Patent Document

FIELD OF THE INVENTION 
     The present invention relates to a thermal energy recovery and management system and more particularly to an energy recovery system capable of transferring heat energy to and from various components of an internal combustion engine for powering a vehicle to effect improved emission control, fuel efficiency, and engine durability. 
     BACKGROUND OF THE INVENTION 
     It is known that stored thermal energy may be employed to reduce exhaust emission pollutants from an internal combustion engine by facilitating engine warm-up. Stored thermal energy may also be provided to the engine to minimize engine warm-up time and reduce cold start engine-wear, thereby increasing engine durability. Further, the more rapidly the engine is heated, the quicker the engine will operate at increased efficiencies to improve fuel consumption characteristics. 
     The broad concept of the utilization of thermal energy storage systems for internal combustion engines employing a thermal energy storage device capable of efficiently supplying thermal energy from the thermal energy storage device to an internal combustion engine is disclosed in a paper entitled Development of New Generation Hybrid System identified as SAE Technical Paper Series 2004-02-0643, hereby incorporated herein by reference in its entirety. 
     Automotive vehicle emissions, fuel economy, and power train durability are heavily influenced by warming conditions during engine start-up. To enhance engine warming conditions, thermal energy storage devices have been developed to store a gas or liquid medium at high normal operating temperatures. Many of such systems employ a phase change material (PCM) that has been exposed to a solid-liquid or liquid-gas phase change heat of fusion to optimize the latent heat energy storage thermal capacity of the associated working medium. The phase change materials currently used are typically corrosive and when used with working medium result in significant additional vehicle cost and space requirements. 
     It is therefore considered desirable to produce a thermal energy recovery and management system for an internal combustion engine which stores a heated working medium in a insulated bottle which is released into the internal combustion engine operating system to minimize emissions in an exhaust gas from unburned hydrocarbons, maximize fuel efficiency, and minimize engine wear, especially during cold start conditions. 
     SUMMARY OF THE INVENTION 
     Harmonious with the present invention, a thermal energy recovery and management system for an internal combustion engine which stores a heated working medium in a insulated bottle which is released into the internal combustion engine operating system to minimize emissions in an exhaust gas from unburned hydrocarbons, maximize fuel efficiency, and minimize engine wear, especially during cold start conditions has surprisingly been discovered. 
     In one embodiment thermal energy recovery and management system comprises an engine; a primary reservoir for storing thermal energy; a first fluid circuit providing fluid communication between the primary reservoir and the engine; an electric control unit for selectively monitoring the communication in the fluid circuit between the primary reservoir and the engine to maintain a balance of thermal energy in the primary reservoir and the engine; and a means for providing a motive force for causing a thermal energy conveying fluid to flow between the primary reservoir and the engine. 
     In another embodiment, a thermal energy recovery and management system comprises an engine; a primary reservoir for storing thermal energy; at least one sub-reservoir in thermal energy exchange relationship with the primary reservoir and in energy conveying fluid communication with at least one of the engine, a transmission, and an exhaust gas recirculator; a first fluid circuit providing communication between the primary reservoir and the engine; a second fluid circuit providing communication between the at least one sub-reservoir and at least one of the engine, a transmission, and an exhaust gas recirculator; an electric control unit for selectively monitoring the communication in the first fluid circuit between the primary reservoir and the engine, and in the second fluid circuit between the at least one sub-reservoir and at least one of the engine, the transmission, and the exhaust gas recirculator to maintain a balance of thermal energy in the reservoirs, the internal combustion engine, and at least one of the engine, the transmission, and the exhaust gas recirculator; a means for providing a motive force for causing a thermal energy conveying fluid to flow between the primary reservoir and the engine; and a means for providing a motive force for causing a thermal energy conveying fluid to flow between the at least one sub-reservoir and at least one of the engine, the transmission, and the exhaust gas recirculator. 
     In another embodiment, a thermal energy recovery and management system including at least an engine, an exhaust gas recirculation, and a transmission wherein the system comprises a primary reservoir for storing thermal energy; a first sub-reservoir in thermal energy exchange relationship with the primary reservoir and in energy conveying fluid communication with the engine; a second sub-reservoir in thermal energy exchange relationship with the primary reservoir and in energy conveying fluid communication with the transmission; a third sub-reservoir in thermal energy exchange relationship with the primary reservoir and in energy conveying fluid communication with the exhaust gas recirculator; a first fluid circuit providing communication between the primary reservoir and at least one of a radiator and a heater core; a second fluid circuit providing communication between the first sub-reservoir and the engine; a third fluid circuit providing communication between the second sub-reservoir and the transmission; a fourth fluid circuit providing communication between the third sub-reservoir and the exhaust gas recirculator; an electric control unit for selectively monitoring the communication in the first fluid circuit between the primary reservoir and at least one of the radiator and the heater core, in the second fluid circuit between the first sub-reservoir and the engine, in the third fluid circuit between the second sub-reservoir and the transmission, and in the fourth fluid circuit between the third sub-reservoir and the exhaust gas recirculator to maintain a balance of thermal energy in the reservoirs, the engine, transmission, and the exhaust gas recirculator; a means for providing a motive force for causing a thermal energy conveying fluid to flow between the primary reservoir and at least one of the radiator and the heater core; a means for providing a motive force for causing a thermal energy conveying fluid to flow between the first sub-reservoir and the engine; a means for providing a motive force for causing a thermal energy conveying fluid to flow between the second sub-reservoir and the transmission; and a means for providing a motive force for causing a thermal energy conveying fluid to flow between the third sub-reservoir and the exhaust gas recirculator. 
     The aforesaid system utilizes a thermal energy storage reservoir of sufficient capacity that when the engine is in a steady state operating mode, the reservoir functions as an inherent energy balance device to release or store thermal energy to either heat or cool one or more of the engine cooling radiator, engine oil, transmission oil, and exhaust gas recirculator to operate the systems as close as possible to an optimal temperature range. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The above, as well as other objects and advantages of the invention, will become readily apparent to those skilled in the art from reading the following detailed description of a preferred embodiment of the invention when considered in the light of the accompanying drawings in which: 
         FIG. 1  is a schematic illustration of a thermal energy storage and management system for an internal combustion engine according to an embodiment of the invention, wherein the system is in an exemplary system operations mode. 
         FIG. 2  is a schematic illustration of the thermal energy storage and management system in a cold soak operations mode. 
         FIG. 3  is a schematic illustration of the thermal energy storage and management system when the system is in a pre-heat operating mode. 
         FIG. 4  is a schematic illustration of the thermal energy storage and management system in another pre-heat operating mode. 
         FIG. 5  is a schematic illustration of the thermal energy storage and management system when the system is in an optimal engine cooling and performance operating mode. 
         FIG. 6  is a schematic illustration of the thermal energy storage and management system when the system is in a normal full operating mode. 
         FIG. 7  is a schematic illustration of the thermal energy storage and management system when the system is in a cooling and initial operating mode. 
         FIG. 8  is a schematic illustration of the thermal energy storage and management system when the system is in a heating and thermal heated fluid storage operating mode. 
         FIG. 9  is a schematic illustration of the thermal energy storage and management system when the system is in a self start operating mode. 
         FIG. 10  is a schematic illustration of a thermal energy storage and management system for an internal combustion engine in accordance with another embodiment, of the invention, wherein the system is in a heating operating mode. 
         FIG. 11  is a schematic illustration of a thermal energy storage and management system for an internal combustion engine in accordance with another embodiment of the invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     The following detailed description and appended drawings describe and illustrate various exemplary embodiments of the invention. The description and drawings serve to enable one skilled in the art to make and use the invention, and are not intended to limit the scope of the invention in any manner. 
       FIG. 1  shows a thermal energy recovery and management system  10  according to an embodiment of the invention. The system  10  includes an internal combustion engine  11 , which is provided with a heating and cooling system. The heating and cooling system includes a cooling radiator  12 , an electric water pump  14 , an electric vapor pump  16 , an electric fan  18 , a heater core  20 , a three position electric solenoid actuated valve  22 , a thermal energy storage reservoir  24 , a differential pressure valve  25  and an electric control unit  26 . Although specific elements such as electric water pump, electric vapor pump, electric fan, and electric solenoid actuated valve are described herein, for example, it is understood that equivalent structures can be used such as valves actuated in other manners, for example. A temperature sensor  28  is disposed subsequent an exit of the engine  11  and is suitably coupled, typically electrically, with the electric control unit  26 . 
     Fluid communication is established between the engine  11 , the radiator  12 , and the heater core  20 , via the three position electric solenoid actuated valve  22 . The three position electric solenoid actuated valve  22  can permit or militate against the flow of fluid between each of the engine  11 , the radiator  12 , and the heater core  20  universally, wherein flow is permitted or militated against between all of the engine  11 , the radiator  12 , and the heater core  20 . As used hereinafter, the term fluid can refer to liquid, vapor, steam, gas, or any combination thereof. The three position electric solenoid valve  22  can also selectively permit or militate against the flow of fluid between the engine  11 , the radiator  12 , and the heater core  20  separately. 
     Fluid communication is established between the engine  11  and the thermal energy storage reservoir  24  via the differential pressure valve  25 . It will be appreciated that the various components of the system are coupled together, as illustrated, by appropriate fluid conveying conduits such as tubing and piping, for example. 
     The thermal energy storage reservoir  24  may be of a number of different types. The thermal energy storage reservoir  24  is capable of receiving a fluid used to convey thermal energy developed during the normal operation of the engine  11 . Optionally, the thermal energy storage reservoir  24  may be a type wherein the phase of the fluid is changed such as from a liquid state to a gaseous state, for example. One example is a jar or bottle having a vacuum between an inner and outer wall, and sited to contain engine radiator coolant fluid as a primary thermal energy transfer medium. As will be explained in more detail hereinafter, the reservoir  24  can also enclose one or more sub-system reservoirs, in the range of from one to two liter capacity, to contain engine oil, transmission oil, and exhaust gas recirculator coolants. Favorable results have been realized when the thermal energy storage reservoir  24  is formed of an inner vessel and an outer housing separated by a vacuum which has been found to maintain thermal energy for a period up to seventy-two hours and having a volume of between 8 and 10 liters, for example. 
     During an exemplary system operations mode as illustrated in  FIG. 1 , the three position electric solenoid operated valve  22  and the differential pressure valve  25  are actuated by appropriate electrical signals from the electric control unit  26  based on a temperature reading supplied to the control unit  26  from the temperature sensor  28 . The motive forces produced by the electric water pump  14  and the electric vapor pump  16  selectively cause the fluid to be conveyed through the passageways to transfer thermal energy through the engine  11 , the radiator  12 , the heater core  20 , and the thermal energy storage reservoir  24  based on appropriate electrical signals from the control unit  26 . Specifically, the electric water pump  14  causes the fluid in a liquid state to flow through the three position electric solenoid operated valve  22  to the engine  11 , the radiator  12 , and the heater core  20 . The electric water pump  14  can also cause the fluid in liquid state to flow through the differential pressure valve  25  to the thermal energy storage reservoir  24 . The electric vapor pump  16  causes the fluid in a vapor or gaseous state to travel from the thermal energy storage reservoir  24  through the differential pressure valve  25  to the engine  11 . The electric vapor pump  16  can also cause the fluid in vapor or gaseous state to flow through the three position electric solenoid operated valve  22  where it can be subsequently diverted to the engine  11  or the heater core  20  and then back to the thermal energy storage reservoir  24  by an appropriate signal from the electric control unit  26 . 
     The thermal energy of the system may be controlled by the three position electric solenoid operated valve  22  and the differential pressure valve  25  which control the rate of flow of fluid therethrough and hence through the heat exchange elements of the radiator  12 , the heater core  20 , and the thermal energy storage reservoir  24 . Specifically, the three position electric solenoid operated valve  22  permits or militates against the flow of fluid to the engine  11 , the radiator  12 , and the heater core  20  based on an appropriate signal from the control unit  26 . The differential pressure valve  25  permits or militates against the flow of fluid to and from the thermal energy storage reservoir  24 . 
     The thermal energy storage reservoir  24  is utilized to store thermal energy from the engine  11  as the fluid is forced to flow through the system by the motive force produced by the electric water pump  14  and the electric vapor pump  16 . The thermal energy storage reservoir  24  acts as an inherent thermal energy balance device, to either add heat energy to or remove heat energy from the thermal energy storage and management system. It will be understood that the thermal energy storage reservoir  24  is effective to efficiently retain heat energy and allow the energy transfer fluid retained therein to absorb heat energy from or release heat energy to the engine  11 , the radiator  12 , or the heater core  20 . Due to the insulating properties of the thermal energy storage reservoir  24 , the thermal energy transfer fluid flowing therethrough minimizes energy loss so that when the system  10  is shut down, the thermal energy transfer fluid within the thermal energy storage reservoir  24  will maintain the thermal energy for subsequent use. If the phase changing function is utilized by the thermal energy storage reservoir  24 , fluid that enters in a liquid state can be heated and changed into a vapor or gaseous state. Energy needed to implement the phase change can be supplied by any traditional means such as a battery powered thermal electrical device, for example. 
     The advantages achieved by the illustrated and described thermal energy and management system  10  includes start-up efficiencies of the associated engine. Immediately upon start-up, the system  10  utilizes the stored thermal energy to heat components of the engine. Therefore, the wear on the engine during start-up is substantially reduced, resulting in increased engine durability. If desired, the passenger cabin can also be supplied with heat immediately upon start-up. Fuel efficiency is maximized and exhaust gas pollutants are minimized due to the engine more rapidly reaching a maximum operating temperature. Suitable signals from the electrical control unit  26  will effectively controls the flow of heat energy to or from the thermal energy storage reservoir  24 . 
       FIG. 2  illustrates the thermal energy storage and management system  10  for the engine  11  shown in  FIG. 1  with the system in a cold soak operating mode. In this operating mode, the engine  11  is off and the electric water pump  14  and the electric vapor pump  16  are not operating. The differential pressure valve  25  and the three position electric solenoid actuated valve  22  are in closed positions to militate against the passage of fluid therethrough. Accordingly, fluid is retained in the engine  11 , the radiator  12 , the heater core  20 , and thermal energy storage reservoir  24 . The cold soak operating mode is utilized to store thermal energy in the thermal energy storage reservoir  24 . 
       FIG. 3  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system in a pre-heat operating mode. In the pre-heat operating mode, the engine  11  can be on or off and the electric water pump  14  is not operating. The differential pressure valve  25  is in an open position to allow fluid to travel therethrough. The three position electric solenoid actuated valve  22  is in universally closed position to militate against the flow of fluid therethrough. Heated fluid is pumped from the thermal energy storage reservoir  24  by the electric vapor pump  16  through the differential pressure valve  25 . The heated fluid flows through and transfers thermal energy to the engine  11  and thereafter flows back through the differential pressure valve  25  and to the thermal energy storage reservoir  24  where it can be reheated by stored thermal energy and redistributed to the engine  11  facilitated by an appropriate signal from the electric control unit  26 . The pre-heat operating mode is utilized to transfer stored thermal energy from fluid located in the thermal energy storage reservoir  24  to the engine  11 . 
       FIG. 4  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  in accordance with the system  10  in another pre-heat operating mode. In this pre-heat operating mode, the engine  11  can be on or off and the electric water pump  14  is not operating. The differential pressure valve  25  is in an open position to allow fluid to travel therethrough. The three position electric solenoid actuated valve  22  is open to permit the flow of fluid from the engine  11  to the heater core  20 , but closed to militate against the flow of fluid to or from the radiator  12 . Heated fluid is pumped from the thermal energy storage reservoir  24  through the differential pressure valve  25  by the electric vapor pump  16 . The heated fluid flows through and transfers thermal energy to the engine  11 . Thereafter, the fluid flows through the differential pressure valve  25  back to the thermal energy storage reservoir  24  where it can be reheated by stored thermal energy and redistributed as actuated by an appropriate electrical signal from the control unit  26 . Alternately, the fluid can flow through the three position electric solenoid actuated valve  22  to the heater core  20  to transfer thermal energy to the heater core  20 . The fluid can then recirculate through the three position electric solenoid actuated valve  22  and back to the heater core  20  facilitated by an appropriate signal from the control unit  26 . This alternate pre-heat operating mode is utilized to transfer stored thermal energy from fluid located in the thermal energy storage reservoir  24  to the engine  11  and to the heater core  20 . 
       FIG. 5  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system  10  in an engine cooling and performance operating mode. In the engine cooling and performance mode, the engine  11  is on and the electric vapor pump  16  is not operating. The differential pressure valve  25  is closed to militate against the flow of fluid therethrough. The three position electric solenoid actuated valve  22  is open to permit the flow of fluid between the engine  11  and the radiator  12 , but closed to militate against the flow of fluid to and from the heater core  20 . The electric fan  18  is operating to assist in transfer of thermal energy from fluid in the radiator  12 . The fluid is then pumped by the electric water pump  20  through the three position electric solenoid actuated valve  22  to the engine  11 . Thereafter, the fluid can be recirculated by the electric water pump  14  back to the radiator  12  and back to the engine  11  facilitated by an appropriate signal from the control unit  26 . The engine cooling and performance operating mode is utilized to transfer thermal energy from fluid located in the radiator  12  and transfer thermal energy from the engine  11  to the fluid. 
       FIG. 6  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system  10  in a normal full operating mode. In the normal full operating mode, the engine  11  is on and the electric vapor pump  16  is not operating. The differential pressure valve  25  is closed to militate against the flow of fluid therethrough. The three position electric solenoid actuated valve  22  is universally open to permit the flow of fluid between the engine  11 , the radiator  12 , and the heater core  20 . The electric fan  18  is operating to facilitate transfer of thermal energy from fluid in the radiator  12 . Thermal energy is also transferred from fluid in the heater core  20 . The fluid is pumped by the electric water pump  14  from the radiator  12  or the heater core  20  through the three position electric solenoid actuated valve  22  to the engine  11  facilitated by an appropriate signal from the control unit  26 . Thereafter, the fluid can be recirculated by the electric water pump  14  back to the radiator  12  or the heater core  20  and then back to the engine  11  facilitated by an appropriate signal from the control unit  26 . The normal full operating mode is utilized to transfer thermal energy from fluid located in the radiator  12  or the heater core  20  as needed and transfer thermal energy from the engine  11  to the fluid. 
       FIG. 7  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system  10  in a cooling and initial operating mode. In the cooling and initial operating mode, the engine  11  is off and the electric water pump  14  and the electric vapor pump  16  are not operating. The differential pressure valve  25  is closed to militate against the flow of fluid therethrough. The three position electric solenoid actuated valve  22  is universally closed to militate against the flow of fluid between the engine  11 , the radiator  12 , and the heater core  20 . The electric fan  18  is operating to transfer thermal energy from fluid in the radiator  12  facilitated by an appropriate signal from the control unit  26 . The cooling and initial operating mode is utilized to transfer thermal energy from fluid located in the radiator  12  as needed. 
       FIG. 8  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system  10  in a heating and thermal energy storage operating mode. In the heating and thermal energy storage operating mode, the engine  11  is off and the electric water pump  14  is not operating. The differential pressure valve  25  is in an open position to allow fluid to travel therethrough. The three position electric solenoid actuated valve  22  is in universally closed position to militate against the flow of fluid therethrough. Heated fluid is pumped from the engine  11  by the electric vapor pump  16  through the differential pressure valve  25 . The heated fluid flows through and transfers thermal energy to the thermal energy storage reservoir  24  and flows back through the differential pressure valve  25  to the engine  11  where it can be reheated by thermal energy of the engine  11  and redistributed to the thermal energy storage reservoir  24  facilitated by an appropriate signal from the electric control unit  26 . The heating and thermal energy storage operating mode is utilized to transfer thermal energy to fluid located in the engine  11  and thereafter transfer thermal energy from the fluid to the thermal energy storage reservoir  24  as needed. 
       FIG. 9  illustrates the thermal energy storage and management system  10  for the internal combustion engine  11  shown in  FIG. 1  with the system  10  in a self start operating mode. In the self start operating mode, the engine  11  is on and the electric water pump  14  is not operating. The differential pressure valve  25  is in an open position to allow fluid to travel therethrough. The three position electric solenoid actuated valve  22  is in universally closed position to militate against the flow of fluid therethrough. Thermal energy is transferred to fluid located in the engine  11 . The heated fluid is then pumped from the engine  11  by the electric vapor pump  16  through the differential pressure valve  25 . The heated fluid flows through and transfers thermal energy to the thermal energy storage reservoir  24  and flows back through the differential pressure valve  25  to the engine  11  where it can be reheated by thermal energy of the engine  11  and redistributed to the thermal energy storage reservoir  24 . The self start operating mode is utilized to prevent freezing of fluid located in the thermal energy storage reservoir  24  and facilitated by an appropriate signal from the electric control unit  26 . 
       FIG. 10  is a schematic illustration of a thermal energy storage and management system  10 ′ for the internal combustion engine  11 ′ in accordance with another embodiment when the system  10 ′ is in a heating operating mode. Similar structure to that described above for  FIGS. 1-9  and repeated herein with respect to  FIG. 10  includes the same reference numeral and a prime (′) symbol. In this embodiment, the thermal energy storage and management system  10 ′ includes a two position engine bypass valve  30 . The two position engine bypass valve  30  is in fluid communication with the thermal energy storage reservoir  24 ′ and the heater core  20 ′. The two position engine bypass valve  30  allows for a flow of fluid to by-pass the engine  11 ′ and flow directly between the thermal energy storage reservoir  24 ′ and the heater core  20 ′. The system  10 ′ also includes a four position electric solenoid actuated valve  32  to replace the three position electric solenoid actuated valve shown in  FIGS. 1-9 . The system includes an on/off switch (not shown) in the passenger compartment (not shown) of the vehicle (not shown). 
     In this heating operating mode, the engine  11 ′ is off and the electric water pump  14 ′ is not operating. The differential pressure valve  25 ′ is in an open position to allow fluid to travel therethrough. The four position electric solenoid actuated valve  32  is in an open position to allow fluid to recirculate through the heater core  20 ′ and in a closed position to militate against the flow of fluid to and from the radiator  12 ′ and the engine  11 ′. Heated fluid is pumped from the thermal energy storage reservoir  24 ′ by the electric vapor pump  16 ′ through the differential pressure valve  25 ′, the two position engine bypass valve  30 , and the four position electric solenoid actuated valve  32 . The heated fluid flows through and transfers thermal energy to the heater core  20 ′ and subsequently to the passenger cabin as actuated by a signal from the on/off switch operated by a passenger (not shown). The fluid can then flow back through the two position engine bypass valve  30  to the thermal energy storage reservoir  24 ′ facilitated by an appropriate signal from the electric control unit  26 ′. This alternate heating mode can be selectively turned on and off by a passenger and is utilized to supply thermal energy stored in the thermal energy storage reservoir  24 ′ directly to the heater core  20 ′ while by-passing the engine  11 ′ while the engine  11 ′ is off. 
       FIG. 11  schematically illustrates a system  10 ″ incorporating the novel features of another embodiment of the invention. The system  10 ″ includes an internal combustion engine  11 ″, which is provided with a cooling system. Similar structure to that described above for  FIGS. 1-9  repeated herein with respect to  FIG. 11  includes the same reference numeral and a double prime (″) symbol. The system includes a cooling radiator  12 ″, an electric water pump  14 ″, an electric fan  18 ″, a heater core  20 ″, a three position electric solenoid actuated valve  22 ″, a differential pressure valve  25 ″, a thermal energy storage reservoir  33 , and an electric control unit  35 . 
     Fluid communication is established between the radiator  12 ″, the heater core  20 ″, and the thermal energy storage reservoir  33  via the three position electric solenoid actuated valve  22 ″. The three position electric solenoid actuated valve  22 ″ can permit or militate against the flow of fluid between each of the radiator  12 ″, the heater core  20 ″, and the thermal energy storage reservoir  33  universally, wherein flow is permitted or militated against between all of the radiator  12 ″, the heater core  20 ″, and the thermal energy storage reservoir  33 . The three position electric solenoid actuated valve  22 ″ can also selectively permit or militate against the flow of fluid between the radiator  12 ″, the heater core  20 ″, and the thermal energy storage reservoir  33  separately. Fluid communication is further established between the three position electric solenoid actuated valve  22 ″ and the thermal storage reservoir  33  via the differential pressure valve  25 ″, which is actuated by an appropriate signal from the electric control unit  35 . It will be appreciated that the various components of the system are coupled together, as illustrated, by appropriate fluid conveying conduits such as tubing and piping, for example. 
     The thermal energy storage reservoir  33  may be of a number of different types so long as it is capable of receiving a fluid used to convey the thermal energy developed during the normal operation of the engine  11 ″. Optionally, the thermal energy storage reservoir  33  may be a type that includes the ability to change the phase of the fluid, such as from a liquid state to a gaseous state, for example. One example is a jar or bottle having a vacuum between an inner and outer wall, and sited to contain engine radiator coolant fluid as a primary thermal energy transfer medium. As will be explained in more detail hereinafter, the reservoir  24  can also enclose one or more sub-system reservoirs, in the range of from one to two liter capacity, to contain engine oil, transmission oil, and exhaust gas recirculator coolants. Favorable results have been realized when the thermal energy storage reservoir  24  is formed of an inner vessel and an outer housing separated by a vacuum which has been found to maintain thermal energy for a period up to seventy-two hours and having a volume of between 8 and 10 liters, for example. 
     The thermal energy storage reservoir  33 , in addition to housing the engine radiator coolant as the primary thermal energy transfer medium, houses subsystem reservoirs for the engine lubricating oil; the transmission oil; and the exhaust gas recirculation fluid coolants. 
     An engine oil reservoir  34  is disposed within the main thermal energy storage reservoir  33 . Fluid communication is established between the engine  11 ″ and the engine oil reservoir  34  through suitable piping which typically includes a by-pass valve  36 . A temperature sensor  38  monitors the temperature of the engine oil and is suitably coupled, typically electrically, with the electric control unit  35 . 
     A transmission oil reservoir  40  is disposed within the main thermal energy storage reservoir  33 . Fluid communication is established between the transmission  39  of the engine  11  and the transmission oil reservoir  40  through suitable piping which typically includes a by-pass valve  42 . A temperature sensor  44  monitors the temperature of the transmission oil and is suitably coupled, typically electrically, with the electric control unit  35 . 
     An exhaust gas recirculation reservoir  46  is disposed within the main thermal energy storage reservoir  33 . Fluid communication is established between the exhaust gas cooler  48  of the exhaust gas recirculation system and the exhaust gas recirculation reservoir  46  through suitable piping which typically includes a by-pass valve  50 . A temperature sensor  52  monitors the temperature of the exhaust gas recirculation coolant in the reservoir  46  and is coupled, typically electrically, with the electric control unit  35 . 
     During a system operations mode, the three position electric solenoid operated valve  22 ″, the engine oil by-pass valve  36 , the transmission oil by-pass valve  42 , and the exhaust gas by-pass valve  50  are actuated by appropriate signals from the control unit  35  based on temperature readings supplied to the control unit  35  from the temperature sensors  38 ,  44 ,  52 . The motive forces produced by the electric water pump  14 ″ selectively cause the fluid to be conveyed through the passageways to transfer thermal energy to the engine  11 ″, the radiator  12 ″, the heater core  20 ″, the thermal energy storage reservoir  33 , the engine oil reservoir  34 , the transmission  39 , the transmission oil reservoir  40 , the exhaust gas reservoir  46 , and the exhaust gas cooler  48  based on appropriate electrical signals from the control unit  35 . Specifically, the electric water pump  14 ″ causes the fluid to flow through the three position electric solenoid operated valve  22 ″ to the engine  11 ″, the radiator  12 ″, the heater core  20 ″, the thermal energy storage reservoir  33 , the engine oil reservoir  34 , the transmission  39 , the transmission oil reservoir  40 , the exhaust gas reservoir  46 , and the exhaust gas cooler  48 . 
     The thermal energy of the system may be controlled by the three position electric solenoid operated valve  22 ″, the differential pressure valve  25 ″, the engine oil by-pass valve  36 , the transmission oil by-pass valve  42 , and the exhaust gas by-pass valve  50 , which control the rate of flow of fluid therethrough and hence through the heat exchange elements of the radiator  12 ″, the heater core  20 ″, and the thermal energy storage reservoir  33 . Specifically, the three position electric solenoid operated valve  22 ″ permits or militates against the flow of fluid to the engine  11 ″, the radiator  12 ″, and the heater core  20 ″ based on an appropriate signal from the control unit  35 . The differential pressure valve  25 ″ permits or militates against the flow of fluid from the three position electric solenoid operated valve  22 ″ to the thermal energy storage reservoir  33 . The engine oil by-pass valve  36  permits or militates against the flow of fluid from the engine  11 ″ to the engine oil reservoir  34 . The transmission oil by-pass valve  42  permits or militates against the flow of fluid from the transmission  39  to the transmission oil reservoir  40 . The exhaust gas by-pass valve  50  permits or militates against the flow of fluid from the exhaust gas cooler  48  to the exhaust gas reservoir  46 . 
     The thermal energy storage reservoir  33  is utilized to store thermal energy from the engine  11 ″ as the fluid is caused to flow through the system by the motive force produced by the electric water pump  14 . The thermal energy storage reservoir  33  acts as an inherent thermal energy balance device, to either add heat energy to or remove heat energy from the thermal energy storage and management system  10 ″. It will be understood that the thermal energy storage reservoir  33  is effective to efficiently retain heat energy and allow the energy transfer fluid retained therein to absorb heat energy from or release heat energy to the engine oil reservoir  34 , the transmission oil reservoir  40 , and the exhaust gas recirculation reservoir  46 . Due to the insulating properties of the thermal energy storage reservoir  33 , the thermal energy transfer fluid flowing therethrough minimizes energy loss so that when the system  10 ″ is shut down, the thermal energy transfer fluid within the thermal energy storage reservoir  33  will maintain the thermal energy for subsequent use. If the phase changing function is utilized by the thermal storage reservoir  33 , fluid that enters in a liquid state can be heated and changed into a vapor or gaseous state. Energy needed to implement the phase change can be supplied by any traditional means such as a battery powered thermal electric device, for example. 
     The advantages achieved by the illustrated and described thermal energy and management system  10 ″ includes start-up efficiencies of the associated engine. Immediately upon start-up the system  10 ″ utilizes the stored thermal energy to heat components of the engine  11 ″. Therefore, the wear on the engine  11 ″ during start-up is substantially reduced resulting in increased engine durability. If desired, the passenger cabin can also be supplied with heat immediately upon start-up. Fuel efficiency is maximized and exhaust gas pollutants are minimized due to the engine more rapidly reaching a maximum operating temperature. Suitable signals from the electrical control unit  35  will control the flow of heat energy to or from the thermal energy storage reservoir  33 . 
     From the foregoing description, one ordinarily skilled in the art can easily ascertain the essential characteristics of this invention and, without departing from the spirit and scope thereof, can make various changes and modifications to the invention to adapt it to various usages and conditions.

Technology Category: 2