Thermal management system for electric vehicle

Abstract

A system includes a heat exchanger configured to be thermally coupled to a cooling system of an electric vehicle, where the cooling system is thermally coupled to at least two subsystems of a plurality of subsystems of the electric vehicle, where each subsystem of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem wherein the PCM is configured to transition thermal energy between the PCM and the cooling system via the heat exchanger by at least partial transition between a first substance state and a second substance state to maintain each of the at least two subsystems at a respective threshold temperature level.

Description

Technical Field

[0001] The present disclosure relates to thermal management of electric vehicles. Background Art

[0002] An electric vehicle (e.g., an electric aircraft) may include one or more subsystems to perform one or more functions of the vehicle. The subsystems may draw power from the battery of the electric vehicle and may generate heat. The vehicle requires a cooling system to manage the temperature of the components within an allowable range during operation of the vehicle. Summary of the invention

[0003] In general, the present disclosure relates to methods, techniques, devices, and systems for managing thermal energy of subsystems within electric vehicles. Electric vehicles may include, but are not limited to, electric aircraft, electric unmanned aerial vehicles (UAVs), electric vertical take-off and landing vehicles (e-VTOLs), electric urban air mobility (UAM) vehicles, electric vehicles, and the like. Electric vehicles may include subsystems configured to draw power from a power source of the electric vehicle to perform one or more functions, such as navigation functions, propulsion functions, cooling functions, computing functions, and the like. In some examples, depending on the environment in which the electric vehicle is configured to operate, the intended operation of the electric vehicle, and / or the intended cargo of the electric vehicle, the electric vehicle may be relatively small in size and / or relatively light in weight to better operate in a particular environment (e.g., in an urban environment) and / or to better perform the intended function (e.g., carrying passengers and / or cargo) in a particular environment.

[0004] An electric vehicle may include a cooling system such as a thermal management system (TMS) to manage the temperature of components of subsystems. The cooling system may draw power from the electric vehicle's power supply to operate and manage the temperature of components within the electric vehicle. The cooling system manages the temperature of the components to prevent overheating and / or damage to the components. The volume and weight required for the TMS may depend on the thermal power that the TMS is configured to manage. For example, an electric vehicle that experiences greater thermal power may require a TMS with greater thermal management capacity. A TMS with greater thermal management capacity may require additional volume and weight distribution within the electric vehicle compared to another TMS with less thermal management capacity. A TMS with greater thermal management capacity may require increased power from the power supply to manage the thermal power of the electric vehicle compared to a TMS with less thermal management capacity.

[0005] The thermal power of an electric vehicle may suddenly increase relative to the average thermal power over time. In order to manage the sudden increase in thermal power, the TMS needs to have thermal management capacity that can manage the temperature of components within the electric vehicle at the increased thermal power level. The increase in the thermal management capacity of the TMS may result in an increase in the volume, weight, and power allocation of the cooling system within the electric vehicle, which may reduce the available volume, weight, and power allocation for other components and / or subsystems of the electric vehicle.

[0006] Subsystems of an electric vehicle may need to be maintained at different temperatures. For example, a cabin of an electric vehicle may need to be maintained at a different temperature or temperature range than a power supply or computing system of the electric vehicle. The TMS may maintain each component thermally coupled to the TMS at a uniform temperature. Therefore, multiple TMSs or complex cooling channels may be required to maintain different components or subsystems at different temperatures, which increases the volume, weight, and power allocation of the cooling system within the electric vehicle, which reduces the available volume, weight, and power allocation for other components and / or subsystems of the electric vehicle.

[0007] The present disclosure describes example devices, systems, or methods for managing thermal power output by an electric vehicle using one or more phase change materials (PCMs). The PCM may at least partially transform from one state of matter (e.g., solid) to another state of matter (e.g., liquid) in response to the introduction or removal of thermal energy from the PCM. The cooling systems described herein may thermally couple components and / or subsystems of an electric vehicle to one or more PCMs to store excess thermal energy in the one or more PCMs and cool the components and / or subsystems. In some examples, the cooling systems described herein may capture thermal energy stored within one or more PCMs to heat components and / or subsystems.

[0008] The techniques, systems, and devices described in the present disclosure may provide one or more advantages. PCMs may retain a higher energy density than TMS systems. Therefore, PCMs will provide a greater amount of thermal energy than another TMS occupying the same volume and / or having the same weight, thereby reducing the weight and / or volume allocation of the cooling system within the electric vehicle. For example, a cooling system including a PCM may occupy a smaller volume within the electric vehicle, may be lighter and / or may require less power to manage the same amount of thermal power as one or more TMS. PCMs may be thermally coupled to multiple components and / or subsystems and may maintain each component or subsystem at a corresponding temperature without the need for multiple independent cooling systems and / or complex cooling channels, thereby reducing the volume, weight, and power allocation required to maintain components and / or subsystems at different temperatures. Using a cooling system with one or more PCMs may allow an electric vehicle with limited size and weight (e.g., for UAM operation) to effectively manage thermal power during the duration of the ride without allocating most of the volume, weight, and power allocation of the electric vehicle to the cooling system (e.g., one or more TMS).

[0009] In some examples, the present disclosure describes a system comprising: a heat exchanger configured to be thermally coupled to a cooling system of an electric aircraft propulsion (EAP) system, wherein the cooling system is thermally coupled to at least two of a plurality of subsystems of the EAP system, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to cause thermal energy to be converted between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a corresponding threshold temperature level.

[0010] In some examples, the present disclosure describes a method comprising: circulating a fluid within a cooling system of an electric aircraft propulsion (EAP) system to extract thermal energy from each of at least two of a plurality of subsystems of the EAP system; transferring the thermal energy from the cooling system to a heat exchanger thermally coupled to the cooling system; and storing the thermal energy in a phase change material (PCM) disposed within a sealed subsystem thermally coupled to the heat exchanger, wherein storing the thermal energy in the PCM at least partially causes the PCM to transition from a first state of matter to a second state of matter, and wherein storing the thermal energy in the PCM causes the cooling system to be configured to maintain each subsystem at a different threshold temperature level.

[0011] In some examples, the present disclosure describes a system comprising: a heat exchanger configured to be thermally coupled to a cooling system of a vehicle, wherein the cooling system is thermally coupled to at least two subsystems of the vehicle, wherein the at least two subsystems include two or more of a battery, a propulsion subsystem, an electric subsystem, an air conditioning (AC) subsystem, or a cabin of the vehicle, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to convert thermal energy between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a corresponding threshold temperature level.

[0012] This summary is intended to provide an overview of the subject matter described in this disclosure. It is not intended to provide an exclusive or exhaustive description of the systems, devices, and methods described in detail in the following figures and specification. Additional details of one or more examples of the present disclosure are set forth in the following figures and specification. Other features, objects, and advantages will be apparent from the description and drawings, as well as from the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 is a block diagram illustrating an example electric vehicle system in accordance with one or more techniques of this disclosure.

[0014] Figure 2 It is shown Figure 1 Block diagram of an example cooling system for an electric vehicle.

[0015] Figure 3 It is shown Figure 1 A block diagram of the energy flow within the subsystems of an example electric vehicle.

[0016] Figure 4 It is shown Figure 1 Block diagram of thermal energy exchange between a heat exchanger and a phase change material (PCM) within an example electric vehicle system.

[0017] Figure 5 It is shown Figure 1 A graph of example thermal power over time on an electric vehicle.

[0018] Figure 6 is a flow chart illustrating an example process for managing thermal energy of an electric vehicle using a PCM. DETAILED DESCRIPTION

[0019] Electric vehicles can draw power from an internal power source (e.g., a battery) to perform functions including, but not limited to, navigation, propulsion, communication, and the like. Electric vehicles may include electric aircraft, ships, cars, and the like. An electric vertical take-off and landing vehicle (eVTOL) may represent an electric aircraft that is configured to use electric energy to take off, land, and fly without consuming carbon-based fuels. In some examples, eVTOL may be configured for urban air traffic (UAM). In some examples, eVTOL may represent an unmanned aerial vehicle (UAV), but this is not required. Some eVTOLs are operated by human pilots on the aircraft. In some examples, such as during UAM operations, electric vehicles may operate in relatively restricted environments (e.g., within urban locations). In such environments, electric vehicles may be more restricted in terms of volume and weight than another electric vehicle operating in a less restricted environment.

[0020] Components and / or subsystems within an electric vehicle may generate thermal energy as a byproduct of performing various functions. The thermal energy may be expressed as thermal power generated by the electric vehicle. The thermal power may correspond to the amount of thermal energy generated by the electric vehicle during operation. The accumulation of thermal energy may cause the temperature of the components and / or subsystems to increase, which may cause the components and / or subsystems to malfunction and / or damage. A cooling system such as a thermal management system (TMS) may regulate the temperature of the components and / or subsystems by extracting excess thermal energy from the components and / or subsystems.

[0021] Although an electric vehicle may generate an average thermal power during travel, the electric vehicle may experience localized increases in thermal power at certain times. For example, an eVTOL may generate increased thermal power during takeoff and / or landing. This increased thermal power may be approximately three to four times the average thermal power. In addition, at least some components and / or subsystems may need to be maintained at different temperature levels during travel. For example, the passenger cabin of an electric vehicle may need to be maintained at a different temperature level than the propulsion subsystem of the electric vehicle.

[0022] The TMS may define a specific thermal management capacity. In the event of a local increase in thermal power, the TMS needs to be configured to manage an amount of thermal power that is at least equal to the local maximum thermal power. The increased thermal management capacity may require the use of a TMS with increased volume, weight, and power requirements. In addition, the TMS constantly draws power from the vehicle's power supply to manage the thermal power of the electric vehicle. In some examples, where the volume and weight distribution of the electric vehicle is limited, such as in the case of an eVTOL in UAM operation, the size and storage capacity of the electric vehicle's power supply may be limited. The volume, weight, and power consumption of the TMS configured to manage the local increase in thermal power increases, reducing the efficiency of the cooling system and requiring volume, weight, and power to be allocated from other subsystems. In some examples, an electric vehicle with a TMS with increased thermal management capacity may be slower, less maneuverable, and / or have a shorter range than the same electric vehicle with a TMS with less thermal management capacity.

[0023] The TMS maintains all components and / or subsystems thermally coupled to the TMS at a uniform temperature. Therefore, multiple TMSs or complex channels are required to maintain different components and / or subsystems of the electric vehicle at different temperatures. Including multiple TMSs also increases the volume, weight, and power distribution required to accommodate the cooling system within the electric vehicle.

[0024] Figure 1 is a block diagram illustrating an example electric vehicle system 100 (alternatively referred to herein as “system 100 ”) in accordance with one or more techniques of the present disclosure. Figure 1As shown in , system 100 may include a vehicle 102 including a plurality of subsystems 104, a power source 114, a cabin 118, a heat exchanger 116, and a sealed subsystem 120 including a phase change material (PCM) 128. Subsystem 104 may include, but is not limited to, a propulsion subsystem 106, an air conditioning (AC) subsystem 108, an electric subsystem 110, and / or a cooling subsystem 112. One or more of cooling subsystem 112, power source 114, and cabin 118 may transfer excess thermal energy 124 to sealed subsystem 120 via heat exchanger 116. Heat exchanger 116 may be thermally coupled to the sealed subsystem and may transfer thermal energy.

[0025] The propulsion subsystem 106 may include one or more components configured to propel the vehicle 102 through the environment. The components of the propulsion subsystem 106 may include, but are not limited to, motors, engines, wheels, propellers, rotors, gearboxes, drive shafts, or any other components configured to facilitate the vehicle 102 to travel through the environment. In some examples, where the vehicle 102 is an eVTOL, the propulsion subsystem 106 may be part of or may define an electric aircraft propulsion (EAP) system. In some examples, the subsystem 104 may define an EAP system. The propulsion subsystem 106 may draw electrical energy from the power source 114 to perform one or more functions to propel the vehicle 102. For example, the propulsion subsystem 106 may draw electrical energy from the power source 114 to actuate the motor, engine, and / or rotor to rotate one or more of the wheels, propellers, and / or drive shafts, thereby moving the vehicle 102 in the environment under its own power. The propulsion subsystem 106 may generate thermal energy 121 as a byproduct of propelling the vehicle 102 .

[0026] The propulsion subsystem 106 converts the electricity drawn from the power source 114 into mechanical power to propel the vehicle 102. A portion of the electricity drawn by the propulsion subsystem 106 may be lost as heat energy 121. The cooling subsystem 112 and heat exchanger 116 may transfer the heat energy 121 to the PCM 128 within the sealed subsystem 120. The system 100 may maintain the components of the propulsion subsystem 106 at a temperature of up to 60 degrees Celsius.

[0027] The AC subsystem 108 may adjust the interior temperature of a cabin 118 of the vehicle 102. The cabin 118 may house passengers and / or cargo that must be maintained at a specified temperature (e.g., cargo that requires refrigeration). The AC subsystem 108 may transfer thermal energy 122 into and / or out of the cabin 118 to adjust the temperature of the cabin 118. The AC subsystem 108 may adjust the temperature of the cabin 118 via air cooling / heating or via liquid cooling / heating. The AC subsystem 108 may draw electrical energy from a power source 114 to perform the functions assigned to it herein. The AC subsystem 108 may generate thermal energy 121 as a byproduct of maintaining the temperature of the cabin 118. In some examples, the temperature of the cabin 118 may be directly adjusted by a heat exchanger 116 instead of or in addition to the AC subsystem 108.

[0028] The electric subsystem 110 may perform one or more functions of the computing system of the vehicle 102, including, but not limited to, navigation, display, sensing, lighting, communication, control of other subsystems, etc. For example, the electric subsystem 110 may control the propulsion subsystem 106 and / or the AC subsystem 108, illuminate the cabin 118, communicate with another vehicle or a base station, sense the environment around the vehicle 102, navigate the vehicle 102 within the environment around the vehicle 102, display information to an operator, etc. The electric subsystem 110 may include components (e.g., wires, cables) configured to transfer electrical energy from the power source 114 to any other subsystem in the subsystem 104. The electric subsystem 110 may generate thermal energy 121 as a byproduct of performing the operations described herein. The electric subsystem 110 may be part of an EAP system.

[0029] The cooling subsystem 112 may regulate the temperature of components and / or subsystems within the subsystem 104. The cooling subsystem 112 may be thermally coupled to other subsystems and in turn may be thermally coupled to the heat exchanger 116. The cooling subsystem 112 may be part of an EAP system and / or may be part of a cooling system for the vehicle 102. The cooling subsystem 112 may include one or more cooling channels (e.g., air cooling channels, liquid cooling channels) coupled to the subsystem 104 and to the heat exchanger 116. The cooling subsystem 112 may include one or more components (e.g., pumps, compressors, filters, valves) configured to circulate a first temperature mitigating medium (e.g., air, another gas, water, another liquid) through the cooling subsystem 112 and between the subsystem 104 and the heat exchanger 116. The cooling subsystem 112 may transfer thermal energy 121 from one or more subsystems 104 to the heat exchanger 116 in the form of thermal energy 124. In some examples, cooling subsystem 112 may regulate the temperature of power source 114 and / or cabin 118 in addition to or in lieu of other components or subsystems of vehicle 102 as described herein.

[0030] The power source 114 may be configured to store electrical energy and may transfer the electrical energy to other components and / or subsystems within the vehicle 102 to enable the vehicle 102 to perform any of the functions described herein. The power source 114 may be removable from the vehicle 102 or may be permanently affixed to the vehicle 102. The power source 114 may include, but is not limited to, a battery. The size, weight, and storage capacity of the power source 114 may depend, at least in part, on the power consumption of the cooling system of the vehicle 102. For example, a cooling system having a PCM 128 may consume less power during the duration of the trip and may be powered by a power source 114 having a smaller size, weight, and storage capacity than the same cooling system having a TMS. The power source 114 may be maintained between 30 degrees Celsius and 40 degrees Celsius. The power source 114 may transfer excess heat energy 124 directly to the heat exchanger 116, such as Figure 1 As shown, the thermal energy 124 may alternatively be transferred to a cooling subsystem 112 of the vehicle 102. In some examples, the power source 114 may be part of an EAP system.

[0031] The cabin 118 may accommodate passengers and / or cargo within the vehicle 102. The cabin 118 may be illuminated by the electric subsystem 110. The cabin 118 may be maintained at a temperature between about 18 degrees Celsius and about 24 degrees Celsius. The cabin 118 may transfer excess thermal energy 124 directly to the heat exchanger 116 and / or to the cooling subsystem 112.

[0032] The heat exchanger 116 may allow for the exchange of thermal energy 124 between the subsystem 104 (e.g., via the cooling subsystem 112), the chamber 118, the power source 114, and the sealed subsystem 120 to store excess thermal energy in the PCM 128 within the sealed subsystem 120. The heat exchanger 116 may facilitate the transfer of thermal energy 124 between a first temperature mitigating medium within the cooling subsystem 112 and / or thermally coupled to the chamber 118 and / or the power source 114 and a second temperature mitigating medium thermally coupled to the sealed subsystem 120. The first temperature mitigating medium and the second temperature mitigating medium may not be fluidly coupled to each other and may be fluidly isolated from each other.

[0033] The sealed subsystem 120 may define a container configured to contain the PCM 128. The PCM 128 may be configured to at least partially transition between states of matter to retain thermal energy 124. The PCM 128 may at least partially transition from a solid state of matter to a liquid state of matter upon receiving thermal energy 124 from the heat exchanger 116, thereby retaining thermal energy 124. The PCM 128 may store and release thermal energy 124 in response to and in order to mitigate transient fluctuations in the temperature of components and / or subsystems of the vehicle 102, as described herein. The PCM 128 may include, but is not limited to, salt hydrates, paraffin wax, and water / ice mixtures. The PCM 128 may be configured to transition between states of matter and maintain stability within up to thousands of cycles (e.g., at least about 4,000 cycles). The PCM 128 may include additives to prevent the PCM 128 from being overcooled.

[0034] The PCM 128 may be recharged after receiving the thermal energy 124 by cooling or otherwise extracting the thermal energy 124 from the PCM 128 to restore the PCM 128 to an initial state of matter (e.g., to a solid state of matter). The PCM 128 may be recharged after or during travel. For example, the vehicle 102 allows air to flow around the sealed subsystem 120 to at least partially recharge the PCM 128. The sealed subsystem 120 may be permanently or removably secured to the vehicle 102. The sealed subsystem 120 may be removed from the vehicle 102 to facilitate recharging or replacement of the PCM 128.

[0035] Using PCM 128 to cool the subsystems 104, cabin 118, and / or power source 114 of vehicle 102 of system 100 can provide several advantages over TMS and / or other cooling systems used in electric vehicles. PCM 128 can manage transient increases in thermal power without increasing volume, weight, and power distribution. PCM 128 can facilitate thermal management of different components and / or subsystems of vehicle 102 via a single cooling system (e.g., via a single heat exchanger 116 and a single sealed subsystem 120). For example, PCM 128 can facilitate maintaining components of subsystem 104, cabin 118, and / or power source 114 at different temperatures. This eliminates the need to use multiple independent cooling systems, thereby reducing the volume and weight required to cool the components and / or subsystems of vehicle 102. Using PCM 128 to manage the temperature of vehicle 102 can also reduce the power requirements for managing the temperature of vehicle 102 compared to using TMS or other cooling systems.

[0036] Figure 2 It is shown for Figure 11. A block diagram of an example cooling system 200 for a vehicle 102 of FIG. 1 is shown. The cooling system 200 may include a cooling subsystem 112, a heat exchanger 116, and a sealing subsystem 120. The cooling system 200 may be thermally coupled to subsystems 104 of the vehicle 102 such as the propulsion subsystem 106, the AC subsystem 108, and / or the electric subsystem 110, to the power source 114, to the cabin 118, and / or to one or more other components or subsystems within the vehicle 102. In some examples, the subsystems 104 and the power source 114 may define an EAP system for the vehicle 102.

[0037] like Figure 2 As shown, the cooling subsystem 112 may include one or more pumps 202, one or more filters 204, and a passage 206. The cooling subsystem 112 may circulate a temperature-moderating medium (e.g., air, another gas, a liquid) through the cooling system 200 via the passage 206 to transfer thermal energy 124 from the subsystem 104, the power source 114, and / or the cabin 118 to the PCM 128 within the sealed subsystem 120 via the heat exchanger 116.

[0038] The pump 202 can circulate the temperature moderating medium through the passages 206 within the cooling system 200. The pump 202 can circulate the temperature moderating medium away from the subsystem 104, the power source 114, and / or the chamber 118 and into the heat exchanger 116 to transfer the thermal energy 124 via the temperature moderating medium into the heat exchanger 116. The pump 202 can then circulate the temperature moderating medium from the heat exchanger 116 back to and / or around the subsystem 104, the power source 114, and / or the chamber 118.

[0039] The filter 204 may be disposed along the passage 206 and may be disposed upstream of the pump 202, the heat exchanger 116, one or more subsystems 104, the power source 114, and / or the chamber 118. The filter 204 may remove debris, corrosion within the temperature-moderating medium, and may maintain the cleanliness of the temperature-moderating medium. The filter 204 may provide an indication of a need for maintenance or replacement of a component of the cooling system 200 and / or a need to replace the temperature-moderating medium within the cooling system 200.

[0040] The passage 206 may thermally couple the cooling subsystem 112 to the heat exchanger 116 and to the subsystem 104, the power source 114, and / or the chamber 118. The passage 206 may contain and direct the flow of the temperature mitigation medium within the cooling system 200. The passage 206 may include one or more valves disposed within the passage 206. The valves may be disposed upstream of the pump 202, the heat exchanger 116, one or more subsystems 104, the power source 114, and / or the chamber 118. The one or more valves may facilitate the flow of the temperature mitigation medium within the cooling system 200 in a single direction (e.g., in a direction such as Figure 2114 and / or the temperature of the compartment 118.

[0041] The subsystem 104, power source 114, and / or compartment 118 may each be thermally coupled to the heat exchanger 116 via a single common passage 206 in the passages 206 or via separate passages 206. The temperature moderating medium may flow across the surface of the heat exchanger 116 and transfer the thermal energy 124 through the heat exchanger 116 and to a second separate temperature moderating medium thermally coupled to the sealed subsystem 120. The second temperature moderating medium may then transfer the thermal energy 124 to the PCM 128 within the sealed subsystem 120. The PCM 128 may serve as a thermal reservoir for the thermal energy 124.

[0042] The passage 206 may direct the temperature mitigation medium from the heat exchanger 116 back into and / or around the components and / or subsystems (e.g., the subsystem 104, the power source 114, and / or the compartment 118) of the vehicle 102. When the first temperature mitigation medium reenters the component and / or subsystem, the temperature mitigation medium may be at a specified temperature corresponding to the component and / or subsystem. The specified temperature may be different for different components and / or subsystems.

[0043] The PCM 128 may act as a reservoir of thermal energy within the cooling system 200 and may store or release thermal energy 124 in response to a transient change in temperature of one or more of the subsystems 104, the power source 114, and / or the cabin 118. In some examples, where the cooling system 200 is cooling one or more components and / or subsystems, the temperature mitigation medium may transfer the thermal energy 124 to the sealed subsystem 120 via the heat exchanger 116 in response to an increase in temperature. In some examples, where the cooling system 200 is increasing the temperature of one or more components and / or subsystems, the sealed subsystem 120 may transfer the thermal energy 124 stored in the PCM 128 to the temperature mitigation medium within the channel 206 via the heat exchanger 116 in response to a decrease in temperature.

[0044] Figure 3 It is shown Figure 1 A block diagram of the energy flow within the subsystem 104 of an example electric vehicle 102 is shown. Figure 3 As shown, the propulsion subsystem 106 and / or the AC subsystem 108 may be electrically coupled to the power source 114 and may draw electrical energy 302 from the power source 114 to perform any of the functions previously described above. The electric subsystem 110 may draw electrical energy 302 from the power source 114 and transfer the electrical energy 302 to other subsystems of the subsystem 104 (e.g., to the propulsion subsystem 106, the AC subsystem 108, etc. Figure 3102) to cause the other subsystems to perform corresponding functions as described herein. For example, the electric subsystem 110 transmits the electrical energy 302 to the propulsion subsystem 106 so that the propulsion subsystem 106 generates a propulsion force 304 for propelling the vehicle 102. As another example, the electric subsystem 110 transmits the electrical energy 302 to the AC subsystem 108 so that the AC subsystem 108 regulates the temperature of the cabin 118 within the vehicle 102. The power supply 114 can circulate the electrical energy 302 internally to maintain the function of the power supply 114 and / or continuously provide the electrical energy 302 to the electric subsystem 110.

[0045] Power source 114 and / or some of the components and / or subsystems that make up subsystem 104 may generate primarily heat energy as a byproduct of the operation of subsystems within power source 114 and / or subsystem 104. For example, propulsion subsystem 106, AC subsystem 108, and electric subsystem 110 may generate heat energy 121 during operation. Similarly, power source 114 may generate heat energy 124 during operation. Figure 2 As shown, the cooling system 200 may regulate the temperature of the power source 114 and / or components and / or subsystems making up the subsystem 104 and deposit excess thermal energy 121 , thermal energy 124 within the PCM 128 .

[0046] Figure 4 It is shown Figure 1 FIG. 1 is a block diagram of the exchange of thermal energy between the heat exchanger 116 and the PCM 128 within the system 100. Figure 4 As shown, the heat exchanger 116 can be thermally coupled to the sealed subsystem 120 via the channel 404. In such an example, the heat exchanger 116 can transfer thermal energy 124 from the first temperature moderating medium within the channel 206 to the second temperature moderating medium within the channel 404. The second temperature moderating medium can circulate into and / or around the sealed subsystem 120 and transfer thermal energy to the PCM 128 within the sealed subsystem 120. In another example, the heat exchanger 116 can be integrated or fixed to the sealed subsystem 120 and can transfer thermal energy directly into the sealed subsystem 120.

[0047] The heat exchanger 116 fluidly separates a first temperature moderating medium within the channel 206 from a second temperature moderating medium within the channel 404. The first temperature moderating medium and the second temperature moderating medium may be at different temperatures, for example, to facilitate the transfer of thermal energy 124 between the temperature moderating mediums. Due to the temperature difference, the first temperature moderating medium may transfer thermal energy through the heat exchanger 116 and into the second temperature moderating medium. The heat exchanger 116 may define one or more channels configured to facilitate the flow of the first temperature moderating medium and one or more other channels configured to facilitate the flow of the second temperature moderating medium, for example, to allow the transfer of thermal energy 124 through the heat exchanger 116. The cooling system 200 may transfer thermal energy 124 between the temperature moderating medium and the heat exchanger 116 by conduction.

[0048] The heat exchanger 116 may be actively or passively cooled during driving to further enhance the cooling capabilities of the system 100. The heat exchanger 116 may be at least partially exposed to an external air flow to facilitate transferring heat energy 402 out of the heat exchanger 116 and the vehicle 102. In some examples, transferring heat energy 402 may at least partially facilitate recharging the PCM 128 back to an original state. In some examples, the system 100 directs an external air flow through the sealed subsystem 120 to facilitate recharging the PCM 128 back to an original state.

[0049] Figure 5 It is shown Figure 1 Graph 502 of example thermal power over time on electric vehicle 10-2 of FIG. Graph 502 shows an example heat delivery profile showing example changes in thermal power 506 (e.g., in kilowatts (kW)) over travel time 504. Thermal power 506 can define the rate at which thermal energy (e.g., thermal energy 121, 122, 124) changes over time. Vehicle 102 can experience actual thermal power 508 over time 504, which can be used to determine average thermal power 510 over time 504.

[0050] like Figure 5As shown, the actual thermal power 508 may include a transient increase in thermal power and a transient decrease in thermal power. The increased thermal power 512, 518 may occur at the beginning and end of the trip and may occur due to the increase in thermal energy generated during takeoff and landing of the vehicle 102 (e.g., during takeoff and landing of an eVTOL). During takeoff and landing, the propulsion subsystem 106 may need to increase output to lift the vehicle 102 off the ground or land the vehicle 102 on the ground, thereby generating a transient and local increase in thermal power 512, 518 during the takeoff and landing duration. During the trip, the vehicle 102 may experience an increased thermal power 514 and / or a reduced thermal power 516. The increased thermal power 514 and the reduced thermal power 516 may be the result of, but not limited to, environmental conditions, output changes of one or more components and / or subsystems within the vehicle 102, the speed and / or acceleration of the vehicle 102, or any other factor that can cause the components and / or subsystems of the vehicle 102 to experience a change in thermal power 506. The increased thermal power 512 , 514 , 518 may be up to, about, or greater than 150% of the average thermal power 508 .

[0051] The TMS and other cooling systems configured to regulate the thermal power 506 corresponding to the average thermal power 510 may not be able to regulate the increased thermal power 512, 514, or 518. Therefore, the vehicle 102 requires a TMS of greater volume, weight, and / or power consumption to regulate the thermal power 506 corresponding to the increased thermal power 512, 514, or 518. The PCM 128 may be configured to regulate the thermal power 506 within the vehicle 102 to both the average thermal power 510 and the increased thermal power 512, 514, and 518 without requiring additional volume, weight, and / or power consumption. Since the PCM 128 acts as a thermal reservoir, the PCM 128 may absorb only the increased thermal power 506 during the increased thermal power 512, 514, and 518, and unlike the TMS, no additional volume, weight, and / or power will be required to manage the increased thermal power 506. During the reduced thermal power 516 period, the PCM 128 may retain the stored thermal power 506 and / or may release the stored thermal energy 508 to raise the temperature of components and / or subsystems within the vehicle 102 to a corresponding minimum operating temperature.

[0052] Figure 6 1 is a flow chart illustrating an example process for managing thermal energy of an electric vehicle 102 using the PCM 128. Although primarily described with respect to cooling components and / or subsystems within the vehicle 102 by storing thermal energy in the PCM 128, Figure 6 , however, the system 100 may perform the same process to capture thermal energy within the PCM 128 and heat one or more components and / or subsystems within the vehicle 102 .

[0053] The system 100 may circulate a medium through the cooling system 200 and around at least two components and / or subsystems of the electric vehicle 102 (602). The medium may be any temperature moderating medium, including but not limited to air, another gas, water, or another liquid. The temperature moderating medium may receive thermal energy (e.g., thermal energy 121, thermal energy 122) from the components and / or subsystems within the vehicle 102. The cooling system 200 may include a channel 206 that is thermally coupled to the components and / or subsystems within the vehicle 102. The system 100 may circulate a medium through the cooling system 200 and around the components and / or subsystems via a pump 204 within the cooling system 200. The components and / or subsystems of the vehicle 102 may include but are not limited to one or more subsystems 104 of the vehicle 102, one or more subsystems 104 that make up the EAP system, a power source 114, and / or a cabin 118.

[0054] The system 100 may transfer thermal energy (e.g., thermal energy 124) from the cooling system 200 to the heat exchanger 116 (604). The cooling system 200 (e.g., the channels 206 within the cooling system 200) may be configured to circulate a medium through the heat exchanger 116. The system 100 may circulate the temperature-moderating medium through the heat exchanger 116, allowing the medium to transfer thermal energy into the heat exchanger 116 through contact between the medium and surfaces of the heat exchanger 116. The system 100 may direct the temperature-moderating medium from different components and / or subsystems of the vehicle 102 into the same portion of the heat exchanger 116 or into different portions of the heat exchanger 116.

[0055] The system 100 may store thermal energy in a PCM 128 within a sealed subsystem 120 that is thermally coupled to a heat exchanger 116 (606). The PCM 128 may transition between a first state of matter and a second state of matter in response to thermal energy flowing into or out of the PCM 128. For example, the PCM 128 at least partially transitions from a solid to a liquid in response to thermal energy (e.g., thermal energy 124) flowing into the PCM 128. The PCM 128 may serve as a thermal reservoir and store thermal energy from components and / or subsystems of the vehicle 102 into the PCM 128. The PCM 128 may store thermal energy and maintain each of two or more components and / or subsystems of the vehicle 102 at a different temperature. For example, the PCM 128 may maintain the cabin 118 of the vehicle 102 at a first temperature and the power source 114 of the vehicle 102 at a different second temperature.

[0056] The sealed subsystem 120 can isolate the PCM 128 from other components of the vehicle 102 and facilitate removal, installation, and / or maintenance of the PCM 128. The PCM 128 can be recharged back to an initial state of matter before, during, and / or after travel. For example, when the vehicle 102 is an eVTOL, the system 100 can deliver an outside air flow through the heat exchanger 116 and / or the sealed subsystem 120 to at least partially recharge the PCM 128.

[0057] The system 100 may recirculate the medium without the thermal energy through the cooling system 200 (608). The system 100 may direct the medium through the cooling system 200 and into and / or around the components and / or subsystems of the vehicle 102 to continue conditioning the thermal energy within the components and / or subsystems. In some examples where different components and / or subsystems are maintained at different temperatures, the system 100 may direct the medium corresponding to each of the different components and / or subsystems to the respective components and / or subsystems via separate channels 206.

[0058] A "vehicle" may be an aircraft, a land vehicle such as an automobile, or a water vehicle such as a ship or submarine. An "aircraft" as described and claimed herein may include any fixed-wing aircraft or rotary-wing aircraft, an airship (e.g., a dirigible or blimp floating on helium or other lighter-than-air gas), a suborbital space shuttle, a spacecraft, a disposable or reusable launch vehicle or launch vehicle stage, or other type of flying device. An "aircraft" as described and claimed herein may include any manned or unmanned aircraft (e.g., an unmanned aerial vehicle (UAV), a flying robot, or an autonomous cargo or package delivery drone or other aircraft).

[0059] The following examples may illustrate one or more techniques of the present disclosure.

[0060] Embodiment 1: A system comprises: a heat exchanger configured to be thermally coupled to a cooling system of an electric aircraft propulsion (EAP) system, wherein the cooling system is thermally coupled to at least two of a plurality of subsystems of the EAP system, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to convert thermal energy between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a corresponding threshold temperature level.

[0061] Embodiment 2: A system according to embodiment 1, wherein the EAP system is disposed within a vehicle, and wherein the at least two subsystems include: a power source for the vehicle; and one or more of: a propulsion subsystem for the vehicle; an electric subsystem for the vehicle; or an air conditioning (AC) subsystem for the vehicle.

[0062] Embodiment 3: A system according to embodiment 1, wherein the EAP system is disposed within a vehicle, and wherein the at least two subsystems include two or more of the following: a power source for the vehicle; a propulsion subsystem for the vehicle; an electric subsystem for the vehicle; or an AC subsystem for the vehicle.

[0063] Embodiment 4: A system according to any one of embodiments 1 to 3, wherein the EAP system is disposed within a vehicle, wherein the heat exchanger is configured to be thermally coupled to a cabin of the vehicle, and wherein the heat exchanger is configured to maintain the temperature inside the cabin at a threshold cabin temperature level.

[0064] Embodiment 5: The system of any one of Embodiments 1 to 4, wherein the heat exchanger is configured to be disengaged from the cooling system.

[0065] Embodiment 6: The system of any one of embodiments 1 to 5, wherein the PCM comprises one or more of salt hydrates, paraffin wax, or a water / ice mixture.

[0066] Embodiment 7: A system according to any one of embodiments 1 to 6, wherein the sealed subsystem is configured to be recharged by cooling the exterior of the heat exchanger, wherein when the sealed subsystem is at least partially recharged, the PCM is at least partially restored to an initial material state.

[0067] Embodiment 8: The system of Embodiment 7, wherein the exterior of the heat exchanger is configured to be cooled by ambient air or liquid.

[0068] Embodiment 9: A system according to any one of Embodiments 1 to 8, wherein the EAP system experiences a thermal load that defines a heat transport distribution, the second portion has a second peak thermal power that is less than an average thermal power of the heat transport distribution, and the third portion has a third peak thermal power that is greater than the average thermal power of the heat transport distribution, and wherein the heat exchanger is configured to maintain each of the at least two subsystems at the corresponding threshold temperature level across each of the first portion, the second portion, and the third portion.

[0069] Embodiment 10: The system of Embodiment 9, wherein at least one of the first peak thermal power or the third peak thermal power is greater than or equal to 150% of the average thermal power.

[0070] Embodiment 11: The system of any one of Embodiments 1 to 10, wherein the first state of matter comprises a solid and the second state of matter comprises a liquid.

[0071] Example 12: A method includes: circulating a fluid within a cooling system of an electric aircraft propulsion (EAP) system to extract thermal energy from each of at least two of a plurality of subsystems of the EAP system; transferring the thermal energy from the cooling system to a heat exchanger thermally coupled to the cooling system; and storing the thermal energy in a phase change material (PCM), the PCM being disposed within a sealed subsystem thermally coupled to the heat exchanger, wherein storing the thermal energy in the PCM at least partially causes the PCM to transition from a first state of matter to a second state of matter, and wherein storing the thermal energy in the PCM causes the cooling system to be configured to maintain each subsystem at a different threshold temperature level.

[0072] Embodiment 13: A method according to embodiment 12, wherein the EAP system is disposed within a vehicle, and wherein the at least two subsystems include: a power source for the vehicle; and one or more of: a propulsion subsystem for the vehicle; an electric subsystem for the vehicle; or an air conditioning (AC) subsystem for the vehicle.

[0073] Embodiment 14: A method according to embodiment 12, wherein the EAP system is arranged in a vehicle, and wherein the at least two subsystems include two or more of the following: a power source of the vehicle; a propulsion subsystem of the vehicle; an electric subsystem of the vehicle; or an AC subsystem of the vehicle.

[0074] Embodiment 15. A method according to any one of Embodiments 12 to 14, wherein the EAP system is disposed within a vehicle, wherein the heat exchanger is thermally coupled to a cabin of the vehicle, and wherein the method further comprises: causing the heat exchanger to transfer cabin heat energy from within the cabin of the vehicle to the sealed subsystem to maintain the temperature inside the cabin at a threshold cabin temperature level.

[0075] Embodiment 16: The method of any one of embodiments 12 to 15, wherein the PCM comprises one or more of salt hydrates, paraffin wax, or a water / ice mixture.

[0076] Embodiment 17: The method according to any one of embodiments 12 to 16, further comprising at least partially recharging the sealed subsystem by cooling the exterior of the heat exchanger, wherein recharging the sealed subsystem at least partially restores the PCM to an initial material state.

[0077] Embodiment 18: The method of any one of Embodiments 12 to 17, wherein the first state of matter comprises a solid and the second state of matter comprises a liquid.

[0078] Example 19: A system includes: a heat exchanger configured to be thermally coupled to a cooling system of a vehicle, wherein the cooling system is thermally coupled to at least two subsystems of the vehicle, wherein the at least two subsystems include a battery, a propulsion subsystem, an electric subsystem, an air conditioning (AC) subsystem, or two or more of a cabin of the vehicle, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to convert thermal energy between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a corresponding threshold temperature level.

[0079] Embodiment 20: The system of Embodiment 19, wherein the first state of matter comprises a solid and the second state of matter comprises a liquid.

[0080] Various illustrative aspects of the disclosure are described above. These and other aspects are within the scope of the following claims.

Claims

1. A system, comprising: a heat exchanger configured to be thermally coupled to a cooling system of an electric aircraft propulsion (EAP) system, wherein the cooling system is thermally coupled to at least two subsystems of a plurality of subsystems of the EAP system, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to cause thermal energy to be transferred between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a respective threshold temperature level.

2. The system according to claim 1, wherein: The EAP system is disposed in a vehicle, and wherein the at least two subsystems include: a power source for the vehicle; and One or more of the following: a propulsion subsystem of the vehicle; a propulsion subsystem of the vehicle; or An air conditioning (AC) subsystem of the vehicle.

3. A system according to any one of claims 1 or 2, wherein: The EAP system is disposed within a vehicle, and wherein the at least two subsystems include two or more of the following: a power source for the vehicle; a propulsion subsystem of the vehicle; a propulsion subsystem of the vehicle; or The AC subsystem of the vehicle.

4. The system according to any one of claims 1 to 3, wherein: The EAP system is disposed within a vehicle, wherein the heat exchanger is configured to be thermally coupled to a cabin of the vehicle, and wherein the heat exchanger is configured to maintain a temperature within the cabin at a threshold cabin temperature level.

5. The system according to any one of claims 1 to 4, wherein: The sealed subsystem is configured to be recharged by cooling an exterior of the heat exchanger, wherein the PCM is at least partially restored to an initial state of matter when the sealed subsystem is at least partially recharged.

6. The system according to any one of claims 1 to 5, in, The EAP system experiences a thermal power defining a heat transport profile, the heat transport profile comprising a first portion, a second portion, and a third portion, the first portion having a first peak thermal power greater than an average thermal power of the heat transport profile, the second portion having a second peak thermal power less than the average thermal power of the heat transport profile, the third portion having a third peak thermal power greater than the average thermal power of the heat transport profile, and wherein the heat exchanger is configured to maintain each of the at least two subsystems at the respective threshold temperature level across each of the first portion, the second portion, and the third portion.

7. A method comprising: circulate a fluid within a cooling system of an electric aircraft propulsion (EAP) system to extract thermal energy from each of at least two subsystems of a plurality of subsystems of the EAP system; transferring the thermal energy from the cooling system to a heat exchanger thermally coupled to the cooling system; as well as storing the thermal energy in a phase change material (PCM) disposed within a sealed subsystem thermally coupled to the heat exchanger, Wherein storing the thermal energy in the PCM at least partially causes the PCM to transition from a first state of matter to a second state of matter, and wherein storing the thermal energy in the PCM causes the cooling system to be configured to maintain each subsystem at a different threshold temperature level.

8. The method according to claim 7, wherein: The EAP system is disposed in a vehicle, and wherein the at least two subsystems include: a power source for the vehicle; and One or more of the following: a propulsion subsystem of the vehicle; a propulsion subsystem of the vehicle; or An air conditioning (AC) subsystem of the vehicle.

9. The method according to any one of claims 7 or 8, wherein: The EAP system is disposed within a vehicle, and wherein the at least two subsystems include two or more of the following: a power source for the vehicle; a propulsion subsystem of the vehicle; a propulsion subsystem of the vehicle; or The AC subsystem of the vehicle.

10. A system, comprising: a heat exchanger configured to be thermally coupled to a cooling system of a vehicle, wherein the cooling system is thermally coupled to at least two subsystems of the vehicle, wherein the at least two subsystems include two or more of a battery, a propulsion subsystem, an electric subsystem, an air conditioning (AC) subsystem, or a cabin of the vehicle, wherein each of the at least two subsystems is configured to be maintained at a different threshold temperature level; a sealed subsystem thermally coupled to the heat exchanger; and a phase change material (PCM) disposed within the sealed subsystem, wherein the PCM is configured to cause thermal energy to be transferred between the PCM and the cooling system via the heat exchanger by at least partial transition between a first state of matter and a second state of matter to maintain each of the at least two subsystems at a respective threshold temperature level.

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