fluid therethrough.

As shown, the internal thermal energy exchanger 144 of the HVAC system 10″ is disposed downstream and spaced apart from the evaporator core 24″ and upstream of a blend door 34″. The thermal energy exchanger 144 can be any conventional thermal energy exchanger as desired such as a multi-layer louvered-fin thermal energy exchanger, for example. The thermal energy exchanger is in fluid communication with a second fluid source 80″ via a conduit 82″. The second fluid source 80″ includes a pump 84″ (e.g. an electrical coolant pump) to cause a second fluid to circulate through the internal thermal energy exchanger 144. As illustrated, the internal thermal energy exchanger 144 is configured to receive a flow of the second fluid from the second fluid source 80″ therein. The second fluid absorbs or releases thermal energy to condition the air flowing through the HVAC module 12″. A valve 86″ can be disposed in the conduit 82″ to selectively militate against the flow of the second fluid therethrough. As a non-limiting example, the second fluid source 80″ is a fluid reservoir containing a phase change material (PCM) therein. Those skilled in the art will appreciate that the phase change material can be any suitable material that melts and solidifies at predetermined temperatures and is capable of storing and releasing thermal energy such as organic, inorganic, eutectic and ionic liquids (e.g. a paraffin, a paraffin wax, an alcohol, water, a polygycol, a glycol), and the like, or any combination thereof, for example. The phase change material can also be impregnated with a thermally conductive material such as graphite powder, for example, to further enhance the transfer of thermal energy. As another non-limiting example, the second fluid source 80″ is a fluid reservoir containing a coolant therein. As another non-limiting example, the second fluid source 80″ is a fluid reservoir containing a phase change material coolant such as CryoSolplus, for example, therein. As yet another non-limiting example, the second fluid source 80″ is an external thermal energy exchanger (e.g. a shell and tube heat exchanger, a chiller, etc.) in fluid communication with at least one other system 90″ of the vehicle via a conduit 92″. It is understood that the external thermal energy exchanger may include a phase change material disposed therein if desired.

As shown, the heater core 28″ is in fluid communication with a third fluid source 94″ via a conduit 96″. The heater core 28″ is configured to receive a flow of a third fluid from the third fluid source 94″ therein. The third fluid source 94″ can be any conventional source of heated fluid such as the fuel-powered engine or a battery system of the vehicle, for example, and the third fluid can be any conventional fluid such as a phase change material, a coolant, or a phase change material coolant, for example. A valve 98″ can be disposed in the conduit 96″ to selectively militate against the flow of the third fluid therethrough. The heater core 28″ is configured to facilitate a release of thermal energy from the third fluid to heat the air flowing therethrough when the fuel-powered engine of the vehicle is in operation.

In operation, the HVAC system 10″ conditions air by heating or cooling the air, and providing the conditioned air to the passenger compartment of the vehicle. Air from the supply of air is received in housing 14″ and flows through the module 12″.

In a cooling mode or an engine-off cooling mode of the HVAC system 10″, the blend door 34″ is positioned in one of a first position permitting air from the evaporator core 24″ and the thermal energy exchanger 144 to only flow into the first passage 30″, a second position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to only flow into the second passage 32″, and an intermediate position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to flow through both the first passage 30″ and the second passage 32″. In a heating mode or an engine-off heating mode of the HVAC system 10″, the blend door 34″ is positioned either in the second position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to only flow into the second passage 32″ and through the heater core 28″ or in the intermediate position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to flow through the first passage 30″ and the second passage 32″ and through the heater core 28″. In an internal thermal energy exchanger charge mode or a recirculation heating mode of the HVAC system 10″, the blend door 34″ is positioned in one of the first position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to only flow into the first passage 30″, the second position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to only flow into the second passage 32″, and the intermediate position permitting the air from the evaporator core 24″ and the thermal energy exchanger 144 to flow through both the first passage 30″ and/or the second passage 32″.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10″ is in the cooling mode or the internal thermal energy exchanger charge mode, the first fluid from the first fluid source 70″ circulates through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. Additionally, the second fluid from the second fluid source 80″ circulates through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, the air from the inlet section 16″ flows into the evaporator core 24″ where the air is cooled to a desired temperature by a transfer of thermal energy from the air to the first fluid from the first fluid source 70″. The conditioned air then flows from the evaporator core 24″ to the internal thermal energy exchanger 144. As the conditioned air flows through the internal thermal energy exchanger 144, the conditioned air absorbs thermal energy from the second fluid. The transfer of thermal energy from the second fluid to the conditioned air cools the second fluid, and thereby the phase change material, the coolant, the phase change material coolant, or any combination thereof in the second fluid source 80″. The conditioned air then exits the internal thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″.

In other certain embodiments, when the fuel-powered engine of the vehicle is in operation and the HVAC system 10″ is operating in the cooling mode, the first fluid from the first fluid source 70″ circulates through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. However, the pump 84″ of the second fluid source 80″ is not in operation or the valve 86″ is closed to militate against the circulation of the second fluid from the second fluid source 80″ through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, the air from the inlet section 16″ flows into the evaporator core 24″ where the air is cooled to a desired temperature by a transfer of thermal energy from the air to the first fluid from the first fluid source 70″. The conditioned air then flows from the evaporator core 24″ to the internal thermal energy exchanger 144. As the conditioned air flows through the internal thermal energy exchanger 144, the temperature of the conditioned air is relatively unaffected. The conditioned air then exits the internal thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″.

When the fuel-powered engine of the vehicle is not in operation and the HVAC system 10″ is in the engine-off cooling mode, the first fluid from the first fluid source 70″ does not circulate through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. However, the pump 84″ causes the second fluid from the second fluid source 80″ to circulate through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, the air from the inlet section 16″ flows through the evaporator core 24″ where a temperature of the air is relatively unaffected. The air then flows from the evaporator core 24″ to the internal thermal energy exchanger 144. As the air flows through the internal thermal energy exchanger 144, the air is cooled to a desired temperature by a transfer of thermal energy from the air to the second fluid from the second fluid source 80″. The conditioned air then exits the thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10″ is in the heating mode, the first fluid from the first fluid source 70″ does not circulate through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. Similarly, the pump 84″ of the second fluid source 80″ is not in operation or the valve 86″ is closed to militate against the circulation of the second fluid from the second fluid source 80″ through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, the air from the inlet section 16″ flows through the evaporator core 24″ and the internal thermal energy exchanger 144 where a temperature of the air is relatively unaffected. The unconditioned air then exits the evaporator 24″ and the internal thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″ through the heater core 28″ to be heated to a desired temperature.

In other certain embodiments, when the fuel-powered engine of the vehicle is in operation and the HVAC system 10″ is in the heating mode or the fuel-powered engine of the vehicle is not in operation and the HVAC system 10″ is in the engine-off heating mode, the first fluid from the first fluid source 70″ does not circulate through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. However, the pump 84″ causes the second fluid from the second fluid source 80″ to circulate through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, the air from the inlet section 16″ flows through the evaporator core 24″ where a temperature of the air is relatively unaffected. The air then flows from the evaporator core 24″ to the internal thermal energy exchanger 144. As the air flows through the internal thermal energy exchanger 144, the air is heated to a desired temperature by a transfer of thermal energy from the second fluid from the second fluid source 80″ to the air flowing through the internal thermal energy exchanger 144. The conditioned air then exits the internal thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″ through the heater core 28″ to be further heated to a desired temperature.

When the fuel-powered engine of the vehicle is in operation and the HVAC system 10″ is in the recirculation heating mode or the internal thermal energy exchanger charge mode, the first fluid from the first fluid source 70″ does not circulate through the conduit 72″ to the layers 40″, 42″, 44″ of the evaporator core 24″. However, the pump 84″ causes the second fluid from the second fluid source 80″ to circulate through the conduit 82″ to the internal thermal energy exchanger 144. Accordingly, a re-circulated air from a passenger compartment of the vehicle flow through the inlet section 16″ and into the evaporator core 24″ where a temperature of the air is relatively unaffected. The re-circulated air then flows from the evaporator core 24″ to the internal thermal energy exchanger 144. As the air flows through the internal thermal energy exchanger 144, the re-circulated air transfers thermal energy to the second fluid. The transfer of thermal energy from the re-circulated air to the second fluid heats the second fluid, and thereby the phase change material, the coolant, the phase change material coolant, or any combination thereof in the second fluid source 80″. The re-circulated air then exits the internal thermal energy exchanger 144 and is selectively permitted by the blend door 34″ to flow through the first passage 30″ and/or the second passage 32″.

From the foregoing description, one ordinarily skilled in the art can easily ascertain the essential characteristics of this invention and, without departing from the spirit and scope thereof, can make various changes and modifications to the invention to adapt it to various usages and conditions.

THERMAL STORAGE EVAPORATOR AND SYSTEM

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