DESC:FIELD
The present disclosure generally relates to cooling systems in vehicles. More particularly, the present disclosure relates to thermally activated cooling systems in vehicles.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
The cooling function within heating, ventilation and air conditioning systems for vehicles has been majorly based on the vapor compression systems, thermally activated cooling systems such the vapor absorption system, the metal hydride heat pump based air conditioning system and the like have also been adapted for use in vehicle cabin air cooling. The metal hydride air conditioning system is particularly attractive for the aspect of utilization of waste heat in the exhaust gases of the engine for cooling purpose.
A metal hydride air conditioning system generally comprises two metal hydride reactor modules, one being a high temperature metal hydride reactor module having a first type of metal alloy and the other being a low temperature metal hydride reactor module having a second type of metal alloy, and each module comprising two reactors. Refrigerant fluids circulate between the reactors in the modules. A high temperature fluid receives heat from the exhaust gases and transfers the received heat with the high temperature metal hydride reactor module. A low temperature fluid receives heat from cabin air and transfers the received heat to the low temperature metal hydride reactor module.
The cost of energy to operate a heating, ventilation and air-conditioning (HVAC) system may be defined as one of the parameters of vehicle efficiency. More specifically, for any given road trip, a vehicle may have a maximum attainable fuel efficiency which may be compromised by energy costs associated with operation of the HVAC system.
The use of turbochargers for enhancing combustion efficiency has become increasingly prevalent. A turbocharger increases the density of the intake air of the engine and enhances the volumetric efficiency of the engine. For further increasing the volumetric efficiency of combustion, at least one intercooler is incorporated for mitigating the adverse effects of rise of temperature of intake air due to turbocharging on combustion characteristics.
When a conventional metal hydride air conditioning system is incorporated in a vehicle that uses a turbocharger and intercoolers, the low temperature metal hydride reactor module, which is already expected to cool the cabin air, is required to handle a higher cooling load if it is used to cool the charge air also. Such an increase in the cooling load may require compromises in cooling performance to be made, if the conventional metal hydride air conditioning system is to be used as it is.
Therefore, a thermally activated cooling system is required, which mitigates the drawbacks of the known prior art while providing for the aforementioned requirements.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide a thermally activated cooling system for a vehicle.
Yet another object of the present disclosure is to provide a thermally activated cooling system that is energy efficient.
Still another object of the present disclosure is to provide a thermally activated cooling system that saves fuel.
Yet another object of the present disclosure is to provide a thermally activated cooling system that is compact.
Still another object of the present disclosure is to provide a method for thermally activated cooling of vehicles in a system.
Other objects and advantages of the present disclosure will be more apparent from the following description when read in conjunction with the accompanying figures, which are not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure relates to a thermally activated cooling system for a vehicle. The cooling system comprises a first tank having a liquid at predetermined temperature T1, a heating unit downstream of the first tank configured to receive liquid at predetermined temperature T1 and heat the liquid to a predetermined temperature T2, higher than T1; a reactor module comprises a first reactor downstream of the heating unit and containing with a first catalyst and a first refrigerant, a second reactor containing with the first catalyst, a third reactor containing with a second catalyst, a fourth reactor containing with the second catalyst and a second refrigerant, a second tank having a liquid at predetermined temperature T3, lower than T1; a third tank having a liquid at predetermined temperature T7, the temperature T7 is higher than T3 and lower than T1; an intercooler module comprises a first intercooler downstream of the second tank and a second intercooler downstream of the second tank, at turbocharger, a cabin unit downstream of the second tank and a radiator unit. The first tank is in fluid communication with the first reactor and the heating unit, the second tank is in fluid communication with the first intercooler, the cabin unit and the fourth reactor. The third tank is in fluid communication with the radiator unit, the second intercooler, the second reactor and the third reactor.
Further, the first reactor is configured to receive the liquid at temperature T2. Thereby, it desorbs the first refrigerant from the first catalyst and discharge liquid at temperature T1; the first intercooler is configured to receive liquid at predetermined temperature T3 from the second tank and exchange heat with charge air received from exhaust of the second intercooler to discharge a cold charge air at engine inlet and obtain liquid at predetermined temperature T5, the temperature T5 higher than T3 and lower than T1; the cabin unit is configured to receive liquid at temperature T3 from the second tank to cool the air inside the cabin unit to obtain a desired preset temperature inside the cabin unit, and discharge liquid at predetermined temperature T4, the temperature T4 is higher than T3 and lower than T1; the fourth reactor is configured to receive liquid at predetermined temperature T6 by the combination of liquids received from the first intercooler at temperature T5 and the cabin unit at temperature T4, to thereby desorbs the second refrigerant from the second catalyst and obtain liquid at temperature T3. The temperature T6 is higher than T3 and lower than T1.
Furthermore, the second intercooler is configured to receive liquid at predetermined temperature T7 from the third tank and exchange heat with the charge air received from the turbo charger to obtain liquid at predetermined temperature T9, the temperature T9 is higher than T7 and lower than T1; the third reactor is configured to receive a liquid at temperature T7 from the third tank and adsorb the first refrigerant received from the first reactor, and obtain liquid at predetermined temperature T8, the temperature T8 is higher than T7 and lower than T1; and the second reactor is configured to receive liquid at predetermined temperature T10 by the combination of liquids received from the third reactor at temperature T8 and the second intercooler at temperature T9 and adsorb the second refrigerant received from the fourth reactor, and obtain a liquid at predetermined temperature T11, the temperature T11 is higher than T7 and lower than T1; and the radiator unit is configured to receive a liquid at temperature T11 from the discharge of the second reactor, and exchange heat with the ambient air to obtain a liquid at temperature T7.
The present disclosure also envisages a method for thermally activated cooling of vehicles in a system for a vehicle. The method comprising providing a first tank having the liquid at temperature T1, the second tank having a liquid at temperature T3, the third tank having a liquid at temperature T7, the heating unit, the first reactor having the first catalyst and the first refrigerant, the second reactor with the first catalyst, the third reactor having the second catalyst, the fourth reactor with the second catalyst and the second refrigerant, the first intercooler, the second intercooler, heating a liquid received from the first tank in the heating unit to a temperature T2; transferring liquid at temperature T2 to the first reactor and desorbing the first refrigerant from the first catalyst for obtaining a liquid at temperature in T1 and transferring to the first tank. Further separately, transferring a first fraction of the liquid from second tank to the first intercooler for cooling the charge air received from the exhaust of the second intercooler and obtaining liquid at temperature T5; and simultaneously, transferring a second fraction of the liquid at temperature T3 to the cabin unit for cooling the cabin unit at preset temperature and obtaining liquid at temperature T4. Combining the liquid at temperature T4 and the liquid at temperature T5 for obtaining liquid at temperature T6; transferring liquid at temperature T6 to the fourth reactor and desorbing the second refrigerant from the second catalyst for obtaining liquid at temperature T3 and transferring liquid to the second tank; separately, transferring a first fraction of liquid at temperature T7 from the third tank to the second intercooler for cooling the charge air received from the turbo charger to obtain liquid at temperature T9, and simultaneously, transferring the second fraction of liquid at temperature T7 to the third reactor for adsorbing the first refrigerant on the second catalyst for obtaining a liquid at temperature T8; combining the liquid at temperature T8 and the liquid at temperature T9 for obtaining a liquid at temperature T10 and transferring the liquid at temperature T10 to the second reactor for adsorbing the second refrigerant on the first catalyst for obtaining a liquid at temperature T11; and transferring liquid at temperature to the radiator unit for exchanging heat with the ambient air for obtaining a liquid at temperature T7, and transferring liquid to the third tank.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A thermally activated cooling system for a vehicle and a method thereof, of the present disclosure, will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates a schematic representation of a thermally activated cooling system, in accordance with an embodiment of the present disclosure; and
Figure 2 illustrates a close-up view showing the various valves of the system of Figure 1.
LIST OF REFERENCE NUMERALS USED IN DETAILED DESCRIPTION AND DRAWING
1000 Thermally activated cooling system for a vehicle
5 heating unit
10 radiator unit of thermally activated cooling
15 cabin unit
20 first intercooler
25 second intercooler
30 first reactor
32 first tank
34 first pump
40a second reactor
40b third reactor
42 third tank
44 third pump
50 fourth reactor
52 second tank
54 second pump
60a first four-way valve
60b second four-way valve
60c third four-way valve
60d fourth four-way valve
70a first two-way valve
70b second two-way valve
70c third two-way valve
70d fourth two-way valve
80 turbocharger
DETAILED DESCRIPTION
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology shall not be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, integers, steps, operations, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. The particular order of steps disclosed in the method and process of the present disclosure is not to be construed as necessarily requiring their performance as described or illustrated. It is also to be understood that additional or alternative steps may be employed.
When an element is referred to as being "mounted on," “engaged to,” "connected to," or "coupled to" another element, it may be directly on, engaged, connected or coupled to the other element. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed elements.
The terms first, second, third, etc., should not be construed to limit the scope of the present disclosure as the aforementioned terms may be only used to distinguish one element, component, region, layer or section from another component, region, layer or section. Terms such as first, second, third etc., when used herein do not imply a specific sequence or order unless clearly suggested by the present disclosure.
Terms such as “inner,” “outer,” "beneath," "below," "lower," "above," "upper," and the like, may be used in the present disclosure to describe relationships between different elements as depicted from the figures.
Typically, the conventionally conditioning system is provided with a turbocharger, intercoolers, and a reactor module, which in combination are configured to cool the cabin air, and also configured to handle a higher cooling load. Such an increase in the cooling load requires compromises in cooling performance, if the conventional conditioning system is to be used as it is.
Therefore to avoid the shortcomings of the conventional conditioning system, the present disclosure envisages a thermally activated cooling system (hereinafter referred to as ‘cooling system 1000’).
The embodiment of the present disclosure will now be described by Figure 1 and Figure 2. Referring to the Figure 1 and figure 2, the cooling system comprises a first tank 32 having a liquid at temperature T1, a heating unit 5 downstream of the first tank 32 configured to receive liquid at temperature T1 and heat the liquid to a predetermined temperature T2, a reactor module 100 comprising, a first reactor 30 downstream of the heating unit 5 and containing a first catalyst and a first refrigerant, a second reactor 40a containing the second catalyst, a third reactor 40b containing a second catalyst, a fourth reactor 50 containing the second catalyst and a second refrigerant, a second tank 52 having a liquid at predetermined temperature T3, a third tank 42 having a liquid at predetermined temperature T7, an intercooler module comprises a first intercooler 20 downstream of the second tank 52, and a second intercooler 110 downstream of the third tank 42, a turbocharger 80, a cabin unit downstream of the second tank 52 and a radiator unit 10 The first tank 32 is in fluid communication with the first reactor 30 and the heating unit 5. The second tank 52 is in fluid communication with the first intercooler 20, the cabin unit 15, and the fourth reactor 50. The third tank 42 is in fluid communication with the radiator unit 10, the second intercooler 110, the second reactor 40a and the third reactor 40b.
The cooling system 1000 for the vehicle has a high-temperature reactor module and a low temperature reactor module (hereinafter referred to as ‘HT module’ and ‘LT’ module’ respectively, for the sake of brevity). The high-temperature reactor module and the low temperature reactor module forms a high temperature circuit with the engine exhaust handling system, a medium temperature circuit with one intercooler of the intercooling system, and a low temperature circuit with the cabin air cooling system and another intercooler of the intercooling system.
The high temperature circuit comprises the high temperature first reactor 30 (hereinafter referred to as ‘first reactor 30’ of the HT module, an exhaust gas heating unit 5, the high temperature first tank 32 and a high temperature first pump 34. The medium temperature circuit comprises the high temperature ambient second reactor 40a (hereinafter referred to as ‘second reactor 40a’) of the HT module and the low temperature ambient third reactor 40b (hereinafter referred to as ‘third reactor 40b’) of the LT module, the radiator unit 10, the second intercooler 25, the medium temperature third tank 42 and a medium temperature third fluid pump 44. The low temperature circuit comprises the low temperature fourth reactor 50 (hereinafter referred to as ‘fourth reactor 50’) of the LT module, the cabin unit 15, the first intercooler 20, the low temperature second tank 52 and a low temperature second fluid pump 54.
Further, the first reactor 30 is configured to receive the liquid at predetermined temperature T2. Thereby, it desorbs the first refrigerant from the first catalyst; the first intercooler 20 is configured to receive liquid at temperature T3 from the second tank 52 and exchange heat with charge air received from exhaust of the second intercooler 25 to discharge a cold charge air at engine inlet and obtain liquid at predetermined temperature T5. The cabin unit 15 is configured to receive liquid at temperature T3 from the second tank 52 to cool the air inside the cabin unit 15 to obtain a desired preset temperature inside the cabin unit 15, and discharge liquid at predetermined temperature T4. The fourth reactor 50 is configured to receive liquid at predetermined temperature T6 by the combination of liquids received from the first intercooler 20 at temperature T5 and the cabin unit 15 at temperature T4, to thereby desorbs the second refrigerant from the second catalyst and obtain liquid at temperature T3.
Furthermore, the second intercooler 25 is configured to receive liquid at temperature T7 from the third tank 42 and exchange heat with the charge air received from the turbo charger 80 to obtain liquid at predetermined temperature T9. The third reactor 40b is configured to receive a liquid at temperature T7 from the third tank 42 and adsorb the first refrigerant received from the first reactor 30, and obtain liquid at predetermined temperature T8. The second reactor 40a is configured to receive liquid at predetermined temperature T10 by the combination of liquids received from the third reactor 40b at temperature T8 and the second intercooler 25 at temperature T9 and adsorb the second refrigerant received from the fourth reactor 50, and obtain a liquid at predetermined temperature T11. The radiator unit 10 is configured to receive a liquid at temperature T11 from the discharge of the second reactor 40a, and exchange heat with the ambient air to obtain a liquid at temperature T7.
The cooling system 1000 further comprises a first four-way valve 60a, a second four-way valve 60b, a third four-way valve 60c and a fourth four-way valve 60d. The first four-way valve 60a is in fluid communication with the heating unit 5, the first reactor 30, the second reactor 40a, and the third four-way valve 60c. The second four-way valve 60b is in fluid communication with the first reactor 30, the first storage tank 32, the second reactor 40a and the radiator unit 10. The third four-way valve 60c is in fluid communication with the fourth reactor 50, the third reactor 40b, the second storage tank 52 and the first four-way valve 60a. The fourth four-way valve 60d is in fluid communication with the fourth reactor 50, the third reactor 40b, the third storage tank 42, the first intercooler 20 and the cabin unit 15.
The system 1000 further comprises a first pump 34, a second pump 54, and a third pump 44. The first pump 34 is configured to pressurize liquid from the first tank 32 at pressure boosting in the range of 0.5bar to 1.5 bar and deliver pressurized liquid to the first reactor 30. The second pump 54 is configured to pressurize liquid from the second tank 52 at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to the first intercooler 20 and the cabin unit 15. The third pump 44 is configured to pressurize liquid from the third tank 42 at pressure boosting up to 1.5 bar and deliver pressurized liquid to the second intercooler 25 and the third reactor 40b.
The HT module and the LT module are configured to undergo adsorption and desorption of refrigerants in alternating half-cycles. Particularly, in one half-cycle, the first reactor 30 of the HT module absorbs heat and desorbs a first refrigerant that is adsorbed by the third reactor 40b of the LT module. In the same half-cycle, the fourth reactor 50 of the LT module absorbs heat and desorbs a second refrigerant that is adsorbed by the second reactor 40a of the HT module. In the other half cycle, the third reactor 40b and the second reactor 40a absorb heat and desorb the first refrigerant and the second refrigerant respectively, which are adsorbed by the first reactor 30 and the fourth reactor 50 respectively.
Four-way valves 60a, 60b, 60c, 60d are provided for changing flow paths of the high temperature fluid, the medium temperature fluid and the low temperature fluid circulating within the cooling system 1000. Two-way valves 70a, 70b, 70c, 70d are positioned on the refrigerant-carrying conduits between the reactor modules. A high temperature liquid having a temperature T1 in the range of 120°C to 140 °C is stored in the high temperature first tank 32, a medium temperature liquid having a temperature T7 in the range of 40°C to 50 °C is stored in the medium temperature third tank 42 and a low temperature liquid having a temperature T3 in the range of 5°C to 10 °C is stored in the low temperature second tank 52. A first catalyst is stored in the first reactor 30 and the second reactor 40a, and a second catalyst is stored in the third reactor 40b and the fourth reactor 50. Piping is fitted for fluidly connecting the various components, with pipes of different thermal and structural specifications used in the cooling system.
The cooling system 1000 of the present disclosure is configured to extract heat from the exhaust gases having a temperature in the range of 250°C to 500°C during drive cycle coming from the engine and use the heat for cooling the cabin unit 15, for supplying cool air to the vehicle cabin 15. Also, the same heat energy of the exhaust gas is used for cooling the first intercooler 20 and the second intercooler 25, for cooling charge air coming out from a turbocharger 80 of the vehicle to the engine inlet.
The high temperature circuit of the cooling system 1000 of the present disclosure will now be described by the figure 1. Engine exhaust gas ventilated via an exhaust gas pipe is passed through the heating unit 5. Waste heat energy from the exhaust gas is recovered by means of the high temperature liquid ( at temperature T1) stored in the high temperature first tank 32 and the hot liquid is circulated by means of the high temperature first pump 34. In an embodiment, the hot liquid operates at high temperature in the range of 90°C to 150°C.
The low temperature circuit of the cooling system 1000 of the present disclosure will now be described by the figure 1. The cold liquid stored in the low temperature second tank 52 (at temperature T3) is circulated by means of the low temperature second pump 54. In an embodiment, the cold liquid temperature ranges from 5°C to 15°C.
The cold liquid is circulated through the fourth reactor 50. In one cycle, first fraction of the cold liquid having temperature T3 picks up heat from a charge air output of the turbocharger 80 in the first intercooler 20. The cold liquid is circulated through the first intercooler 20 that cools the charge air below a pre-defined temperature and is provided to the engine inlet. In an embodiment, the temperature T3 is in the range of 5°C to 15 °C. In an embodiment, the charge air is cooled to the range of 25°C to 10°C.
The second fraction of the cold liquid at temperature T3 is circulated through the cabin unit 15 to extract heat from the cabin unit 15 and cool the cabin air in the range of 15°C to 25°C and obtain a liquid at temperature T4. In an embodiment, the temperature T4 is range of 15 °C to 20°C.
The liquid obtained at the discharge of the first intercooler 20 and the liquid obtained at the discharge of the cabin unit 15 having a temperature T4 is combined to obtain a liquid at temperature T6. In an embodiment, the temperature T6 is range of 15 °C to 20°C.
The cold liquid having a temperature T6 is circulated back to the fourth reactor 50 after absorbing heat from the first intercooler 20 and the cabin unit 15 via the fourth four-way valve 60d. The second catalyst of the fourth reactor 50 absorbs heat and desorbs the second refrigerant. The desorbed second refrigerant is sent to the second reactor 40a via the first two-way valve 70a and the second two-way valve 70b is and adsorbed by the second catalyst in the second reactor 40a. The first catalyst in the second reactor 40a absorbs the incoming heat energy carried by the second refrigerant from the fourth reactor 50.
The liquid at temperature T6, after transferring heat to the fourth reactor 50 is circulated back to the low temperature second tank 52 through the third four-way valve 60c. In an embodiment, the temperature T6 is in the range of 15°C to 20°C.
A portion of the ambient liquid having temperature T7 stored in the medium temperature third tank 42 is circulated to both the second intercooler 25 and the third reactor 40b via the fourth four-way valve 60d by using the medium temperature third pump 42. The hot charge air at the outlet of the turbocharger 80 enters the second intercooler 25 at first and is cooled to around 50°C by means of the ambient liquid. The charge air is sub-cooled to around 10°C to 25°C in the first intercooler 20 by the cold liquid. The liquid at the discharge of the second intercooler 25 has a temperature T9 in the range of 50°C to 60°C.
Thus, precooling of charge air by means of ambient liquid stream increases the energy efficiency of the system and decreases the cooling load generation requirement via waste heating to only sub-cooling of charge air below the ambient temperature. This results in a compact reactor design and a reduction in the weight of the system.
The medium temperature circuit of the cooling system 1000 of the present disclosure will now be described by the figure 1. The medium temperature liquid at temperature T7 cools the third reactor 40b, and gets heated to a temperature T8. The liquid at temperature T8 is mixed with the medium temperature liquid coming out of the second intercooler 25 at temperature T9 via third four-way valve 60c to obtain a liquid at temperature T10. The medium temperature liquid is circulated to the second reactor 40a via the first four-way valve 60a. In an embodiment, the temperature T8 is in the range of 50°C to 60°C. In an embodiment, the temperature T9 is in the range of 50°C to 60°C. In an embodiment, the temperature T10 is in the range of 50°C to 60°C.
The first catalyst used in the first reactor 30 and the second reactor 40a can tolerate slightly high temperature. According to an aspect of the present disclosure, the medium temperature liquid is circulated to the third reactor 40b and the second intercooler 25 after picking up heat initially from the third reactor 40b and the second intercooler 25. Finally, the total heat picked up by medium temperature liquid, from the third reactor 40b, the second reactor 40a and the second intercooler 25 is rejected in the radiator unit 10 and the liquid is circulated back to the medium temperature third tank 42.
The high temperature liquid recovers heat energy from waste heat of exhaust gas and transfers it to the first reactor 30 via the first four-way valve 60a. The high temperature liquid transfers heat to the first reactor 30 and returns back to the high temperature first tank 32 by means of the second four-way valve 60b. The first catalyst in the first reactor 30 desorbs the adsorbed natural refrigerant which gets transferred to the third reactor 40b through the 70c, 70d valves. The second catalyst in the third reactor 40b adsorbs the incoming refrigerant from the first reactor 30. Hence, the waste heat from engine exhaust gas is recovered.
The circulation of medium temperature liquid through the second intercooler 25 and both the third reactor 40b and the second reactor 40a, which is an aspect of the present disclosure, results in less requirement of cooling energy of charge air and avoids a separate heat sink circuit requirement for the fourth reactor 50.
In an embodiment, in one cycle, the refrigerant has desorbed from the first reactor 30 and the fourth reactor 50 and gets adsorbed in the second reactors 40a and the third reactors 40b. Therefore, after completion of a cycle, the flow of hot liquid is diverted from the first reactor 30 to the second reactor 40a and ambient/medium temperature liquid is diverted from the second reactor 40a to the first reactor 30 by means of the first four-way valve 60a. Similarly, the flow path of the second four-way valve 60b is also interchanged so that the new hot liquid and medium temperature liquid is circulated to HT- first Tank 32 and the radiator unit 10 respectively. Similarly, the flow of ambient/medium temperature liquid is diverted from the third reactor 40b to the fourth reactor 50 and cold liquid is diverted from the fourth reactor 50 to the third reactor 40b by means of the fourth four-way valve 60d. The flow path of the third four-way valve 60c is also interchanged so that the new medium temperature and cold liquid is circulated to the second reactor 40a and the LT- second Tank 52.
By continuously switching of these cycles, i.e. change in flow direction of four-way valves such as 60a, 60b, 60c and 60d the adsorption and desorption process take place continuously and provide the necessarily cooling energy for cooling of the charge air and HVAC system.
In an embodiment, the liquid is independently at least selected from one of the water, water – ethylene glycol mixture, water-propylene glycol mixture, synthetic heat transfer oils, Therminol LT, Schultz S715 and the like. In an embodiment, high temperature first tank 32 is an expansion tank.
In an embodiment, the first catalyst, and the second catalyst are independently selected from metal hydrides. In another embodiment, the first reactor 30 and the second reactor 40a is filled with the first catalyst. Similarly, the third reactor 40b and the fourth reactor 50 are filled with the second catalyst. In yet another embodiment, the first refrigerant and the second refrigerant are same and independently selected from natural refrigerants.
In another aspect, the present disclosure envisages a method for thermally activated cooling of vehicles in the system 1000 for the vehicle. The cooling system is in fluid communication with the turbo-charger of the vehicle 80, the cabin unit 15 and the radiator unit 10, method comprising the following steps:
a. providing the first tank 32 having the liquid at temperature T1, a second tank 52 having the liquid at temperature T3, the third tank 42 having a liquid at temperature T7, the heating unit 5, the first reactor 30 having a first catalyst and a first refrigerant, the second reactor 40a having the second catalyst, the third reactor 40b having a second catalyst, the fourth reactor 50 having the second catalyst and a second refrigerant, the first intercooler 20, the second intercooler 25, the turbo-charger of the vehicle 80, the cabin unit 15 and the radiator unit 10;
b. heating a liquid received from the first tank 32 in the heating unit 5 to a temperature T2;
c. transferring liquid at temperature T2 to the first reactor 30 and desorbing the first refrigerant from the first catalyst for obtaining a liquid at temperature in T1 and transferring to the first tank 32;
d. separately, transferring a first fraction of the liquid from second tank 52 to the first intercooler 20 for cooling the charge air received from exhaust of the second intercooler 25 and obtaining a liquid at temperature T5; and simultaneously, transferring a second fraction of the liquid at temperature T3 to the cabin unit 15 for cooling the cabin unit at preset temperature and obtaining liquid at temperature T4;
e. combining the liquid at temperature T4 and the liquid at temperature T5 for obtaining a liquid at temperature T6;
f. transferring the liquid at temperature T6 to the fourth reactor 50 and desorbing the second refrigerant from the second catalyst for obtaining a liquid at temperature T3, and transferring the liquid to the second tank 52;
g. separately, transferring a first fraction of liquid at temperature T7 from the third tank 42 to the second intercooler 25 for cooling the charge air received from the turbocharger 80 to obtain liquid at temperature T9, and simultaneously, transferring a second fraction of liquid at temperature T7 to the third reactor 40b for adsorbing first refrigerant on the second catalyst for obtaining a liquid at temperature T8;
h. combining the liquid at temperature T8 and the liquid at temperature T9 for obtaining a liquid at temperature T10;
i. transferring the liquid at temperature T10 to the second reactor 40a for adsorbing the second refrigerant on the first catalyst for obtaining a liquid at temperature T11; and
j. transferring the liquid at temperature to the radiator unit 10 for exchanging heat with the ambient air for obtaining a liquid at temperature T7, and transferring the liquid to the third tank 42.
In an embodiment, the liquid is independently at least selected from one of the water, water – ethylene glycol mixture, water-propylene glycol mixture, synthetic heat transfer oils, Therminol LT, Schultz S715 and the like. In an embodiment, high temperature first tank 32 is an expansion tank.
The method further comprises pressurizing liquid from the first tank 32 in a first pump 34 at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to the first reactor 30; pressurizing liquid from the second tank 52 in a second pump 54 at pressure boosting in the range of 0.5 bar to1.5 bar and deliver pressurized liquid to the first intercooler 20 and the cabin unit 15; and pressurizing liquid from the third tank 42 in a third pump 44 at pressure boosting up to 1.5 bar and deliver pressurized liquid to the second intercooler 25 and the third reactor 40b.
In an embodiment, the temperature T1 is in the range of 90°C to 130°C, wherein the temperature T2 is in the range of 120°C to 150°C, wherein the temperature T3 is in the range of 5°C to 15°C, wherein the temperature T4 is in the range of 15°C to 20°C, wherein the temperature T5 is in the range of 15°C to 20°C, wherein the temperature T6 is in the range of 15°C to 20°C, wherein the temperature T7 is in the range of 40°C to 50°C, wherein the temperature T8 is in the range of 50°C to 60°C, wherein the temperature T9 is in the range of 50°C to 60°C, wherein the temperature T10 is in the range of 50°C to 60°C , and wherein the temperature T11 is in the range of 55°C to 70°C.
In an embodiment, the first catalyst, and the second catalyst are independently selected from metal hydrides.
In an embodiment, first refrigerant and second refrigerant are same and independently selected from natural refrigerants.
In the system and the method of the present disclosure, the sub-cooled charge air below ambient temperature results in improved BSFC, less consumption, improve transient response of engine, reduction in Turbolag, increase power output and reduction in NOx and CO2 emissions.
TECHNICAL ADVANCEMENTS AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, a thermally activated cooling system that:
• is energy efficient;
• reduces CO2 and NOx emissions;
• reduces turbo lag;
• improves transient response of an engine;
• saves fuel; and
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. A thermally activated cooling system (1000) for a vehicle, said cooling system comprising:
• a first tank (32) having a liquid at a predetermined temperature T1;
• a heating unit (5) downstream of said first tank (32), configured to receive liquid at the predetermined temperature T1 and heat the liquid to a predetermined temperature T2, higher than T1;
• a reactor module (100) comprising:
• a first reactor (30) downstream of said heating unit (5), said first reactor (30) containing with a first catalyst and a first refrigerant;
• a second reactor (40a) containing with said first catalyst;
• a third reactor (40b) containing with a second catalyst;
• a fourth reactor (50) containing with said second catalyst and a second refrigerant;
• a second tank (52) having a liquid at a predetermined temperature T3, lower than T1;
• a third tank (42) having a liquid at a predetermined temperature T7, said temperature T7 higher than T3 and lower than T1;
• an intercooler module comprising:
o a first intercooler (20) downstream of said second tank (52); and
o a second intercooler (25) downstream of said third tank (42);
• a turbo-charger of the vehicle (80);
• a cabin unit (15) downstream of said second tank (52); and
• a radiator unit (10),
wherein said first tank (32) is in fluid communication with said first reactor (30) and said heating unit (5);
wherein said second tank (52) is in fluid communication with said first intercooler (20), said cabin unit (15), and said fourth reactor (50);
wherein said third tank (42) is in fluid communication with the radiator unit (10), said second intercooler (25), said second reactor (40a) and said third reactor (40b);
wherein said first reactor (30), is configured to receive the liquid at temperature T2, to thereby desorb the first refrigerant from the first catalyst and discharge liquid at a temperature T1;
wherein said first intercooler (20) is configured to receive liquid at predetermined temperature T3 from said second tank (52) and exchange heat with charge air received from exhaust of said second intercooler (25) to discharge a cold charge air at engine inlet and obtain liquid at predetermined temperature T5, said temperature T5 is higher than T3 and lower than T1;
wherein said cabin unit (15) is configured to receive liquid at temperature T3 from said second tank (52) to cool the air inside said cabin unit (15) to obtain desired preset temperature inside said cabin unit (15), and discharge liquid at a predetermined temperature T4, said temperature T4 is higher than T3 and lower than T1;
wherein said fourth reactor (50) is configured to receive liquid at predetermined temperature T6 by the combination of liquids received from said first intercooler (20) at temperature T5 and said cabin unit (15) at predetermined temperature T4, to thereby desorbs the second refrigerant from the second catalyst and obtain liquid at temperature T3, said temperature T6 is higher than T3 and lower than T1;
wherein said second intercooler (25) is configured to receive liquid at predetermined temperature T7 from said third tank (42) and exchange heat with the charge air received from said turbo charger (80) to obtain liquid at predetermined temperature T9, said temperature T9 is higher than T7 and lower than T1;
wherein said third reactor (40b) is configured to receive a liquid at temperature T7 from said third tank (42) and adsorb the first refrigerant received from said first reactor (30), and obtain liquid at predetermined temperature T8, said temperature T8 is higher than T7 and lower than T1;
wherein said second reactor (40a) is configured to receive liquid at predetermined temperature T10 by the combination of liquids received from said third reactor (40b) at temperature T8 and said second intercooler (25) at temperature T9 and adsorb the second refrigerant received from said fourth reactor (50), and obtain a liquid at predetermined temperature T11, said temperature T11 is higher than T7 and lower than T1; and
wherein said radiator (10) is configured to receive a liquid at temperature T11 from the discharge of said second reactor (40a), and exchange heat with the ambient air to obtain a liquid at temperature T7.
2. The cooling system (1000) as claimed in claim 1, wherein said system further comprises:
• first four-way valve (60a);
• second four-way valve (60b);
• third four-way valve (60c); and
• fourth four-way valve (60d),
wherein said first four-way valve (60a) is in fluid communication with said heating unit (5), said first reactor (30), said second reactor (40a), and said third four-way valve (60c);
wherein said second four-way valve (60b) is in fluid communication with said first reactor (30), said first storage tank (32), said second reactor (40a) and the radiator unit (10);
wherein said third four-way valve (60c) is in fluid communication with said fourth reactor (50), said third reactor (40b), said second storage tank (52) and said first four-way valve (60a);
wherein said fourth four-way valve (60d) is in fluid communication with said fourth reactor (50), said third reactor (40b), said third storage tank (42), said first intercooler (20) and said cabin unit (15).
3. The cooling system (1000) as claimed in claim 1, wherein said system further comprising
• a first pump (34), configured to pressurize liquid from said first tank (32) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said first reactor (30);
• a second pump (54), configured to pressurize liquid from said second tank (52) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said first intercooler (20) and said cabin unit (15); and
• a third pump (44) configured to pressurize liquid from said third tank (42) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said second intercooler (25) and said third reactor (40b).
4. The cooling system (1000) as claimed in claim 1, wherein said liquid is independently selected from a group consisting of water, water-ethylene glycol mixture, water-propylene glycol mixture, a class of synthetic heat transfer oils or any combination thereof.
5. The cooling system (1000) as claimed in claim 1, wherein said first catalyst and said second catalyst, are independently selected from metal hydrides.
6. The cooling system (1000) as claimed in claim 1, wherein said first refrigerant and second refrigerant are same and independently selected from natural refrigerants.
7. The cooling system (1000) as claimed in claim 1, wherein said predetermined temperature T1 is in the range of 90°C to 130°C, wherein said predetermined temperature T2 is in the range of 120°C to 150°C, wherein said predetermined temperature T3 is in the range of 5°C to 15°C, wherein said predetermined temperature T4 is in the range of 15°C to 20°C, wherein said predetermined temperature T5 is in the range of 15°C to 20°C, wherein said predetermined temperature T6 is in the range of 15°C to 20°C wherein said predetermined temperature T7 is in the range of 40°C to 50°C, wherein said predetermined temperature T8 is in the range of 50°C to 60°C, wherein said predetermined temperature T9 is in the range of 50°C to 60°C, wherein said predetermined temperature T10 is in the range of 50°C to 60°C, wherein said predetermined temperature T11 is in the range of 55°C to 70°C and wherein said preset temperature of said cabin unit (15) is in the range 15 °C to 20 °C.
8. A method for thermally activated cooling of vehicles in a system (1000), said method comprising the following steps:
a. providing a first tank (32) having a liquid at predetermined temperature T1, a second tank (52) having a liquid at predetermined temperature T3, a third tank (42) having a liquid at predetermined temperature T7, a heating unit (5), a first reactor (30) containing a first catalyst and a first refrigerant; a second reactor (40a) containing said first catalyst, a third reactor (40b) containing a second catalyst, a fourth reactor (50) containing said second catalyst and a second refrigerant, a first intercooler (20), a second intercooler (25), a turbo-charger (80), a cabin unit (15) and a radiator unit (10);
b. heating a liquid received from said first tank (32) in said heating unit (5) to a predetermined temperature T2;
c. transferring liquid at temperature T2 to said first reactor (30) and desorbing said first refrigerant from said first catalyst for obtaining a liquid at predetermined temperature T1 and transferring to said first tank (32);
d. separately, transferring a first fraction of said liquid from second tank (52) to said first intercooler (20) for cooling the charge air received from exhaust of said second intercooler (25) and obtaining a liquid at predetermined temperature T5; and simultaneously, transferring a second fraction of said liquid at temperature T3 to said cabin unit (15) for cooling said cabin unit at preset temperature and obtaining liquid at temperature T4;
e. combining said liquid at predetermined temperature T4 and said liquid at temperature T5 for obtaining a liquid at temperature T6;
f. transferring said liquid at predetermined temperature T6 to said fourth reactor (50) and desorbing said second refrigerant from said second catalyst for obtaining a liquid at temperature T3, and transferring said liquid to said second tank (52);
g. separately, transferring a first fraction of liquid at temperature T7 from said third tank (42) to said second intercooler (25) for cooling the charge air received from the turbocharger (80) to obtain liquid at temperature T9, and simultaneously, transferring a second fraction of liquid at temperature T7 to said third reactor (40b) for adsorbing first refrigerant on said second catalyst for obtaining a liquid at temperature T8;
h. combining said liquid at predetermined temperature T8 and said liquid at predetermined temperature T9 for obtaining a liquid at temperature T10;
i. transferring said liquid at temperature T10 to said second reactor (40a) for adsorbing the second refrigerant on said first catalyst for obtaining a liquid at predetermined temperature T11; and
j. transferring said liquid at temperature to said radiator unit (10) for exchanging heat with the ambient air for obtaining a liquid at temperature T7, and transferring said liquid to said third tank (42)
9. The method as claimed in claim 8, wherein said method further comprises:
• pressurizing liquid from said first tank (32) in a first pump (34) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said first reactor (30);
• pressurizing liquid from said second tank (52) in a second pump (54) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said first intercooler (20) and said cabin unit (15); and
• pressurizing liquid from said third tank (42) in a third pump (44) at pressure boosting in the range of 0.5 bar to 1.5 bar and deliver pressurized liquid to said second intercooler (25) and said third reactor (40b).
10. The method as claimed in claim 8, wherein liquid is independently selected from a group consisting of water, water-ethylene glycol mixture, water-propylene glycol mixture, a class of synthetic heat transfer oils or any combination thereof.
11. The method as claimed in claim 8, wherein said first catalyst and said second catalyst are independently selected from metal hydride, wherein said first reactor (30) and said second reactor (40a) is filled with said first catalyst and said third reactor (40b) and said fourth reactor (50) is filled with said second catalyst.
12. The method as claimed in claim 8, wherein said first refrigerant and second refrigerant are same and independently selected from natural refrigerants.
13. The method as claimed in claim 8, wherein said predetermined temperature T1 is in the range of 90°C to 130°C, wherein said predetermined temperature T2 is in the range of 120°C to 150°C, wherein said predetermined temperature T3 is in the range of 5°C to 15°C, wherein said predetermined temperature T4 is in the range of 15°C to 20°C, wherein said predetermined temperature T5 is in the range of 15°C to 20°C, wherein said predetermined temperature T6 is in the range of 15°C to 20°C , wherein said predetermined temperature T7 is in the range of 40°C to 50°C, wherein said predetermined temperature T8 is in the range of 50°C to 60°C, wherein said predetermined temperature T9 is in the range of 50°C to 60°C, wherein said predetermined temperature T10 is in the range of 50°C to 60°C, and wherein said predetermined temperature T11 is in the range of 55°C to 70°C.
Dated this 19th day of March, 2022

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
of R.K. DEWAN & CO.
Authorized Agent of Applicant