Coolant distribution manifold, propulsion battery cooling system, and vehicle

Abstract

A coolant distribution manifold (1) for a vehicle propulsion battery cooling system (3) is disclosed. The coolant distribution manifold (1) comprises a coolant inlet (13) configured to receive coolant from a temperature regulating circuit (11), a receiving section (5) configured to receive coolant from at least two propulsion battery coolant circuits (c1, c2, c3, c4, c5), and a supply section (7) configured to supply coolant to the at least two coolant circuits (c1, c2, c3, c4, c5). The supply section (7) is arranged downstream of the coolant inlet (13) and the receiving section (5). The disclosure also relates to a vehicle propulsion battery cooling system (3) and a vehicle (2).

Description

Technical Field

[0001] This disclosure relates to a coolant distribution manifold for a vehicle propulsion battery cooling system. This disclosure also relates to a vehicle propulsion battery cooling system and a vehicle including such a system. Background Technology

[0002] The use of electric drive systems in vehicles offers numerous advantages, particularly regarding local emissions. Such vehicles include one or more electric motors configured to power the vehicle. These types of vehicles can be categorized as pure electric vehicles and hybrid electric vehicles. Pure electric vehicles, sometimes referred to as battery electric vehicles, electric-only vehicles, and all-electric vehicles, consist entirely of an electric drivetrain and do not include an internal combustion engine, and therefore produce no emissions where they are used.

[0003] Hybrid electric vehicles (HEVs) incorporate two or more different types of power, such as internal combustion engines and electric propulsion systems. The combination of an internal combustion engine and an electric propulsion system offers advantages in terms of energy efficiency compared to vehicles that use only an internal combustion engine, partly because internal combustion engines are less energy efficient at lower power output levels. Furthermore, some HEVs are capable of operating in pure electric drive when needed, such as when driving in certain areas where low noise and / or low emission levels are required.

[0004] The use of electric drive systems in vehicles also comes with some problems and drawbacks. One problem is the storage of electrical energy within the vehicle. Electrical energy is stored in the vehicle's batteries, and several different types of batteries are used, such as lithium-ion batteries, lithium-polymer batteries, and nickel-metal hydride batteries. Several batteries are needed to ensure sufficient operating range for the vehicle, especially in long-range battery-electric trucks and buses.

[0005] Batteries generate heat during charging and discharging. Excessively high or low temperatures can damage the battery and / or shorten its lifespan. Furthermore, battery efficiency decreases at both low and high temperatures. Therefore, vehicles with electric drive systems include battery cooling systems capable of regulating the temperature of the vehicle's batteries. In most cases, such battery cooling systems include multiple coolant circuits because each battery needs to be conditioned to a specific temperature due to internal differences in individual cell properties such as resistance and wear. In heavier vehicles (such as long-range battery electric trucks and buses), battery cooling systems typically include one coolant circuit per battery pack, or one coolant circuit per battery group.

[0006] It is problematic to have multiple coolant pumps in the same cooling system due to the different pressure drops in each coolant circuit and the individual coolant flow requirements for each battery pack. This can cause backflow and zero-flow conditions in the battery cooling system.

[0007] Furthermore, in cooling systems that include several coolant circuits, deairing of the coolant circuits can be problematic. That is, air within the coolant circuits reduces their efficiency, partly because air has a much lower specific heat capacity than coolant. Additionally, air in the coolant circuits can damage components such as the coolant pump.

[0008] The battery and battery cooling system are located within the limited space of a vehicle with an electric drive system. The battery occupies most of the available space. Furthermore, other vehicle components (such as hydraulic systems, transmission components, and power electronics) also occupy space. Therefore, it is advantageous to utilize the available space within the vehicle in an efficient manner.

[0009] Furthermore, in general, in today's consumer market, it is advantageous if a vehicle and its associated components have conditions and / or characteristics suitable for cost-effective manufacture and assembly. Summary of the Invention

[0010] The object of the present invention is to overcome or at least mitigate some of the above-mentioned problems and disadvantages.

[0011] According to a first aspect of the invention, this objective is achieved by a coolant distribution manifold for a vehicle propulsion battery cooling system, the cooling system including a temperature regulating circuit and at least two coolant circuits, each coolant circuit configured to cool a corresponding group of propulsion battery cells. The coolant distribution manifold includes: a coolant inlet configured to receive coolant from the temperature regulating circuit; a receiving section configured to receive coolant from the at least two coolant circuits; and a supply section configured to supply coolant to the at least two coolant circuits. The supply section is arranged downstream of the coolant inlet and the receiving section relative to the intended flow direction through the manifold.

[0012] Therefore, a manifold is provided that allows for individual control of the flow rate through each of the at least two coolant circuits without any significant flow disturbance risk (such as backflow or zero flow conditions) in the manifold or in the battery cooling system. This is because the two or more coolant circuits can be supplied with coolant from a common temperature-regulating coolant reservoir with a single pressure level. Thus, a coolant distribution manifold is provided that allows for individual control of the cooling / heating efficiency of each of the at least two coolant circuits without any significant flow disturbance risk. In other words, a coolant distribution manifold is provided that allows for individual control of the temperature level of the corresponding group of propulsion battery cells without any significant flow disturbance risk.

[0013] Additionally, a coolant distribution manifold is provided, wherein the temperature level supplied to the at least two coolant circuits can be easily and effectively regulated by controlling the flow rate and / or temperature of the coolant from the temperature regulation circuit.

[0014] Furthermore, since the coolant distribution manifold includes a coolant inlet, a receiving section, and a supply section, a coolant distribution manifold with conditions for effectively utilizing the available space inside the vehicle is provided. Moreover, because the coolant distribution manifold includes a coolant inlet, a receiving section, and a supply section, a coolant distribution manifold with conditions and characteristics suitable for cost-effective manufacturing and assembly is provided.

[0015] Furthermore, since the coolant distribution manifold includes a receiving section and a supply section for connecting to at least two coolant circuits, it provides conditions for efficiently venting the at least two coolant circuits and the temperature regulating circuit via the coolant distribution manifold. Thus, the at least two coolant circuits and the temperature regulating circuit can be vented in a manner that avoids the need for venting assemblies arranged in each circuit.

[0016] Therefore, a coolant distribution manifold is provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. Thus, the aforementioned objective is achieved.

[0017] Optionally, the coolant inlet is arranged upstream of the receiving section, at the receiving section, or between the receiving section and the supply section, relative to the expected flow direction through the manifold. Thus, the coolant in the coolant distribution manifold can be effectively conditioned before reaching the supply section.

[0018] Optionally, the manifold includes a coolant outlet configured to supply coolant to a temperature regulating circuit. This allows for efficient and continuous control of the coolant temperature within the coolant distribution manifold. As a further result, it also allows for efficient and continuous control of the coolant temperature reaching the at least two coolant circuits.

[0019] Optionally, the coolant outlet is located between the receiving section and the supply section, at the supply section, or downstream of the supply section. Therefore, the coolant in the coolant distribution manifold can be effectively regulated in temperature.

[0020] Optionally, the manifold is configured such that when the manifold is mounted on the vehicle in its intended installation position and the vehicle is positioned in an upright use position on a flat, horizontal surface, the local gravity vector of the supply section relative to the vehicle's location is arranged above the receiving section. Thus, the coolant distribution manifold provides conditions for venting the at least two coolant circuits and temperature regulation circuits via the coolant distribution manifold in a further efficient manner.

[0021] Optionally, each of the receiving section and the supply section is tubular, and the manifold includes a U-shaped section located between the receiving section and the supply section. Thus, a coolant distribution manifold is provided that allows for more efficient use of available space within the vehicle interior. Furthermore, the coolant distribution manifold provides conditions for venting the at least two coolant circuits and temperature regulation circuits via the coolant distribution manifold in a further efficient manner.

[0022] Optionally, the flow cross-sectional area through the manifold is at least twice the flow cross-sectional area through each connection between the manifold and the at least two coolant circuits. Thus, a manifold is provided in which each coolant circuit can be supplied with coolant from a common temperature-controlled coolant reservoir, which has conditions for supplying coolant to each of the at least two coolant circuits at a more constant temperature and pressure level. As a further result, a coolant distribution manifold is provided in which the risk of flow disturbances (such as backflow and zero-flow conditions in battery cooling systems) is further reduced.

[0023] Optionally, the manifold includes an exhaust section configured to exhaust air from the manifold. Thus, a coolant distribution manifold is provided having conditions for exhausting the at least two coolant circuits and temperature regulation circuits in an efficient manner with respect to exhaust efficiency, space efficiency, and cost efficiency.

[0024] Optionally, the exhaust section is located downstream of the supply section. Thus, a coolant distribution manifold is provided, which has the capability to exhaust the at least two coolant circuits and the temperature control circuit in a further efficient manner.

[0025] Optionally, the manifold is configured such that when the manifold is mounted on the vehicle in its intended installation position and the vehicle is positioned in an upright use position on a flat, horizontal surface, the exhaust section is arranged above the coolant inlet, receiving section, and supply section relative to the local gravity vector at the vehicle's location. Thus, a coolant distribution manifold is provided that has the conditions for exhausting the at least two coolant circuits and temperature regulation circuits in a further efficient manner.

[0026] According to a second aspect of the invention, this objective is achieved by a vehicle propulsion battery cooling system comprising a temperature regulating circuit, at least two coolant circuits, and a coolant distribution manifold according to some embodiments of the present disclosure, each coolant circuit being configured to cool a corresponding group of propulsion battery cells.

[0027] Therefore, a cooling system is provided that allows for individual control of the flow rate through each of the at least two coolant circuits without any significant flow disturbance risk (such as backflow or zero flow conditions) in the manifold or battery cooling system. This is because the two or more coolant circuits are supplied with coolant from a common temperature-regulating coolant reservoir having a single pressure level. Thus, a cooling system is provided that allows for individual control of the cooling / heating efficiency of each of the at least two coolant circuits without any significant flow disturbance risk. In other words, a cooling system is provided that allows for individual control of the temperature level of the corresponding group of propulsion battery cells without any significant flow disturbance risk.

[0028] Additionally, a cooling system is provided in which the temperature level supplied to the at least two coolant circuits can be easily and effectively regulated by controlling the flow rate and / or temperature of the coolant from the temperature regulation circuit.

[0029] Furthermore, since the coolant distribution manifold of the cooling system includes a coolant inlet, a receiving section, and a supply section, a cooling system with conditions for effectively utilizing the available space inside the vehicle is provided. Moreover, since the coolant distribution manifold of the cooling system includes a coolant inlet, a receiving section, and a supply section, a cooling system with conditions and characteristics suitable for cost-effective manufacturing and assembly is provided.

[0030] In addition, since the coolant distribution manifold of the cooling system includes a receiving section and a supply section for connecting to at least two coolant circuits, the coolant distribution manifold provides conditions for effectively venting the at least two coolant circuits and the temperature regulation circuit via the coolant distribution manifold.

[0031] Therefore, a vehicle propulsion battery cooling system is provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. Thus, the above-mentioned objective is achieved.

[0032] Optionally, each of the at least two coolant circuits includes a coolant pump configured to pump coolant through the respective coolant circuit. Thus, a cooling system is provided in which the cooling / heating efficiency of each of the at least two coolant circuits can be adjusted simply by controlling the pumping rate of the respective coolant pump, without any significant risk of flow disturbances in a battery cooling system.

[0033] Optionally, each group of propulsion battery cells forms part of a propulsion battery pack. This provides a cooling system capable of effectively and individually cooling multiple battery packs without any significant risk from flow disturbances within the cooling system.

[0034] Optionally, the manifold includes an exhaust section, and the cooling system includes an expansion tank fluidly connected to the exhaust section. Thus, a cooling system is provided that can exhaust the at least two coolant circuits and temperature regulation circuits in an efficient manner with respect to exhaust efficiency, space efficiency, and cost efficiency.

[0035] Optionally, the cooling system includes at least four coolant circuits, each coolant circuit configured to cool a corresponding group of propulsion battery cells, wherein a receiving section of the manifold is configured to receive coolant from the at least four coolant circuits, and wherein a supply section of the manifold is configured to supply coolant to the at least four coolant circuits. Thus, a cooling system is provided in which the four or more coolant circuits can be supplied with coolant from a common temperature-regulating coolant reservoir. Therefore, a cooling system is provided that allows individual control of the cooling / heating efficiency of each of the four or more coolant circuits without any significant risk of flow disturbances in the battery cooling system.

[0036] Furthermore, the cooling system provides conditions for efficiently venting the four or more coolant circuits and temperature regulation circuits via a coolant distribution manifold. Additionally, a cooling system is provided that is capable of supplying coolant to four or more coolant circuits while also having the conditions for efficiently utilizing available space within the vehicle interior.

[0037] Optionally, the temperature regulation circuit includes a radiator and a coolant pump. Thus, a coolant system is provided having conditions for effectively regulating the temperature of the coolant in the coolant distribution manifold.

[0038] According to a third aspect of the invention, this objective is achieved by a vehicle comprising a corresponding group of propulsion battery cells and a vehicle propulsion battery cooling system according to some embodiments of the present disclosure, wherein the vehicle propulsion battery cooling system is configured to cool the group of propulsion battery cells.

[0039] Since the vehicle includes a vehicle propulsion battery cooling system according to some embodiments of this disclosure, a vehicle is provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. Therefore, the aforementioned objectives are achieved.

[0040] Further features and advantages of the invention will become apparent when examined in light of the appended claims and the following detailed description. Attached Figure Description

[0041] Various aspects of the invention, including its particular features and advantages, will be readily understood from the exemplary embodiments discussed in the following detailed description and accompanying drawings, wherein:

[0042] Figure 1 The diagram schematically illustrates a vehicle propulsion battery cooling system according to some embodiments.

[0043] Figure 2 A perspective view of a coolant distribution manifold according to some embodiments is shown.

[0044] Figure 3 It shows Figure 2 The side view of the coolant distribution manifold shown, and

[0045] Figure 4 The vehicle is illustrated schematically according to some implementation schemes. Detailed Implementation

[0046] The aspects of the invention will now be described more fully. The same numerals always refer to the same elements. For the sake of brevity and / or clarity, well-known functions or constructions will not be described in detail.

[0047] Figure 1 A vehicle propulsion battery cooling system 3 according to some embodiments is schematically shown. For simplicity and clarity, the vehicle propulsion battery cooling system 3 is referred to as "cooling system 3" in some places herein. Cooling system 3 is configured to regulate the temperature of multiple propulsion batteries b1, b2, b3, b4, b5. Each propulsion battery b1, b2, b3, b4, b5 is configured to supply power to the propulsion motor of a vehicle including the propulsion batteries b1, b2, b3, b4, b5. Furthermore, each propulsion battery b1, b2, b3, b4, b5 includes multiple battery cells 4. Figure 1 In the accompanying drawings, for the sake of simplicity and clarity, reference numeral "4" is used only to indicate the location of the propulsion battery b1, which is marked with reference numeral "b1". According to the illustrated embodiment, the cooling system 3 is configured to regulate the temperature of the five propulsion batteries b1, b2, b3, b4, and b5.

[0048] According to the embodiments described herein, the cooling system 3 includes at least two coolant circuits c1, c2, c3, c4, c5, each coolant circuit being configured to cool a corresponding group b1, b2, b3, b4, b5 of the propulsion battery unit 4. According to the illustrated embodiments, the cooling system 3 includes five coolant circuits c1, c2, c3, c4, c5, each coolant circuit being configured to cool a corresponding group b1, b2, b3, b4, b5 of the propulsion battery unit 4. As indicated herein, the cooling system 3 may include another number of coolant circuits c1, c2, c3, c4, c5, such as three, four, six, seven, eight, nine, ten, etc., wherein each coolant circuit c1, c2, c3, c4, c5 is configured to cool a corresponding group b1, b2, b3, b4, b5 of the propulsion battery unit 4. Each group b1, b2, b3, b4, b5 of the propulsion battery unit 4 can form part of the propulsion battery pack b1, b2, b3, b4, b5, as shown in the figure. Figure 1 The illustrated implementation scheme is as follows. According to other implementation schemes, the groups b1, b2, b3, b4, b5 of the propulsion battery unit 4 as referred to herein may include battery units 4 of two or more propulsion battery groups, battery units 4 of propulsion batteries having a specific voltage, battery units 4 of a portion of a propulsion battery group, etc.

[0049] Cooling system 3 also includes a temperature regulating loop 11. Temperature regulating loop 11 is a coolant loop capable of providing heating and / or cooling of coolant, as further explained herein. According to an illustrated embodiment, temperature regulating loop 11 includes a radiator 23 and a coolant pump cp 11. Coolant pump cp 11 is configured to pump coolant through temperature regulating loop 11. Radiator 23 is configured to radiate heat from temperature regulating loop 11. Temperature regulating loop 11 includes a valve 8 and a bypass line 11' bypassing radiator 23. Valve 8 is controllable to direct coolant to radiator 23 or to bypass line 11'. According to some embodiments, valve 8 is a thermostatic valve configured to direct coolant to radiator 23 or to bypass line 11' based on the temperature of the coolant flowing through valve 8. According to a further embodiment, valve 8 may be controlled by a control unit. Temperature regulating loop 11 also includes a cooler 14 and a heater 16. Cooler 14 is configured to cool the coolant flowing through temperature regulating circuit 11. Heater 16 is configured to heat the coolant flowing through temperature regulating circuit 11. Cooler 14 may include an evaporator of a heat pump circuit, or be in thermal contact with such an evaporator. Heater 16 may include an electric heater.

[0050] Cooling system 3 includes a coolant distribution manifold 1 according to some embodiments of the present disclosure. For simplicity and clarity, coolant distribution manifold 1 is referred to herein as "distribution manifold 1" or "manifold 1". Coolant distribution manifold 1 includes a coolant inlet 13. Coolant inlet 13 is configured to receive temperature-regulated coolant from temperature regulating circuit 11. Coolant inlet 13 referred to herein may also be referred to as "coolant temperature regulating inlet 13". Manifold 1 also includes a coolant outlet 15 configured to supply coolant to temperature regulating circuit 11. Coolant outlet 15 referred to herein may also be referred to as "coolant temperature regulating outlet 15". Coolant distribution manifold 1 also includes a receiving section 5. Receiving section 5 is configured to receive coolant from at least two coolant circuits c1, c2, c3, c4, c5. That is, according to the illustrated embodiment, receiving section 5 is configured to receive coolant from five coolant circuits c1, c2, c3, c4, c5. The manifold includes the same number of receiving connectors r1-r5 as the coolant circuits c1, c2, c3, c4, c5, wherein each receiving connector r1-r5 is arranged at the receiving section 5 of the manifold 1 and connected to the corresponding coolant circuit c1, c2, c3, c4, c5.

[0051] The coolant distribution manifold 1 also includes a supply section 7. The supply section 7 is configured to supply coolant to at least two coolant circuits c1, c2, c3, c4, and c5. That is, according to the illustrated embodiment, the supply section 7 is configured to supply coolant to five coolant circuits c1, c2, c3, c4, and c5. The manifold includes the same number of supply connectors s1-s5 as the number of coolant circuits c1, c2, c3, c4, and c5, wherein each supply connector s1-s5 is arranged at the supply section 7 of the manifold 1 and connected to the corresponding coolant circuit c1, c2, c3, c4, and c5.

[0052] like Figure 1As shown, supply section 7 is arranged downstream of coolant inlet 13 relative to the expected flow direction fd1 through manifold 1. Furthermore, supply section 7 is arranged downstream of receiving section 5 relative to the expected flow direction fd1 through manifold 1. In this way, coolant flowing into manifold 1 from temperature regulating circuit 11 via coolant inlet 13 mixes with coolant flowing into receiving section 5 of manifold 1 via receiving connectors r1-r5 from coolant circuits c1, c2, c3, c4, and c5. Thus, the coolant is temperature-regulated, i.e., heated or cooled, before flowing out of manifold 1 via supply connectors s1-s5 of supply section 7 into coolant circuits c1, c2, c3, c4, and c5. Section 9 between receiving section 5 and supply section 7 can be referred to as mixing section 9 because coolant from temperature regulating circuit 11 mixes with coolant from coolant circuits c1, c2, c3, c4, and c5 in this section 9 of manifold 1. Similarly, for the same reasons, the “coolant distribution manifold 1” as referred to herein may also be called the “coolant mixing manifold 1” or “coolant mixing / distribution manifold 1”. The mixing section 9 has a certain length as seen through manifold 1 along the intended flow direction fd1. According to some embodiments, the length of the mixing section 9 measured in the direction consistent with the intended flow direction fd1 through manifold 1 is greater than 20% of the length of the total flow path through manifold 1 measured in the direction consistent with the intended flow direction fd1 through manifold 1.

[0053] like Figure 1 As shown, each of the coolant circuits c1, c2, c3, c4, and c5 includes a coolant pump cp1, cp2, cp3, cp4, and cp5, which is configured to pump coolant through the corresponding coolant circuit c1, c2, c3, c4, and c5. Due to these features, the total cooling / heating power of the groups b1, b2, b3, b4, and b5 of the propulsion battery units 4 cooled by the cooling system 3 can be easily adjusted by regulating the temperature of the coolant in the temperature regulation circuit 11 and the flow rate of the coolant pumped from the temperature regulation circuit 11 through the manifold 1. Furthermore, due to these features, the individual temperature of each group b1, b2, b3, b4, and b5 of the propulsion battery units 4 can be adjusted by performing individual control of the corresponding coolant pump cp1, cp2, cp3, cp4, and cp5 of the corresponding coolant circuit c1, c2, c3, c4, and c5. In other words, due to the characteristics of manifold 1, coolant pumps cp1, cp2, cp3, cp4, and cp5 can be controlled to provide different flow rates through different coolant circuits c1, c2, c3, c4, and c5 without causing flow disturbance in cooling system 3. This is because each coolant circuit c1, c2, c3, c4, and c5 is connected to the same volume of temperature-regulating coolant within manifold 1.

[0054] According to the illustrated embodiment, the coolant inlet 13 is arranged between the receiving section 5 and the supply section 7 relative to the expected flow direction fd1 through the manifold 1. That is, according to the illustrated embodiment, the coolant inlet 13 is arranged at the mixing section 9. According to another embodiment, the coolant inlet 13 may be arranged upstream of the receiving section 5 relative to the expected flow directions fd1, fd2 through the manifold 1. Furthermore, according to some embodiments, the coolant inlet 13 may be arranged at the receiving section 5. Due to the different possible placements of the coolant inlet 13, great flexibility can be provided for the installation, connection, and wiring of the coolant piping.

[0055] According to the illustrated embodiment, the coolant outlet 15, connected to the temperature control loop 11, is positioned downstream of the supply section 7 relative to the intended flow direction fd1 through the manifold 1. According to another embodiment, the coolant outlet 15 may be positioned at the supply section 7. Furthermore, according to some embodiments, the coolant outlet 15 may be positioned between the receiving section 5 and the supply section 7 relative to the intended flow direction fd1 through the manifold 1, i.e., at the aforementioned mixing section 9. Due to the different possible placements of the coolant outlet 15, considerable flexibility is provided for the installation, connection, and wiring of the coolant piping.

[0056] Figure 1 The figure shows the horizontal plane hp and the local gravity vector gv. The local gravity vector gv represents the local gravity vector gv at the location of cooling system 3.

[0057] The horizontal plane hp is perpendicular to the local gravity vector gv, meaning the normal to the horizontal plane hp is parallel to the local gravity vector gv. The components of cooling system 3 are configured for their intended mounting positions on the vehicle. Figure 1 In the diagram, the manifold 1 of the cooling system 3 is shown in a position corresponding to its intended installation location.

[0058] like Figure 1As shown, manifold 1 is configured such that when manifold 1 is mounted on a vehicle in its intended installation position and the vehicle is positioned in an upright use position on a flat horizontal surface, the supply section 7 is arranged above the receiving section 5 relative to the local gravity vector gv at the vehicle's location. Furthermore, manifold 1 includes an exhaust section 19. As further explained herein, exhaust section 19 is configured to exhaust air from manifold 1. According to the illustrated embodiment, cooling system 3 includes an expansion tank 21 fluidly connected to exhaust section 19 via exhaust connector e1. Air entering exhaust section 19 is discharged from manifold 1 to expansion tank 21 via exhaust connector e1. According to the illustrated embodiment, manifold 1 is configured such that when manifold 1 is mounted on a vehicle in its intended installation position and the vehicle is positioned in an upright use position on a flat horizontal surface, exhaust section 19 is arranged above the coolant inlet 13, receiving section 5, and supply section 7 relative to the vehicle's location by the local gravity vector gv. The manifold 1 may include one or more mounting structures adapted to achieve a desired mounting position when the manifold 1 is mounted on a vehicle. As can be understood from the description herein, when the manifold 1 is mounted on the vehicle in the desired mounting position and the vehicle is positioned in an upright use position on a flat, horizontal surface, a predetermined orientation of the manifold 1 relative to the local gravity vector gv at the location of the vehicle can be obtained.

[0059] In addition, such as Figure 1 As can be seen, the manifold 1 is arranged such that when the manifold 1 is installed on the vehicle in its intended mounting position and the vehicle is positioned on a flat horizontal surface in its intended use position, the intended flow direction fd1 through the manifold 1 has a vertical vector component vc, which has the same vertical direction along the entire length of the flow path through the manifold 1. The characteristic that the vertical vector component vc has the same vertical direction along the entire length of the flow path through the manifold 1 means that the vertical vector component vc does not change its vertical direction from a first vertical direction to a second vertical direction, wherein the second vertical direction is opposite to the first vertical direction. The vertical vector component vc is parallel to the local gravity vector gv. The manifold 1 can be arranged such that when the manifold 1 is installed on the vehicle in its intended mounting position and the vehicle is positioned on a flat horizontal surface in its intended use position, the intended flow direction fd1 through the manifold 1 has a vector component vc, which has the same vertical direction along the entire length of the flow path through the manifold 1. In this way, bubbles entering manifold 1, for example via coolant inlet 13 or receiving connectors r1-r5, can be efficiently transported to exhaust section 19 by gravity acting on the coolant around the bubbles.

[0060] In addition, such as Figure 1As seen in the illustrated embodiment, the exhaust section 19 is arranged downstream of the receiving section 5, downstream of the mixing section 9, downstream of the coolant inlet 13, and downstream of the supply section 7, relative to the expected flow direction fd1 through the manifold 1. In this way, since the bubbles follow the coolant flow through the manifold 1 to some extent, a further efficient delivery of bubbles toward the exhaust section 19 is provided.

[0061] Figure 2 A perspective view of a coolant distribution manifold 1 for a vehicle propulsion battery cooling system is shown according to some embodiments. Figure 2 The coolant distribution manifold 1 shown includes a reference Figure 1 Explain the same or corresponding features, functions, and advantages as the coolant distribution manifold 1. According to Figure 2 The manifold 1 of the embodiment shown is configured to connect to seven separate coolant circuits, each of which can be configured to cool a corresponding group of propulsion battery cells, as referenced. Figure 1 The explanation given.

[0062] Manifold 1 includes seven receiving connectors r1-r7 arranged in the receiving section 5 of manifold 1. Additionally, manifold 1 includes visible supply connectors s1-s7 arranged in the supply section 7 of manifold 1. Figure 2 As shown, each of the receiving section 5 and the supply section 7 is tubular. Furthermore, the manifold 1 includes a U-shaped tubular section 17 between the receiving section 5 and the supply section 7. In this way, the available space inside the vehicle can be utilized effectively. Furthermore, as further explained herein, this provides for more efficient delivery of bubbles. According to the illustrated embodiment, the U-shaped section 17 forms the portion of the mixing section 9 of the manifold 1 arranged between the receiving section 5 and the supply section 7.

[0063] Manifold 1 also includes a connection for a temperature regulation circuit (such as according to reference) Figure 1 The coolant inlet 13 and coolant outlet 15 of the temperature regulation loop 11) in the explained implementation scheme are shown below. Figure 2 As indicated, according to the illustrated embodiment, manifold 1 includes a second coolant inlet 14. The second coolant inlet 14 can be connected to a second temperature regulation circuit, such as according to reference... Figure 1 The temperature control loop 11 of the explained embodiment. However, according to some embodiments of this disclosure, the second coolant inlet 14 may be connected to a temperature control loop configured to provide heated coolant, and the coolant inlet 13 may be connected to a coolant loop configured to provide cooled coolant. According to such embodiments, the cooling / heating efficiency provided by the manifold 1 can be adjusted by controlling the flow rate of coolant flowing into the manifold 1 via the coolant inlet 13 and the second coolant inlet 14.

[0064] The manifold 1 also includes an exhaust connector e1 disposed at the exhaust section 19 of the manifold 1. The exhaust connector e1 can be connected to an expansion tank, as shown in the reference. Figure 1 As explained above, the second temperature regulating circuit connected to the second coolant inlet 14 can utilize the coolant outlet 15 of manifold 1 or the exhaust connector e1 to allow coolant to return from manifold 1 to the second temperature regulating circuit. As an example, such a second temperature regulating circuit can return coolant from manifold 1 via a T-shaped connector arranged downstream of coolant outlet 15 or downstream of exhaust connector e1.

[0065] Figure 3 It shows Figure 2 The image shows a side view of the coolant distribution manifold 1. Figure 3 The average flow direction fd1 of receiving section 5 and the average flow direction fd2 of supply section 7 are indicated in the text. Furthermore, in... Figure 3 The diagram shows the horizontal plane hp and the local gravity vector gv. The local gravity vector gv represents the local gravity vector gv at the location of cooling system 3. The horizontal plane hp is perpendicular to the local gravity vector gv. Figure 3 In the diagram, manifold 1 is shown in a position corresponding to the intended installation location of manifold 1.

[0066] like Figure 3 As shown, when manifold 1 is in its intended installation position, the tubular section forming the receiving section 5 and the supply section 7 is slightly inclined relative to the horizontal plane hp. The U-shaped section 17 connects the receiving section 5 and the supply section 7 in such a way that when manifold 1 is installed on the vehicle in its intended installation position and the vehicle is positioned on a flat horizontal surface in its intended use position, the intended average flow directions fd1, fd2 through manifold 1 have vector components parallel to the local gravity vector gv along the entire length of the flow path through manifold 1. In this way, air bubbles entering manifold 1, for example via coolant inlet 13 or receiving connectors r1-r5, can be efficiently transported to exhaust section 19 by the gravity acting on the coolant surrounding the air bubbles. Furthermore, as... Figure 2 and Figure 3 As can be clearly seen, when manifold 1 is positioned in its intended installation location, the coolant outlet 15 of manifold 1 is arranged below the exhaust connector e1. In this way, the delivery of air bubbles to the coolant outlet 15 is avoided.

[0067] According to the embodiments described herein, the flow cross-sectional area CA1 through manifold 1 is at least twice the flow cross-sectional area CA2 of each of the connectors r1-r7, s1-s7 between manifold 1 and the at least two coolant circuits. The flow cross-sectional area CA1 through manifold 1 is here defined as the cross-sectional area CA1 formed by the inner boundary surface of manifold 1, measured in planes p1, p2 perpendicular to the average flow directions fd1, fd2 through manifold 1. The flow cross-sectional area CA2 through each connector r1-r7, s1-s7 is here defined as the cross-sectional area CA2 formed by the inner boundary surface of each connector r1-r7, s1-s7, measured in a corresponding plane p3 perpendicular to the average flow direction fd3 through the respective connector r1-r7, s1-s7. According to the illustrated embodiment, all connectors r1-r7, s1-s7 have the same flow cross-sectional area CA2. For the sake of simplicity and clarity, in Figure 3 The third plane p3 of the second receiving connector r2 is shown, and... Figure 2 The average flow direction fd3 through the second receiving connector r2 is shown in the figure.

[0068] Due to these features, a manifold 1 is provided in which each coolant circuit is supplied with coolant from a common temperature-regulating coolant reservoir (i.e., manifold 1), which has conditions for supplying coolant to each of the at least two coolant circuits at a more constant temperature level and a more constant pressure level. As a further result, a manifold 1 is provided in which the risk of flow disturbance is reduced.

[0069] According to the illustrated embodiment, the receiving section 5 and the supply section 7 each have a circular cross-section, wherein the diameter of the inner boundary surface of the receiving section 5 and the supply section 7 is approximately 6 cm. Furthermore, each connector r1-r7, s1-s7 has a circular cross-section, wherein the diameter of the inner boundary surface of the corresponding connector r1-r7, s1-s7 is approximately 2 cm. Therefore, according to the illustrated embodiment, the flow cross-sectional area CA1 of the manifold 1 is approximately 28.27 cm². 2 Furthermore, according to the illustrated embodiment, the flow cross-sectional area CA2 of each connector r1-r7, s1-s7 is approximately 3.14 cm². 2Therefore, according to the illustrated embodiment, the flow cross-sectional area CA1 through manifold 1 is approximately nine times larger than the flow cross-sectional area CA2 through each of the connectors r1-r7, s1-s7 between manifold 1 and the at least two coolant circuits. According to a further embodiment, the flow cross-sectional area CA1 through manifold 1 can be in the range of two to twenty times the flow cross-sectional area CA2 through each of the connectors r1-r7, s1-s7 between manifold 1 and the at least two coolant circuits. In this way, a low risk of flow disturbance is provided, while the available space inside the vehicle can be utilized efficiently.

[0070] According to some implementations, manifold 1 can be installed in a vehicle such that the U-shaped section 17 of manifold 1 points rearward in the vehicle, that is, in the direction opposite to the forward drive direction of the vehicle. In other words, in such implementations, when manifold 1 is installed in the vehicle in the intended installation position, the U-shaped section 17 can be the rearmost part of manifold 1 relative to the forward drive direction of the vehicle.

[0071] According to some embodiments, manifold 1 is made of a metal such as steel. According to another embodiment, manifold 1 is made of a polymeric material such as plastic. Thus, manifold 1 can be manufactured in a more cost-effective manner.

[0072] Figure 4 A vehicle 2 according to some embodiments is schematically shown. Vehicle 2 includes multiple propulsion battery packs b1, b2, b3, b4, b5. Furthermore, vehicle 2 includes an electric propulsion system 6. Each propulsion battery pack b1, b2, b3, b4, b5 is configured to provide power to the electric propulsion system 6. The electric propulsion system 6 is configured to power vehicle 2 via wheels 30. According to the illustrated embodiment, vehicle 2 is a pure electric vehicle, i.e., a vehicle 2 including a pure electric propulsion system 6. According to another embodiment, as mentioned herein, vehicle 2 can be a hybrid electric vehicle, which includes a second power source (such as an internal combustion engine) in addition to the electric propulsion system 6.

[0073] According to the illustrated implementation, vehicle 2 is a truck. However, according to other implementations, as mentioned herein, vehicle 2 can be another type of manned or unmanned vehicle used for land-based propulsion, such as a freight truck, bus, construction vehicle, tractor, automobile, etc.

[0074] Vehicle 2 includes according to Figure 1 The vehicle propulsion battery cooling system 3 shown in the embodiment is configured to cool the battery packs b1, b2, b3, b4, and b5 of the vehicle 2.

[0075] It should be understood that the foregoing is illustrative of various exemplary embodiments, and the invention is defined solely by the appended claims. Those skilled in the art will recognize that exemplary embodiments can be modified, and different features of exemplary embodiments can be combined to create embodiments different from those described herein, without departing from the scope of the invention as defined by the appended claims.

[0076] As used herein, the terms “comprising” or “comprises” are open-ended and include one or more of the stated features, elements, steps, components, or functions, but do not exclude the presence or addition of one or more other features, elements, steps, components, functions, or combinations thereof.

Claims

1. A vehicle propulsion battery cooling system (3), comprising: -Temperature control loop (11); - At least two coolant circuits (c1, c2, c3, c4, c5), each coolant circuit being configured to cool a corresponding group (b1, b2, b3, b4, b5) of the propulsion battery unit (4); as well as - Coolant distribution manifold (1), wherein the coolant distribution manifold (1) comprises: - Coolant inlet (13), the coolant inlet being configured to receive coolant from the temperature regulating circuit (11); - Receiving section (5), the receiving section being configured to receive coolant from the at least two coolant circuits (c1, c2, c3, c4, c5); and - Supply section (7), the supply section being configured to supply coolant to the at least two coolant circuits (c1, c2, c3, c4, c5), The supply section (7) is arranged downstream of the coolant inlet (13) and the receiving section (5) relative to the expected flow direction (fd1, fd2) through the manifold (1).

2. The cooling system (3) according to claim 1, wherein the coolant inlet (13) is arranged upstream of the receiving section (5) relative to the expected flow direction (fd1, fd2) through the manifold (1), arranged at the receiving section (5), or arranged between the receiving section (5) and the supply section (7).

3. The cooling system (3) according to claim 1 or 2, wherein the manifold (1) includes a coolant outlet (15) configured to supply coolant to the temperature regulating circuit (11).

4. The cooling system (3) according to claim 3, wherein the coolant outlet (15) is arranged between the receiving section (5) and the supply section (7), at the supply section (7), or downstream of the supply section (7).

5. The cooling system (3) according to claim 1 or 2, wherein each of the receiving section (5) and the supply section (7) is tubular, and wherein the manifold (1) includes a U-shaped section (17) located between the receiving section (5) and the supply section (7).

6. The cooling system (3) according to claim 1 or 2, wherein the flow cross-sectional area (CA1) through the manifold (1) is at least twice the flow cross-sectional area (CA2) through each connection (r1-r7, s1-s7) between the manifold (1) and the at least two coolant circuits (c1, c2, c3, c4, c5).

7. The cooling system (3) according to claim 1 or 2, wherein the manifold (1) includes an exhaust section (19) configured to exhaust air from the manifold (1).

8. The cooling system (3) according to claim 7, wherein the exhaust section (19) is arranged downstream of the supply section (7).

9. The cooling system (3) according to claim 1, wherein each of the at least two coolant circuits (c1, c2, c3, c4, c5) includes a coolant pump (cp1, cp2, cp3, cp4, cp5) configured to pump coolant through the respective coolant circuit (c1, c2, c3, c4, c5).

10. The cooling system (3) according to claim 1 or 9, wherein each group (b1,b2,b3,b4,b5) of the propulsion battery cells (4) forms part of the propulsion battery pack (b1,b2,b3,b4,b5).

11. The cooling system (3) according to any one of claims 1 or 9, wherein the manifold (1) includes an exhaust section (19), and wherein the cooling system (3) includes an expansion tank (21) fluidly connected to the exhaust section (19).

12. The cooling system (3) according to any one of claims 1 or 9, wherein the cooling system (3) comprises at least four coolant circuits (c1, c2, c3, c4, c5), each coolant circuit being configured to cool a corresponding group (b1, b2, b3, b4, b5) of the propulsion battery unit (4), wherein the receiving section (5) of the manifold (1) is configured to receive coolant from the at least four coolant circuits (c1, c2, c3, c4, c5), and wherein the supply section (7) of the manifold (1) is configured to supply coolant to the at least four coolant circuits (c1, c2, c3, c4, c5).

13. The cooling system (3) according to any one of claims 1 or 9, wherein the temperature regulation circuit (11) comprises a radiator (23) and a coolant pump (cp11).

14. A vehicle (2) comprising a group (b1,b2,b3,b4,b5) of propulsion battery units (4) and a vehicle propulsion battery cooling system (3) according to any one of claims 1 to 13, wherein the vehicle propulsion battery cooling system (3) is configured to cool the group (b1,b2,b3,b4,b5) of propulsion battery units (4).

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