Selective thermal mechanism for ress heat load

Abstract

A method can be used to cool portions of a vehicle having a plurality of low temperature radiators (LTRs), a rechargeable energy storage system (RESS), an i-condenser coolant circuit, and a RESS coolant circuit. Cooling the RESS is performed by comparing an ambient temperature to a target low temperature and a target high temperature. If the ambient temperature is below the target low temperature, coolant flow is directed through a first flow path that places a first LTR and a second LTR in the RESS coolant circuit. If the ambient temperature is between the target low temperature and the target high temperature, coolant flow is directed through a second flow path that places the first LTR in the RESS coolant circuit and the second LTR in the i-condenser coolant circuit. If the ambient temperature is above the target high temperature, coolant flow is directed through a third flow path that places the first LTR and the second LTR in the i-condenser coolant circuit.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to mechanisms and assemblies that selectively cool a thermal load from a rechargeable energy storage system (RESS), such as for an electric vehicle. SUMMARY

[0002] A vehicle and method for cooling portions of the vehicle are provided. The vehicle includes a plurality of low temperature radiators (LTRs), a plurality of valves, and a rechargeable energy storage system (RESS). The vehicle also includes an i-condenser or indirect condenser coolant circuit and a RESS coolant circuit. A controller is configured to control the valves to direct coolant flow and compare an ambient temperature to a target low temperature and a target high temperature.

[0003] The RESS can be selectively cooled by comparing the ambient temperature to the target low temperature and the target high temperature. If the ambient temperature is below the target low temperature, coolant flow is directed through a first flow path that places a first LTR and a second LTR in the RESS coolant circuit. If the ambient temperature is between the target low temperature and the target high temperature, coolant flow is directed through a second flow path that places the first LTR in the RESS coolant circuit and the second LTR in the i-condenser coolant circuit. If the ambient temperature is above the target high temperature, coolant flow is directed through a third flow path that places the first LTR and the second LTR in the i-condenser coolant circuit. The i-condenser coolant circuit can also pass through a third LTR.

[0004] In some configurations, the first LTR is a first LTR group having at least two LTRs, the second LTR is a second LTR group having at least two LTRs, and the third LTR is a third LTR group having at least two LTRs. Further, each LTR group can be arranged in parallel with respect to coolant flow.

[0005] The controller can also determine a level of driving aggressiveness. Depending on the aggressiveness level or depending on a coolant temperature at the RESS, the controller can adjust the target low temperature and the target high temperature such that there is at least a race target low temperature and a race target high temperature, and a continuous target low temperature and a continuous target high temperature. The continuous target low temperature is lower than the race target low temperature and the continuous target high temperature is lower than the race target high temperature.

[0006] Scheme 1. A method of cooling a rechargeable energy storage system (RESS) using a plurality of low temperature radiators (LTRs) including a first LTR and a second LTR that can be selectively changed between an i-condenser coolant circuit and a RESS coolant circuit, the method comprising:

[0007] comparing an ambient temperature to a target low temperature and a target high temperature;

[0008] if the ambient temperature is below the target low temperature, directing the flow of coolant through a first flow path, wherein the first flow path places the first LTR and the second LTR in a RESS coolant loop;

[0009] if the ambient temperature is between the target low temperature and the target high temperature, directing the flow of coolant through a second flow path, wherein the second flow path places the first LTR in a RESS coolant loop and the second LTR in an i-condenser coolant loop; and

[0010] if the ambient temperature is above the target high temperature, directing the flow of coolant through a third flow path, wherein the third flow path places the first LTR and the second LTR in an i-condenser coolant loop.

[0011] Scheme 2. The method of Scheme 1, wherein the plurality of LTRs includes a third LTR, the method further comprising:

[0012] passing the i-condenser coolant loop through the third LTR.

[0013] Scheme 3. The method of Scheme 2,

[0014] wherein the first LTR is a first LTR group having at least two LTRs,

[0015] wherein the second LTR is a second LTR group having at least two LTRs, and

[0016] wherein the third LTR is a third LTR group having at least two LTRs.

[0017] Scheme 4. The method of Scheme 3,

[0018] wherein the first LTR group is arranged in parallel with respect to the flow of coolant,

[0019] wherein the second LTR group is arranged in parallel with respect to the flow of coolant, and

[0020] wherein the third LTR group is arranged in parallel with respect to the flow of coolant.

[0021] Scheme 5. The method of Scheme 1,

[0022] wherein the first LTR is a first LTR group having at least two LTRs, and

[0023] wherein the second LTR is a second LTR group having at least two LTRs.

[0024] Scheme 6. The method of Scheme 5,

[0025] wherein the first LTR group is arranged in parallel, and

[0026] wherein the second LTR group is arranged in parallel.

[0027] Scheme 7. The method of Scheme 6, further comprising:

[0028] determining a level of driving aggressiveness; and

[0029] adjusting the target low temperature and the target high temperature based on the level of driving aggressiveness such that there is a race target low temperature and a race target high temperature, and a continuous target low temperature and a continuous target high temperature,

[0030] wherein the continuous target low temperature is lower than the race target low temperature and the continuous target high temperature is lower than the race target high temperature.

[0031] Scheme 8. The method of Scheme 1, further comprising:

[0032] determining a level of driving aggressiveness; and

[0033] adjusting the target low temperature and the target high temperature based on the level of driving aggressiveness such that there is a race target low temperature and a race target high temperature, and a continuous target low temperature and a continuous target high temperature,

[0034] wherein the continuous target low temperature is lower than the race target low temperature and the continuous target high temperature is lower than the race target high temperature.

[0035] Scheme 9. A vehicle, comprising:

[0036] a plurality of valves;

[0037] a rechargeable energy storage system (RESS);

[0038] a first low temperature radiator (LTR) group having at least two LTRs;

[0039] a second LTR group having at least two LTRs;

[0040] an i-condenser coolant loop;

[0041] a RESS coolant loop; and

[0042] a controller configured to control the valves to direct coolant flow and compare an ambient temperature to a target low temperature and a target high temperature, wherein directing coolant flow comprises:

[0043] if the ambient temperature is below the target low temperature, directing coolant flow through a first flow path, wherein the first flow path places the first LTR group and the second LTR group in the RESS coolant loop;

[0044] if the ambient temperature is between the target low temperature and the target high temperature, directing the flow of coolant through a second flow path, wherein the second flow path places the first LTR group in the RESS coolant loop and places the second LTR group in the i-condenser coolant loop; and

[0045] if the ambient temperature is above the target high temperature, directing the flow of coolant through a third flow path, wherein the third flow path places the first LTR group and the second LTR group in the i-condenser coolant loop.

[0046] Scheme 10. The vehicle of Scheme 9, wherein the controller is further configured to:

[0047] determine a level of driving aggressiveness; and

[0048] adjust the target low temperature and the target high temperature based on the level of driving aggressiveness such that there is a race target low temperature and a race target high temperature, and a continuous target low temperature and a continuous target high temperature,

[0049] wherein the continuous target low temperature is lower than the race target low temperature and the continuous target high temperature is lower than the race target high temperature.

[0050] Scheme 11. The vehicle of Scheme 10,

[0051] wherein the first LTR group is arranged in parallel with respect to the flow of coolant, and

[0052] wherein the second LTR group is arranged in parallel with respect to the flow of coolant.

[0053] Scheme 12. The vehicle of Scheme 11, further comprising:

[0054] a third LTR group having at least two LTRs, wherein the third LTR group is in the i-condenser coolant loop for the first flow path, the second flow path, and the third flow path.

[0055] The above-mentioned features and advantages of the present disclosure, as well as other features and advantages of the present disclosure, are readily apparent to one having ordinary skill in the art from the following detailed description, when taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0056] Figure 1 is a schematic diagram of a vehicle having one or more RESSes, one or more cooling loops, and one or more low temperature radiators (LTRs).

[0057] Figure 2 is a schematic diagram of a first flow path of a cooling loop of the vehicle.

[0058] Figure 3 is a schematic diagram of a second flow path of the cooling loop of the vehicle.

[0059] Figure 4 is a schematic illustration of a third flow path of a cooling circuit of a vehicle. DETAILED DESCRIPTION

[0060] Referring to the drawings, like reference numerals designate like parts throughout the various figures. Figure 1 A vehicle 10 is schematically illustrated, as highly schematically shown, which can be, for example, but not limited to, an electric or hybrid electric vehicle. The vehicle 10 includes a rechargeable energy storage system (RESS) 12, which can include, for example, but not limited to, a rechargeable battery or a rechargeable battery pack.

[0061] A control system or controller 14 is in operable communication with all necessary components of the vehicle 10. The controller 14 includes a non-generic electronic control device having a preprogrammed digital computer or processor; a memory or non-transitory computer readable medium for storing data such as control logic, instructions, lookup tables, etc.; and a plurality of input / output peripherals, ports, or communication protocols. The controller 14 is configured to implement or execute the control logic or instructions described herein.

[0062] Further, the controller 14 can include or be in communication with a plurality of sensors, including, but not limited to, sensors configured to sense or estimate ambient temperatures outside of the vehicle 10 and various coolant temperatures within the vehicle 10. The controller 14 can be dedicated to the particular aspects of the vehicle 10 described herein, or the controller 14 can be part of a larger control system that manages many functions of the vehicle 10.

[0063] The drawings and figures presented herein are schematic illustrations, not drawn to scale, and provided for descriptive purposes only. Thus, any specific or relative dimensions or arrangements shown in the drawings should not be construed as limiting. While the present disclosure can be illustrated for a particular application or industry, those of ordinary skill in the art will recognize a broader applicability of the present disclosure. Those of ordinary skill in the art will recognize that terms such as “above,” “below,” “upward,” “downward,” etc. are used to describe the drawings and are not meant to represent limitations on the scope of the present disclosure as defined by the appended claims. Any numerical designation such as “first” or “second” is merely illustrative and is not intended to limit the scope of the present disclosure in any way.

[0064] Features illustrated in one figure can be combined with, substituted for, or modified by features illustrated in any other figure. No feature, element, or limitation of any of the figures is absolutely required in order to practice the application. Any particular configuration shown in any figure is illustrative only and not restrictive of the claims or the specification.

[0065] All numerical values of parameters (e.g., of quantities or conditions) in the specification including the appended claims are to be understood as being modified in all instances by the term "about" unless otherwise indicated. "About" indicates that the value provided can vary from the stated value by a modest amount. A modest amount is normal variability in similar circumstances. If the term "about" is not used, the discussion will be understood to be limited to the exact value provided. If not understood within the context, the term "about" indicates that the value provided can vary from the stated value by 10%, preferably 5%, more preferably 1% and most preferably 0.1%.

[0066] As used herein, the term "substantially" refers to a relationship of ideal perfection or completeness, but manufacturing realities preclude absolute perfection. Thus, "substantially" indicates a typical deviation from perfection. For example, if height A is substantially equal to height B, it can be preferred that the two heights be 100.0% equal, but manufacturing realities can cause a distance from such perfection. Those skilled in the art will recognize the amount of acceptable deviation. For example, but not by way of limitation, for substantial equivalence, coverage, area, or distance can typically be within 10% of perfection. Similarly, relative alignments, such as parallel or perpendicular, can typically be considered within 5%.

[0067] In addition to other systems of vehicle 10, vehicle 10 includes an improved cooling system 20 for RESS 12. Cooling system 20 includes a plurality of low temperature radiators (LTRs), many of which are selectively movable between different cooling circuits. In most configurations, the front of vehicle 10 will be on the left, as seen from the driver's perspective. Figure 1 As seen.

[0068] Cooling system 20 includes at least a refrigerant circuit 22, a RESS coolant circuit 24, and an i-condenser coolant circuit 26. Refrigerant circuit 22, RESS coolant circuit 24, and i-condenser coolant circuit 26 are in fluid communication with each other and with other systems of vehicle 10. Refrigerant circuit 22, RESS coolant circuit 24, and i-condenser coolant circuit 26 are selectively movable between different cooling circuits. Figures 2-4schematics, including some possible flow paths. As used herein, the term "i-condenser" generally refers to an indirect condenser or water cooled condenser. The i-condenser can be, for example, but is not limited to, a refrigerant vapor-liquid coolant (i.e., water) heat exchanger, and the i-condenser coolant circuit 26 includes at least one such component, as discussed herein.

[0069] The plurality of LTRs used by the cooling system 20 can be referred to as radiators and can be combined or grouped to form LTR groups. The first LTR or first radiator 32 and the second LTR or second radiator 34 form what can be referred to as a first LTR group 35. The third LTR or third radiator 36 and the fourth LTR or fourth radiator 38 form what can be referred to as a second LTR group 39. Similarly, the fifth LTR or fifth radiator 40 and the sixth LTR or sixth radiator 42 form what can be referred to as a third LTR group 43. Various fans, ducts, or other structures can be used to selectively control air flow to the various radiators or LTR groups.

[0070] Referring to Figures 2-4 , with continued reference to Figure 1 , a schematic diagram showing different flow paths through the cooling system 20, each flow path varying the LTRs used by the different cooling circuits. Figure 2 a first flow path (or flow path 1) for the cooling circuits of the illustrative vehicle 10 is schematically shown; Figure 3 a second flow path (or flow path 2) for the cooling circuits of the illustrative vehicle 10 is schematically shown; Figure 4 a third flow path (or flow path 3) for the cooling circuits of the illustrative vehicle 10 is schematically shown. The three flow paths shown in the figures are merely illustrative, and one of skill in the art will recognize that additional flow paths, as well as modifications to the flow paths shown, can be used within the scope described herein.

[0071] Figures 2-4 Various methods or algorithms are illustrated by selectively varying how the LTRs or LTR groups are used by the vehicle 10 and the cooling system 20 to cool the RESS 12, among other components of the vehicle. Generally, the functions or methods described herein can be performed in response to commands from the controller 14, which communicates with the necessary components and is capable of performing all of the necessary functions described herein. As discussed herein, the selection of example flow paths can be based on, for example, but not limited to, the temperature of the RESS 12, ambient temperature, and driving style or aggressiveness.

[0072] As Figures 2-4As shown, the cooling system 20 includes a number of other components, some but not all of which are individually labeled or shown. First, second, third, and fourth valves 52, 54, 56, and 58 are selectively varied by the controller 14 to direct coolant flow through various LTRs or groups of LTRs. In Figures 2-4 In the schematic diagram: flow through the refrigerant circuit 22 is shown with long dashed lines; flow through the RESS coolant circuit 24 is shown with solid lines; flow through the i-condenser coolant circuit 26 is shown with short dashed lines. Note that the valves are not shown in detail, but are illustrated merely as examples of on-off devices that vary coolant flow - one skilled in the art will recognize suitable structures to accomplish the described functions.

[0073] The refrigerant circuit 22 operates as an air conditioner system, for example a heat pump, and includes a chiller 60, which is a refrigerant-coolant heat exchanger. The chiller 60 is located between the RESS coolant circuit 24 and the refrigerant circuit 22. The cooling system 20 also includes one or more pumps, which are shown by pump symbols and are not individually labeled.

[0074] The i-condenser 62 is located between and exchanges heat between the refrigerant circuit 22 and the i-condenser coolant circuit 26. Figures 2-4 The i-condenser 62, which is schematically shown in the middle, is a refrigerant vapor-liquid coolant heat exchanger. However, the i-condenser 62 can represent other heat exchange structures. The i-condenser 62 can operate more efficiently than a vapor-air heat exchanger used in some air conditioner system configurations. Not all parts of the refrigerant circuit 22 are shown individually, but one skilled in the art will recognize its function, components, and operation, including one or more compressors 64 and an evaporator 66.

[0075] Figure 2 A first flow path is shown as an example method of cooling the RESS 12. The controller 14 can compare the ambient temperature to a target low temperature and a target high temperature. When the ambient temperature is below the target low temperature, the controller 14 directs coolant flow through the first flow path.

[0076] The first flow path places a first LTR group 35, which includes the first and second heat sinks 32 and 34, in the RESS coolant circuit 24. In addition, the first flow path places a second LTR group 39, which includes the third and fourth heat sinks 36 and 38, in the RESS coolant circuit 24.

[0077] When the ambient temperature is relatively low, such that it is below the target low temperature, there is a relatively large temperature difference between the coolant flowing out of the RESS 12 and the ambient air. Therefore, as shown by the solid line, significant cooling is achieved by including the first and second LTR groups 35 and 39 in the RESS coolant circuit 24.

[0078] After passing through the first LTR group 35 and the second LTR group 39, the coolant of the RESS coolant loop 24 also passes through the cooler 60, where the coolant is further cooled by the heat pump system of the refrigerant loop 22. The i-condenser coolant loop 26 utilizes the third LTR group 43 including the fifth radiator 40 and the sixth radiator 42 to reject heat transferred from the refrigerant loop 22.

[0079] exist Figure 2 In one operational example shown, where the ambient temperature is below 30°C and the coolant exiting the RESS 12 is approximately 40°C, the first LTR group 35 and the second LTR group 39 can collectively remove up to 40 kW of thermal power from the RESS coolant loop 24. Additionally, the refrigerant loop 22, rejecting thermal energy through the i-condenser coolant loop 26, can remove up to 30 kW of thermal power from the RESS coolant loop 24 via the chiller 60.

[0080] If the ambient temperature is between the target low temperature and the target high temperature, the controller 14 directs the coolant flow through the second flow path, such as Figure 3 The second flow path places the first LTR group 35 including the first radiator 32 and the second radiator 34 in the RESS coolant loop 24 . However, the second flow path places the second LTR group 39 including the third radiator 36 and the fourth radiator 38 in the i-condenser coolant loop 26 .

[0081] When the ambient temperature is relatively moderate, there is a smaller temperature difference between the coolant flowing out of the RESS 12 and the ambient air. Therefore, less cooling is achieved by passing the coolant in the RESS coolant loop 24 through both the first LTR group 35 and the second LTR group 39. Therefore, the second flow path utilizes the second LTR group 39 to reject heat transferred from the refrigerant loop 22 to the i-condenser coolant loop 26.

[0082] In the second flow path, the fourth valve 58 sends the flow of coolant from the third LTR group 43 to the second valve 54, which directs the flow of coolant through the second LTR group 39. The flow of coolant in the i-condenser coolant circuit 26 is further cooled by the second LTR group 39. The third valve then directs the coolant from the second LTR group 39 back to the i-condenser 62 via the fourth valve 58. The second valve 54 directs the flow of coolant within the RESS coolant circuit 24 to the third valve 56, where it is returned to the chiller 60, which rejects heat to the refrigerant circuit 22.

[0083] In Figure 3 In one example of operation shown, where the ambient temperature is between 30C and 38C, and the coolant leaving the RESS 12 is approximately 40C, the first LTR group 35 removes up to 10 kW of power from the RESS coolant circuit 24. Compare this to the 40 kW of power removed via the first LTR group 35 and the second LTR group 39 used together in the first flow path at lower ambient temperatures.

[0084] However, by moving the second LTR group 39 to the i-condenser coolant circuit 26, the refrigerant circuit 22 can reject more thermal energy with both the second LTR group 39 and the third LTR group 43 in the i-condenser coolant circuit 26, such that the chiller 60 can remove up to 35 kW of power from the RESS coolant circuit 24. Moving the second LTR group 39 into the i-condenser coolant circuit 26 enhances the heat rejection capability of the chiller 60. Thus, the amount of power removed by the chiller 60 in the second flow path is greater than the power removal amount of the first flow path.

[0085] When the ambient temperature is above the target high temperature, the controller 14 directs the flow of coolant through a third flow path, as Figure 4 shown. The third flow path places both the first LTR group 35 and the second LTR group 39 in the i-condenser coolant circuit 26. When the ambient temperature is relatively high but still below the temperature of the coolant from the RESS 12, there is very little temperature difference between the coolant flowing from the RESS 12 and the ambient air. Thus, less cooling is achieved by passing the coolant in the RESS coolant circuit 24 through the first LTR group 35 or the second LTR group 39.

[0086] The third flow path utilizes both the first LTR group 35 and the second LTR group 39 to reject heat from the refrigerant circuit 22 to the i-condenser coolant circuit 26. Moving both the first LTR group 35 and the second LTR group 39 into the i-condenser coolant circuit 26 further enhances the heat rejection capability of the chiller 60. Thus, the amount of heat removed by the chiller 60 in the third flow path is greater than the amount of heat removed in either of the first flow path or the second flow path.

[0087] In Figure 4 In one operating example shown, where the ambient temperature is above 38C and the coolant leaving the RESS 12 is approximately 40C, there is little or no temperature difference between the coolant of the RESS 12 and the ambient air, such that the RESS coolant circuit 24 does not utilize either the first LTR group 35 or the second LTR group 39 in the third flow path. When the ambient temperature is above the RESS 12 coolant temperature, cooling cannot be achieved by passing the coolant flowing out of the RESS 12 through the first LTR group 35 and the second LTR group 39. However, the refrigerant circuit 22 can reject more thermal energy using the first LTR group 35, the second LTR group 39, and the third LTR group 43 within the i-condenser coolant circuit 26, such that the chiller 60 can remove up to 40 kW of power from the RESS coolant circuit 24.

[0088] The particular operating examples discussed above with respect to Figures 2-4 The particular operating examples discussed above can occur during extreme or excursion conditions. For example, the coolant out temperature of the RESS 12 can reach 40 C or higher during track or other highly aggressive driving conditions. During excursion conditions, it can be preferable for the RESS 12 to reach a temperature of no more than 45-50C - note that the temperature of the coolant passing through the RESS 12 will be at a slightly lower temperature than the RESS 12 itself due to imperfect heat transfer between them.

[0089] Thus, under racing conditions, where the coolant out temperature of the RESS 12 can reach 40C, the controller 14 can select the flow path according to the following: flow path 1 when the ambient temperature is below 30C (i.e., the racing target low temperature); flow path 2 when the ambient temperature is between 30C and 38C (i.e., the racing target high temperature); and flow path 3 when the ambient temperature is above 38C.

[0090] The vehicle 10 can also be used in continuous operating conditions as compared to extreme or racing conditions. Continuous conditions can include mildly aggressive driving, but these conditions are typically within the limits of street or highway driving conditions.

[0091] In continuous driving conditions, it can be preferable for the RESS 12 to reach a temperature of no more than 35C to limit wear on the RESS 12. Thus, the coolant out temperature of the RESS 12 during continuous driving conditions can reach 30C. In response, the controller 14 can adjust the target low temperature and the target high temperature to better exchange thermal energy with ambient conditions.

[0092] Thus, in continuous conditions, where the coolant out temperature of the RESS 12 can reach 30C due to imperfect heat transfer from the RESS 12, the controller 14 can select flow paths according to the following: flow path 1 when the ambient temperature is below 20C (i.e., the continuous target low temperature, lower than the race target low temperature); flow path 2 when the ambient temperature is between 20C and 28C (i.e., the continuous target high temperature, lower than the race target high temperature); and flow path 3 when the ambient temperature is above 28C.

[0093] While the changing of the target low temperature and the target high temperature have been discussed herein with respect to driving conditions, particularly with respect to the aggressiveness rating relative to race or continuous operation, alternative triggers can be used. For example, and without limitation, the changing of the target low temperature and the target high temperature can be made in response to the coolant out temperature of the RESS 12 or in response to the coolant temperature exiting the cooler 60 (i.e., the coolant in temperature to the RESS 12). For example, the controller 14 can use a higher target temperature when the coolant out temperature from the RESS 12 is 40C, but can use a lower target temperature when the coolant out temperature from the RESS 12 is 30C.

[0094] It is noted that a single and possibly larger sized or differently configured heat sink can be used in place of the illustrated LTR groups. For example, and without limitation, the first heat sink 32 can replace the first LTR group 35, the fourth heat sink 38 can replace the second LTR group 39, and the fifth heat sink 40 can replace the third LTR group 43, possibly with those single components remaining in the same general positions of the illustrated flow patterns and placed Figures 2-4 in the same general positions of the illustrated flow patterns and placed Figure 1 within the illustrated vehicle 10.

[0095] Further, by Figure 1The air flow of the radiators of the example vehicle 10 shown in the schematic view of FIG. 1 is in series, but other configurations can be used. The ordering or arrangement of the various radiators shown in FIG. 1 is selected based in part on improved utilization of temperature differences. For example, the third radiator 36 is located in front of the fifth radiator 40 with respect to the air flow. The temperature of the coolant flow through the third radiator 36 will be at a lower temperature than the coolant flow through the fifth radiator 40, which is closer to the heat transferred from the refrigerant circuit 22 to the i-condenser 62. Thus, if the third radiator 36 raises the temperature of the air flow through it, the coolant temperature of the fifth radiator 40 will likely still have a temperature difference with the warm air, such that heat transfer still occurs across the fifth radiator 40.

[0096] As shown in FIG. 2, the coolant flow through the first LTR group 35 is arranged in parallel, the second LTR group 39 is arranged in parallel, and the third LTR group 43 is arranged in parallel. However, this arrangement of coolant flow is not required. In some configurations, the LTR groups can be arranged in series. Further, while FIGS. 2-4 schematically illustrate the various radiators as similarly sized boxes, actual radiators can have very different sizes, shapes, or styles. Figures 2-4

[0097] The detailed description and accompanying drawings or diagrams provide support for the subject matter claimed. While some best modes and other embodiments have been detailed, various alternatives, embodiments and configurations exist.

[0098] Further, the features of any of the embodiments shown in the drawings or described in this specification can not necessarily be independent of each other. Rather, each of the features described in one example of an embodiment can be combined with one or more other desirable features from other embodiments, resulting in other embodiments that are not described in text or drawings. Accordingly, such other embodiments fall within the scope of the claims.​

Claims

1. A method of cooling a rechargeable energy storage system using a plurality of low temperature radiators, the plurality of low temperature radiators comprising a first low temperature radiator device and a second low temperature radiator device selectively changeable between an i-condenser coolant loop and a rechargeable energy storage system coolant loop, the method comprising: comparing the ambient temperature to a target low temperature and a target high temperature; directing coolant flow through a first flow path if the ambient temperature is below a target low temperature, wherein the first flow path places a first low temperature radiator device and a second low temperature radiator device in a rechargeable energy storage system coolant loop; If the ambient temperature is between the target low temperature and the target high temperature, directing coolant flow through a second flow path, wherein the second flow path positions the first low temperature radiator device in the rechargeable energy storage system coolant loop and the second low temperature radiator device in the i-condenser coolant loop; and If the ambient temperature is above the target high temperature, coolant flow is directed through a third flow path, wherein the third flow path places the first low temperature radiator device and the second low temperature radiator device in an i-condenser coolant loop.

2. The method according to claim 1, wherein The plurality of low-temperature radiators includes a third low-temperature radiator device, the method further comprising: The i-condenser coolant loop is passed through a third low temperature radiator arrangement.

3. The method according to claim 2, in, The first low-temperature radiator device is a first low-temperature radiator group having at least two low-temperature radiators, The second low-temperature radiator arrangement is a second low-temperature radiator group having at least two low-temperature radiators, and the third low-temperature radiator arrangement is a third low-temperature radiator group having at least two low-temperature radiators.

4. The method according to claim 3, in, The first low-temperature radiator group is arranged in parallel with respect to the coolant flow, wherein the second low-temperature radiator group is arranged in parallel with respect to the coolant flow, and The third low-temperature radiator group is arranged in parallel with respect to the coolant flow.

5. The method according to claim 1, in, The first low-temperature radiator arrangement is a first low-temperature radiator group having at least two low-temperature radiators, and wherein the second low-temperature radiator arrangement is a second low-temperature radiator group having at least two low-temperature radiators.

6. The method according to claim 5, in, The first low-temperature radiator group is arranged in parallel, and Wherein, the second low-temperature radiator group is arranged in parallel.

7. The method according to claim 6, further comprising: Determine driving aggressiveness level; as well as The target low temperature and target high temperature are adjusted based on the driving aggressiveness level, so that there are a racing target low temperature and a racing target high temperature, as well as a continuous target low temperature and a continuous target high temperature, Among them, the continuous target low temperature is lower than the racing target low temperature, and the continuous target high temperature is lower than the racing target high temperature.

8. The method according to claim 1, further comprising: Determine driving aggressiveness level; as well as The target low temperature and target high temperature are adjusted based on the driving aggressiveness level, so that there are a racing target low temperature and a racing target high temperature, as well as a continuous target low temperature and a continuous target high temperature, Among them, the continuous target low temperature is lower than the racing target low temperature, and the continuous target high temperature is lower than the racing target high temperature.

9. A vehicle comprising: Multiple valves; rechargeable energy storage systems; A first low-temperature radiator group having at least two low-temperature radiators; a second low-temperature radiator group having at least two low-temperature radiators; i-condenser coolant circuit; a rechargeable energy storage system coolant loop; as well as a controller configured to control the valve to direct a coolant flow and compare the ambient temperature to a target low temperature and a target high temperature, wherein directing the coolant flow comprises: directing coolant flow through a first flow path if the ambient temperature is below a target low temperature, wherein the first flow path places a first low temperature radiator bank and a second low temperature radiator bank in a rechargeable energy storage system coolant loop; If the ambient temperature is between the target low temperature and the target high temperature, directing coolant flow through a second flow path, wherein the second flow path positions the first low temperature radiator bank in the rechargeable energy storage system coolant loop and the second low temperature radiator bank in the i-condenser coolant loop; and If the ambient temperature is above the target high temperature, coolant flow is directed through a third flow path that places the first low temperature radiator group and the second low temperature radiator group in an i-condenser coolant loop.

10. The vehicle according to claim 9, wherein The controller is also configured to: Determine driving aggressiveness level; and The target low temperature and target high temperature are adjusted based on the driving aggressiveness level, so that there are a racing target low temperature and a racing target high temperature, as well as a continuous target low temperature and a continuous target high temperature, Among them, the continuous target low temperature is lower than the racing target low temperature, and the continuous target high temperature is lower than the racing target high temperature.

11. The vehicle according to claim 10, in, a first low-temperature radiator group arranged in parallel with respect to the coolant flow, and The second low-temperature radiator group is arranged in parallel with respect to the coolant flow.

12. The vehicle of claim 11, further comprising: A third low-temperature radiator group having at least two low-temperature radiators, wherein the third low-temperature radiator group is located in the i-condenser coolant circuit for the first flow path, the second flow path, and the third flow path.

Images