U.S. patent application number 10/337964 was filed with the patent office on 2003-07-31 for fluid heat exchanger assembly.
Invention is credited to Van Winkle, John.
Application Number | 20030140636 10/337964 |
Document ID | / |
Family ID | 27373414 |
Filed Date | 2003-07-31 |
United States Patent
Application |
20030140636 |
Kind Code |
A1 |
Van Winkle, John |
July 31, 2003 |
Fluid heat exchanger assembly
Abstract
A vehicle system for transferring thermal energy in relation to
a vehicle fluid includes at least one thermoelectric device, having
at least two surfaces, concurrently dissipating thermal energy on a
first surface and absorbing thermal energy on a second surface,
mounted in proximity to a contained vehicle fluid so as to provide
thermal communication between the contained vehicle fluid and
either the cooler or the warmer surface of the thermoelectric
device. Additionally, a method of cooling a vehicle fluid includes
the steps of: (a) providing at least one thermoelectric device,
having at least a first surface that changes temperature in a first
direction upon activation of the thermoelectric device and a second
surface opposing the first surface that changes temperature in an
opposite direction upon activation of the thermoelectric device;
(b) positioning the thermoelectric device such that the first
surface is in thermal communication with a contained vehicle fluid;
and (c) activating the thermoelectric device to develop a thermal
gradient between the contained vehicle fluid and the first
surface.
Inventors: |
Van Winkle, John; (Walton,
KY) |
Correspondence
Address: |
TAFT, STETTINIUS & HOLLISTER LLP
SUITE 1800
425 WALNUT STREET
CINCINNATI
OH
45202-3957
US
|
Family ID: |
27373414 |
Appl. No.: |
10/337964 |
Filed: |
January 7, 2003 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10337964 |
Jan 7, 2003 |
|
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10079052 |
Feb 19, 2002 |
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6502405 |
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60340987 |
Oct 30, 2001 |
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60344501 |
Oct 19, 2001 |
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Current U.S.
Class: |
62/3.61 ;
165/80.4 |
Current CPC
Class: |
F28F 1/22 20130101; H01L
35/30 20130101; F02M 31/20 20130101; Y02T 10/12 20130101; F01P 9/06
20130101; F28D 2021/0029 20130101; F02M 31/12 20130101; F25B 31/02
20130101; Y02T 10/126 20130101; F01P 2060/10 20130101; Y02T 10/166
20130101 |
Class at
Publication: |
62/3.61 ;
165/80.4 |
International
Class: |
F25B 021/02; F28F
007/00 |
Claims
What is claimed is:
1. A vehicle system for transferring thermal energy in relation to
a vehicle fluid comprising at least one thermoelectric device,
having at least two surfaces, concurrently dissipating thermal
energy on a warmer surface and absorbing thermal energy on a cooler
surface, mounted in proximity to a contained vehicle fluid, and
providing thermal communication between the contained vehicle fluid
and at least one of the warmer and cooler surfaces of the
thermoelectric device.
2. The vehicle system of claim 1, wherein the contained vehicle
fluid is at least one of a vehicle lubricant, a vehicle fuel and a
vehicle coolant.
3. The vehicle system of claim 1, wherein the contained vehicle
fluid is a vehicle lubricant, which is at least one of a
transmission fluid and an engine oil.
4. The vehicle system of claim 1, wherein the contained vehicle
fluid is a vehicle coolant, which is at least one of a radiator
fluid, an air conditioning fluid and water.
5. The vehicle system of claim 1, wherein the contained vehicle
fluid is contained in at least one of a vehicle fluid reservoir and
a vehicle fluid conduit.
6. The vehicle system of claim 5, wherein the contained vehicle
fluid is at least one of a vehicle lubricant, a vehicle fuel and a
vehicle coolant.
7. The vehicle system of claim 5, wherein the contained vehicle
fluid is a vehicle lubricant, which is at least one of a
transmission fluid and an engine oil.
8. The vehicle system of claim 5, wherein the contained vehicle
fluid is a vehicle coolant, which is at least one of a radiator
fluid, an air conditioning fluid and water.
9. The vehicle system of claim 5, wherein the vehicle system is
mounted such that the cooler surface of the thermoelectric device
is in thermal communication with the at least one of a vehicle
fluid reservoir and a vehicle fluid conduit.
10. The vehicle system of claim 9, further comprising a feedback
control system operatively coupled to the thermoelectric device for
regulating the temperature of the contained vehicle fluid.
11. The vehicle system of claim 9, wherein the cooler surface of
the thermoelectric device is adjacent to a vehicle fluid
reservoir.
12. The vehicle system of claim 11, wherein the vehicle fluid
reservoir includes a thermal energy transfer rod, extending at
least partially therein, which is in thermal communication with the
second surface of the thermoelectric device.
13. The vehicle system of claim 11, wherein the vehicle fluid
reservoir includes a thermal energy transfer rod extending at least
partially into the vehicle fluid reservoir, the thermal energy
transfer rod being in thermal communication with a first heat
transfer material block, the first heat transfer material block
being in thermal communication with the cooler surface of the
thermoelectric device.
14. The vehicle system of claim 11, further comprising a first heat
transfer material block in thermal communication with the cooler
surface of the thermoelectric device and including a heat transfer
rod extending into the vehicle fluid reservoir.
15. The vehicle system of claim 9, further comprising a first heat
transfer material block positioned between the contained vehicle
fluid and the cooler surface of the thermoelectric device, such
that the cooler surface of the thermoelectric device and the first
heat transfer material block are in thermal communication, and such
that the first heat transfer material block and the contained
vehicle fluid are in thermal communication.
16. The vehicle system of claim 15, wherein the first heat transfer
material block includes a vehicle fluid conduit extending
therethrough for contained vehicle fluid flow.
17. The vehicle system of claim 16, wherein a vehicle fluid source
feeds the contained vehicle fluid into the vehicle fluid
conduit.
18. The vehicle system of claim 17, wherein the vehicle fluid
conduit is separate from the first heat transfer material
block.
19. The vehicle system of claim 17, wherein the vehicle fluid
conduit includes a series of substantially parallel channels
extending through the first block of heat transfer material
block.
20. The vehicle system of claim 16, wherein the vehicle fluid
conduit includes at least one channel.
21. The vehicle system of claim 20, wherein the channel runs in a
serpentine path.
22. The vehicle system of claim 1, wherein the thermoelectric
device is configured to operate off of a vehicle power source.
23. The vehicle system of claim 22, wherein the thermoelectric
device is positioned such that the cooler surface is in thermal
communication with the contained vehicle fluid.
24. The vehicle system of claim 22, wherein the thermoelectric
device is positioned such that the warmer surface is in thermal
communication with the contained vehicle fluid.
25. The vehicle system of claim 24, wherein the contained vehicle
fluid is at least one of a vehicle lubricant, a vehicle fuel and a
vehicle coolant.
26. The vehicle system of claim 24, wherein the cooler surface is
in contact with the ambient environment.
27. The vehicle system of claim 24, further comprising a heat sink
in contact with the cooler surface.
28. The vehicle system of claim 27, further comprising an electric
fan adapted to direct airflow over the heat sink.
29. The vehicle system of claim 24, wherein the contained vehicle
fluid is contained within at least the one of a vehicle fluid
reservoir and a vehicle fluid conduit.
30. The vehicle system of claim 29, wherein the contained vehicle
fluid is contained within a vehicle fluid reservoir and the vehicle
fluid reservoir includes a protrusion extending therein in thermal
communication with the warmer surface.
31. The vehicle system of claim 29, further comprising a feedback
control system operatively coupled to the thermoelectric device for
regulating the temperature of the contained vehicle fluid.
32. The vehicle system of claim 29, further comprising a first heat
transfer material block positioned between the contained vehicle
fluid and the warmer surface, such that the warmer surface and the
first heat transfer material block are in thermal communication and
such that the first heat transfer material block and the contained
vehicle fluid are in thermal communication.
33. The vehicle system of claim 32, wherein the contained vehicle
fluid is contained within a vehicle fluid reservoir and the vehicle
fluid reservoir includes at least one thermal energy transfer rod,
extending at least partially therein, which is in thermal
communication with the first heat transfer material block.
34. The vehicle system of claim 33, wherein the first heat transfer
material block includes the thermal energy transfer rod extending
therefrom and into the vehicle fluid reservoir.
35. The vehicle system of claim 32, wherein the first heat transfer
material block is adjacent to a vehicle fluid conduit.
36. The vehicle system of claim 29, further comprising a first heat
transfer material block including a vehicle fluid conduit extending
therethrough for the contained vehicle fluid to flow.
37. The vehicle system of claim 36, wherein the vehicle fluid
conduit is separate from the first heat transfer material
block.
38. The vehicle system of claim 36, wherein the vehicle fluid
conduit includes a series of substantially parallel channels
extending therethrough.
39. The vehicle system of claim 36, wherein the vehicle fluid
conduit includes at least one channel.
40. The vehicle system of claim 39, wherein the channel runs in a
serpentine path.
41. The vehicle system of claim 23, wherein the warmer surface is
in contact with the ambient environment.
42. The vehicle system of claim 23, further comprising a heat sink
in contact with the warmer surface.
43. The vehicle system of claim 23, further comprising an electric
fan adapted to direct airflow over the heat sink.
44. An apparatus adapted to be mated with a vehicle fluid system
comprising: a) a first heat transfer material block adapted to be
in thermal communication with a contained vehicle fluid; b) a heat
sink; and c) at least one ceramic wafered thermoelectric device,
having at least a first and second surface, such that the first
surface is in thermal communication with the first heat transfer
material block and the second surface is in thermal communication
with the heat sink.
45. The apparatus of claim 44, wherein the first heat transfer
material block is adapted to be mounted to a closed vehicle fluid
conduit.
46. The apparatus of claim 44, wherein the first heat transfer
material block contains a conduit extending therethrough for
contained vehicle fluid flow which is adapted to be mated with a
closed vehicle fluid system and providing fluid communication
therewith.
47. The apparatus of claim 44, further comprising a fluid conduit
adapted to provide fluid communication with a vehicle fluid system
and mounted to the first heat transfer material block so as to
provide thermal communication between the fluid conduit and at
least one of the first surface and second surface of the ceramic
wafered thermoelectric device.
48. The apparatus of claim 44, wherein the first surface becomes
warm relative to the second surface becoming cool as the ceramic
wafered thermoelectric device is activated.
49. The apparatus of claim 44, wherein the second surface becomes
warm relative to the first surface becoming cool as the ceramic
wafered thermoelectric device is activated.
50. The apparatus of claim 44, further comprising an electric fan
being mounted to the heat sink.
51. The apparatus of claim 50, wherein the electric fan and the
ceramic wafered thermoelectric device are adapted to be powered
from a vehicle power source.
52. The apparatus of claim 44, wherein the first heat transfer
material block is adapted to be mounted to a vehicle fluid
accumulation vessel.
53. The apparatus of claim 52, wherein the first heat transfer
material block includes protrusions adapted to extend into the
vehicle fluid accumulation vessel and provide thermal communication
with the contained vehicle fluid within the vehicle fluid
accumulation vessel.
54. The apparatus of claim 44, further comprising a vehicle fluid
accumulation vessel adapted to be mounted to, and provide fluid
communication with, a vehicle fluid system.
55. The apparatus of claim 54, wherein the vehicle fluid
accumulation vessel includes a protrusion extending therein which
is in thermal communication with the first heat transfer material
block, adapted to provide thermal communication between the
contained vehicle fluid and the first heat transfer material
block.
56. A method of cooling a contained vehicle fluid comprising the
steps of: a) providing at least one thermoelectric device having at
least a first surface that changes temperature in a first direction
upon activation of the thermoelectric device and a second surface
opposing the first surface that changes temperature in an opposite
direction upon activation of the thermoelectric device; b)
positioning the thermoelectric device such that the first surface
is in thermal communication with a contained vehicle fluid; and c)
activating the thermoelectric device to develop a thermal gradient
between the contained vehicle fluid and the first surface.
57. The method of claim 56, further comprising the step of
monitoring the thermal energy of the contained vehicle fluid.
58. The method of claim 57, wherein the step of monitoring the
thermal energy of the contained vehicle fluid is accomplished
utilizing a feedback control system, and the step of activating the
thermoelectric device is performed by the feedback control system
according to a temperature control scheme.
59. The method of claim 56, wherein the step of developing a
thermal gradient includes the steps of: a) transferring thermal
energy away from the contained vehicle fluid to the first surface
of the thermoelectric device; and b) transferring thermal energy
within the thermoelectric device from the first surface to the
second surface.
60. The method of claim 59, wherein the step of developing a
thermal gradient includes the step of supplying power to the
thermoelectric device.
61. The method of claim 59, further comprising the step of
positioning the thermoelectric device such that the second surface
is in thermal communication with the ambient environment.
62. The method of claim 56, further comprising the step of
positioning the thermoelectric device between the contained vehicle
fluid and a heat sink, such that the second surface is in thermal
communication with the heat sink.
63. The method of claim 62, further comprising the step of
directing airflow over the heat sink.
64. The method of claim 62, wherein the contained vehicle fluid is
present in at least one of a vehicle fluid reservoir and a vehicle
fluid conduit.
65. The method of claim 64, further comprising the step of
directing airflow over the heat sink.
66. The method of claim 56, wherein the step of positioning the
thermoelectric device includes the steps of positioning a heat
transfer material block between a vehicle fluid conduit and the
first surface, such that the heat transfer material block is in
thermal communication with the vehicle fluid conduit and the first
surface is in thermal communication with the heat transfer material
block
67. The method of claim 66, wherein the step of positioning the
thermoelectric device includes the step of positioning the first
surface such that the first surface is in contact with the vehicle
fluid conduit.
68. The method of claim 56, wherein the contained vehicle fluid is
contained in a vehicle fluid reservoir and the step of developing a
thermal gradient includes the step of positioning a heat transfer
material block between the vehicle fluid reservoir and the first
surface, such that the heat transfer material block is in thermal
communication with the vehicle fluid reservoir and the first
surface is in thermal communication with the heat transfer material
block.
69. The method of claim 68, wherein the vehicle fluid reservoir
includes a thermal energy transfer rod in thermal communication
with the contained vehicle fluid and in thermal communication with
the heat transfer material block.
70. The method of claim 56, wherein the contained vehicle fluid is
contained in a vehicle fluid conduit and the step of positioning
the thermoelectric device includes the step of positioning the
first surface such that the first surface is in contact with the
vehicle fluid conduit.
71. The method of claim 56, wherein the step of positioning the
thermoelectric device includes the step of positioning a heat
transfer material block between the contained vehicle fluid and the
first surface, such that the heat transfer material block is in
thermal communication with the contained vehicle fluid and the
first surface is in thermal communication with the heat transfer
material block.
72. The method of claim 71, wherein the heat transfer material
block includes a thermal energy transfer rod in thermal
communication with the contained vehicle fluid.
73. A method of retrofitting a vehicle with a vehicle fluid cooling
system comprising the steps of: a) mounting a vehicle fluid cooling
system for transferring thermal energy in relation to a closed
vehicle fluid system, the vehicle fluid cooling system including at
least one thermoelectric device having at least two surfaces,
concurrently absorbing thermal energy on a first surface and
dissipating thermal energy on a second surface; and b) configuring
the thermoelectric device to receive power from at least one
source, wherein the source is at least one of a vehicle source, a
stored energy source and a solar energy source.
74. The method of claim 73, wherein the vehicle fluid cooling
system is mounted to be in thermal communication with at least one
of a vehicle fluid reservoir and a vehicle fluid conduit.
75. The method of claim 74, further comprising the step of: c)
activating the thermoelectric device to develop a thermal gradient
between a vehicle fluid and the first surface of the thermoelectric
device.
76. The method of claim 73, further comprising the step of: c)
connecting the vehicle fluid cooling system to be in fluid
communication with a vehicle fluid of the closed vehicle fluid
system.
77. The method of claim 76, further comprising the step of: d)
diverting of at least a portion of the vehicle fluid within the
closed vehicle fluid system; and e) containing a majority of the
vehicle fluid diverted within the vehicle fluid cooling system, at
least temporarily, for subsequent delivery back to the closed
vehicle fluid system.
78. The method of claim 77, wherein the step of diverting at least
a portion of the vehicle fluid includes the step of diverting the
vehicle fluid through a heat transfer material block in thermal
communication with the first surface of the thermoelectric device
and having a conduit extending therethrough for diverted flow.
79. The method of claim 78, wherein the conduit runs in a
serpentine path.
80. The method of claim 78, wherein the conduit includes a
plurality of substantially parallel channels.
81. The method of claim 78, wherein the conduit is a single
channel.
82. The method of claim 73, wherein the thermoelectric device is a
ceramic wafered thermoelectric device.
83. The method of claim 82, wherein a vehicle fluid contained
within the closed vehicle fluid system is at least one of a
lubricant, a fuel and a coolant.
84. A vehicle fuel cooling system comprising: a) a heat sink; b) a
first heat transfer material block having a fuel path extending
therethrough; and c) at least one ceramic wafered thermoelectric
device, having a cooling wafer and a heating wafer, sandwiched
between the first heat transfer material block and the heat sink
such that the cooling wafer contacts the first heat transfer
material block and such that the heating wafer contacts the heat
sink.
85. A method of cooling a vehicle fuel comprising the steps of: a)
providing at least one ceramic wafered thermoelectric device having
at least a cooler ceramic surface and a warmer ceramic surface
opposing the cooler ceramic surface; and b) utilizing the ceramic
wafered thermoelectric device to develop a gradient between a
vehicle fuel and the cooler ceramic surface of the ceramic wafered
thermoelectric device.
86. The method of claim 85, wherein the step of developing a
gradient includes the steps of: a) transferring heat from the
vehicle fuel to the cooler ceramic surface of the ceramic wafered
thermoelectric device; and b) transferring heat by the ceramic
wafered thermoelectric device from the cooler ceramic surface to
the warmer ceramic surface.
87. The method of claim 85, further comprising the step of: c)
utilizing an electromechanical device to perform forced convection
resulting in heat transfer away from the warmer ceramic
surface.
88. A vehicle fuel cooling system comprising: a) a first heat
transfer material block having a fuel conduit extending
therethrough; b) a finned heat transfer material block; and c) a
power source to supply electricity to a ceramic wafered
thermoelectric device; d) at least one ceramic wafered
thermoelectric device, having a cooling surface and an opposed
heating surface, being sandwiched between the first heat transfer
material block and the finned heat transfer material block such
that the cooling surface faces the first heat transfer material
block and such that the opposed heating surface faces the finned
heat transfer material block.
89. The vehicle fuel cooling system of claim 88, further comprising
an electric fan adapted to direct airflow over the finned heat
transfer material block.
90. The vehicle fuel cooling system of claim 88, further comprising
a fuel pipe of heat transfer material extending through the
conduit.
91. A vehicle fuel heating system comprising: a) a heat sink; b) a
first heat transfer material block having a fuel path extending
therethrough; and c) at least one ceramic wafered thermoelectric
device, having a cooling wafer and a heating wafer, sandwiched
between the first heat transfer material block and the heat sink
such that the heating wafer contacts the first heat transfer
material block and such that the cooling wafer contacts the heat
sink.
92. A method of heating a vehicle fuel comprising the steps of: a)
providing at least one ceramic wafered thermoelectric device having
at least a cooler ceramic surface and a warmer ceramic surface
opposing the cooler ceramic surface; and b) utilizing the ceramic
wafered thermoelectric device to develop a gradient between a
vehicle fuel and the warmer ceramic surface of the ceramic wafered
thermoelectric device.
93. The method of claim 92, wherein the step of developing a
gradient includes the steps of: a) transferring heat from the
warmer ceramic surface of the ceramic wafered thermoelectric device
to the fuel; and b) transferring heat from the cooler ceramic
surface to the warmer ceramic surface of the ceramic wafered
thermoelectric device.
94. The method of claim 92, further comprising the step of: c)
utilizing an electromechanical device to perform forced convection
resulting in heat transfer to the cooler ceramic surface.
95. A vehicle fuel heating system comprising: a) a first heat
transfer material block having a fuel conduit extending
therethrough; b) a finned heat transfer material block; and c) a
power source to supply electricity to the ceramic wafered
thermoelectric device; d) at least one ceramic wafered
thermoelectric device, having a cooling surface and an opposed
heating surface, being sandwiched between the first heat transfer
material block and the finned heat transfer material block such
that the heating surface faces the first heat transfer material
block and such that the cooling surface faces the finned heat
transfer material block.
96. The vehicle fuel heating system of claim 95, further comprising
an electric fan adapted to direct airflow over the finned heat
transfer material block.
97. The vehicle fuel heating system of claim 95, further comprising
a fuel pipe of heat transfer material extending through a fuel
conduit.
98. A vehicle lubricant cooling system comprising: a) a heat sink;
b) a first heat transfer material block having a heat transfer
appendage extending therefrom and into a vehicle lubricant
accumulation vessel; and c) at least one ceramic wafered
thermoelectric device having a cooling wafer and a heating wafer,
sandwiched between the first heat transfer material block and the
heat sink such that the cooling wafer contacts the first heat
transfer material block and such that the heating wafer contacts
the heat sink.
99. A method of cooling a vehicle lubricant comprising the steps
of: a) providing at least one ceramic wafered thermoelectric device
having at least a cooler ceramic surface and a warmer ceramic
surface opposing the cooler ceramic surface; and b) utilizing the
ceramic wafered thermoelectric device to develop a gradient between
a vehicle lubricant and the cooler ceramic surface of the ceramic
wafer thermoelectric device.
100. The method of claim 99, further comprising the steps of: c)
transferring heat from the vehicle lubricant to the cooler ceramic
surface of the ceramic wafered thermoelectric device; and d)
transferring heat within the ceramic wafered thermoelectric device
from the cooler ceramic surface to the warmer ceramic surface.
101. The method of claim 99, further comprising the step of: c)
supplying forced convection to increase heat dissipation from the
warmer ceramic surface.
102. A vehicle lubricant cooling system comprising: a) an
accumulation vessel having a vehicle lubricant inlet and a vehicle
lubricant outlet; b) a first heat transfer material block having a
heat transfer appendage extending therefrom and into the
accumulation vessel; c) a heat sink; d) at least one ceramic
wafered thermoelectric device having a cooling surface and an
opposed heating surface sandwiched between the first heat transfer
material block and the heat sink such that the cooling surface
faces the first heat transfer material block and such that the
opposed heating surface faces the heat sink. e) a power source
operatively coupled to the ceramic wafered thermoelectric
device.
103. The vehicle lubricant cooling system of claim 102, further
comprising: f) an electric fan adapted to direct airflow over the
heat sink.
104. A vehicle lubricant heating system comprising: a) a heat sink;
b) a first heat transfer material block having a heat transfer
appendage extending therefrom and into a vehicle lubricant
accumulation vessel; and c) at least one ceramic wafered
thermoelectric device having a cooling wafer and a heating wafer,
sandwiched between the first heat transfer material block and the
heat sink such that the heating wafer contacts the first heat
transfer material block and such that the cooling wafer contacts
the heat sink.
105. A method of heating a vehicle lubricant comprising the steps
of: a) providing at least one ceramic wafered thermoelectric device
having at least a cooler ceramic surface and a warmer ceramic
surface opposing the cooler ceramic surface; and b) utilizing the
ceramic wafered thermoelectric device to develop a gradient between
a vehicle lubricant and the warmer ceramic surface of the ceramic
wafered thermoelectric device.
106. The method of claim 105, further comprising the steps of: c)
transferring heat to the vehicle lubricant from the warmer ceramic
surface of the ceramic wafered thermoelectric device; and d)
transferring heat within the ceramic wafered thermoelectric device
from the cooler ceramic surface to the warmer ceramic surface.
107. The method of claim 105, further comprising the step of: c)
supplying forced convection to increase heat transfer to the cooler
ceramic surface.
108. A vehicle lubricant heating system comprising: a) an
accumulation vessel having a vehicle lubricant inlet and a vehicle
lubricant outlet; b) a first heat transfer material block having a
heat transfer appendage extending therefrom and into the
accumulation vessel; c) a heat sink; d) at least one ceramic
wafered thermoelectric device having a cooling surface and an
opposed heating surface sandwiched between the first heat transfer
material block and the heat sink such that the opposed heating
surface faces the first heat transfer material block and such that
the cooling surface faces the heat sink; and e) a power source
operatively coupled to the ceramic wafered thermoelectric
device.
109. The heating system of claim 108, further comprising: f) an
electric fan adapted to direct airflow over the heat sink.
110. A method for pre-heating a vehicle lubricant comprising the
steps of: a) providing a vessel, installed onto a vehicle, for
storing a vehicle lubricant; b) extending an appendage of heat
transfer material into the vehicle lubricant stored in the vessel;
and c) heating the appendage of heat transfer material by
activating a ceramic wafered thermoelectric device having a cooling
surface and an opposed heating surface, wherein the heating surface
is operatively coupled to the appendage of heat transfer
material.
111. The method of claim 110, further comprising the steps of: d)
operatively coupling the cooling surface to a heat transfer
material block; and b) supplying forced convection to the heat
transfer material block to increase heat transfer to the heat
transfer material block.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims the benefit of U.S. Provisional
Application No. 60/340,987, entitled "LUBRICANT HEATING AND COOLING
SYSTEM", filed Oct. 30, 2001 and No. 60/344,501, entitled "KOOLFUEL
FUEL COOLING SYSTEM", filed Oct. 19, 2001.
BACKGROUND
[0002] 1. Field of the Invention
[0003] The present invention relates to vehicle fluid thermal
energy exchanger systems and associated methods of use and
manufacture. More particularly, the invention is related to vehicle
liquid thermal energy exchanger systems, utilizing commercially
available thermoelectric heat transfer devices that have the
capability to concurrently provide heating and cooling on opposing
sides of the device.
[0004] 2. Description of the Related Art
[0005] The heating and/or cooling of liquid in transit or at a
point of accumulation has been effectuated in a multitude of
fashions dating back as far as the origin of the very reasons for
such heat transfer. Older pieces of art typically center around
heat transfer from or to a fluid by the circulation of currents
from one region to another, or by the emission and propagation of
energy in the form of rays or waves.
[0006] More specifically, in the area of internal combustion
engines, it is well known in the art that cooling the engine below
the temperature at which thermal breakdown of materials occurs is
necessary. Various methods have been developed to cool the engine
from forced air convection to the more common form of convection
where a liquid is pumped around or through the engine to draw
thermal energy off the engine as a result of combustion. However,
little attention has been paid to the cooling of combustion fuels
before these fuels enter the combustion chamber. U.S. Pat. No.
5,887,555 issued to Schmitz, discloses a fuel cooling device for
marine application. The invention discloses a housing in which the
fuel pump is contained in and utilizes water as the cooling agent.
The water circulating in the housing is operative to cool the fuel
pump and fuel therein.
[0007] Alternatively, fuels such as diesel, are optimally heated
before entry into the combustion chamber. This heating ensures less
activation energy is required for the fuel to combust.
Additionally, fuels such as diesel will become gelatinous at lower
temperatures, thereby hindering the transfer from the fuel tank to
the combustion chamber. Traditionally, the solution to the
aforementioned problem has been to utilize fuel additives which
retard the increase in viscosity as the temperature decreases.
[0008] Cooling lubricants is also well known within the prior art.
Various methods have been developed which utilize fluid currents
(air and coolant fluid) to draw thermal energy away from a
lubricant. These methods include the use of devices known as heat
sinks, which typically are designed for absorbing or dissipating
thermal energy by having a large surface area to volume ratio. Some
heat sinks employ electromechanical devices that produce fluid
currents thereby increasing the potential for thermal energy
transfer by decreasing the boundary layer between the heat sink and
fluid.
[0009] The most common version of a thermal energy transfer device
is a vehicle radiator. The radiator contains fluid within channels
providing thermal communication between the engine and the fluid,
such that the radiator fluid carries away thermal energy from the
engine. The radiator fluid is thereafter cooled by passing through
conduits having a high degree of surface area which enable fluids
passing over the conduits to carry away a portion of the thermal
energy of the radiator fluid. Alternatively, engine block heaters
have been developed which heat radiator fluid. The most common
versions of these devices are powered by AC current and utilize
electrical resistance to current flow to produce thermal energy
which is transferred to the radiator fluid. One version, utilizes a
thermal energy measuring device which controls power to a heating
element and a pump which circulates the radiator fluid, while
another device strictly utilizes a heater which takes advantage of
thermal gradients within the radiator fluid itself to provide
thermal energy to the fluid.
SUMMARY OF THE INVENTION
[0010] The present invention relates to vehicle fluid thermal
energy exchanger systems and associated methods of use and
manufacture. More particularly, the invention is related to vehicle
liquid thermal energy exchanger systems. The invention may utilize
one or more thermoelectric devices manufactured from two ceramic
wafers and a series of "P & N" doped semiconductor blocks
sandwiched therebetween. The ceramic wafered thermoelectric devices
provide concurrent thermal energy absorption and dissipation on the
opposing wafers. The thermoelectric devices take advantage of the
Peltier effect; a phenomenon which occurs whenever electrical
current flows through two dissimilar conductors. Depending upon the
flow of the current, the junction of the two conductors will either
absorb or dissipate thermal energy. The thermal energy is moved by
the charge carriers in the direction of current flow throughout the
circuit.
[0011] The invention utilizes this movement of thermal energy
within the thermoelectric device to create thermal gradients
between the target and a corresponding wafer surface. If the target
is a fluid, such as water to be cooled, the temperature of the
water and the temperature of the cooler surface of the wafer are
the points of reference for determining the thermal energy
gradient. So long as the mean temperature of the cooler surface is
less than that of the target, thermal energy will be drawn from the
target and absorbed by the cooler surface, thereby cooling the
target. In some applications in which the target is a fluid, it may
not be desired that the thermoelectric device come into direct
contact with the target; only thermal communication is necessary
for thermal energy transfer. As such, the fluid targets may be
contained in a reservoir or a conduit. In these examples, the
thermoelectric device will not necessarily be in direct contact
with the fluid, but may be positioned such that thermal energy may
be exchanged between the target and at least one surface of the
thermoelectric device.
[0012] In particular, the thermoelectric devices may be positioned
in such a manner so as to cool or heat vehicle fluids. In an
illustrative example, vehicle fuel coming from a fuel source may be
cooled by the present invention before being combusted.
Alternatively, the fuel may pass within thermal communication of
the warmer surface and thereby be heated before being combusted. In
these examples, thermal communication allows for the exchange of
thermal energy between the target and at least one surface of the
thermoelectric device. In an exemplary embodiment, the cooler
surface is in thermal communication with a heat transfer material,
which is subsequently in thermal communication with the target
vehicle fluid. The process of thermal energy transfer from a
contained target to the warmer surface in a cooling operation
includes: thermal energy leaving the target fluid and being
absorbed by the heat transfer material; thermal energy leaving the
heat transfer material and being absorbed by the cooler surface of
the thermoelectric device; and, thermal energy being moved or
pumped, from the cooler surface along with thermal energy produced
from the resistance to current flow, to the warmer surface of the
thermoelectric device.
[0013] Advantageously, the ceramic wafered thermoelectric devices
operate on relatively low power and voltages and are relatively
durable. Because the ceramic wafered thermoelectric devices
dissipate heat on the side (warming side) of the device opposite
that of the cooling side (absorbing heat), the above
describedexemplary embodiment of the invention may utilize a heat
sink to improve dissipation of such excess thermal energy from the
warming side.
[0014] It is a first aspect of the present invention to provide a
vehicle system for transferring thermal energy in relation to a
vehicle fluid comprising: at least one thermoelectric device,
having at least two surfaces, concurrently dissipating thermal
energy on a first surface and absorbing thermal energy on a second
surface, mounted in proximity to a contained vehicle fluid, and
providing thermal communication between the contained vehicle fluid
and at least one of the first and second surfaces of the
thermoelectric device.
[0015] It is a second aspect of the present invention to provide a
method of cooling a vehicle fluid that includes the steps of: (a)
providing at least one thermoelectric device, having at least a
first surface that changes temperature in a first direction upon
activation of the thermoelectric device and a second surface
opposing the first surface that changes temperature in an opposite
direction upon activation of the thermoelectric device; (b)
positioning the thermoelectric device such that the first surface
is in thermal communication with a contained vehicle fluid; and (c)
activating the thermoelectric device to develop a thermal gradient
between the contained vehicle fluid and the first surface.
[0016] It is a third aspect of the present invention to provide a
method of retrofitting a vehicle with a vehicle fluid cooling
system including: (a) mounting a vehicle cooling system for
transferring thermal energy in relation to a closed vehicle fluid
system, where the vehicle cooling system includes at least one
thermoelectric device with at least two surfaces, a first and
second surface acting concurrently where the first surface absorbs
thermal energy and the second surface dissipates thermal energy;
and (b) configuring the thermoelectric device to receive power from
at least one power source.
[0017] It is a fourth aspect of the present invention to provide a
vehicle fuel cooling system including: (a) a heat sink; (b) a first
heat transfer material block having a fuel conduit extending
therethrough; and (b) at least one ceramic wafered thermoelectric
device, having a cooling wafer and a heating wafer, positioned (or
sandwiched) between the heat transfer material block and the heat
sink in such a way that the heat transfer material block contacts
the cooling wafer and the heat sink contacts the heating wafer.
[0018] It is a fifth aspect of the present invention to provide a
method of cooling a vehicle fuel comprising the steps of: (a)
providing at least one ceramic wafered thermoelectric device having
at least a cooler and warmer ceramic surfaces opposing one another;
and (b) utilizing the ceramic wafered thermoelectric device to
develop a gradient between the vehicle fuel and the cooler ceramic
surface of the ceramic wafered thermoelectric device.
[0019] It is a sixth aspect of the present invention to provide a
vehicle fuel cooling system comprising: (a) first heat transfer
material block having a fuel conduit extending therethrough; (b) a
finned heat transfer material block; (c) at least one ceramic
wafered thermoelectric device, having a cooling surface and a
heating surface, sandwiched between the first heat transfer
material block and the finned heat transfer material block in such
a way that the first heat transfer material block contacts the
cooling wafer surface and the finned heat transfer material block
contacts the heating wafer surface; and (d) a power source
supplying power to the ceramic wafered thermoelectric device.
[0020] It is a seventh aspect of the present invention to provide a
vehicle fuel heating system comprising: (a) a heat sink; (b) a
first heat transfer material block having a fuel conduit extending
therethrough; and (c) at least one ceramic wafered thermoelectric
device, having a cooling wafer and a heating wafer, sandwiched
between the first heat transfer material block and the heat sink in
such a way that the first heat transfer material block contacts the
heating wafer and the heat sink contacts the cooling wafer.
[0021] It is an eighth aspect of the present invention to provide a
method of heating a vehicle fuel comprising the steps of: (a)
providing at least one ceramic wafered thermoelectric having at
least a cooler and warmer ceramic surfaces opposing one another;
and (b) utilizing the ceramic wafered thermoelectric device to
develop a gradient between a vehicle fuel and the warmer ceramic
surface of the device.
[0022] It is a ninth aspect of the present invention to provide a
vehicle fuel heating system comprising: (a) a first heat transfer
material block having a fuel conduit extending therethrough; (b) a
finned heat transfer material block; (c) at least one ceramic
wafered thermoelectric device, having a cooling surface and a
heating surface, sandwiched between the first heat transfer
material block and the finned heat transfer material block in such
a way that the first heat transfer material block faces the heating
surface and the finned heat transfer material block faces the
cooling wafer surface; and (d) a power source to supply electricity
to the ceramic wafered thermoelectric device.
[0023] It is a tenth aspect of the present invention to provide a
vehicle lubricant cooling system comprising: (a) a heat sink; (b) a
first heat transfer material block having a heat transfer appendage
extending into a vehicle lubricant accumulation vessel; and (c) at
least one ceramic wafered thermoelectric device having a cooling
and heating wafer, positioned between the heat sink and the first
heat transfer material block and positioned in such a manner that
the cooling wafer is in thermal communication with the first heat
transfer material block and the heating wafer is in thermal
communication with the heat sink.
[0024] It is an eleventh aspect of the present invention to provide
a method of cooling vehicle lubricants comprising the steps of: (a)
providing at least one ceramic wafered thermoelectric device having
opposing cooler and warmer surfaces; and (b) utilizing the ceramic
wafered thermoelectric device to develop a gradient between the
vehicle lubricant and the cooler ceramic wafer surface of the
thermoelectric device.
[0025] It is a twelfth aspect of the present invention to provide a
vehicle lubricant cooling system comprising: (a) a vehicle
lubricant accumulation vessel having a vehicle lubricant inlet and
a vehicle lubricant outlet; (b) a first heat transfer material
block having a heat transfer appendage extending into the lubricant
accumulation vessel; (c) a heat sink; (d) at least one ceramic
wafered thermoelectric device having a cooling and heating surface,
sandwiched between the heat sink and the first heat transfer
material block and positioned in such a manner that the cooling
surface faces the first heat transfer material block and the warmer
surface faces the heat sink; and (e) a power source to supply
electricity to the ceramic wafered thermoelectric device.
[0026] It is a thirteenth aspect of the present invention to
provide a vehicle lubricant heating system comprising: (a) a heat
sink; (b) a first heat transfer material block having a heat
transfer appendage extending therefrom and into a vehicle lubricant
accumulation vessel; and (c) at least one ceramic wafered
thermoelectric device having a cooler wafer and a heating wafer,
sandwiched between the first heat transfer material block and the
heat sink such that the heating wafer contacts the first heat
transfer material block and such that the cooling wafer contacts
the heat sink.
[0027] It is a fourteenth aspect of the present invention to
provide a method of heating a vehicle lubricant comprising the
steps of: (a) providing at least one ceramic wafered thermoelectric
device having at least a cooler ceramic surface and a warmer
ceramic surface opposing the cooler ceramic surface; and (b)
utilizing the ceramic wafered thermoelectric device to develop a
gradient between a vehicle lubricant and the warmer ceramic surface
of the ceramic wafered thermoelectric device.
[0028] It is a fifteenth aspect of the present invention to provide
a vehicle lubricant heating system comprising: (a) a vehicle
lubricant accumulation vessel having a vehicle lubricant inlet and
a vehicle lubricant outlet; (b) a first heat transfer material
block having a heat transfer appendage extending therefrom and into
the vehicle lubricant accumulation vessel; (c) a heat sink; (d) at
least one ceramic wafered thermoelectric device having a cooling
surface and a heating surface, sandwiched between the first heat
transfer material block and the heat sink such that the heating
surface contacts the first heat transfer material block and such
that the cooling surface contacts the heat sink; and (e) a power
source operatively coupled to the ceramic wafered thermoelectric
device.
[0029] It is a sixteenth aspect of the present invention to provide
a method for pre-heating a vehicle lubricant including the steps
of: (a) providing a vehicle lubricant vessel, installed onto a
vehicle, for storing a vehicle lubricant; (b) extending an
appendage of heat transfer material into the vehicle lubricant
stored within the vehicle lubricant vessel; and (c) heating the
appendage of heat transfer material by activating a ceramic wafered
thermoelectric device having a cooling surface and an opposed
heating surface, wherein the heating surface is operatively coupled
to the appendage.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] FIG. 1 is an exploded perspective view of a first exemplary
embodiment of the present invention, a vehicle fuel cooling
assembly;
[0031] FIG. 2 is an exploded perspective view of a heat transfer
portion of the first exemplary embodiment of the present
invention;
[0032] FIG. 3 is a schematic block diagram of an exemplary
embodiment of the present invention;
[0033] FIG. 4 is an exploded perspective view of an alternate heat
transfer portion for use with the first exemplary embodiment of the
present invention;
[0034] FIG. 5 is a perspective view of an exemplary mounting
arrangement for the first embodiment of the present invention;
[0035] FIG. 6 is a perspective view of another exemplary mounting
arrangement for the first exemplary embodiment of the present
invention;
[0036] FIG. 7 is a perspective view of a second exemplary
embodiment of the present invention;
[0037] FIG. 8 is a cross-sectional, elevational view of the second
exemplary embodiment of the present invention;
[0038] FIG. 9 is a cross-sectional, elevational view of an
alternate arrangement of the second exemplary embodiment of the
present invention;
[0039] FIG. 10 is a schematic representation of an arrangement of
thermoelectric devices that may be used with one or more exemplary
embodiments of the present invention.
[0040] FIG. 11 is a schematic representation of an other
arrangement of thermoelectric devices that may be used with one or
more exemplary embodiments of the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0041] The present invention provides a vehicle system and method
for exchanging thermal energy between a vehicle fluid and a vehicle
fluid thermal energy exchanger. The methods and systems described
below are exemplary in nature and are not intended to constitute
limits upon the present invention.
[0042] The exemplary embodiments of the present invention utilize
commercially-available ceramic wafered thermoelectric devices
(CWTDs) that have opposed ceramic surfaces. Upon activation of the
CWTD(s), one of the ceramic surfaces becomes heated while the
opposing one of the ceramic surfaces becomes cooled. For example,
as shown in FIG. 1, the ceramic wafered thermoelectric devices
(CWTDs) 10, in the exemplary embodiments, utilize two thin ceramic
wafers 12, 14 with a series of bismuth telluride semi-conductor
blocks 16 sandwiched therebetween that are sufficiently doped to
exhibit an excess of electrons (P) or a deficiency of electrons
(N). The wafer material provides an electrically-insulated and
mechanically rigid support structure for the thermoelectric device.
The "P & N" type semiconductor blocks are electrically
interconnected such that, upon electrical activation, and depending
upon the polarity, heat is transferred from one ceramic wafer to
the opposite wafer causing one ceramic wafer 12 to become cooled
while the opposing ceramic wafer 14 becomes hot. The CWTD(s) 10 are
commercially available, for example, as the ZMAX.RTM. line from
Tellurex Corporation, Traverse City, Mich. (www.tellurex.com).
[0043] CWTD 10 has leads 18, 20 which provide direct current in the
"J" direction to the device, thereby making one wafer 14 warmer in
comparison to the other wafer 12 which is cooler. Upon switching of
the leads 18, 20 and directing current in the opposite direction,
"-J", the one wafer 14 now becomes the cooler wafer and the other
wafer 12 becomes the warmer wafer. This flexibility enables the
opposing wafers 12, 14 of the CWTD 10 to change their character
(heating to cooling or cooling to heating) simply by changing the
direction of direct current flow. However, the following exemplary
embodiments will be explained using the wafer 12 as the cooler
wafer, while the wafer 14 will be referred to as the warmer
wafer.
[0044] Referencing FIG. 1, assembly of a first exemplary embodiment
of a vehicle fluid thermal energy exchanger 11 begins by
positioning the CWTD(s) 10 so as to be in thermal communication
with a heat transfer material block 22 and a heat sink 24. The
warmer wafer 14 is positioned to be in thermal communication with
the heat sink 24, while the cooler wafer 12 is positioned to be in
thermal communication with the heat transfer material block 22. In
the exemplary embodiment, the warmer wafer 14 is adjacent to, and
in contact with the heat sink 24 while the cooler wafer 12 is
adjacent to, and in contact with the heat transfer material block
22. However, it is not necessary that any, or the entire surface of
the warmer wafer 14 be in direct contact with the heat sink 24, nor
that the cooler wafer 12 be in direct contact with the heat
transfer material block 22, so long as thermal communication is
preserved. The heat transfer material block 22 is thereafter
mounted to the heat sink 24 with screws 26 in this exemplary
embodiment; but any chemical or mechanical technique, without
limitation, such as utilizing an epoxy resin, adhesive or
compression fitting, is acceptable for mounting the heat sink 24
and heat transfer material block 22, so long as the technique
allows thermal communication between the warmer wafer 14 and the
heat sink 24, as well as thermal communication between the heat
transfer material block 22 and the cooler wafer 12. Additionally, a
fan 28 is mounted to the heat sink 24 which provides induced fluid
currents over the heat sink 24 to thereby assist in the dissipation
of thermal energy from the heat sink 24. The attached fan 28 is
mounted to the heat sink 24 via screws 26 in this exemplary
embodiment, however, any chemical or mechanical technique, without
limitation, such as epoxy resin, adhesive or compression fittings
are appropriate so long as the mounting is maintained.
[0045] Optionally, insulation 30 may be utilized to insulate the
exposed portions of the semiconductor blocks 16 as well as portions
of heat transfer material block 22. The insulation 30 may be any
type of insulation which withstands the conditions of intended use
and is a poor conductor of thermal energy such as, depending on the
circumstances, foams (such as latex, stryofoam, polyurethane),
glass wools, wood, plastics, rubbers, corks, glass, cotton and
aerogels.
[0046] Heat transfer material block 22 is machined or molded to at
least partially surround a contained vehicle fluid conduit. As
shown in FIG. 1, a contained vehicle fluid conduit 32, having an
inlet 34, an outlet 36, and exhibiting a serpentine path, is placed
into a complimentary cavity within the heat transfer material block
22. The cavity may be of such dimensions so as to provide a
compression fitting fastening the contained vehicle fluid conduit
32 to the heat transfer material block 22. Alternatively, the
cavity may be of a type which simply provides a channel into which
the contained vehicle fluid conduit 32 is positioned, thereafter
being fastened by any chemical or mechanical technique which allows
thermal communication between any contained vehicle fluid and the
heat transfer material block 22.
[0047] As shown in FIG. 2, in circumstances where the cavity of the
heat transfer material block 22' does not provide a compression
fitting for the contained vehicle fluid conduit 32 or where it is
desired to provide greater potential for thermal energy transfer
with respect to the contained vehicle fluid, the heat transfer
material block 22' may have mated upper and lower halves 38, 39.
This upper half 38 is machined or molded to mate with the exterior
dimensions of the contained vehicle fluid conduit 32 and the lower
half 39, providing for encapsulation of a portion of the contained
vehicle fluid conduit 32. Mounting the upper half 38 to the lower
half 39 is accomplished with screws 26 in this exemplary
embodiment, however, any chemical or mechanical technique, without
limitation, such as epoxy resin, adhesive or compression fitting,
may be utilized which supports thermal communication between the
contained vehicle fluid conduit 32 and the upper half 38 as well as
thermal communication between the upper half 38 and the lower half
39.
[0048] When activated the CWTD(s) 10 will cause a thermal gradient
to be developed between the fluid in the vehicle fluid conduit 32
and the cooler wafer 12. As a result of this thermal gradient, heat
will be transferred from the vehicle fluid through the heat
transfer material block 22, through the cooler wafer 12 to the
warmer wafer 14. This excess heat will, in turn, be transferred by
the warmer wafer 14 to the heat sink 24, which will act to
dissipate such excess heat. Such activation of the CWTD(s) 10 will
thereby result in the cooling of the vehicle fluid, such as vehicle
fuel, flowing through the vehicle fluid conduit 32 so long as the
temperature of the vehicle fluid is above that of the surface
temperature of the cooler wafer 12. It will also be apparent to
those of ordinary skill that the polarity of the power to, or
orientation of the CWTD(s) 10 may be reversed to provide a heating
effect to the vehicle fluid so long as the temperature of the
vehicle fluid is below that of the surface temperature of the
warmer wafer.
[0049] As shown in FIG. 3, a control system may be provided to
regulate the temperature of the fluid within the contained vehicle
fluid conduit 32. The control system, which is readily available to
those of ordinary skill in the art, includes a thermal energy
detector 44; a power switch 48 operatively coupled between the
vehicle power source 40 and the CWTD(s) 10 that is configured to
couple the CWTD(s) 10 to the vehicle power source(s) 40 (i.e.,
activate the CWTD(s)) when activated and to decouple the CWTD(s) 10
from the vehicle power source(s) 40 (i.e., deactivate the CWTD(s))
when deactivated; and a processor 42 configured to control
activation of the power switch 48 according to the readings
received from the thermal energy detector 44 based upon a
predetermined temperature control profile. As will be apparent to
those of ordinary skill, the control system discussed above may be
used with any of the vehicle fluid heating/cooling systems
described or claimed herein. A manual switch may also be provided
to allow a user to power the exchanger 11 when no control system is
present, or to override the control system if necessary. The
exchanger 11 may also be configured to receive continuous
electrical power from a single vehicle power source 40, or to
receive power from an alternate vehicle power source 40 should any
one or more vehicle power sources 40 fail to provide the power
necessary for the exchanger 11 to adequately operate. Vehicle power
source 40 may be, for example, a stored energy source such as a
battery, a vehicle source such as an alternator or a solar energy
source. Those of ordinary skill will appreciate that many other
types of power sources are available and are, thus, within the
scope of the present invention.
[0050] The heat sink 24, the contained fluid conduit 32 and the
heat transfer material block 22 may be either a homogeneous or
heterogeneous material, or combination of materials, having heat
transfer properties characterized by being a good conductor of
thermal energy. In the exemplary embodiment, the heat sink 24 and
the heat transfer material block 22 utilized are machined aluminum,
while the contained vehicle fluid conduit 32 is copper tubing. As
shown in FIG. 1, the heat sink 24 may be finned to allow a greater
surface area to volume ratio in an attempt to maximize the
potential for thermal energy dissipation as compared to a perfectly
round object having no planar surfaces. It will be recognized by
those of ordinary skill that other heat conductive materials and
other heat sink designs than those shown could be utilized for, or
in place of, the heat sink 24 to provide or improve upon the
overall heat transfer without departing from the spirit and scope
of the present invention.
[0051] As shown in FIG. 4, another alternate construction of the
heat transfer material block 22" may be seen where the heat
transfer material block 22" is machined or molded to support
contained vehicle fluid flow. The machined or molded patterns can
be diverse and may include a plurality of substantially parallel
channels 50 for contained vehicle fluid flow or a single channel
having a serpentine path (not shown). Alternatively, the heat
transfer material block 22" may be partitioned, machined and
reassembled thereafter having one or more contained conduits for
vehicle fluid flow. The heat transfer material block 22" may also
be molded in multiple pieces and assembled. In assembling or
reassembling the pieces of the heat transfer material block 22"
there may be gaskets or other types of sealants or sealing devices
included, thereby ensuring contained vehicle fluid flow.
[0052] As shown in FIG. 5, the first exemplary embodiment of the
vehicle fluid thermal energy exchanger 11 may be mounted or
retrofit to a vehicle 54 body or frame as follows. The vehicle 54
is prepared by diverting at least a portion of the contained
vehicle fluid flow, such that the existing contained vehicle fluid
conduit 56 has an outlet 60 and an inlet 58. The outlet 60 of the
existing contained vehicle fluid conduit 56 engages the inlet 62 of
the contained vehicle fluid conduit 64, thus providing fluid
communication between the conduits 56, 64. The outlet 126 of the
contained vehicle fluid conduit 64 engages the inlet 58 of the
existing contained vehicle fluid conduit 56, thus providing fluid
communication and closing the vehicle fluid system 66. In other
words, the sequence of fluid flow is: first, fluid exits the
existing contained vehicle fluid conduit 56; second, fluid enters
the contained vehicle fluid conduit 64 of the exchanger 11; third,
fluid exits the contained vehicle fluid conduit 64 of the exchanger
11; and fourth, fluid enters the existing contained vehicle fluid
conduit 56. The interfaces 68, 70 of the existing contained vehicle
fluid conduit 56 and the contained vehicle fluid conduit 64 are
closed by welding or any other technique, without limitation, which
ensures a closed vehicle fluid system 66. Those of ordinary skill
in the art are familiar with techniques for splicing and thereafter
connecting conduits to contain fluid flow. An exemplary approach
utilizes male and female connecting members 72, 74 which are
respectively mounted to the existing contained vehicle fluid
conduit's 56 and the contained vehicle fluid conduit's 64 inlets
58, 62 and outlets 60, 66. These mating members 72, 74 provide
sealed connections between respective interfaces 68, 70 and may
thereafter be disconnected by mechanical means. Brackets 76 are
utilized to secure the exchanger to the vehicle 54 in this
exemplary embodiment, however, any chemical or mechanical
technique, without limitation, which secures the exchanger to the
vehicle 54 is permissible. Vehicle power source connections 80 are
also provided assuring adequate power supply from vehicle power
source 40 to the loads of the exchanger 11. These connections 80
interface with the processor 42, the thermal energy detector 44 and
the power switch 48 of the control system.
[0053] As shown in FIG. 6, an exchanger 11 utilizing the machined
heat transfer material block 22" (FIG. 4) may be mounted or
retrofit to a vehicle 54 body or frame as follows. The vehicle 54
is prepared by diverting at least a portion of the contained
vehicle fluid flow, such that the existing contained vehicle fluid
conduit 56 has an outlet 60 and an inlet 58. The outlet 60 of the
existing contained vehicle fluid conduit 56 engages the inlet 82 of
the contained vehicle fluid flow within the heat transfer material
block 22", thus providing fluid communication between the existing
vehicle fluid conduit 56 and the contained vehicle fluid flow
within the heat transfer material block 22". The outlet 84 of the
contained vehicle fluid flow within the heat transfer material
block 22" engages the inlet 58 of the existing contained vehicle
fluid conduit 56, thus providing fluid communication and closing
the vehicle fluid system 66. In other words, the sequence of fluid
flow is: first, fluid exits the existing contained vehicle fluid
56; second, fluid enters the heat transfer material block 22";
third, fluid exits the heat transfer material block 22"; and
fourth, fluid enters the existing contained fluid conduit 56. The
interfaces 86, 88 of the existing contained vehicle fluid conduit
56 and the contained vehicle fluid flow within the heat transfer
material block 22" are closed by welding or any other technique,
without limitation, which results in a closed vehicle fluid system
66. Those of ordinary skill in the art are familiar with the
techniques for splicing and thereafter connecting conduits to
contain fluid flow. An alternate approach utilizes male and female
connecting members 90, 92 which are respectively mounted to the
existing contained vehicle fluid conduit's inlet 58 and outlet 60
as well as the inlet 82 and outlet 84 of vehicle fluid flow within
the heat transfer material block 22". These connecting members 90,
92 provide sealed connections between respective interfaces 86, 88
and may thereafter be disconnected by mechanical means. Brackets 76
are utilized to secure the exchanger to the vehicle 54 in this
exemplary embodiment, but, any chemical or mechanical technique,
without limitation, which secures the exchanger 11 to the vehicle
54 is permissible. Vehicle power source connections 80 are also
provided assuring adequate power supply to the loads of the
exchanger 11. These connections 80 interface with the processor 42,
the thermal energy detector 44 and the power switch 48.
[0054] As will be apparent to those of ordinary skill, the heat
transfer material block may be positioned in any manner such that
thermal communication can occur between an existing contained
vehicle fluid conduit and the heat transfer material block. The
heat transfer material block may be machined or molded to better
mate with the exterior geometries of the existing contained vehicle
fluid conduit. It is not mandatory that the heat transfer material
block be in physical contact with the existing contained vehicle
fluid conduit, only that thermal communication between the two is
provided.
[0055] It is within the scope and spirit of the present invention
that the vehicle system of the first exemplary embodiment may for
example, have intended uses including, without limitation, the
heating of vehicle fluids such as fuels or lubricants. The vehicle
system may be manufactured with, or retrofitted to a vehicle for
the heating or pre-heating vehicle fuels such as diesel fuel,
thereby providing fuel in transit to the combustion chamber having
increased internal and/or thermal energy. Additionally, the vehicle
system may be utilized to regulate the temperature of the fuel when
the vehicle and fuel are exposed to environmental conditions
tending to decrease the internal and/or thermal energy of the fuel.
Also, the vehicle system may be manufactured with, or retrofitted
to vehicles for the heating vehicle lubricants such as engine oils
or transmission fluids, providing lubricants in transit to
designated areas within the closed vehicle lubricant system having
increased internal and/or thermal energy. Additionally, the vehicle
system may be utilized to regulate the temperature of the lubricant
when the lubricant and vehicle are exposed to environmental
conditions tending to decrease the internal and/or thermal energy
of the lubricant.
[0056] It is also within the scope and spirit of the present
invention that the vehicle system of the first exemplary embodiment
may for example, have intended uses including, without limitation,
the cooling of vehicle fluids such as fuels, lubricants or
coolants. When utilized in applications advantageous for the
cooling of vehicle fuels such as gasoline or racing fuels, the
vehicle system may be assembled with, or retrofitted to a vehicle
thereby delivering fuel to the combustion chamber having decreased
internal and/or thermal energy. Additionally, the vehicle system
may be utilized to regulate the temperature of the fuel when
exposed to environmental conditions tending to increase the
internal and/or thermal energy of the fuel. The vehicle system may
also be utilized in applications advantageous for the cooling of
vehicle lubricants such as engine oils or transmission fluids. In
this application, the vehicle system is assembled with, or
retrofitted to a vehicle and thereafter provides lubricants in
transit within the closed vehicle lubricant system having decreased
internal and/or thermal energy. Also, the vehicle system may be
utilized to regulate the temperature of the lubricant when the
vehicle and lubricant are exposed to environmental conditions
tending to increase the internal and/or thermal energy of the
lubricant. The vehicle system may also be utilized in the cooling
of vehicle coolants such as radiator fluid, air conditioning fluid
and water. In these types of applications, the vehicle system is
manufactured, or retrofitted to a vehicle such that coolant in
transit within the closed vehicle cooling fluid system exhibits
decreased internal and/or thermal energy. Additionally, the vehicle
system may be utilized to regulate the temperature of the cooling
fluids when the vehicle or fluids are exposed to environmental
conditions tending to increase the internal and/or thermal energy
of the radiator fluid.
[0057] Particularly, the vehicle system of the first exemplary
embodiment may be assembled with, or retrofitted to racing vehicles
utilizing racing fuels. The vehicle system provides a gradient
through which excess internal and/or thermal energy from the racing
fuel may escape. As the fuel is cooled, the density of the fuel is
increased providing for an increased amount of fuel per unit volume
to enter the combustion chamber. When combusted, the increased
amount of fuel produces an increased amount of gaseous byproducts
resulting in increased power exhibited by the racing vehicle's
engine.
[0058] It will be understood by those of ordinary skill that many
of the aforementioned applications and vehicle systems have been
described as being retrofit or retrofitted, however, it is within
the scope and spirit of the present invention that the systems and
applications described above may be incorporated into the
production of a new vehicle.
[0059] As shown by FIGS. 7 and 8, a second exemplary embodiment of
the vehicle fluid thermal energy transfer system is used with a
vehicle fluid reservoir, such as a lubrication sump. A vehicle
fluid reservoir 94 for containing vehicle fluids such as fuels,
lubricants and coolant fluids includes an inlet 96 and an outlet 98
in fluid communication with a closed vehicle fluid system 66. The
vehicle fluid reservoir 94 also includes an opening 100 which may
be resealed for adding additional fluid to the vehicle fluid
reservoir 94. The thermal energy transfer system includes a pair of
heat transfer material blocks 101 that are mounted on opposite
sides of the vehicle fluid reservoir 94 and connected to each other
by a heat transfer rod 102 (See FIG. 8) that extends through the
vehicle fluid reservoir 94 and into the fluid contained therein. A
series of CWTD(s) 10 (See FIG. 8) are positioned against the heat
transfer material blocks 101 such that the cooler wafers 12 are in
thermal communication with the pair of heat transfer material
blocks 101 and associated heat transfer rod(s) 102. A pair of heat
sinks 103, having a plurality of heat dissipating fins, are mounted
to the CWTD(s) 10 so as to provide thermal communication between
the warmer wafers 14 and the heat sinks 103 (See FIG. 8).
Additionally, a fan 28 is mounted to each of the pair of heat sinks
103, to provide induced air currents traveling over the pair of
heat sinks 103, thereby helping to dissipate heat from the heat
sinks 103.
[0060] When activated the CWTD(s) 10 will cause a induced thermal
gradient to be developed between the fluid in the vehicle fluid
reservoir 94 and the cooler wafers 12. The induced thermal gradient
provides a driving force for heat transfer to the cooler wafers 12
so long as the temperature of the vehicle fluid within the
reservoir is greater than the temperature of the cooler wafers 12.
As a result of this induced thermal gradient, heat will be
transferred from the vehicle fluid, through the vehicle fluid
reservoir 94 and/or the heat transfer rod(s) 102, through the pair
of heat transfer material blocks 101 and through the cooler wafer
12 to the warmer wafer 14. This excess heat will, in turn, be
transferred from the warmer wafers 14 to the pair of heat sink 103,
which will act as dissipater of heat. Thus, activation of the
CWTD(s) 10 will thereby result in the cooling of the vehicle fluid,
such as a vehicle lubricant within the vehicle fluid reservoir 94.
Additionally, a control system as described above with respect to
FIG. 3 may be provided to regulate the temperature of the vehicle
fluid within the vehicle fluid reservoir 94.
[0061] Optionally, insulation 105 may be utilized to insulate the
exposed portions of the semiconductor blocks 16, portions of the
heat transfer material blocks 101 and the vehicle fluid reservoir
94. The insulation 105 may be any type of insulation which
withstands the conditions of intended use and is a poor conductor
of thermal energy such as, depending on the circumstances, foams
(such as latex, stryofoam, polyurethane), glass wools, wood,
plastics, rubbers, corks, glass, cotton and aerogels.
[0062] As shown in FIG. 9, an alternate arrangement for the second
exemplary embodiment utilizes at least one heat transfer rod 102'
that extends inwardly from the walls of the reservoir 94 itself,
rather than from the heat transfer material blocks 101' as in the
arrangement shown in FIGS. 7 and 8. This arrangement works best
when the reservoir 94 is made from a suitable heat transfer
material (such as aluminum) so that heat can travel from the rods
102' through the walls of the reservoir 94 to the heat transfer
material blocks 101'.
[0063] It will be understood by those of ordinary skill in the art
that the heat transfer rods of FIGS. 7-9 illustrate exemplary
projections of heat transfer material extending into the reservoir
to assist in the heat transfer between the vehicle fluid in the
reservoir and the CWTD(s); and that many alternate designs, sizes
and arrangements of projections will fall within certain aspects of
the present invention. It will also be understood by those of
ordinary skill that it is not necessary to utilize rods or any
alternate projection extending in the reservoir in order to fall
within the scope of the invention, since it is possible for
sufficient heat transfer to occur through the walls of the
reservoir to the heat transfer material blocks and, subsequently,
to the CWTD(s). It is also possible that the heat transfer material
blocks themselves extend through the walls of the reservoir to be
in contact with the contents of the reservoir.
[0064] It is to be understood that with the embodiments shown in
FIGS. 7-9, it is not necessary that any, or the entire surface of
the cooler wafers 12 be in direct contact with the heat transfer
material blocks 101, 101', nor that the warmer wafers 14 be in
direct contact with the heat sinks 103, so long as thermal
communication is preserved. The CWTD(s) 10 may be secured to the
heat transfer material blocks 101, 101' and the heat sinks 103 by
any chemical or mechanical technique, without limitation, such as
epoxy resin or compression fittings which allows for thermal
communication between the heat transfer material blocks 101, 101'
and the heat sinks 103 and their respective cooler and warmer
wafers 12, 14 of the CWTD(s) 10. Additionally, a fan 28 is mounted
to each heat sink 103, which provides induced fluid currents over
the heat sinks 103.
[0065] It is within the scope and spirit of the present invention
that the vehicle system of the second exemplary embodiment may for
example, have intended uses including, without limitation, the
heating of vehicle lubricants or fuels. When utilized in
applications advantageous for the heating of vehicle fuels such as
diesel fuels, the vehicle system may be assembled with, or
retrofitted to a vehicle providing fuel at a point of accumulation
having increased internal and/or thermal energy. Additionally, the
vehicle system may simply be utilized to regulate the temperature
of the vehicle fuel when the fuel and/or vehicle is exposed to
environmental conditions tending to decrease the internal and/or
thermal energy of the vehicle fuel. The second exemplary embodiment
may also be utilized in applications advantageous for the heating
of vehicle lubricants such as engine oils or transmission fluids.
The vehicle system may be assembled with, or retrofitted to a
vehicle providing lubricants at a point of accumulation within the
closed vehicle lubricant system having increased internal and/or
thermal energy. Additionally, the vehicle system may be utilized to
regulate the temperature of the lubricant when the vehicle and/or
lubricant is exposed to environmental conditions tending to
decrease the internal and/or thermal energy of the lubricant.
[0066] Particularly, the vehicle system of the second exemplary
embodiment may be assembled with, or retrofitted to a vehicle
providing low viscosity vehicle lubricants at engine or
transmission start-up. The vehicle system may also be utilized in
"prelube" applications. Generally, prior to engine start-up,
neither the engine nor transmission are lubricated. Only after the
engine is started is power provided to lubricant pumps such as oil
and transmission pumps. The very reason for a lubricant is to
reduce degradation of engine components from friction. In this
particular application, the vehicle lubricant is heated by the
vehicle system of the second exemplary embodiment and pumped
throughout the closed vehicle fluid system providing for a
"prelube" of the vital engine and transmission components. In this
way, the engine and transmission are lubricated before friction
occurs, thereby reducing the wear of the components at start-up as
compared to no or very little lubrication at all.
[0067] It is also within the scope and spirit of the present
invention that the vehicle system of the second exemplary
embodiment may for example, have intended uses including, without
limitation, the cooling of vehicle fluids such as fuels, lubricants
or coolants. When utilized in applications advantageous for the
cooling of vehicle fuels such as gasoline or racing fuels, the
vehicle system may be assembled with, or retrofitted to a vehicle
providing fuel at a point of accumulation having decreased internal
and/or thermal energy. Additionally, the vehicle system may simply
be utilized to regulate the temperature of the fuel when the
vehicle and/or fuel is exposed to environmental conditions tending
to increase the internal and/or thermal energy of the fuel. When
utilized in applications advantageous for the cooling of vehicle
lubricants such as engine oils or transmission fluids, the vehicle
system may be assembled with, or retrofitted to a vehicle providing
lubricants at a point of accumulation within the closed vehicle
lubricant system having increased internal and/or thermal energy.
Additionally, the vehicle system may be utilized to regulate the
temperature of the lubricant when the vehicle and/or lubricant is
exposed to environmental conditions tending to increase the
internal and/or thermal energy of the lubricant. Also, the second
exemplary embodiment could be utilized in applications advantageous
for the cooling of vehicle coolants such as radiator fluid, air
conditioning fluid or water. The vehicle system may be assembled
with, or retrofitted to a vehicle, thereby providing cooling fluids
at a point of accumulation within the closed vehicle cooling fluid
system having decreased internal and/or thermal energy. In
addition, the vehicle system may be utilized to regulate the
temperature of the cooling fluids when the vehicle and/or coolant
is exposed to environmental conditions tending to increase the
internal and/or thermal energy of the vehicle coolant.
[0068] Particularly, the vehicle system of the second exemplary
embodiment may be assembled with, or retrofitted to racing vehicles
utilizing vehicle lubricants such as engine oils and transmission
fluids. The vehicle system provides a gradient through which excess
internal and/or thermal energy from the lubricants can escape. As
the lubricant is cooled, the density of the lubricant is increased
providing for an increased amount of lubricant per unit volume.
This increased density exhibited by the lubricant generally
provides for higher viscosity and resistance to movement. As
documented in the area of racing, when vehicle fluids, particularly
vehicle lubricants have lower viscosities, they tend to slosh
within the accumulation vessel. This movement within the vessel
reduces the available energy produced by the engine which may move
the vehicle in the particular direction advantageous to racing.
[0069] While the aforementioned embodiments have been specific,
other embodiments and modifications are intended to be covered by
the spirit and scope of applicant's disclosure.
[0070] Referencing FIG. 10, the CWTD(s) 10 utilized in each of the
exemplary embodiments may be used separately, or in conjunction
with a plurality of CWTD(s) 10 to form a "bank" 116 of cooling or
heating potential. The CWTD(s) 10 are powered by direct electric
current and may be connected in series or parallel. In an exemplary
embodiment, the CWTD(s) 10 are connected in series, driven by a
12-volt DC power source, forming a "bank" 116, thereby increasing
the theoretical maximum amount of heat transferable as opposed to a
single CWTD 10. Generally, the banks 116 are connected so as to
provide 100% of their cooling or heating capability to the
exclusion of the other. In other words, the bank is electrically
configured so as to only receive direct current in one direction
and have all warmer surfaces facing one way, and all cooler
surfaces facing the other. However, the present invention
contemplates a more complex arrangement of a bank 116.
[0071] In this example, two possibilities exist for powering the
organized bank 116: First, providing current in the "J" direction,
thereby reducing the thermal energy of the target 118; or, second,
providing current in the "-J" direction, thereby increasing the
thermal energy of the target 118. This configuration may be
substituted into each of the exemplary embodiments which are
configured so as to have current which travels in the "J" or "-J"
directions. This organizational structure may be used in any of the
exemplary embodiments whenever a device is in place capable of
switching the direction of current depending on whether the target
118 is in need of thermal energy or has excess thermal energy
needing to be drawn away.
[0072] Referring FIG. 11, is can be seen that the bank of CWTD(s)
10 are in an organized pattern of alternating cooler and warmer
wafers 12, 14 in a single direction. The circuitry is such that the
CWTD(s) 10 are connected so that all cooler wafers 12 which absorb
thermal energy are electrically connected in series via leads 18,
20, while all warmer wafers 14 which dissipate thermal energy are
electrically connected in series via another set of leads 120, 122.
The surfaces of the wafers 12, 14 of the CWTD(s) 10 facing the
target 118 are in thermal communication with the target 118. In
this configuration three possibilities exist for powering the
organized circuitry: First--provide power to each series of leads
18, 20 and 120, 122 (heating and cooling series), thereby having a
minimal amount of net thermal energy change exhibited by the
target; Second--providing power to only those CWTD(s) 10 which are
part of the cooling series, via leads 18, 20 (wafers 12), thereby
reducing the thermal energy of the target; or Third providing power
only to those CWTD(s) 10 which are part of the heating series, via
leads 120, 122 (wafers 14), thereby increasing the thermal energy
of the target. The first arrangement heats and cools
simultaneously, thus net effective cooling or heating is not
realized. In the second and third arrangement, the bank 116 is not
taking full advantage of the potential thermal energy transfer;
only half of the wafers are powered at any one time. This
arrangement is advantageous in that heating and cooling may be
accomplished even if no device is present to invert the direction
of the electric current.
[0073] For simplification purposes, a majority of the exemplary
embodiments have been explained in terms of cooling a vehicle
fluid. However, one of ordinary skill in the art will readily
appreciate that all of the exemplary embodiments could function in
a heating capacity for increasing the internal energy of vehicle
fluids by either flipping the orientation of the wafer surfaces and
maintaining the direction of current flow, by switching the
direction of current flow and maintaining the orientation of the
wafer surfaces, or by having an alternating bank of hot/cold wafers
such that the hot wafers are powered to the exclusion of the cold
wafers and vice versa.
[0074] As a caveat to the heat transfer materials discussed above,
it will be well understood by those skilled in the art that
aluminum has a relatively high thermal conductivity (117
Btu/h.multidot.ft.multidot..deg- ree. F. at 32.degree. F.)) as
compared to other metals such as mild steel (26
Btu/h.multidot.ft.multidot..degree. F. at 32.degree. F.) and cast
iron (30 Btu/h.multidot.ft.multidot..degree. F. at 68.degree. F.).
While aluminum's higher thermal conductivity makes it more
advantageous to use as a material through which heat or thermal
energy will travel, other materials could certainly be used such as
cast iron, copper (224 Btu/h.multidot.ft.multidot..degree. F. at
32.degree. F.), or more expensive materials such gold (169
Btu/h.multidot.ft.multidot..degree. F. at 68.degree. F.) and silver
(242 Btu/h.multidot.ft.multidot..degree. F. at 32.degree. F.). For
the purposes of this invention, therefore, a heat transfer material
includes any material (metallic or non-metallic) having a suitable
thermal conductivity for allowing heat transfer between the CWTD(s)
and the vehicle fluid as well as between the CWTD(s) and a heat
sink. While aluminum is called for in the exemplary embodiments, it
will be appreciated that materials with lower or higher thermal
conductivity may be suitable "heat transfer materials" for a given
application.
* * * * *