Claims:We claim:
1. A heating, ventilation, and air conditioning (HVAC) system (100) for a vehicle, the system (100) comprising:
a forced induction unit (101) of the vehicle, configured to compress air;
an intercooler (103), in fluid communication with the forced induction unit (101), wherein the intercooler (103) is configured to lower a temperature of the compressed air received from the forced induction unit (101);
a turbine (106), fluidly connected to the intercooler (103), wherein the compressed air from the intercooler (103) is configured to drive the turbine (106), and wherein, the compressed air is configured to expand in the turbine (106) such that, temperature of the air exiting the turbine (106) is further lowered; and
a cabin heat exchanger (109), fluidly coupled to the turbine (106), wherein the expanded air from the turbine (106) interacts with the air supplied by a blower (110) of the HVAC system (100) to regulate temperature of the air supplied by the blower (110).

2. The system (100) as claimed in claim 1, comprises a first directional control valve (112), connected between the forced induction unit (101) and the intercooler (103), wherein the first directional control valve (112) is configured to regulate direction of flow of the compressed air from the forced induction unit (101).

3. The system (100) as claimed in claim 2, wherein the first directional control valve (112) is configured to selectively direct the compressed air from the forced induction unit (101) to at least one of the intercooler (103) and the turbine (106).

4. The system (100) as claimed in claim 1, comprises a second directional control valve (113), connected between the intercooler (103) and the turbine (106), wherein the second directional control valve (113) is configured to direct the compressed air from the intercooler (103) to at least one of the turbine (106) and an intake manifold of an engine (107) of the vehicle.

5. The system (100) as claimed in claim 1, comprises an electronic control unit (ECU) (108) communicatively coupled to and selectively operate the first and second directional control valves (112, 113), based on input signals received by the HVAC system (100).

6. The system (100) as claimed in claim 5, wherein the ECU (108) is configured to regulate operation of a waste gate valve (118) of the forced induction unit (101), and wherein operation of the waste gate valve (118) is regulated based on requirements of the compressed air by at least one of the engine (107) and the turbine (106).

7. The system (100) as claimed in claim 5, comprises a first compressor (102) in fluid communication with an outlet of the forced induction unit (101) and operatively coupled to the ECU (108), wherein the ECU (108) is configured to selectively operate the first compressor (102) based on input signals from the HVAC system (100).

8. The system (100) as claimed in claim 1, comprises a second compressor (104) coupled to the turbine (106) and is disposed in fluid communication between the intercooler (103) and the turbine (106), to pressurize the compressed air from the intercooler (103).

9. The system (100) as claimed in claim 1, comprises an auxiliary heat exchanger (105) in fluid communication with the second compressor (104) and the turbine (106), wherein the auxiliary heat exchanger (105) is configured to exchange heat of the compressed air entering the turbine (106) with the expanded air leaving the cabin heat exchanger (109).

10. The system (100) as claimed in claim 1, comprises a generator (116) coupled to the turbine (106), to charge an electrical battery (117) associated with the vehicle, based on operation of the turbine (106).

11. A method (400) for operating a heating, ventilation, and air conditioning (HVAC) system (100) of a vehicle, the method (400) comprising:
receiving, by an electronic control unit (ECU) (108), a trigger signal to operate the HVAC system (100) of the vehicle;
operating, by the ECU (108), a second directional control valve (113) to route compressed air received from a forced induction unit (101) and an intercooler (103) to a turbine (106), on receiving input signals by the HVAC system (100);
wherein the turbine (106) is fluidly connected to the intercooler (103) through the second directional control valve (113), wherein the intercooler (103) is configured to lower a temperature of the compressed air, and wherein the compressed air expands in the turbine (106) such that, temperature of the air exiting the turbine (106) is further lowered; and
operating, by the ECU (108), a blower (110) of the HVAC system (100) to supply air to a cabin heat exchanger (109),
wherein the cabin heat exchanger (109) is fluidly coupled to the turbine (106), and wherein the expanded air from the turbine (106) interacts with the air supplied by the blower (110), to regulate temperature of the air supplied by the blower (110).

12. The method as claimed in claim 11, wherein the ECU (108) is configured to operate the second directional control valve (113) to selectively route the compressed air from the intercooler (103) to at least one of the turbine (106) and an intake manifold of an engine (107) of the vehicle.

13. The method as claimed in claim 11, wherein the ECU (108) is configured to regulate operation of a first directional control valve (112) connected between the forced induction unit (101) and the intercooler (103), and wherein the first directional control valve (112) is configured to regulate direction of flow of the compressed air from the forced induction unit (101).

14. The method as claimed in claim 13, wherein the first directional control valve (112) is configured to selectively direct the compressed air from the forced induction unit (101) to at least one of the intercooler (103) and the turbine (106).

15. The method as claimed in claim 11, wherein the ECU (108) is configured to regulate operation of a waste gate valve (118) of the forced induction unit (101), and wherein operation of the waste gate valve (118) is regulated based on requirements of the compressed air by at least one of the engine (107) and the turbine (106).

16. The method as claimed in claim 11, wherein the ECU (108) is configured to regulate operation of a first compressor (102) in fluid communication with an outlet of the forced induction unit (101), based on input signals from the HVAC system (100).

17. The method as claimed in claim 11, wherein the ECU (108) is configured to regulate operation of a second compressor (104) coupled to the turbine (106) and disposed in fluid communication between the intercooler (103) and the turbine (106), wherein the second compressor (104) is configured to pressurize the compressed air from the intercooler (103).
, Description:TECHNICAL FIELD

The present disclosure, in general, relates to the field of automobile engineering. Particularly, but not exclusively, the present disclosure relates toa heating, ventilation, and air conditioning (HVAC)system of automotive vehicles. Further, embodiments of the present disclosure relate to a HVAC system and a method for operating the HVAC system for regulating temperature of a cabin in the vehicle.

BACKGROUND OF THE DISCLOSURE

Generally, vehicles such as, but not limited to, passenger vehicles and commercial vehicles, are provided with an air conditioning unit or Heating Ventilation and Air Conditioning (HVAC) unit for regulating temperature of at least one of a passenger cabin and a driver cabin in the vehicle, as per requirement. Conventionally, the HVAC unit or system may include a compressor for supplying a coolant under pressurized conditions, where the coolant may be configured to interact and exchange heat with air circulating through the cabin of the vehicle for regulating temperature thereabout. The conventional HVAC unit may also include a condenser to reduce temperature of the coolant, an accumulator to store and control quantity of the coolant being supplied to an evaporator where such coolant may dissipate heat, and an expansion valve for regulating pressure drop in cooling circuit of the HVAC unit. In conventional systems, the compressor of the HVAC unit may be either directly coupled or be coupled through auxiliary means to an engine of the vehicle, such that the compressor may be mechanically driven for pressurizing the coolant and initiate circulation of said coolant within the cabin to regulate temperature therein.

In general, coolants such as, refrigerant R12 (dichlorodifluoromethane), also known as Freon 12, have been employed in the HVAC units of the vehicles. However, such refrigerant R12causes harm to environment and may include characteristics such as Ozone depletion potential (ODP) of 0.82 (with reference to ODP of trichlorofluoromethane (R-11 or CFC-11) being fixed at an ODP of 1.0) and a global warming potential of 10,900 (with reference to the GWP of same mass of carbon dioxide (CO2) being 1.0), which are properties that lead to degradation in quality of environment. Such high ODP and GWP of R12 has led to its abandonment in automotive air conditioning systems and has been replaced with refrigerants such as R-134a, R-401a, R-401b. At present, most automobiles, particularly, most passenger vehicles on the road, have been configured to use R-134a as the refrigerant, that has nil ODP. Though R-134ahas nil ODP, it possesses a GWP of 1,430 and is hence, environmentally harmful. As a consequence, in present times, R-134a is being replaced with refrigerant R1234yf. Particularly, the refrigerant R1234yf has a GWP of just 4 and can be used directly or with minor modifications, instead of R134a, in automotive air conditioning systems. Nonetheless, the refrigerant R1234yf is expensive in comparison with R134a (costs almost 10 times higher) and mildly flammable, thus, requiring special handling.

Further, conventional HVAC units used in automobiles are typically complex in construction, owing to presence of accumulators and expansion valves, and are prone to leakage problems. In addition, currently used automobile HVAC units are coupled to engine of the vehicle and the compressor of the HVAC unit is driven by crankshaft of the engine. Such an arrangement may have some impact on fuel efficiency of the vehicle and may reduce drive torque delivered to drive wheels of the vehicle by the engine, leading to an increase in cost of vehicle ownership. Furthermore, noise and vibrations produced by the compressor of the HVAC unit may result in compromise of vehicle performance and passenger comfort. In view of the above, it may be concluded that there exists a need for improved systems and methods for air conditioning of cabins in automobiles.

The present disclosure is directed to overcome one or more limitations stated above.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the prior art are overcome by a system and a method as claimed and additional advantages are provided through the system and the method as claimed in the present disclosure. Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In one non-limiting embodiment of the disclosure, a heating, ventilation, and air conditioning (HVAC) system for a vehicle, is disclosed. The system includes a forced induction unit configured to compress air. An intercooler is disposed in fluid communication with the forced induction unit, and the intercooler is configured to lower a temperature of the compressed air received from the forced induction unit. Further, a turbine is fluidly connected to the intercooler, such that the compressed air from the intercooler is configured to drive the turbine. The compressed air is configured to expand in the turbine such that the temperature of the air exiting the turbine is further lowered. Further, a cabin heat exchanger is fluidly coupled to the turbine, in which the expanded air from the turbine interacts with the air supplied by a blower of the HVAC system to regulate temperature of the air supplied by the blower.

In an embodiment, the system includes a first directional control valve connected between the forced induction unit and the intercooler. The first directional control valve is configured to regulate direction of flow of the compressed air from the forced induction unit.

In an embodiment, the first directional control valve is configured to selectively direct the compressed air from the forced induction unit to at least one of the intercooler and the turbine.

In an embodiment, the system includes a second directional control valve connected between the intercooler and the turbine. The second directional control valve is configured to direct the compressed air from the intercooler to at least one of the turbine and an intake manifold of an engine of the vehicle.

In an embodiment, the system includes an electronic control unit (ECU) communicatively coupled to the first and second directional control valves. The electronic control unit (ECU) is configured to selectively operate the first and second directional control valves, based on input signals received by the HVAC system.

In an embodiment, the ECU is configured to regulate operation of a waste gate valve of the forced induction unit. The operation of the waste gate valve is regulated based on requirements of the compressed air by at least one of the engine and the turbine.

In an embodiment, the system includes a first compressor in fluid communication with an outlet of the forced induction unit. The first compressor is operatively coupled to the ECU, and the ECU is configured to selectively operate the first compressor based on input signals from the HVAC system.

In an embodiment, the system includes a second compressor coupled to the turbine. The second compressor is disposed in fluid communication between the intercooler and the turbine, to pressurize the compressed air from the intercooler.

In an embodiment, the system includes an auxiliary heat exchanger in fluid communication with the second compressor and the turbine. The auxiliary heat exchanger is configured to exchange heat of the compressed air entering the turbine with the expanded air leaving the cabin heat exchanger.

In an embodiment, the system includes a generator coupled to the turbine, to charge an electrical battery associated with the vehicle, based on operation of the turbine.

In another non-limiting embodiment of the disclosure, a method for operating a heating, ventilation, and air conditioning (HVAC) system of a vehicle, is disclosed. The method includes receiving, by an electronic control unit (ECU), a trigger signal to operate the HVAC system of the vehicle. The method further includes operating, by the ECU, a second directional control valve to route compressed air received from a forced induction unit and an intercooler to a turbine, on receiving input signals by the HVAC system. The turbine is fluidly connected to the intercooler through the second directional control valve, in which the intercooler is configured to lower a temperature of the compressed air. The compressed air expands in the turbine such that, temperature of the air exiting the turbine is further lowered. The method further includes operating, by the ECU, a blower of the HVAC system to supply air to a cabin heat exchanger. The cabin heat exchanger is fluidly coupled to the turbine, and the expanded air from the turbine interacts with the air supplied by the blower, to regulate temperature of the air supplied by the blower.

In an embodiment, the ECU is configured to regulate operation of a second compressor coupled to the turbine and disposed in fluid communication between the intercooler and the turbine. The second compressor is configured to pressurize the compressed air from the intercooler.

It is to be understood that the aspects and embodiments of the disclosure described above may be used in any combination with each other. Several of the aspects and embodiments may be combined together to form a further embodiment of the disclosure.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWINGS

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives, and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates schematic view of a heating, ventilation, and air conditioning (HVAC) system for a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 illustrates schematic view of a heating, ventilation, and air conditioning (HVAC) system for a vehicle, in accordance with another embodiment of the present disclosure.

Figure 3 illustrates schematic view of a heating, ventilation, and air conditioning (HVAC) system for a vehicle, in accordance with yet another embodiment of the present disclosure.

Figure 4 is a flow chart of a method for operating a heating, ventilation, and air conditioning (HVAC) system of a vehicle, in accordance with an embodiment of the present disclosure.

The figures depict embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of the system and the method illustrated herein may be employed without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

While the embodiments in the disclosure are subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the figures and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternative falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof used in the disclosure, are intended to cover a non-exclusive inclusion, such that a device, assembly, mechanism, system, method that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such system, or assembly, or device. In other words, one or more elements in a system proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or mechanism.

Embodiments of the present disclosure disclose a heating, ventilation, and air conditioning (HVAC) system for a vehicle. The system includes a forced induction unit configured to compress air, where the forced induction unit may be at least one of a turbocharger, a supercharger and a compressor which is configured to produce and deliver compressed air. An intercooler is disposed in fluid communication with the forced induction unit. The intercooler is configured to lower a temperature of the compressed air, which is received from the forced induction unit. Further, a turbine is fluidly connected to the intercooler, such that the compressed air from the intercooler is configured to drive the turbine. The compressed air is configured to expand in the turbine such that, temperature of air exiting the turbine is further lowered. The system further includes a cabin heat exchanger, that is fluidly coupled to the turbine, in which the expanded air from the turbine interacts with the air supplied by a blower of the HVAC system. The interaction, particularly heat exchanging, between the expanded air and the air supplied by the blower, is configured to regulate temperature of the air being supplied by the blower to the cabin of the vehicle for heating, ventilation and air conditioning requirements. The HVAC system of the present disclosure is configured to heat, ventilate and air condition the cabin of the vehicle, by employing air as a refrigerant, while overcoming drawbacks associated with conventional automotive air conditioning systems that use gases contributing to environmental effects such as, global warming.

The term ‘vehicle’ as used herein refers to any vehicle having a cabin, where the cabin may be an enclosed space configured to accommodate at least one of a passenger, a driver, goods, and any other substance/subject that may be carriable in the vehicle. The cabin may be equipped with the HVAC system of the present disclosure, for regulating temperature and ventilation as per requirements based on the passenger/goods being accommodated in such cabin. The term ‘regulating’ as referred herein may be performed by controlling or varying parameters of air contained in the cabin, where such parameters of the air within the cabin may include but may not be limited to, temperature, humidity, moisture content and ventilation of air within the cabin. Also, variation [that is, either increasing or decreasing] of such parameters may be within a define range, which may in-turn depend on factors including, but not limited to, state of motion of the vehicle, temperature of the surroundings of the vehicle, and any other factors on which operation of the vehicle may be dependent.

The disclosure is described in the following paragraphs with reference to figures 1to 4. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the system and the method as disclosed in the present disclosure maybe used in any vehicle including but not liming to passenger cars, public transport vehicles, goods transportation vehicles or any other vehicle requiring an air conditioning or a HVAC system.

Figure 1is an exemplary embodiment of the present disclosure which illustrates a schematic view of a heating, ventilation, and air conditioning (HVAC) system (100) for a vehicle. The HVAC system (100) is configured to heat, ventilate, and regulate temperature of the cabin (111) of the vehicle [not shown in the figures]. Operation of the HVAC system (100)to heat, ventilate and regulate temperature of the cabin (111) may be initiated upon receiving an input or a trigger signal from an operator or a passenger of the vehicle. The input or a trigger signal may be generated and transmitted either manually or electronically [either via a wireless communication module or automatically based on various sensors associated with the vehicle]. The system (100) of the present disclosure makes use of an existing forced induction unit (101) of the vehicle for its operation. In some embodiments, the forced induction unit (101) may be separately employed and configured to operate the system (100). The forced induction unit (101) may be configured to produce and deliver compressed air, upon operation of the HVAC system (100). The forced induction unit (101) is configured to draw air from surrounding atmosphere (114) or an ambient air source (114). In the embodiment, the forced induction unit (101) is a turbocharger which is fluidly coupled to an engine (107) of the vehicle, where the turbocharger is driven by flow of exhaust gases from the engine. In an embodiment, the forced induction unit (101) may be a supercharger that may be driven by an electrical actuator or by the engine (107) of the vehicle. In the embodiment, the supercharger may be electrically driven by coupling the supercharger to an electrical battery of the vehicle. The forced induction unit (101) may also be a compressor, that may be either directly or indirectly driven by the engine (107) of the vehicle. In an embodiment, the compressor may be a radial flow compressor. The forced induction unit (101) in the HVAC system (100) is configured to compress air and deliver the compressed air at a required pressure, for operation of the HVAC system (100).

The system (100) further includes an intercooler (103) disposed in fluid communication with the forced induction unit (101). The intercooler (103) is configured to lower temperature of the compressed air received from the forced induction unit (101). In the illustrative embodiment, the intercooler (103) may be at least one of an air-to-air type intercooler that uses surrounding air as a heat transfer agent, an air-to-water type intercooler that uses water as the heat transfer agent and/or a combination thereof. In a further embodiment, the intercooler (103) may be a front mounted intercoolers (FMIC), top mounted intercoolers (TMIC) and hybrid mount intercoolers (HMIC). The size, shape, and design of the intercooler (103) may be chosen based on at least one of a performance and space requirements in the vehicle. In an embodiment, temperature of the compressed air entering the intercooler (103) may be in a range of 50 degrees Celsius (°C) to 100 °C, while it may also be in the range of 70 °C to 100 °C. In the illustrative embodiment, the temperature of the cooled air exiting the intercooler may be in a range of 30 °C to 50 °C, while it may also be in the range of 25 °C to 45 °C, depending upon the temperature of the compressed air flowing from the forced induction unit (101) to the intercooler (103).

Further, the system (100) includes a turbine (106) fluidly connected to the intercooler (103). The compressed air, flowing from the intercooler (103) to the turbine (106), is configured to drive the turbine (106). The compressed air is configured to expand on driving the turbine (106) such that, temperature of the expanded air exiting the turbine (106) is further lowered [that is, temperature of the air after driving the turbine (106) is substantially lower than the air from the forced induction unit (101)]. In the illustrative embodiment, the temperature of the expanded air exiting the turbine (106) may be in a range of -5 °C to 20 °C, while it may also be in the range of -5 °C to 10 °C, during operation of the system (100) for cooling of the cabin (111). Further, in the illustrative embodiment, the temperature of the expanded air exiting the turbine (106) may be in a range of 5 °C to 10 °C or may be 10 °C, depending upon the temperature of the compressed air flowing from the intercooler (103) to the turbine (106). Further, in the illustrative embodiment, the temperature of the expanded air exiting the turbine (106) may be in a range of 40 °C to 60 °C or may be in a range of 40 °C to 55 °C, during operation of the system (100) for heating of the cabin (111).

In an embodiment, the turbine (106) may be controlled by a wastegate. The turbine (106) may also be a variable geometry turbine, in which the ECU (108), may be configured to regulate vane angles of the turbine (106) rather than controlling the wastegate, to control air flow over turbine blades. The turbine (106) may also be a bladeless turbine (also known as Tesla turbine), based on configuration required and mode of control of such turbine (106) by the ECU (108).

The system (100) also includes a cabin heat exchanger (109) fluidly coupled to the turbine (106), where the expanded air from the turbine (106) is supplied to the cabin heat exchanger (109). The expanded air from the turbine (106) interacts with air supplied by a blower (110) of the HVAC system (100), in the cabin heat exchanger (109). Such interaction between the expanded air from the turbine (106) and the air supplied by the blower (110) may result in regulation of temperature of the air supplied by the blower (110) to the cabin (111), based on the temperature of the expanded air from the turbine (106).

In an embodiment, the system (100) includes a first directional control valve (112), connected between the forced induction unit (101) and the intercooler (103). The first directional control valve (112) is configured to regulate direction of flow of the compressed air from the forced induction unit (101). The first directional control valve (112) is configured to selectively direct the compressed air from the forced induction unit (101) to at least one of the intercooler (103) and the turbine (106), based on the engine (107) throttle and the HVAC system (100) requirements. In the embodiment, the first directional control valve (112) may route the compressed air directly to the turbine (106), bypassing the intercooler (103), whenever the cabin (111) temperature needs to be increased i.e. the cabin (111) is required to be heated. In the embodiment, the first directional control valve (112) may be a three-way valve that may be configured to selectively route the compressed air from the forced induction unit (101) to the intercooler (103) and/or the turbine (106) of the system (100). For example, when the cabin (111) may be required to be heated [that is, temperature of the cabin (111) may be required to be increased], then the compressed air from the forced induction unit (101) may be directly routed to the turbine (106), in order to suitably interact with the air from the cabin heat exchanger (109). Contrarily, when the cabin (111) is required to be cooled, then the compressed air from the forced induction unit (101) is routed to the turbine (106) via the intercooler (103). The intercooler (103) is configured to further lower the temperature of the compressed air, whereby after driving the turbine (106) the compressed air may interact with the air from the cabin (111) in the cabin heat exchanger (109) to lower temperature of such air and in-turn that in the cabin (111).

In an embodiment, the system (100) includes a second directional control valve (113), connected between the intercooler (103) and the turbine (106). The second directional control valve (113) is configured to direct the compressed air from the intercooler (103) to at least one of or both of the turbine (106) and an intake manifold of the engine (107) of the vehicle. In the embodiment, the second directional control valve (113) may route the compressed air to intake manifold of the engine (107) only, without supplying the compressed air to the turbine (106), during lack of demand for air conditioning requirements in the cabin (111). In the illustrative embodiment, the second directional control valve (113) is fluidly connected to a second compressor (104). The second directional control valve (113) may be configured to direct the compressed air from the intercooler (103) to the second compressor (104), without directly supplying the compressed air to the turbine (106). The first directional control valve (112) and the second directional control valve (113) make the system (100) robust in terms of operational requirements and facilitate in quick routing of air, when the system (100) needs to be operated in certain modes. For example, when the cabin (111) requires heating, the first directional control valve (112) routes the compressed air from the forced induction unit (101) directly to the turbine (106). Whereas, during lack of demand for air conditioning requirements in the cabin (111), the second directional control valve (113) routes the compressed air to intake manifold of the engine (107) only, without supplying the compressed air to the turbine (106).

In an embodiment, the system (100) includes an electronic control unit [hereinafter referred to as ECU] (108) communicatively coupled to the first and second directional control valves (112, 113), and cabin conditioning module in the vehicle. The ECU (108) is configured to selectively operate the first and second directional control valves (112, 113), based on input signals received by the HVAC system (100) through the cabin conditioning module [not shown]. The ECU (108) may be configured to receive an input or a trigger signal from the user or passenger to execute operations that are necessary to perform temperature regulation in the cabin (111) of the vehicle.

In an embodiment, the ECU (108) may be configured to regulate operation of a waste gate valve (118) of the forced induction unit (101), where the waste gate valve (118) is configured to limit pressure of the compressed air being supplied by the forced induction unit (101). The waste gate valve (118) is configured to vent or discharge at least a portion of the compressed air from the forced induction unit (101) to the atmosphere (114), when pressure of the compressed air may exceed a predetermined pressure limit set at the waste gate valve (118). In the embodiment, operation of the waste gate valve (118) is regulated based on requirement for the compressed air from the HVAC system (100).

In an embodiment, the system (100) includes a first compressor (102) in fluid communication with an outlet of the forced induction unit (101) via the first directional control valve (112). The first compressor (102) may be operatively coupled to the ECU (108), to selectively operate the first compressor (102) on receiving the input signals for operating the HVAC system (100). The first compressor (102) may be operated when the compressed air from the forced induction unit (101) may possess pressure below a predefined pressure limit for suitably driving operations in the HVAC system (100). The first compressor (102) is configured to further pressurize the compressed air from the forced induction unit (101) such that, pressure of the compressed air may either be substantially equal or be greater than the predefined pressure set for suitably operating the HVAC system (100). In the embodiment, the first compressor (102) may be operated to increase the efficiency of at least one of the turbine (106), the engine (107) and the entire HVAC system (100). In another embodiment, the first compressor (102) may be an independent or a standalone unit configured to further pressurize the compressed air from the forced induction unit (101). In an embodiment, the first compressor (102) may be an air compressor used in the HVAC system (100) of passenger vehicles, known in the art.

In an embodiment, the system (100) includes the second compressor (104) coupled to the turbine (106). The second compressor (104) may be disposed in fluid communication between the intercooler (103) and the turbine (106), while being coupled to the second directional control valve (113) to receive the compressed air from the intercooler (103). The second compressor (104) may be configured to pressurize the compressed air from the intercooler (103) and deliver the pressurized air to drive the turbine (106). In an embodiment, the second compressor (104) is driven by the expansion of compressed air in the turbine (106). In the embodiment, the system (100) may include an auxiliary heat exchanger (105) disposed in fluid communication with the second compressor (104) and the turbine (106). The auxiliary heat exchanger (105) may be configured to exchange heat of the compressed air entering the turbine (106) with the expanded air leaving the cabin heat exchanger (109). Further, the air exiting the auxiliary heat exchanger (105) may be vented to surrounding atmosphere (115). In an embodiment, the air exiting the auxiliary heat exchanger (105) may be utilized to cool at least one of a cool a radiator of the vehicle, a glove compartment in a dashboard of the vehicle, a food/beverage storage compartment in cabin (111) the vehicle and the like. The second compressor (104) and the auxiliary heat exchanger (105) may be operated when the intercooler (103), the turbine (106) and the cabin heat exchanger (109), either alone or in combination, provide insufficient air conditioning, which may be lower in comparison with a predetermined air conditioning requirement, of the cabin (111) of the vehicle. In another embodiment, the second compressor (104) and the auxiliary heat exchanger (105) may be operated to improve and/or complement efficiency of at least one of the intercooler (103), the turbine (106), the cabin heat exchanger (109) and the HVAC system (100). In the illustrative embodiment, the system (100) may include a generator (116) that may coupled to the turbine (106), where the generator (116) may be configured to charge an electrical battery (117) associated with the vehicle, based on operation of the turbine (106).

Operation of the heating, ventilation, and air conditioning (HVAC) system (100) for the vehicle is described with reference to figure 1. The operation of the system (100) begins with receipt of a trigger signal by the ECU (108), to initiate regulation of temperature of the cabin (111) of the vehicle. Upon receipt of the trigger signal, the ECU (108) may be configured to actuate the first directional control valve (112), for routing at least a portion of the compressed air from the forced induction unit (101) to the intercooler (103), for regulating temperature of the cabin (111) in the vehicle. The forced induction unit (101) produces and delivers compressed air to the intercooler (103) through the first directional control valve (112). The first compressor (102) may be operated when the compressed air from the forced induction unit (101) possesses pressure below a predefined pressure limit for suitably driving operations in the HVAC system (100). The first directional control valve (112) connected to the forced induction unit (101) directs the compressed air from the forced induction unit (101), and selectively from the first compressor (102), to the intercooler (103). The intercooler (103) may lower a temperature of the compressed air received from the forced induction unit (101). The second directional control valve (113) may direct the compressed air from the intercooler (103) to the intake manifold of the engine (107) and the second compressor (104). The second compressor (104) may pressurize the compressed air flowing from the intercooler (103). The auxiliary heat exchanger (105) may facilitate exchange of heat between the compressed air entering the turbine (106) and the expanded air leaving the cabin heat exchanger (109). The second directional control valve (113) may also direct the compressed air from the intercooler (103) to the turbine (106) directly, bypassing the second compressor (104) and the auxiliary heat exchanger (105). The compressed air, flowing from the intercooler (103) or the auxiliary heat exchanger (105) to the turbine (106), may expand and drive the turbine (106) such that, the temperature of the expanded air exiting the turbine (106) is further lowered. In the cabin heat exchanger (109), the expanded air from the turbine (106) may interact with air supplied by the blower (110), resulting in a heat exchange therebetween. Subsequently, the air supplied by the blower (110) may be routed to the cabin (111) of the vehicle for heating, ventilation, and air conditioning requirements of the cabin (111). The expanded air exiting the auxiliary heat exchanger (105) may be vented to surrounding atmosphere (115). Further, the generator (116) coupled to the turbine (106), may be configured to charge the electrical battery (117) associated with the vehicle.

Figure 2 is an exemplary embodiment of the present disclosure which illustrates a schematic view of another embodiment of a heating, ventilation, and air conditioning (HVAC) system (200) for a vehicle. In a manner similar to the operation of the system (100), operation of the system (200) begins with receipt of a trigger signal by the ECU (108), to initiate regulation of temperature of the cabin (111) of the vehicle. Upon receipt of the trigger signal, the ECU (108) may be configured to actuate the first directional control valve (112), for routing at least a portion of the compressed air from the forced induction unit (101) to the intercooler (103), for regulating temperature of the cabin (111) in the vehicle. The forced induction unit (101) produces and delivers compressed air to the intercooler (103) through the first directional control valve (112). The first compressor (102) may be operated when the compressed air from the forced induction unit (101) possesses pressure below a predefined pressure limit for suitably driving operations in the HVAC system (100) and supplying sufficient air to engine (107). The first directional control valve (112) may direct the compressed air from the forced induction unit (101)and, selectively from the first compressor (102), to the intercooler (103). The intercooler (103) may lower a temperature of the compressed air received from the forced induction unit (101) and the first compressor (102). The second directional control valve (113) may direct the compressed air from the intercooler (103) to the intake manifold of the engine (107) and to the turbine (106). The compressed air, flowing from the intercooler (103) to the turbine (106), may expand and drive the turbine (106) such that, the temperature of the expanded air exiting the turbine (106) is further lowered. In the cabin heat exchanger (109), the expanded air from the turbine (106) may interact with air supplied by the blower (110), resulting in a heat exchange therebetween. Subsequently, the air supplied by the blower (110) may be routed to the cabin (111) of the vehicle for heating, ventilation, and air conditioning requirements of the cabin (111). The expanded air exiting the cabin heat exchanger (109) may be vented to surrounding atmosphere (115). Further, the generator (116) coupled to the turbine (106) may be configured to charge the electrical battery (117) associated with the vehicle.

Figure 3 is an exemplary embodiment of the present disclosure which illustrates a schematic view of yet another embodiment of a heating, ventilation, and air conditioning (HVAC) system (300) for a vehicle. In a manner similar to the operation of the system (200), the operation of the system (300) begins with receipt of a trigger signal by the ECU (108), to initiate regulation of temperature of the cabin (111) of the vehicle. Upon receipt of the trigger signal, the ECU (108) may be configured to actuate the first directional control valve (112), for routing at least a portion of the compressed air from the forced induction unit (101) to the intercooler (103), for regulating temperature of the cabin (111) in the vehicle. The forced induction unit (101) produces and delivers compressed air to the intercooler (103) through the first directional control valve (112). The first directional control valve (112) may direct the compressed air from the forced induction unit (101) to the intercooler (103). Alternatively, the first directional control valve (112) may selectively direct the compressed air from the forced induction unit (101) to the turbine (106) directly, bypassing the intercooler (103), whenever the cabin (111) temperature needs to be increased i.e. the cabin (111) is required to be heated. The intercooler (103) may lower a temperature of the compressed air received from the forced induction unit (101). The second directional control valve (113) may direct the compressed air from the intercooler (103) to the intake manifold of the engine (107) and to the turbine (106). The compressed air, flowing from the intercooler (103) to the turbine (106), may expand and drive the turbine (106) such that, the temperature of the expanded air exiting the turbine (106) is further lowered. In the cabin heat exchanger (109), the expanded air from the turbine (106) may interact with air supplied by the blower (110), resulting in a heat exchange therebetween. Subsequently, the air supplied by the blower (110) may be routed to the cabin (111) of the vehicle for heating, ventilation, and air conditioning requirements of the cabin (111). The air exiting the cabin heat exchanger (109) may be vented to surrounding atmosphere (115). Further, the generator (116) coupled to the turbine (106) may be configured to charge the electrical battery (117) associated with the vehicle.

Figure 4is a flow chart of a method (400) for operating a heating, ventilation, and air conditioning (HVAC) system (100) of a vehicle. In an embodiment, the method may be implemented in any vehicle including, but not limited to, passenger vehicle, commercial vehicle, mobility vehicles, and the like.

The method may describe in the general context of processor executable instructions in the ECU (108). Generally, the executable instructions may include routines, programs, objects, components, data structures, procedures, units, and functions, which perform particular functions or implement particular data types.

The order in which the method is described is not intended to be construed as a limitation, and any number of the described method blocks may be combined in any order to implement the method. Additionally, individual blocks may be deleted from the methods without departing from the scope of the subject matter described herein. Furthermore, the method can be implemented in any suitable hardware, software, firmware, or combination thereof.

As depicted at block 401, the method (400) includes receiving, by an electronic control unit (ECU) (108), a trigger signal to operate the HVAC system (100) of the vehicle. The operation of the HVAC system (100), to heat, ventilate and regulate temperature of the cabin (111), may be initiated upon receiving an input or a trigger signal from an operator or a passenger of the vehicle.

As depicted at block 402, the method (400) includes operating, by the ECU (108), a second directional control valve (113) to route compressed air received from a forced induction unit (101) and an intercooler (103) to a turbine (106). The second directional control valve (113) may be operated by the ECU (108), on receiving input signals by the HVAC system (100). The turbine (106) is fluidly connected to the intercooler (103) through the second directional control valve (113). The intercooler (103) is configured to lower a temperature of the compressed air. The compressed air expands in the turbine (106) such that, temperature of the expanded air exiting the turbine (106) is further lowered.

As depicted at block 403, the method (400) further includes operating, by the ECU (108), a blower (110) of the HVAC system (100) to supply air to a cabin heat exchanger (109). The cabin heat exchanger (109) is fluidly coupled to the turbine (106). The expanded air from the turbine (106) interacts with the air supplied by the blower (110), to regulate temperature of the air supplied by the blower (110).

In an embodiment, the ECU (108) may be configured to operate the second directional control valve (113) to selectively route the compressed air from the intercooler (103) to at least one of the turbine (106) and the intake manifold of an engine (107) of the vehicle.

In an embodiment, the ECU (108) may be configured to regulate operation of the first directional control valve (112) connected between the forced induction unit (101) and the intercooler (103). The first directional control valve (112) is configured to regulate direction of flow of the compressed air from the forced induction unit (101). In the embodiment, the first directional control valve (112) is configured to selectively direct the compressed air from the forced induction unit (101) to at least one of the intercooler (103) and the turbine (106).

In an embodiment, the ECU (108) may be configured to regulate operation of the waste gate valve (118) of the forced induction unit (101). The operation of the waste gate valve (118) may be regulated based on requirements of the compressed air by at least one of the engine (107) and the turbine (106). In another embodiment, the ECU (108) may be configured to regulate operation of the first compressor (102) in fluid communication with an outlet of the forced induction unit (101), via the first directional control valve (112). The ECU (108) may be configured to regulate operation of a first compressor (102), on receiving input signals from the HVAC system (100). In yet another embodiment, the ECU (108) may be configured to regulate operation of the second compressor (104) coupled to the turbine (106) and disposed in fluid communication between the intercooler (103) and the turbine (106). The second compressor (104) may be configured to pressurize the compressed air from the intercooler (103).

In an embodiment of the disclosure, the ECU (108) may be a centralized control unit, or a dedicated control unit associated with the system (100). The ECU (108) may be implemented by any computing systems that is utilized to implement the features of the present disclosure. The ECU (108) may be comprised of a processing unit. The processing unit may comprise at least one data processor for executing program components for executing user- or system-generated requests. The processing unit may be a specialized processing unit such as integrated system (bus) controllers, memory management control units, floating point units, graphics processing units, digital signal processing units, etc. The processing unit may include a microprocessor, such as AMD Athlon, Duron or Opteron, ARM’s application, embedded or secure processors, IBM PowerPC, Intel’s Core, Itanium, Xeon, Celeron or other line of processors, etc. The processing unit may be implemented using a mainframe, distributed processor, multi-core, parallel, grid, or other architectures. Some embodiments may utilize embedded technologies like application-specific integrated circuits (ASICs), digital signal processors (DSPs), Field Programmable Gate Arrays (FPGAs), and the like.

Further, in some embodiments, the processing unit may be disposed in communication with one or more memory devices (e.g., RAM, ROM etc.) via a storage interface. The storage interface may connect to memory devices including, without limitation, memory drives, removable disc drives, etc., employing connection protocols such as serial advanced technology attachment (SATA), integrated drive electronics (IDE), IEEE-1394, universal serial bus (USB), fiber channel, small computing system interface (SCSI), etc. The memory drives may further include a drum, magnetic disc drive, magneto-optical drive, optical drive, redundant array of independent discs (RAID), solid-state memory devices, solid-state drives and the like.

In an embodiment, the system (100) enables regulating temperature in the cabin (111) of the vehicle, by using air as a refrigerant. By using air as the refrigerant, problems associated with refrigerant leakage are mitigated, thereby improving passenger safety. Further, by employing air as the refrigerant, the system (100) reduces lifecycle costs of HVAC systems and thereby reducing ownership costs of the vehicle. In addition, since atmospheric air has nil ODP and GWP, the system (100) reduces emissions, is environmentally beneficial and overcomes drawbacks associated with refrigerants used in conventional HVAC systems. Furthermore, in comparison with traditional automobile HVAC systems, the system (100) of the present disclosure decreases power consumption associated with air conditioning requirements of vehicle cabins. Additionally, the system (100) obviates need for using refrigerant pumps and thermal expansion valves for regulating pressure drop in cooling circuit of conventional HVAC systems of automobiles. Overall, in comparison with the existing automobile HVAC systems, the system (100) provides an alternative that is simple in construction, reliable in performance and affordable to maintain and operate, without compromising the fuel efficiency, passenger comfort and safety of the vehicle.

EQUIVALENTS

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.”

In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.

REFERRAL NUMERICALS
Particulars Numerical
Heat, Ventilation and Air Conditioning (HVAC) System 100
Forced Induction Unit 101
First Compressor 102
Intercooler
103
Second Compressor 104
Auxiliary Heat Exchanger 105
Turbine 106
Engine 107
Electronic Control Unit (ECU) 108
Cabin Heat Exchanger 109
Blower 110
Cabin
111
First Directional Control Valve 112
Second Directional Control Valve 113
Atmosphere or Air Source 114
Atmosphere 115
Generator 116
Electrical Battery 117
Waste Gate Valve 118
Embodiments of Heat, Ventilation and Air Conditioning (HVAC) System (100) 200, 300
Method for operating a heating, ventilation, and air conditioning (HVAC) system of a vehicle 400
Steps included in the method of operating a heating, ventilation, and air conditioning (HVAC) system of a vehicle 401-403