Thermal management system and electric vehicle comprising a thermal management system

Abstract

The present invention relates to a thermal management system (1) for controlling temperature in a cabin (2) and an energy storage system (3) of an electric vehicle comprising a vehicle component (4). The present invention also relates to a vehicle comprising the system (1). The system (1) comprises: a heat exchanger (5) arranged to heat the energy storage system (3); a heater (6) for heating the cabin (2) and the heat exchanger (5); a first valve (7) arranged to receive fluid that has been used to cool the vehicle component (4) and to provide the fluid to the heater (6); a temperature sensor (8) arranged to measure temperature of the fluid entering the first valve; a second valve (11) receiving fluid from the heater and having a first outlet (lib) in fluid communication with the cabin (2) and a second outlet (lie) in fluid communication with the heat exchanger (5), and a control unit (9) configured to determine, based on the measured temperature from the temperature sensor (8), whether there is excess heat in the fluid entering the first valve (7), to control the first valve (7) such that the fluid is provided to the heater (6) when there is excess heat in the fluid and either of the energy storage system (3) and the cabin (2) needs to be heated, and to control the second valve (11) such that the fluid from the heater (6) is distributed to the cabin (2) and / or the heat exchanger (5) based on the need for heating of the cabin and the energy storage system.

Description

Technical Field

[0001] This invention relates to a thermal management system for controlling the temperature inside a cabin and an energy storage system for an electric vehicle including vehicle components. This disclosure also relates to an electric vehicle including a thermal management system. Background Technology

[0002] Electric vehicles are becoming increasingly popular. On the one hand, for environmental reasons, electric vehicles are preferred by avoiding fossil fuels; on the other hand, in most cases, electric vehicles are preferred in terms of lower total cost of ownership.

[0003] Automobiles are not the only type of vehicle that can be electric. For example, boats, trucks, locomotives, airplanes, and heavy vehicles can also be used as electric vehicles.

[0004] During operation, electric vehicles are typically powered by an energy storage system. An energy storage system is defined herein as any type of battery, battery pack, or series of batteries used to power an electric vehicle.

[0005] For the availability of electric vehicles, a long-life energy storage system is important, meaning the potential for numerous charge / discharge cycles before the battery cells become unsatisfactory. Keeping the energy storage system within its optimal temperature range is essential for maximizing its lifespan.

[0006] In addition to improving the lifespan of energy storage systems, keeping them within their optimal temperature range during operation ensures that they deliver as much power as possible.

[0007] In addition to keeping the energy storage system at the optimal temperature, the temperature in the cabins housing the vehicle's operators and passengers should also be regulated.

[0008] Numerous systems exist for managing the temperature of energy storage systems and cabins. For example, US7789176B2 proposes a thermal management system comprising: a cooling circuit for cooling a drive motor; a refrigeration subsystem for providing cooling to a heat exchanger; an energy storage cooling subsystem having a coolant cooled via heat transfer in the heat exchanger; and an HVAC subsystem for providing temperature control for the vehicle's cabin. The HVAC subsystem is also coupled to the heat exchanger so that its coolant is cooled by the refrigeration subsystem, and coupled to the cooling circuit for cooling the drive motor so that its coolant is heated by the cooling circuit. In this scheme, heat from the drive motor's cooling circuit can be used to heat the cabin, and cold from the refrigeration subsystem can be used to cool both the energy storage system and the cabin. If the energy storage system requires heating, the energy storage cooling subsystem also includes a heater.

[0009] Another important aspect of thermal management in electric vehicles is that it occupies space within the vehicle and adds weight. Therefore, a space-efficient and weight-optimized thermal management system is preferred.

[0010] US 2016 / 0107501A1 discloses a vehicle thermal management system comprising: a cabin thermal control loop, a battery thermal control loop, and a drivetrain control loop. The cabin thermal control loop circulates a heat transfer fluid and provides temperature control for the vehicle cabin. The battery thermal control loop circulates a heat transfer fluid and is thermally coupled to a vehicle battery pack. The drivetrain control loop circulates a heat transfer fluid and is thermally coupled to drivetrain components. The cabin thermal control loop includes a heater and a heat exchanger for heating the cabin. The thermal management system further includes a first valve component and a second valve component. When the first valve component is configured in a first mode, the cabin thermal control circuit is connected in parallel with the battery thermal control circuit and operates independently of the battery thermal control circuit. When the first valve component is configured in a second mode, the cabin thermal control circuit is coupled in series to the battery thermal control circuit. When the second valve component is configured in the first mode, the battery thermal control circuit is connected in parallel with the drivetrain thermal control circuit and operates independently of the drivetrain thermal control circuit. When the second valve component is configured in the second mode, the battery thermal control circuit is coupled in series to the drivetrain thermal control circuit. When the cabin thermal control circuit and the battery thermal control circuit are coupled in series, the heater heats both the cabin and the battery. When the cabin thermal control circuit and the battery thermal control circuit are coupled in parallel, the heater heats only the cabin.

[0011] In electric vehicles, the power used for heating and cooling comes from the energy storage system. Therefore, it is important that thermal management is as energy-efficient as possible, so that more power from the energy storage system can be used to operate the electric vehicle. Summary of the Invention

[0012] The object of the present invention is to provide an improved thermal management system for controlling the temperature in a cabin and an energy storage system for an electric vehicle, the electric vehicle including vehicle components and a cooling circuit including a hot fluid for cooling the vehicle components.

[0013] This objective is achieved through the thermal management system provided by this invention.

[0014] The thermal management system includes:

[0015] - A heat exchanger arranged as a heating energy storage system.

[0016] - A heater, which is arranged to heat the chamber and supply heat to the heat exchanger.

[0017] - A first valve, disposed in the cooling circuit and having an inlet and an openable and closable outlet, the inlet being arranged to receive hot fluid already used to cool vehicle components, and the outlet being in fluid communication with a heater.

[0018] - A first temperature sensor, arranged to measure the temperature of the hot fluid entering the inlet of the first valve, wherein the first temperature sensor is arranged in the first valve or in the passage of the hot fluid before it enters the first valve, and

[0019] - A second valve having an inlet, a first outlet, and a second outlet, the inlet being arranged to receive hot fluid from a heater, the first outlet being in fluid communication with a compartment, and the second outlet being in fluid communication with a heat exchanger.

[0020] - Control unit, which is configured as follows:

[0021] o Receives data associated with the measured temperature in the compartment;

[0022] o Receives data associated with measured temperatures in the energy storage system;

[0023] o Determine whether either the heated chamber or the energy storage system is needed based on the received data;

[0024] o Receives the measured temperature of the hot fluid from the first temperature sensor;

[0025] o Determine whether there is excess heat in the hot fluid entering the first valve based on the measured temperature from the first temperature sensor;

[0026] o controls the opening and closing of the outlet of the first valve, so that when there is excess heat in the hot fluid and either the energy storage system or any of the compartments needs to be heated, the hot fluid is supplied to the heater; and

[0027] o controls the second valve, enabling heating of the cabin and energy storage system based on heating requirements.

[0028] Distribute the hot fluid from the heater to the compartments and / or heat exchangers.

[0029] This invention reduces the energy required for heating the compartment and the energy storage device. This is achieved by using the same heater to heat both the compartment and the energy storage system. When excess heat exists in the hot fluid in the cooling circuit and either the energy storage system or the compartment needs to be heated, hot fluid is supplied from the circuit used to cool vehicle components to the heater, and the hot fluid from the heater is distributed to the compartment and / or heat exchanger according to the heating needs of the compartment and the energy storage device.

[0030] The system includes: a heat exchanger, a heater, a first valve, a first temperature sensor, and a control unit; the heat exchanger is arranged to heat an energy storage system; the heater is arranged to heat the compartment when the compartment temperature is lower than a user-selected temperature and to supply heat to the heat exchanger when the energy storage system is lower than a minimum temperature; the first valve is arranged to receive hot fluid that has already been used to cool vehicle components; the first temperature sensor is arranged to measure the temperature of the received hot fluid. The first valve has an openable and closeable outlet in fluid communication with the heater.

[0031] Vehicle components can be any component of an electric vehicle that requires cooling with hot fluid. For example, a vehicle component can be one or more parts of a powertrain, any kind of electric motor, inverter, or DC / DC converter.

[0032] The term "determining whether there is excess heat in the heat fluid" means determining whether the thermal energy in the heat fluid is sufficient to contribute to the heating of the compartment and / or energy storage system. This can be accomplished, for example, by determining whether the heat fluid is hot enough to contribute to the heating of the compartment and / or energy storage system. Alternatively, the available thermal power can be calculated based on the temperature of the heat fluid and the pump rate.

[0033] The second valve can be a three-way valve, or a corresponding valve or valve component with the same function.

[0034] If excess heat exists in the cooling circuit, the hot fluid is transferred to the heater via the first outlet of the first valve. Therefore, compared to a case where there is no heat from the hot fluid cooling the vehicle components, the heater needs to heat the hot fluid less, or not at all, to achieve the same temperature. If the hot fluid has sufficient thermal energy, the heater does not need to heat it at all. Therefore, the power required from the energy storage system for heating the compartment and the energy storage system is reduced or even zero.

[0035] The temperature of the hot fluid at the inlet of the first valve indicates whether there is excess heat in the hot fluid already used to cool vehicle components. The thermal management system is arranged so that excess heat from cooling vehicle components can be used to heat the compartment and energy storage systems. For the compartment, heat is provided to cooling and heating units arranged within the compartment, such as heating systems, ventilation and air conditioning systems, and HVAC units.

[0036] Using data from temperature sensors and input data associated with measured temperatures in the cabin and energy storage system, the control unit can control the first valve so that excess heat from vehicle components can be used in the cabin, energy storage system, or both. This reduces the energy used by the energy storage system to heat the cabin and energy storage system. Consequently, the energy in the energy storage system will last longer and requires less frequent charging.

[0037] The same heater is used for both the heating compartment and the energy storage system. By minimizing the number of heaters, the system weight is minimized. Furthermore, during the operation of the electric vehicle, the energy storage system powers any of the heaters. Therefore, it is also advantageous to have only one heater for all heating in the thermal management system. Having only one heater also reduces costs.

[0038] Preferably, the hot fluid from the first valve is directly transferred to the heater without passing through any other thermal control loop or component (such as a heat exchanger), which may cause the hot fluid to cool and thus reduce energy savings.

[0039] The heater is, for example, arranged to heat the cabin when the cabin temperature is below the user-selected temperature and to provide heat to the heat exchanger when the energy storage system is below the minimum temperature.

[0040] The control unit can choose to transfer all the hot fluid from the heater to the compartment, or transfer all the hot fluid from the heater to the heat exchanger for heating the energy storage system, or transfer a portion of the hot fluid to the compartment and another portion to the heat exchanger.

[0041] According to some aspects, the control unit is arranged to control the second valve to supply hot fluid from the heater to the compartment, or the energy storage system, or both, depending on whether the compartment, or the energy storage system, needs to be heated. The control unit can selectively transfer the hot fluid from the heater to the compartment, or to a heat exchanger for heating the energy storage system, or to both. Therefore, excess heat can be selectively distributed to the compartment and / or the energy storage system.

[0042] According to some aspects, the control unit is configured to control the second valve such that hot fluid from the heater is distributed to the compartment and / or the energy storage system based on information regarding whether heating of either the compartment or the energy storage system should be prioritized, and information regarding the determined actual need for heating the compartment and the determined actual need for heating the energy storage system. For example, heating the compartment may have a higher priority than heating the energy storage system, or vice versa. This allows for priority management, which can be advantageous.

[0043] According to some aspects, the second valve is a proportional valve configured such that the first and second outlets can be simultaneously fully or partially opened, and the hot fluid from the heater can be distributed to the compartments and heat exchangers to varying degrees. The first and second outlets from the second valve can not only be fully or fully closed, but also partially opened. The first and second outlets can be simultaneously partially opened to the same or different degrees. This allows fluid from the heater to be distributed to the compartments and / or heat exchangers according to their actual heating needs. Furthermore, priority management can be implemented, allowing one compartment and energy storage system to be heated more than the other.

[0044] Preferably, the second valve is configured such that the opening and closing of the first outlet and the second outlet can be controlled independently of each other, and the degree of opening can vary between the first outlet and the second outlet. Preferably, the second valve is a programmable valve.

[0045] According to some aspects, the cooling circuit passes through an external passive cooling system, and the control unit is arranged to circulate the hot fluid back to the passive cooling system when there is no excess heat in the hot fluid or if neither the energy storage system nor the compartment needs to be heated. If the hot fluid is not hot enough to aid in heating the compartment and / or the energy storage system, the hot fluid remains circulating in the cooling circuit while cooling the vehicle components. The hot fluid circulates repeatedly in the cooling circuit until the control system determines that there is excess heat in the hot fluid, i.e., the hot fluid is hot enough to aid in heating the compartment and / or the energy storage system, and either or both of the energy storage system and the compartment need to be heated.

[0046] According to some aspects, the first valve has an openable and closable second outlet in fluid communication with an external passive cooling system, and a control unit is arranged to control the opening and closing of the second outlet of the first valve, such that when there is no excess heat in the hot fluid, or if neither the energy storage system nor the compartment needs to be heated, the hot fluid circulates back to the passive cooling system. In this respect, the first valve may be a three-way valve, or a corresponding valve or valve component with the same function.

[0047] According to some aspects, the first valve is a proportional valve configured such that both the first and second outlets can be partially opened simultaneously, and the hot fluid entering the inlet of the first valve can be distributed to different degrees back to the passive cooling system and the heater. Therefore, a portion of the fluid entering the inlet of the first valve can be transferred to the heater, while the remainder returns to the passive cooling system. Thus, only the heat required to heat the compartment and / or the energy storage system is transferred to the heater.

[0048] According to some aspects, the control unit is configured to determine the actual heating needs of the compartment and the energy storage system based on the received data, and to control the opening degree of the first outlet of the second valve according to the determined actual heating needs of the compartment, and the opening degree of the second outlet of the second valve according to the determined actual heating needs of the energy storage system. This is advantageous because the energy in the fluid from the heater is used in an optimal manner. Another added value is that the heating needs of the compartment or the energy storage system can be followed very precisely and independently of each other.

[0049] According to some aspects, the second valve is arranged to have an inlet to the heater, a first outlet to the compartment, and a second outlet to the heat exchanger, and the control unit is arranged to control the flow of hot fluid through the second valve. Therefore, the control unit controls the flow via the second valve to the compartment and the energy storage system. In other words, the control unit controls the second valve to control whether the hot fluid flows to the compartment, to the energy storage system, or to both. Thus, it is possible to heat only one of the compartment and the energy storage system, or to heat both.

[0050] According to some aspects, the system includes a heater temperature sensor configured to measure the temperature of a hot fluid entering the heater, a control unit configured to receive the measured temperature from the heater temperature sensor, and a determination of the presence of excess heat in the hot fluid based on the received measured temperature of the hot fluid from a first temperature sensor and the measured temperature from the heater temperature sensor. The heater temperature sensor is configured to measure the temperature of the hot fluid before it is heated by the heater. The heater temperature sensor may be located inside the heater or in a passage before the hot fluid enters the heater.

[0051] According to some aspects, the control unit is arranged to determine whether a measured temperature from a first temperature sensor is hotter than a measured temperature from a heater temperature sensor, and to control the opening and closing of the outlet of a first valve such that when either the energy storage system or the compartment needs to be heated and the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature from the heater temperature sensor, hot fluid entering the inlet of the first valve is supplied to the heater. The control unit is configured to determine that excess heat exists in the hot fluid when the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature from the heater temperature sensor. Therefore, an efficient method is achieved for determining whether excess heat exists in the hot fluid already used to cool vehicle components. If the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature from the heater temperature sensor, the hot fluid from cooling the vehicle components will contribute to heating the compartment and / or the energy storage system.

[0052] In other words, if the hot fluid from the cooling vehicle components is hotter than the hot fluid entering the heater, the hot fluid from the cooling vehicle components will heat the hot fluid entering the heater, and thus there will be excess heat in the hot fluid from the cooling vehicle components.

[0053] According to some aspects, a heater temperature sensor is arranged to measure the temperature of the hot fluid in the heater. A control unit is arranged to determine that excess heat exists in the hot fluid when the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature of the hot fluid in the heater. If the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature of the hot fluid in the heater, the hot fluid from cooling vehicle components will contribute to heating the compartment and / or energy storage system.

[0054] According to some aspects, the thermal management system includes a cooling unit arranged to cool the cabin when it is hotter than the user-selected temperature, and to provide cooling to the heat exchanger for cooling the energy storage system when it is hotter than a predetermined maximum temperature. Therefore, the same cooling unit is used to cool both the cabin and the energy storage system. By minimizing the number of heaters and cooling units, the weight of the unit is minimized. Since the energy storage system powers both the heaters and cooling units during electric vehicle operation, it is also advantageous to have only one heater and only one cooling unit for all heating and cooling. Costs are also reduced by having only one cooling unit.

[0055] According to some aspects, the thermal management system includes a third valve arranged to have an inlet to an energy storage system, a first outlet to a heat exchanger, and a second outlet to an external passive cooling system, wherein the control unit is arranged to control the opening and closing of the first and second outlets of the third valve, such that a third hot fluid for heating or cooling the energy storage system is directed to the heat exchanger or to the external passive cooling system.

[0056] In cases where heating or cooling of the energy storage system is not required, the control unit can operate a third valve to prevent the hot fluid from passing through the heat exchanger. Alternatively, the valve can be controlled to allow the fluid to pass only through the heat exchanger.

[0057] In this respect, the third valve can be a three-way valve, or a corresponding valve or valve component with the same function.

[0058] According to some aspects, the thermal management system includes a second temperature sensor arranged to measure the temperature of the hot fluid entering the third valve. The control unit is arranged as follows:

[0059] - Receive the measured temperature of the third hot fluid from the second temperature sensor.

[0060] - Based on the received temperature, control the opening and closing of the first and second outlets of the third valve.

[0061] By measuring the temperature, along with data associated with the measured temperature in the energy storage system, it is known whether the energy storage system requires heating or cooling. The control unit can then control the third valve based on the received data. It should be noted that the second temperature sensor can be located externally to the thermal management system.

[0062] According to some aspects, the first valve has a second outlet that can be opened and closed, and the thermal management system includes a fourth valve. The control unit is arranged as follows:

[0063] - Control the opening and closing of the fourth valve, such that when the first outlet of the first valve is open, the fourth valve opens, and when the first outlet of the first valve is closed, the fourth valve closes.

[0064] - Control the opening and closing of the second outlet, so that when the first outlet of the first valve is closed, the second outlet is open, and when the first outlet of the first valve is open, the second outlet is closed.

[0065] Therefore, when there is no excess heat in the hot fluid or if the compartment or energy storage system does not require any heat, there can be a circuit for the hot fluid used to cool vehicle components.

[0066] According to some aspects, the thermal management system includes one or more pumps, wherein the control unit is arranged as follows:

[0067] - Control the speed of one or more pumps based on the received data and the received measured temperature.

[0068] Therefore, in addition to controlling one or more valves, the control unit can also control the flow of hot fluid through one or more pumps. Thus, the control unit can have more control over the system and also uses flow rate as a factor during heating or cooling.

[0069] According to some respects, a heat exchanger is a cooler. A cooler is a plate-to-plate heat exchanger that transfers heat energy from one hot fluid to another, or from one fluid to multiple fluids.

[0070] The objective is also achieved by the electric vehicle provided by the present invention. The vehicle includes a cabin, an energy storage system, vehicle components, a cooling circuit (14a), and a thermal management system according to the invention, the cooling circuit (14a) including a hot fluid for cooling the vehicle components (4). The vehicle can be, for example, a short-range type, such as a bulldozer and excavator, which performs work within a small area and is not intended for long-distance travel. The vehicle can also be a long-range type intended for transporting people and / or goods, such as a car, bus, and truck. Attached Figure Description

[0071] The invention will now be explained in more detail through descriptions of various aspects and with reference to the accompanying drawings.

[0072] Figure 1 A schematic diagram of an example thermal management system is shown.

[0073] Figure 2 A schematic diagram of an example thermal management system with added temperature sensor input is shown.

[0074] Figure 3 A schematic diagram of an example thermal management system with added control valves is shown.

[0075] Figure 4 A schematic diagram of an example thermal management system with added control valves is shown.

[0076] Figure 5 A schematic diagram of an example thermal management system with an added temperature sensor input is shown.

[0077] Figure 6 A schematic diagram of an example thermal management system with added control valves is shown.

[0078] Figure 7 A schematic diagram of an example thermal management system with control of one or more pumps is shown.

[0079] Figure 8A schematic diagram of an example thermal management system is shown, with the addition of a temperature sensor, a pump, a pressure sensor, and a thermal expansion valve. Detailed Implementation

[0080] This invention is not limited to the disclosed embodiments, but can be varied and modified within the scope of the following claims. For example, pumps, temperature sensors, and pressure sensors can be added to many different locations in the thermal management system. Some examples of how adding pumps, temperature sensors, and / or pressure sensors may be advantageous are described below.

[0081] The various aspects of this disclosure will now be described more fully with reference to the accompanying drawings. However, the thermal management system disclosed herein can be implemented in many different forms and should not be construed as limited to the aspects set forth herein. The same reference numerals in the drawings consistently denote the same elements.

[0082] The terminology used herein is for the purpose of describing specific aspects of this disclosure only and is not intended to limit this disclosure. As used herein, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” are intended to include the plural forms as well. Unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains.

[0083] The components shown in the diagram with dashed lines represent vehicle parts such as compartment 2, energy storage system 3, vehicle assembly 4, passive cooling system 25, cooling unit 10, first cooling circuit 14a, second cooling circuit 14b, and third cooling circuit 14c. The first cooling circuit 14a includes a first hot fluid for cooling vehicle assembly 4; the second cooling circuit 14b includes a second hot fluid for cooling compartment 2; and the third cooling circuit 14c includes a third hot fluid for cooling energy storage system 3. Cooling circuits 14a-c pass through passive cooling system 25 to cool the hot fluids within cooling circuits 14a-c. The first and third hot fluids may include water and ethylene glycol or oil. The second hot fluid may include refrigerant gas. Cooling circuits 14a-c are shown with dashed lines, and arrows connecting to the lines indicate the direction of hot fluid flow. Hot fluid is transported within channels in cooling circuits 14a-c. These channels are, for example, pipes.

[0084] A component with a continuous line indicates a part included in the thermal management system.

[0085] As described in the Background section, an energy storage system is defined herein as any kind of battery pack or series of batteries used to power an electric motor in an electric vehicle. In other words, when the term energy storage system is used in this disclosure, it includes a single battery or multiple batteries. Energy storage systems for electric vehicles typically include multiple batteries connected in series.

[0086] A vehicle component is any component of an electric vehicle that requires cooling with a hot fluid. For example, a vehicle component can be any kind of electric motor, inverter, or DC / DC converter.

[0087] Figure 1 A schematic diagram of an example thermal management system 1 is shown. The thermal management system 1 is used to control the temperature in the cabin 2 and energy storage system 3 of an electric vehicle, which includes vehicle components 4.

[0088] The thermal management system 1 includes a heat exchanger 5 and a heater 6. The heat exchanger 5 is arranged to heat the energy storage system 3. The heater 6 is arranged to heat the cabin 2 when the cabin temperature is lower than a user-selected temperature, and to provide heat to the heat exchanger 5 when the energy storage system 3 is below a minimum temperature. It should be noted that the same heater 6 is used to heat both the cabin 2 and the energy storage system 3. The heater is powered by the energy storage system 3, but it can also be powered by an external power source when the electric vehicle is connected to an external power source (e.g., when the electric vehicle is charging).

[0089] Heat exchanger 5 is arranged to transfer heat energy from one hot fluid to another, or from one fluid to multiple fluids. Heat exchanger 5 is, for example, a cooler. A cooler is a plate-to-plate heat exchanger that transfers heat energy from one hot fluid to another, or from one fluid to multiple fluids. Heater 6 is, for example, a high-voltage heater, a low-voltage resistance heater, a PTC type heater, or an AC-powered heater. Heater 6 can also be a condenser component of a heat pump system. Heater 6 can be any heater used to heat hot fluids suitable for placement in an electric vehicle.

[0090] System 1 includes a first valve 7 disposed downstream of vehicle component 4 in cooling circuit 14a. The first valve 7 has an inlet 7a arranged to receive hot fluid from vehicle component 4, which has already been used to cool vehicle component 4. The first valve 7 has an openable and closable first outlet 7b in fluid communication with heater 6. In other words, the first valve 7 receives hot fluid that has already been used to cool vehicle component 4 of an electric vehicle. The first valve 7 has an openable and closable second outlet 7c arranged to circulate the hot fluid back to passive cooling system 25. Preferably, the first valve is of the type that allows the opening and closing of the first and second outlets to be controlled independently of each other, allows both outlets to be opened simultaneously, allows one outlet to be open while the other is closed, and allows control over how much each outlet should be opened. Therefore, the size of the flow portion through each outlet can be controlled.

[0091] The hot fluid is transported in a channel, such as a pipe, within the first cooling circuit 14a. The hot fluid in the first cooling circuit 14a passes through the passive cooling system 25 and further reaches the vehicle assembly 4 for cooling the vehicle assembly. The fluid passes through the vehicle assembly 4 and further flows to the inlet 7a of the first valve 7. The fluid can then be transferred to the heater 6 via the first outlet 7b, or it can be circulated back to the passive cooling system 25 via the second outlet 7c of the first valve 7. If the first outlet 7b is open, the hot fluid is transferred to the heater 6; otherwise, the hot fluid is transferred back to the cooling system 25.

[0092] The first valve 7 can be any type of valve with one inlet and two outlets. For example, valve 7 is a three-way valve. Valve 7 is a valve that can be controlled via a signal from a control unit (via wired or wireless signal). The same applies to the second valve 11 and the third valve 12 described below. For example, the first valve 7 is a proportional valve configured such that the first outlet 7b and the second outlet 7c can be partially opened simultaneously, and the hot fluid entering the inlet 7a of the first valve 7 can be distributed back to the passive cooling system and the heater to different degrees. Thus, only a portion of the fluid can be delivered to the heater, while the remainder returns to the passive cooling system.

[0093] The thermal management system 1 includes a control unit 9 for controlling components of the thermal management system 1, such as valves and pumps.

[0094] System 1 includes a first temperature sensor 8 disposed in a first cooling circuit 14a for measuring the temperature of the hot fluid entering the inlet 7a of a first valve. The temperature sensor 8 is configured to measure the temperature of the hot fluid that has been used to cool the vehicle assembly 4, which is received by the first valve 7. The first temperature sensor 8 may be disposed, for example, in the first valve 7 or in a passage (e.g., a pipe) before the hot fluid enters the first valve 7.

[0095] The thermal management system 1 includes a second valve 11, which can selectively transfer hot fluid from heater 6 to the compartment for heating the compartment, to heat exchanger 5 for heating the energy storage system, or to both the compartment and heat exchanger 5. The second valve 11 has an inlet 11a and an openable and closable first outlet 11b. The inlet 11a is arranged to receive hot fluid from heater 6, and the first outlet 11b is connected to the compartment 2 and arranged to transfer hot fluid from heater 6 to the compartment 2 when the first outlet 11b is open. The second valve 11 has an openable and closable second outlet 11c, which is connected to the heat exchanger 5 and arranged to transfer hot fluid from heater 6 to the heat exchanger 5 when the second outlet 11c is open. A control unit 9 is configured to control valve 11 and accordingly control whether the hot fluid from heater 6 is used to heat the compartment 2 or the energy storage system 3, or both the compartment 2 and the energy storage system 3, or the control unit 9 can apply more heat to one of the compartment 2 and the energy storage system 3.

[0096] The vehicle includes a second cooling circuit 14b for cooling compartment 2. The second cooling circuit 14b directs fluid from passive cooling system 25 to the compartment, through cooling unit 10, and then back to passive cooling system 25. The second cooling system can also be used to cool energy storage system 3 via heat exchanger 5.

[0097] The vehicle includes a third cooling circuit 14c for cooling the energy storage system 3 when cooling is required. The third cooling circuit 14c directs fluid from the passive cooling system 25 to the energy storage system 3, through the energy storage system 3, and then back to the cooling system 25. The thermal management system may include a third valve 12 for directing a third hot fluid to a heat exchanger 5. The third valve 12 includes an inlet 12a, a first openable and closable outlet 12b, and a second openable and closable outlet 12c. The third valve 12 can be used to selectively transfer hot fluid from the energy storage system 3 to the heat exchanger 5 via the first outlet 12b, or back to the passive cooling system 25 via the second outlet 12c. The third hot fluid from the second outlet 12c of the third valve 12 can be heated and cooled at the heat exchanger 5. When the third hot fluid needs to be cooled, it is cooled by a second hot fluid via the heat exchanger 5, and when the third hot fluid is heated, it is heated by hot fluid from a heater 6 via the heat exchanger 5. The control unit 9 is configured to control the third valve 12 and accordingly control whether the hot fluid from the energy storage system 3 is transferred to the heat exchanger 5 or to the passive cooling system 25.

[0098] The thermal management system 1 may further include a fourth valve 13 having an inlet 13a connected to a first outlet 7b of the first valve 7 and an outlet 13b connected to the passive cooling system 25. The control unit 9 may then be arranged to control the opening and closing of the fourth valve 13 in S10, such that the fourth valve 13 opens when the first outlet 7b of the first valve 7 opens, and closes when the first outlet 7b of the first valve 7 closes; and the control unit 9 is arranged to control the opening and closing of the second outlet 7c in S11, such that the second outlet 7c opens when the first outlet 7b of the first valve 7 closes, and closes when the first outlet 7b of the first valve 7 opens, as... Figure 6 As shown.

[0099] Therefore, when there is no excess heat in the hot fluid, or when neither compartment 2 nor energy storage system 3 requires any heat, the first hot fluid can be circulated in the first cooling circuit 14a to cool vehicle components 4. The first hot fluid remains in circulation in the first cooling circuit 14a until either compartment 2 or energy storage system 3 requires heating and there is excess heat in the hot fluid.

[0100] Control unit 9 is arranged as follows:

[0101] - Receive the measured temperature of the hot fluid from the first temperature sensor 8 via S1;

[0102] - Receive data from S2 that is correlated with the measured temperature in compartment 2;

[0103] - Receive data from S3 that is correlated with the measured temperature in the energy storage system 3;

[0104] - Determine whether either S4 compartment 2 or energy storage system 3 needs to be heated based on the received data;

[0105] - Determine whether there is excess heat in the hot fluid entering the first valve 7 based on the measured temperature of the hot fluid received from the first temperature sensor 8;

[0106] - Controlling the opening and closing of the first outlet 7b of the first valve 7 of S6, so that when there is excess heat in the hot fluid and either the energy storage system 3 or the compartment 2 requires heating, the hot fluid is supplied to the heater 6 via the first outlet 7b of the first valve 7, and

[0107] - Controlling the second valve 11 of S7 enables the distribution of hot fluid from heater 6 to compartment 2 and / or to heat exchanger 5 based on the heating needs of the compartment and energy storage system.

[0108] The control unit is configured to determine whether there is excess heat in the hot fluid entering the first valve 7. This can be done in different ways. A simple way to determine whether there is excess heat in the hot fluid is to compare the measured temperature from the first temperature sensor with a predetermined limit value. In this case, when the measured temperature from the first temperature sensor is above the limit value and either the energy storage system or the compartment needs to be heated, the hot fluid entering the first valve is allocated to the heater, and when the measured temperature from the first temperature sensor is below the limit value, the hot fluid entering the first valve is allocated back to the passive cooling system 25.

[0109] Another alternative is to measure the temperature of the hot fluid entering heater 6 and determine whether there is excess heat in the hot fluid based on the difference between the measured temperature of the hot fluid entering the first valve 7 and the measured temperature of the hot fluid entering the heater.

[0110] Another alternative is to calculate how much thermal energy is in the fluid entering the first valve. For example, the available thermal energy can be calculated based on the current flow rate (typically in liters per minute) of the hot fluid in the first cooling circuit 14a and the temperature of the hot fluid entering the first valve 7. The current flow rate of the fluid can be determined based on the speed of the pump in the first cooling circuit 14a.

[0111] Based on the specifications of the components and current needs, the heating requirements of the energy storage system and the compartment are known, and it is possible to calculate how much “heat” needs to be added via heaters to heat the thermal fluid or keep it in a stable state.

[0112] The thermal management system 1 is arranged such that excess heat from cooling vehicle components 4 can be used to heat compartment 2 and energy storage system 3. The same heater 6 in the system is used to heat both compartment 2 and energy storage system 3. Using data from temperature sensors and input data associated with measured temperatures in compartment 2 and energy storage system 3, control unit 9 can control a first valve 7 so that excess heat from vehicle components 4 can be used in compartment 2, energy storage system 3, or both.

[0113] The control unit 9 can be configured, for example, to control the second valve 11, such that hot fluid from the heater 6 is distributed to the compartment 2 and / or the energy storage system 3 based on information regarding whether heating of either the compartment or the energy storage system should be prioritized, and information regarding the actual need for heating the compartment and the actual need for heating the energy storage system. For example, heating the compartment may have a higher priority than heating the energy storage system, or vice versa. This allows for priority management, which can be advantageous. For instance, if the compartment typically requires only 5kW of cooling capacity and the battery requires 10kW, and the system has a 10kW heater due to the battery's needs, it is possible to prioritize heating the compartment and use this 10kW only for the compartment, thus heating the compartment very quickly, and starting to heat the battery after the compartment has been heated to the desired temperature. Information regarding heating priority can be received by the control unit 9, for example, in the form of a priority command from the vehicle's user, or it can be stored in the control unit 9's data memory as a predetermined priority selection.

[0114] By minimizing the number of heaters, the system weight is minimized. Furthermore, during electric vehicle operation, the energy storage system 3 supplies power to any of the heaters. Therefore, it is also advantageous that only one heater 6 is used for all heating in the thermal management system 1. Having only one heater 6 also reduces costs.

[0115] Figure 1 Steps S1 to S6 are shown. The control unit 9 includes processing circuitry for processing data, and the control unit 9 includes communication circuitry or is connected to communication circuitry to receive sensor data and send instructions for components controlled by the control unit 9. Communication between the control unit 9 and the components (i.e., any valve, pump, pressure sensor, and / or thermal expansion valve) may be wired or wireless.

[0116] The control unit 9 includes processing circuitry for processing sensor data received from the first sensor, the compartment, and the energy storage system 3, and for sending instructions to components controlled by the control unit 9, such as valves 7, 11, 12, and 13. The control unit 9 may include software code (such as a computer program) and hardware (such as a processor, memory, and input / output devices). The software code includes instructions for processing the sensor data and instructions for generating control signals to the components controlled by the control unit 9. The hardware executes the instructions in the software code.

[0117] The data associated with the measured temperature in compartment 2 can be data indicating the actual temperature in compartment 2 or the degree by which compartment 2 differs from the desired temperature. For example, if compartment 2 is set to 22°C to make the operator of the electric vehicle comfortable, and the actual temperature is 20°C, then the data associated with the measured temperature in compartment 2 could be 20°C. In this case, control unit 9 compares the desired temperature with the measured temperature to determine that more heat is needed. Alternatively, the data associated with the measured temperature in compartment 2 could be -2°C to indicate that compartment 2 needs two more degrees to reach the desired temperature. Alternatively, the data associated with the measured temperature could simply indicate that more heat is needed without a specific amount. Alternatively, the data associated with the measured temperature could be given as a percentage, where, for example, 0% indicates that no heating or cooling is needed, and each percentage represents a predetermined degree to be changed.

[0118] Data associated with the measured temperature in the energy storage system 3 can be in a corresponding form. The actual temperature can be sent to the control unit 9 (in the case of a large battery pack, the actual temperature can be the average of multiple temperature sensors located at different locations in the energy storage system 3), or the difference between the actual temperatures can be sent, or only an indication of whether the energy storage system 3 needs to be heated can be sent.

[0119] Data associated with the measured temperatures in compartment 2 and energy storage system 3 can also be indicated in other ways besides those described above.

[0120] Determining whether either S4 compartment 2 or energy storage system 3 needs to be heated based on the received data can vary depending on how the received data indicates the temperature measurement, as discussed above. If the actual temperature of compartment 2 or energy storage system 3 is received, determining whether either S4 compartment 2 or energy storage system 3 needs to be heated may include comparing the received data with a reference list or with a previously received expected temperature for compartment 2. If it is a difference between the expected temperature and the actual temperature, the determination may be to detect whether compartment 2 or energy storage system 3 is overheated or undercooled. If the data associated with the measured temperature only indicates that more heat is needed, the determination may simply be to examine the received data.

[0121] To control the opening and closing of the first outlet 7b of the first valve 7 in S6, such that when there is excess heat in the hot fluid and either the energy storage system 3 or the compartment 2 needs to be heated, supplying the hot fluid to the heater 6 via the first outlet 7b of the first valve 7 may include sending a signal to the valve with an instruction to open the first outlet 7b. This is done when the hot fluid from the vehicle component 4 is very hot, making it suitable for heating the compartment 2 or the energy storage system 3.

[0122] The control unit 9 may also be arranged to communicate with the electric vehicle and receive instructions, provide feedback to the electric vehicle, and receive and transmit the status of the electric vehicle and the thermal management system and potential errors in the thermal management system 1 or the components used.

[0123] It should be noted that, in Figures 1 to 7 The diagram shows components that are not part of the thermal management system 1. For example, vehicle component 4 and its cooling system with hot fluid are components of the vehicle. Furthermore, the passive cooling system 25, which is typically present in electric vehicles, is not part of the thermal management system 1. The compartment 2 and its heating and cooling system (i.e., HVAC) are components of the vehicle and are not included in the thermal management system 1. Cooling unit 10 is optional in this system and is described below. Valves 11, 12, and 13 are also optional for the system.

[0124] exist Figure 1 The diagram illustrates an example of how a thermal management system 1 can be connected to components in a vehicle. Three cooling circuits 14a-c for cooling pass through the vehicle's passive cooling system 25. The first cooling circuit 14a is used to cool the vehicle components 4 of the electric vehicle. The thermal management system 1 includes a temperature sensor 8 to determine if there is excess heat in the hot fluid. This means determining whether the hot fluid used to cool the external components is hot enough to aid in heating the cabin and energy storage system. If not, the hot fluid can be circulated back to the passive cooling system 25 via the second outlet 7c of the first valve 7. If excess heat is present, the hot fluid can be transferred to the heater 6 via the first outlet 7b of the valve 7, allowing the heater to heat the hot fluid less if there is no heat from the hot fluid in the vehicle components. In this example, the thermal management system 1 includes a second valve 11, which can be used to control whether the hot fluid should be used to heat the cabin or the energy storage system, or both, via a heat exchanger.

[0125] The second cooling circuit 14b passes through the passive cooling system 25 and the cooling unit 10, and the second hot fluid in the second cooling circuit 14b is used to cool the chamber and / or the energy storage system via the heat exchanger 5.

[0126] The thermal management system may include a third valve 12. A third cooling circuit 14c is used to cool the energy storage system and is selectively connected to the heat exchanger 5 via the third valve 12. The third hot fluid in the third cooling circuit 14c can be heated and cooled at the heat exchanger. When the third hot fluid needs to be cooled, it is cooled by a second hot fluid via the heat exchanger; when the third hot fluid is heated, it is heated by a hot fluid from the heater 6 via the heat exchanger.

[0127] The thermal management system may include a heater temperature sensor 6a, which is arranged to measure the temperature of the hot fluid entering the heater 6. A control unit 9 is arranged to receive (S5a) the measured temperature from the heater temperature sensor 6a and, based on the received measured temperature from a first temperature sensor 8 and the measured temperature from the heater temperature sensor 6a, determine (S5) whether there is excess heat in the hot fluid. The heater temperature sensor 6a is arranged to measure the temperature of the hot fluid before it is heated by the heater. Figure 2 As shown, the heater temperature sensor 6a can be arranged inside the heater 6 such that it measures the temperature of the hot fluid in the heater 6. Alternatively, the heater temperature sensor 6a can be arranged as a separate component outside the heater 6. For example, the heater temperature sensor 6a can be arranged in a channel (e.g., a pipe) before the hot fluid enters the heater 6. The heater may include a heater element arranged in a housing, and the heater temperature sensor 6a can be arranged in the same housing as the heater element.

[0128] In an alternative embodiment, the system may include a second heater temperature sensor arranged to measure the temperature of the hot fluid leaving the heater, and a control unit configured to determine the presence of excess heat in the hot fluid based on the measured temperatures from both the first and second heater temperature sensors. Both the first and second heater temperature sensors may be housed in the same housing as the heater element. It is advantageous to measure the temperature before and after the heater, as this makes it possible to calculate the applied heating power backward (since the volumetric flow rate is known) and to use this calculation to check if the heater is operating correctly.

[0129] Given the outlet temperature, the temperature of the fluid after it has been heated is also known.

[0130] In this case, determining whether there is excess heat in the hot fluid in S5 based on the measured temperature of the received hot fluid includes: receiving the measured temperature of the hot fluid from the heater temperature sensor in S5a, and determining whether the measured temperature of the hot fluid from the first temperature sensor 8 in S5b is hotter than the measured temperature of the hot fluid in the heater 6. Therefore, an efficient method is achieved to determine whether there is excess heat in the hot fluid already used to cool the vehicle components. If the measured temperature of the hot fluid from the first temperature sensor is hotter than the measured temperature of the hot fluid in the heater, then the hot fluid from cooling the vehicle components will help heat the compartment and / or energy storage system. In other words, if the hot fluid from cooling the vehicle components is hotter than the hot fluid entering the heater, then the hot fluid from cooling the vehicle components will heat the hot fluid entering the heater, and therefore there is excess heat in the hot fluid from cooling the vehicle components.

[0131] An alternative to determining S5 (whether there is excess heat in the hot fluid used to cool vehicle component 4) based on the measured temperature of the received hot fluid is to compare the measured temperature of the received hot fluid used to cool vehicle component 4 with the temperature of the hot fluid measured at the fourth temperature sensor 18, which is discussed below. Figure 8 Further description.

[0132] The thermal management system 1 may include a cooling unit 10, which is arranged to cool the compartment 2 when it is hotter than the user-selected temperature, and to provide cooling to the heat exchanger 5 to cool the energy storage system 3 when it is hotter than a predetermined maximum temperature. Therefore, the same cooling unit 10 is used to cool both the compartment 2 and the energy storage system 3. By minimizing the number of heaters and cooling units, the weight of the unit is minimized. Since the energy storage system 3 supplies power to both the heater 6 and the cooling unit 10 during electric vehicle operation, it is also advantageous to have only one heater 6 and only one cooling unit 10 for all heating and cooling. The system cost is also minimized by having only one heater 6 and one cooling unit 10.

[0133] Cooling unit 10 is, for example, a compressor that, together with a thermal expansion valve, forms two refrigeration units. This thermal expansion valve is arranged to be associated with an evaporator and a heat exchanger in the compartment. In this case, a second cooling circuit 14b connected to the compressor 10 is used to transfer a second hot fluid in the form of hot vapor. Cooling unit 10 can also be a heat pump system.

[0134] The control unit 9 can also be arranged to control the power to the heater 6, and thus control how much the hot fluid flowing through the heater 6 should be heated. The control can be based on the same parameters as the control of the first valve 7, namely the temperature of the hot fluid and data associated with the temperature of the compartment 2 and / or the energy storage system 3.

[0135] Figure 3 A schematic diagram of an example thermal management system 1 with added control of an additional valve is shown. The thermal management system 1 may include a second valve 11, which may be a three-way valve, arranged with an inlet 11a from the heater 6, a first outlet 11b to the compartment 2, and a second outlet 11c to the heat exchanger 5. A control unit 9 is arranged to control the flow of hot fluid through the second valve 11. The control unit 9 thus controls the flow via the second valve 11 to the compartment 2 and the energy storage system 3. In other words, the control unit 9 controls the second valve 11, (if any), and therefore controls the flow of hot fluid from the heater 6 to the compartment 2, to the energy storage system 3, or to both.

[0136] In order to control the second valve 11, the control unit 9 may be arranged to control the opening and closing of the first outlet 11b of the second valve 11 in S7, so that when there is excess heat in the hot fluid and the compartment 2 needs to be heated, the hot fluid is supplied to the compartment 2, and the control unit 9 may be arranged to control the opening and closing of the second outlet 11c of the second valve 11 in S8, so that when there is excess heat in the hot fluid and the energy storage system 3 needs to be heated, the hot fluid is supplied to the heat exchanger 5.

[0137] For example, the second valve 11 is a proportional valve configured such that the first outlet 11b and the second outlet 11c can be simultaneously fully or partially opened, and the hot fluid from the heater 6 can be distributed to the compartment and the heat exchanger to different degrees. The second valve 11 is preferably a programmable valve. Preferably, the second valve is configured such that the opening and closing of the first outlet 11b and the second outlet 11c can be controlled independently of each other, and the degree of opening can vary between the first and second outlets. This allows the fluid from the heater to be distributed to the compartment and / or the heat exchanger according to its actual heating needs.

[0138] In one respect, control unit 9 is configured as follows:

[0139] - Determine the actual need for heating cabin 2 based on the received data correlated with the measured temperature in the cabin and the temperature selected by the user in the cabin;

[0140] - Determine the actual heating requirements for the energy storage system based on the received data correlated with the measured and minimum temperatures in the energy storage system;

[0141] - Control the opening degree of the first outlet 11b of the second valve according to the determined actual need for heating compartment 2; and

[0142] - The opening degree of the second outlet 11c of the second valve is controlled according to the actual need for heating the energy storage system.

[0143] The heating requirements for the cabin and energy storage system can be calculated in different ways. For the battery, the heating power required to raise the battery temperature by 1°C within a certain time is usually known from the OEM / battery manufacturer. This value can be used together with the ambient temperature to calculate the heating requirement. Alternatively, the current battery temperature and the desired battery temperature are known, and we only heat at full speed (as much power as possible) to achieve the desired battery temperature. For the cabin, this is usually done by the climate ECU inside the cabin. This yields a percentage of the heating value. As we know, the heating requirement can easily be calculated to be 100%.

[0144] Figure 4A schematic diagram of an example thermal management system 1 with added control of an additional valve is shown. The thermal management system 1 may include a third valve 12, which may be a three-way valve, arranged with an inlet 12a from the energy storage system 3, a first outlet 12b to the heat exchanger 5, and a second outlet 12c to the vehicle's passive cooling system 25. A control unit 9 is arranged to control the opening and closing of the first outlet 12b and the second outlet 12c of the third valve 12, such that a second hot fluid for heating or cooling the energy storage system 3 is directed to the heat exchanger 5 or to the passive cooling system 25. When heating or cooling of the energy storage system 3 is not required, the control unit 9 may control the third valve 12 so that the hot fluid does not pass through the heat exchanger 5, i.e., closing the first outlet 12b. The valve may also be controlled so that the fluid only passes through the heat exchanger 5, i.e., opening the first outlet 12b and closing the second outlet 12c.

[0145] Figure 5 A schematic diagram of an example thermal management system 1 with an added temperature sensor input is shown. The thermal management system 1 may include a second temperature sensor 20 arranged to measure the temperature of the hot fluid entering a third valve 12. A control unit 9 is then arranged to receive, S9a, the measured temperature of the hot fluid from the second temperature sensor 20, and to control, S9b, the opening and closing of the first outlet 12b and the second outlet 12c of the third valve 12 based on the received temperature.

[0146] By measuring the temperature, along with data associated with the measured temperature in the energy storage system 3, it is known whether the energy storage system 3 requires heating or cooling. Therefore, the control unit 9 can control the third valve 12 based on the received data. It should be noted that the second temperature sensor 20 may be part of the vehicle including the thermal management system 1.

[0147] Figure 6 A schematic diagram of an example thermal management system 1 with added control of an additional valve is shown. A first valve 7 has an openable and closable second outlet 7c. The thermal management system 1 includes a fourth valve 13. A control unit 9 is then arranged to control the opening and closing of the fourth valve 13 in sequence S10, such that the fourth valve 13 opens when the first outlet 7b of the first valve 7 opens, and closes when the first outlet 7b of the first valve 7 closes. The control unit 9 is also arranged to control the opening and closing of the second outlet 7c in sequence S11, such that the second outlet 7c opens when the first outlet 7b of the first valve 7 closes, and closes when the first outlet 7b of the first valve 7 opens.

[0148] Therefore, when there is no excess heat in the heat transfer fluid or when compartment 2 or energy storage system 3 does not require any heat, a circuit for cooling the heat transfer fluid of vehicle components 4 can be provided. For example, in Figure 6 As can be seen, if both the first valve 7 and the fourth valve 13 are closed, a circuit is created in which vehicle component 4 is cooled via passive cooling system 25. When both valves 7 and 13 are open, the hot fluid from cooling vehicle component 4 is used to heat compartment 2 or energy storage system 3 or both.

[0149] Figure 7 A schematic diagram of an example thermal management system 1 with control added to one or more pumps 15, 16, 17 is shown. The thermal management system 1 may include one or more pumps 15, 16, 17, and a control unit 9 is then arranged to control the speed of one or more pumps 15, 16, 17 based on received data and received measured temperatures (S12). Therefore, in addition to controlling one or more valves, the control unit 9 can also control the flow of hot fluid through one or more pumps 15, 16, 17. Thus, the control unit 9 can have more control over the system and also use flow rate as a factor during heating or cooling. The first pump 15, the second pump 16, and the third pump 17 can be added to the system independently of each other.

[0150] The control of all valves and pumps can also be based on the selected temperature and the predetermined minimum temperature of the energy storage system 3.

[0151] Figure 8 A schematic diagram of an example thermal management system 1 is shown, incorporating temperature sensors 18, 19, 20, 21, pumps 15, 16, 17, pressure sensors 22, 23, and a thermal expansion valve 24. For the purposes of this disclosure, only the components described in the thermal management system provided by this invention are required. Other components are optional or are arranged externally to the system, as explained above.

[0152] If cooling circuit 14 is transmitting refrigerant gas, pressure sensors 22 and 23 indicate the temperature. Pressure sensors 22 and 23 may be arranged in the vehicle including system 1. The control unit can use the input from the pressure sensors to, for example, control thermal expansion valve 24 and / or cooling unit 10. When the hot fluid is refrigerant gas, the refrigerant gas is, for example, R134a or R1234YF or the like. It should be noted that different sections of the piping can contain different types of hot fluids, such as ethylene glycol coolant, water, or refrigerant gas. Typically, the passage for transmitting hot fluids for cooling contains refrigerant gas, while the passage for heating includes hot liquid. However, other solutions are possible.

[0153] The thermal expansion valve 24 controls the amount of refrigerant released into the evaporator, which is part of a heat exchanger and is designed to regulate the superheat of the vapor leaving the evaporator. The thermal expansion valve may also be integrated into the heat exchanger, or it may be located in a vehicle including System 1. The thermal expansion valve may be pressure-controlled or electrically controlled. It may be electrically engaged (normally closed or normally open) or pressure-only engaged.

[0154] List of reference numerals in the attached diagram:

[0155] 1. Thermal Management System

[0156] 2. Cabin

[0157] 3. Energy storage system

[0158] 4. Vehicle components

[0159] 5. Heat exchanger

[0160] 6. Heater

[0161] a. Heater temperature sensor

[0162] 7. First valve

[0163] a. Entrance

[0164] b. First Exit

[0165] c. Second Exit

[0166] 8. First temperature sensor

[0167] 9. Control Unit

[0168] 10. Cooling Unit

[0169] 11. Second valve

[0170] a. Entrance

[0171] b. First Exit

[0172] c. Second Exit

[0173] 12. Third valve

[0174] a. Entrance

[0175] b. First Exit

[0176] c. Second Exit

[0177] 13. Fourth valve

[0178] a. Entrance

[0179] b. Export

[0180] 14. Cooling circuit for hot fluids

[0181] a. First cooling circuit

[0182] b. Second cooling circuit

[0183] c. Third cooling circuit

[0184] 15. First pump

[0185] 16. Second pump

[0186] 17. Third pump

[0187] 18. Fourth temperature sensor

[0188] 19. Third temperature sensor

[0189] 20. Second temperature sensor

[0190] 21. Fifth temperature sensor

[0191] 22. First pressure sensor

[0192] 23. Second pressure sensor

[0193] 24. Thermal expansion valve

[0194] 25. External passive cooling system

Claims

1. A thermal management system (1) for controlling the temperature in a cabin (2) and an energy storage system (3) of an electric vehicle, the electric vehicle including vehicle components (4) and a cooling circuit (14a), the cooling circuit (14a) including a hot fluid for cooling the vehicle components (4), the system (1) comprising: A heat exchanger (5) is arranged to heat the energy storage system (3). A heater (6) is arranged to heat the compartment (2) and provide heat to the heat exchanger (5), and Control unit (9), the control unit (9) being configured to: Receive (S2) data associated with the measured temperature in the compartment (2), Receive (S3) data associated with the measured temperature in the energy storage system (3), Based on the received data, determine (S4) whether it is necessary to heat either the compartment (2) or the energy storage system (3), and A first valve (7) is disposed in the cooling circuit (14a) and has an inlet (7a) and a first outlet (7b). The inlet (7a) of the first valve (7) is arranged to receive hot fluid that has been used to cool the vehicle component (4), and the first outlet (7b) of the first valve (7) is in fluid communication with the heater (6). The system (1) is characterized in that: A first temperature sensor (8) is arranged to measure the temperature of the hot fluid entering the inlet (7a) of the first valve (7), wherein the first temperature sensor (8) is arranged in the first valve (7) or in the passage before the hot fluid enters the first valve (7). A second valve (11) having an inlet (11a), a first outlet (11b), and a second outlet (11c), wherein the inlet (11a) of the second valve (11) is arranged to receive hot fluid from the heater (6), the first outlet (11b) of the second valve (11) is in fluid communication with the chamber (2), and the second outlet (11c) of the second valve (11) is in fluid communication with the heat exchanger (5), and the control unit (9) is configured to: Receive (S1) the measured temperature of the hot fluid from the first temperature sensor (8), Based on the measured temperature from the first temperature sensor (8), determine (S5) whether there is excess heat in the hot fluid entering the inlet (7a) of the first valve (7). Control (S6) the first outlet (7b) of the first valve (7) such that when there is excess heat in the hot fluid and either the energy storage system (3) or the compartment (2) needs to be heated, the hot fluid is supplied to the heater (6), and Control (S7) the second valve (11) to distribute hot fluid from the heater (6) to the compartment (2) and / or the heat exchanger (5) based on the need to heat the compartment (2) and the energy storage system (3).

2. The thermal management system (1) according to claim 1, wherein, The control unit (9) is configured to control the second valve (11) such that hot fluid from the heater (6) is distributed to the compartment (2) and / or the energy storage system (3) based on information regarding whether heating is preferred for either the compartment or the energy storage system.

3. The thermal management system (1) according to claim 1 or 2, wherein, The second valve (11) is a proportional valve configured such that the first outlet (11b) and the second outlet (11c) of the second valve (11) can be partially opened simultaneously, and the hot fluid from the heater (6) can be distributed to the chamber (2) and the heat exchanger (5) to different degrees.

4. The thermal management system (1) according to claim 1, wherein, The cooling circuit (14a) passes through the external passive cooling system (25), and the control unit (9) is arranged to circulate the hot fluid back to the external passive cooling system (25) when there is no excess heat in the hot fluid or when neither the energy storage system (3) nor the compartment (2) needs to be heated.

5. The thermal management system (1) according to claim 4, wherein, The first valve (7) has a second outlet (7c) which is in fluid communication with the external passive cooling system (25). The control unit (9) is arranged to control the second outlet (7c) of the first valve (7) so that the hot fluid is circulated back to the external passive cooling system (25) when there is no excess heat in the hot fluid or when neither the energy storage system (3) nor the compartment (2) needs to be heated.

6. The thermal management system (1) according to claim 1, wherein, The control unit (9) is arranged as follows: Based on the received data, the actual need for heating the cabin (2) and the actual need for heating the energy storage system (3) are determined. Based on the determined actual need for heating the compartment, the opening degree of the first outlet (11b) of the second valve (11) is controlled, and The degree of opening of the second outlet (11c) of the second valve (11) is controlled according to the actual need for heating the energy storage system (3).

7. The thermal management system (1) according to claim 1, comprising a heater temperature sensor (6a) arranged to measure the temperature of the hot fluid entering the heater (6), and a control unit (9) arranged to receive (S5a) the measured temperature from the heater temperature sensor (6a), and to determine (S5) whether there is excess heat in the hot fluid based on the received measured temperature of the hot fluid from the first temperature sensor (8) and the measured temperature from the heater temperature sensor (6a).

8. The thermal management system (1) according to claim 7, wherein, The heater temperature sensor is located inside the heater or in a channel before the hot fluid enters the heater.

9. The thermal management system (1) according to claim 7 or 8, wherein, The control unit (9) is arranged to determine (S5) whether the measured temperature from the first temperature sensor (8) is hotter than the measured temperature from the heater temperature sensor (6a), and to control (S6) the opening and closing of the first outlet (7b) of the first valve (7) such that when either the energy storage system (3) or the compartment (2) is to be heated and the measured temperature of the hot fluid from the first temperature sensor (8) is hotter than the measured temperature from the heater temperature sensor (6a), the hot fluid entering the inlet (7a) of the first valve (7) is supplied to the heater (6).

10. The thermal management system (1) according to claim 1, comprising a third valve (12) arranged having an inlet (12a) from the energy storage system (3), a first outlet (12b) from the heat exchanger (5), and a second outlet (12c) from the external passive cooling system (25), wherein, The control unit (9) is arranged as follows: Control (S9) to open and close the first outlet (12b) and the second outlet (12c) of the third valve (12) so that the third hot fluid used to heat or cool the energy storage system (3) is directed to the heat exchanger (5) or to the external passive cooling system (25).

11. The thermal management system (1) according to claim 10, comprising a second temperature sensor (20) arranged to measure the temperature of the third hot fluid entering the third valve (12), wherein, The control unit (9) is arranged as follows: Receive (S9a) the measured temperature of the third hot fluid from the second temperature sensor (20), Based on the received temperature, the opening and closing of the first outlet (12b) and the second outlet (12c) of the third valve (12) are controlled (S9b).

12. The thermal management system (1) according to claim 1, comprising one or more pumps (15, 16, 17), wherein, The control unit (9) is arranged as follows: Based on the received data and the received measured temperature, the speed of one or more pumps (15, 16, 17) is controlled (S12).

13. The thermal management system (1) according to claim 1, wherein, The heat exchanger (5) is a cooler.

14. The thermal management system (1) according to claim 5, wherein, The thermal management system includes a fourth valve (13), and the control unit (9) is arranged as follows: Controlling the opening and closing of the fourth valve (13) such that when the first outlet (7b) of the first valve (7) is open, the fourth valve (13) is open, and when the first outlet (7b) of the first valve (7) is closed, the fourth valve (13) is closed, and... Control the opening and closing of the second outlet (7c) of the first valve (7) such that when the first outlet (7b) of the first valve (7) is closed, the second outlet (7c) of the first valve (7) is open, and when the first outlet (7b) of the first valve (7) is open, the second outlet (7c) of the first valve (7) is closed.

15. An electric vehicle comprising a compartment (2), an energy storage system (3), a vehicle component (4), a cooling circuit (14a), and a thermal management system (1) according to claim 1, wherein the cooling circuit (14a) comprises a hot fluid for cooling the vehicle component (4).

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