Systems and methods for managing heating of thermal fluids

Abstract

Systems and methods for heating a battery and an operator compartment of an electric vehicle. A second hot fluid circulates in a second fluid circuit of the main system and is heated by the electric heater and then circulated to the first heat exchanger to heat the first hot fluid in the hot fluid tank. The heated first thermal fluid circulates through a first fluid circuit of the main system and to the battery, or selectively bypasses the battery and returns to the thermal fluid tank. Sometimes, the external system is connected to a portion of the third fluid circuit present in the main system such that heated third hot fluid from the external system flows to the first heat exchanger. The partially heated second or third hot fluid may flow to the second heat exchanger such that the remaining heat entrained therein may heat the operator compartment.

Description

Technical Field

[0001] The present disclosure relates generally to management of thermal fluid for batteries of electric vehicles, and more particularly to systems and methods for managing thermal fluid and heating of a cabin of an associated vehicle battery. Background Art

[0002] A hybrid engine typically operates using a combination of fuel and electrical energy as a power source for engine operation. In addition, a hybrid engine may combine features of an internal combustion engine and an electrically powered engine in generating power, such as power for propulsion of at least an associated vehicle. Thus, power for a hybrid engine may be generated by the combustion of a fuel, including but not limited to petroleum and diesel, and by using electricity stored in one or more batteries, including a battery pack.

[0003] Whether used with a hybrid engine or an electric engine, the operation of the associated battery system, and the operation of the battery system's (multiple) batteries, generates heat. If not controlled, this generated heat may be detrimental to at least the operation or efficiency of the battery. Typically, the heating of the batteries of an electric vehicle or a hybrid vehicle involves the circulation of a non-conductive dielectric thermal fluid (e.g., mineral oil), and the dielectric thermal fluid is not air or other gases. However, the viscosity of such a dielectric thermal fluid may increase at least at certain lower or cooler temperatures. In this case, the relatively high viscosity dielectric thermal fluid may not flow easily through the fluid circuit compared to the case where the dielectric thermal fluid is at an elevated temperature, which may be detrimental to the operation or efficiency of the fluid circuit. In addition, the relatively high viscosity of the thermal fluid can potentially cause problems with associated components of the fluid circuit, including premature wear of the pumps (multiple) that generate the force used to circulate the thermal fluid through the fluid circuit.

[0004] Therefore, thermal management systems for battery systems for electric engines, including hybrid engines, remain an area of ​​interest. Summary of the invention

[0005] The present disclosure may include one or more of the following features and combinations thereof.

[0006] In one embodiment of the present disclosure, a thermal management system is provided, which is used to heat a battery and an operator compartment of an electric vehicle. The thermal management system may include a main system, the main system including a first fluid circuit, the first fluid circuit may be configured to deliver a first thermal fluid to the battery. The first fluid circuit may include a thermal fluid tank configured to store at least a portion of the first thermal fluid. The main system may also include a second fluid circuit, the second fluid circuit including an electric heater, a first heat exchanger, and a second heat exchanger. The first heat exchanger may be positioned to be immersed in the first thermal fluid in the thermal fluid tank. The second fluid circuit may be configured to selectively circulate a second thermal fluid heated by the operation of the electric heater to the first heat exchanger. In addition, the second heat exchanger may be positioned between the first heat exchanger and the electric heater. The main system may also include a first portion of a third fluid circuit. The first portion of the third fluid circuit may include the first heat exchanger and the second heat exchanger. In addition, the third fluid circuit may be configured to circulate a third thermal fluid heat body heated by heat generated independently of the electric vehicle.

[0007] In another embodiment, a thermal management system is provided, which is used to heat a battery and an operator compartment of an electric vehicle. The thermal management system may include a main system having a thermal fluid tank configured to store a first thermal fluid and a first fluid circuit. The first fluid circuit may include a main flow path configured to circulate the first thermal fluid from the thermal fluid tank to the battery. The first fluid circuit may also include a bypass flow path configured to circulate the first thermal fluid along a portion of the first fluid circuit but not to the battery. In addition, at least one control valve may be configured to selectively open one of the main flow path and the bypass flow path and close the other of the main flow path and the bypass flow path. The main system may also include a second fluid circuit having an electric heater, a first heat exchanger, and a second heat exchanger. The first heat exchanger may be positioned in the thermal fluid tank. The second fluid circuit may be configured to circulate the second thermal fluid to the electric heater before the second thermal fluid circulates to the first heat exchanger, in which at least a portion of the heat entrained in the second thermal fluid may be transferred to at least a portion of the first thermal fluid. The second fluid circuit may also be configured to circulate the second thermal fluid from the first heat exchanger to the second heat exchanger where at least a portion of the remaining heat in the second thermal fluid may be transferred to provide heat to the operator compartment.

[0008] These and other features of the present disclosure will become more apparent from the following description of illustrative embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The disclosure contained herein is illustrated by way of example and not by way of limitation in the accompanying drawings. For simplicity and clarity of illustration, the elements illustrated in the drawings are not necessarily drawn to scale. For example, for clarity, the dimensions of some elements may be exaggerated relative to other elements. In addition, where deemed appropriate, reference numerals have been repeated in the drawings to indicate corresponding or similar elements.

[0010] Figure 1 An exemplary embodiment of a thermal management system according to the illustrated embodiment of the subject application is illustrated wherein a second thermal fluid is heated by operation of an electric heater and wherein heat is transferred from the heated second thermal fluid to a first thermal fluid of a battery.

[0011] Figure 2 Pictured Figure 1 , but in this embodiment the first thermal fluid of the battery bypasses the battery and instead flows along a bypass flow path.

[0012] Figure 3 Pictured Figure 1 The exemplary embodiment shown, however, in this embodiment a third thermal fluid from an external system is utilized to provide heat to at least the first thermal fluid of the battery.

[0013] Figure 4A An exemplary embodiment of a selectively activated electromagnetic clutch for a thermal management system is illustrated in an engaged or closed state such that both a first fluid pump and a second fluid pump of the thermal management system are operated by a common driver.

[0014] Figure 4B Pictured Figure 4A The electromagnetic clutch is shown, but is in a disengaged or disconnected state so that the first fluid pump operates but the second fluid pump does not operate.

[0015] Corresponding reference numerals are used to indicate corresponding parts throughout the several views. DETAILED DESCRIPTION

[0016] Although the concepts of the present disclosure are susceptible to various modifications and alternative forms, the specific embodiments of the present disclosure have been shown in the drawings by way of example and will be described in detail herein. However, it should be understood that there is no intention to limit the concepts of the present disclosure to the specific forms disclosed, but on the contrary, it is intended to cover all modifications, equivalents and alternatives consistent with the present disclosure and the appended claims.

[0017] References in the specification to "one embodiment," "an embodiment," "an illustrative embodiment," and the like indicate that the described embodiment may include a particular feature, structure, or characteristic, but each embodiment may or may not include the particular feature, structure, or characteristic. Furthermore, these phrases do not necessarily refer to the same embodiment. Furthermore, when a particular feature, structure, or characteristic is described in conjunction with an embodiment, it should be understood that it is within the knowledge of a person skilled in the art to implement the feature, structure, or characteristic in conjunction with other embodiments, whether or not explicitly described. Furthermore, it should be understood that items included in a list in the form of "at least one of A, B, and C" may mean: (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C). Similarly, items listed in the form of "at least one of A, B, or C" may mean: (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).

[0018] In the accompanying drawings, some structural features or method features may be shown in a specific arrangement and / or order. However, it should be understood that such a specific arrangement and / or order may not be required. Instead, in some embodiments, such features may be arranged in a different manner and / or order than shown in the illustrative drawings. In addition, the structural features or method features included in a particular drawing do not mean that the feature is required in all embodiments, and in some embodiments, the feature may not be included or may be combined with other features.

[0019] Many of the features described below may be illustrated in phantom in the accompanying drawings. Depicting certain features in phantom is intended to convey that these features may be hidden in one or more embodiments or may be present in one or more embodiments but not necessarily in other embodiments. Additionally, in the one or more embodiments where these features may be present, illustrating features in phantom is intended to convey that the feature may have different orientations and / or positions than those shown.

[0020] The embodiments described herein provide systems and methods for heating an operator compartment of a vehicle as well as an efficient manner for heating the battery(ies) and associated thermal fluid of an electric vehicle, including but not limited to an electric hybrid vehicle.

[0021] Compared to heat exchange between thermal fluids, electric heaters can more efficiently heat at least some types of thermal fluids used in heating loops, including, for example, ethylene glycol and water and combinations thereof, collectively referred to as WEG. Thus, as discussed below, embodiments of the subject disclosure provide a thermal management system having a fluid loop in a main system that can heat the WEG using an electric heater. Such heated WEG can be used in conjunction with heating thermal fluids supplied to one or more batteries and in conjunction with heating an operator compartment of an associated vehicle.

[0022] Since electric vehicles may be used in various ambient temperature conditions, it is not always necessary to operate the electric heater. Therefore, in order to reduce energy consumption and eliminate the use of individual drivers for each pump of the thermal management system, the embodiments discussed herein can utilize a single driver and dual pump arrangement, wherein a common driver is used to provide force for the operation of a first fluid pump, which circulates a thermal fluid to the battery, and a second fluid pump, which is used to circulate the WEG. With this arrangement, a clutch is used to selectively start and deactivate the second fluid pump. In addition, in warm weather conditions, the clutch can be in a disengaged or disconnected state so that the second fluid pump is not operated, thereby reducing power usage. Conversely, during colder ambient temperatures, when heat may be required for circulating thermal fluid to the battery or for heating the operator's cabin, the clutch can be in an engaged or closed state so that both the first fluid pump and the second fluid pump are driven by a common driver.

[0023] In addition, when the onboard battery is unable to provide power to the electric heater, the thermal management system discussed herein includes providing for heating a thermal fluid circulated to the battery, thereby using heated WEG from an external system to heat the battery. Such hot WEG from the external system can be provided to the main system of the thermal management system in various ways, including, for example, by connecting the main system to the external system using an external connector.

[0024] When the electric vehicle is expected to be outside in cold weather without charging, the electric vehicle may also benefit from pumping or purging the thermal fluid from the battery and storing the purged thermal fluid in an insulated thermal fluid tank at night. This feature may allow for more efficient heating of the thermal fluid at night without losing heat in the battery and lines.

[0025] Figure 1An exemplary embodiment of a thermal management system 100 according to an illustrated embodiment of the subject application is illustrated. In the illustrated embodiment, the thermal management system 100 includes a main system 102 and an external system 104. The main system 102 can be associated with an electric vehicle 106, which includes but is not limited to a hybrid electric vehicle. Thus, the main system 102 can be part of an electric vehicle 106 having one or more batteries 108, which are used to provide power for at least the operation of a prime mover (including an engine) of the electric vehicle 106. In addition, the main system 102 can be used with a variety of different types of electric vehicles, including but not limited to agricultural vehicles, such as but not limited to harvesters and windrowers and other agricultural vehicles. According to certain embodiments, the electric vehicle 106 includes an operator's compartment 110, and the operator of the electric vehicle 106 can be positioned in the operator's compartment 110 while operating the electric vehicle 106, including sitting or standing, or both.

[0026] The external system 104 may be part of another vehicle, equipment, or device (collectively referred to herein as the external device 112) that is not part of the electric vehicle 106 having the main system 102. In addition, the external system 104 may be part of a cooling or heating system of the external device 112 to which the external system 104 is subordinate, or connected to a cooling or heating system of the external device 112. Thus, for example, according to an embodiment in which the external device 112 has an engine and other prime movers, and the external system 104 may be used as part of the cooling system of the engine, and also selectively used as a fluid loop with the main system 102 for the thermal management system 100 discussed below. Thus, for example, the external system 104 may include or be connected to a heat exchanger 114, such as a radiator, which is used in conjunction with cooling the temperature of the engine of the external device 112. In this case, the external system 104 may contain a thermal fluid that may flow directly to the engine of the external device 112, wherein the temperature of the thermal fluid of the external system 104 is increased. Alternatively, the external system 104 may be configured to cause an associated thermal fluid to absorb at least a portion of the heat entrained in another thermal fluid, such as at a heat exchanger 114 of the external system 104 .

[0027] Although the foregoing examples discuss heating of the thermal fluid of the external system 104 in conjunction with the operation of an associated engine, the thermal fluid of the external system 104 may be heated by the operation of various other components of the external device 112, including, but not limited to, one or more batteries, inverters or converters, and other electrical and non-electrical components of the external device 112. Furthermore, although the host system 102 is discussed herein as being used in an electric vehicle, the external device 112 may or may not be an electric vehicle. For example, according to certain embodiments, the external device 112 may be a personal vehicle or a commercial vehicle that utilizes internal combustion.

[0028] The exemplary thermal management system 100 includes a plurality of fluid circuits 116a-c, wherein at least one fluid circuit 116c extends between or is a part of the main system 102 and the external system 104. The thermal fluid within each illustrated fluid circuit 116a-c may be conveyed within the associated fluid circuit 116a-c, and between and optionally within the associated components of the fluid circuits 116a-c, through various types of conduits, pipes, hoses or tubes and combinations thereof, and associated fittings, valves and ports (collectively referred to herein as conduits 118). As discussed below, certain fluid circuits 116a are fluidly isolated from other fluid circuits 116b, 116c to at least prevent mixing of the thermal fluids contained therein, while other circuits 116b, 116c may be adapted to accommodate at least potential partial exchange or mixing of thermal fluids of similar types.

[0029] The disclosure contained herein discusses the operation of the thermal management system 100 in the context of either or both of heating a first thermal fluid for a battery 108 or heating an operator compartment 110 of an electric vehicle 106. However, according to certain embodiments, the fluid circuits 116a-c, or the thermal fluids contained therein, may also be utilized in conjunction with other aspects of thermal management of at least the battery 108, an associated electric vehicle 106, or another external device 112. For example, the disclosure below discusses the operation of the thermal management system 100 in conjunction with increasing the temperature of a first thermal fluid circulated through the battery 108, which may reduce the viscosity of the first thermal fluid. However, at other times, the first thermal fluid circulated through one or more of the fluid circuits 116a discussed below may also be used for other purposes, including, for example, in conjunction with the purpose of maintaining the temperature of the battery 108 or an associated engine, prime mover, or electrical component below some elevated temperature.

[0030] According to the illustrated embodiment, the thermal management system 100 has a first fluid circuit that can selectively adjust the circulation of a first thermal fluid along a main flow path 116a-1 or a bypass flow path 116a-2 of the first fluid circuit 116a. Figure 1 As shown, the first fluid circuit 116a may include one or more batteries 108, an inlet control valve 120 and an outlet control valve 122, a first fluid pump 124, a hot fluid tank 126, and a bypass conduit 118a. Figure 1 In the exemplary embodiment shown, the bypass conduit 118 a may extend between the inlet control valve 120 and the outlet control valve 122 .

[0031] The main flow path 116a-1 of the first fluid circuit 116a is configured to deliver the first thermal fluid to at least the battery 108. In contrast, the bypass flow path 116a-2 is configured to bypass the battery 108 so that the first thermal fluid circulating through the bypass flow path 116a-2 does not circulate through the battery 108. Whether the first thermal fluid flows through the main flow path 116a-1 or flows through the bypass flow path 116a-2 can be controlled in a variety of ways, including, for example, by positioning or operating the inlet control valve 120 and the outlet control valve 122. For example, according to certain embodiments, when the inlet control valve 120 and the outlet control valve 122 are in the first position, the flow path of the first thermal circuit 116a is opened in a manner that allows the first thermal fluid to flow along the main flow path 116a-1, and thereby flow to the battery 108 and flow through the battery 108. In contrast, when the inlet control valve 120 and the outlet control valve 122 are in the second position, the flow path of the first thermal loop 116a is opened in a manner that redirects the first thermal fluid to flow through the bypass conduit 118a positioned between the inlet control valve 120 and the outlet control valve 122, and thereby not circulate through the battery 108. As discussed below, according to certain embodiments, the bypass flow path 116a-2 can be used to at least attempt to reduce the time before the temperature of the first thermal fluid rises to a certain level.

[0032] Since the first thermal fluid circulates to at least the battery 108 via the main flow path 116a-1 of the first fluid loop 116a, the first thermal fluid is a dielectric thermal fluid, rather than air or other gases. In addition, the first thermal fluid is a liquid that can be used to remove heat from the battery 108, including, for example, removing heat from another thermal fluid within the battery 108, while being non-conductive. By being non-conductive, the first thermal fluid may not cause an electrical short circuit within the battery 108, or an electrical short circuit of at least the first fluid loop 116a, or an electrical short circuit of associated components of the first fluid loop 116a. Therefore, instead, the first thermal fluid may generally be an electrical insulator. At least at elevated temperatures, the first thermal fluid may also have a relatively high thermal conductivity and a relatively low viscosity, which may help the first thermal fluid circulate around the first fluid loop 116a. However, when the first thermal fluid is at a low or cooler temperature, the first thermal fluid may have a relatively high viscosity. According to certain embodiments, the first thermal fluid may be mineral oil, as well as various commercially available dielectric thermal fluids, and other dielectric liquids.

[0033] At least see Figure 1 , Figure 4A and Figure 4B , the first fluid pump 124 is connected to the driver 128 via the first drive shaft 130. Various devices can be used for the driver 128, including, for example, an electric motor or an actuator. The force generated by the driver 128 can be transmitted to the first fluid pump 124 via at least the first drive shaft 130. Operating the first fluid pump 124 with at least a portion of the force provided by the driver 128 can provide a force for circulating the first thermal fluid through the first fluid circuit 116a (including the main flow path 116a-1 and the bypass flow path 116a-2). See Figure 1 According to some embodiments, the first fluid pump 124 may be immersed in the first thermal fluid within the thermal fluid tank 126 .

[0034] The interior area 132 of the thermal fluid tank 126 can contain a collection of the first thermal fluid. In addition, according to certain embodiments, the thermal fluid tank 126 can be an insulated and ventilated tank. In addition, the thermal fluid tank 126 can have an upper portion 134 and a lower portion 136, with the upper portion 134 being positioned above the lower portion 136 or at a higher vertical position than the lower portion 136. Generally, as heat is increased, the first thermal fluid located at or around the upper portion of the thermal fluid tank 126 can have a higher temperature than the temperature of the first thermal fluid located at or around the lower portion 136 of the thermal fluid tank 126. Therefore, since a thermal gradient can be formed in the thermal fluid tank 126, the riser 138 can be used by or in conjunction with the first fluid pump 124 to at least attempt to pull the hotter first thermal fluid from the top or upper portion 134 of the thermal fluid tank 126 and into the riser 138. Thus, for example, the riser 138 may include an inlet 140 positioned at or around the upper portion 134 of the thermal fluid tank 126. Furthermore, the inlet 140 of the riser 138 may be positioned such that the first thermal fluid at or around the inlet 140 is drawn into or flows into the riser 138. Thus, for situations where there is a temperature difference between the first thermal fluids in the thermal fluid tank 126, the riser 138 may help the warmer first thermal fluid at or around the upper portion 134 of the thermal fluid tank 126 (rather than the cooler first thermal fluid at or around the lower portion 136 of the thermal fluid tank 126) to be discharged from the thermal fluid tank 126 and delivered to the battery 108.

[0035] The main system 102 may also include a second fluid loop 116b that circulates a second thermal fluid different from the first thermal fluid. More specifically, compared to the first thermal fluid, the second fluid loop 116b may circulate an electrically conductive second thermal fluid that includes, for example, any one of water or ethylene glycol or a mixture thereof, as well as other electrically conductive fluids. In addition, the thermal management system 100 may include a second fluid pump 142 that may provide a force to circulate at least the second thermal fluid through the second fluid loop 116b. According to certain embodiments, the second fluid pump 142 may be positioned to extract the heated second thermal fluid from a pressurized reservoir 144 of the second fluid loop 116b. As discussed below, the second fluid pump 142 may be selectively operated using the same driver 128 used for the operation of the first fluid pump 124, and the second fluid pump 142 may be immersed in the second thermal fluid within the pressurized reservoir 144.

[0036] At least see Figure 1, the second fluid circuit 116b may include an electric heater 146, which may be selectively powered by electricity provided by the battery 108. According to certain embodiments, the second thermal fluid may flow from the electric heater 146 to the first heat exchanger 148 via the force provided by the second fluid pump 142, and the first heat exchanger 148 may be immersed in the first thermal fluid in the thermal fluid tank 126. Alternatively, according to certain embodiments, the second thermal fluid heated by the electric heater 146 may flow to the pressurized reservoir 144 before circulating to the first heat exchanger 148, and the pressurized reservoir 144 may include a pressure relief cap 150 ( Figure 4A ). The second thermal fluid within the second fluid loop 116b (including the second thermal fluid within the pressurized reservoir 144) can be maintained at various pressures, including but not limited to pressures between about 10 pounds per square inch (PSI) and about 20 PSI, as well as other pressures or pressure ranges. According to such an embodiment, the heated second thermal fluid can be drawn from the pressurized reservoir 144 and drawn into the second fluid pump 142 before being delivered to the first heat exchanger 148. The first heat exchanger 148 within the thermal fluid tank 126 can be used to transfer at least a portion of the heat entrained in the second thermal fluid to at least a portion of the first thermal fluid in the thermal fluid tank 126. Various different types of heat exchangers can be used for the first heat exchanger 148 and other heat exchangers 114, 152 discussed herein, including but not limited to brazed plate heat exchangers and one or more pipes passing through the interior area 132, as well as other types or configurations of heat exchangers.

[0037] According to certain embodiments, the second thermal fluid output from the thermal fluid box 126 may be delivered to the operator compartment 110 so that the heat within the second thermal fluid may be used to heat the operator compartment 110. Therefore, according to certain embodiments, the operator compartment 110 may include a second heat exchanger 152 that may be selectively used to transfer heat from the second thermal fluid to air or other gas that may circulate within the operator compartment 110. The operator compartment 110 may have various types of components and devices for controlling whether the air heated by the second heat exchanger 152 is released or circulated within the operator compartment 110 and the degree of release or circulation, including one or more convection fans 154 and associated ventilation devices.

[0038] The third fluid loop 116c may utilize a third thermal fluid, which may be a thermal fluid of the same type as the second thermal fluid. However, unlike the second fluid loop 116b, in which the primary source for the second thermal fluid may be the associated electric vehicle 106, the primary source of the third thermal fluid for the third fluid loop 116c may be the external device 112. In addition, since the second fluid loop 116b and the third fluid loop 116c may be used at least some of the same components and conduits 118, at least a portion of the second thermal fluid provided by the electric vehicle 106 may be intermixed with at least a portion of the third thermal fluid provided by the external device 112, and vice versa. In addition, according to the illustrated embodiment, the first portion 116c-1 of the third fluid loop may be present in the external system 104 at the external device 112, and the second portion 116c-2 may be present in the main system 102 at the electric vehicle 106, and, in addition, is part of the second fluid loop 116b. Therefore, according to some embodiments, the second fluid loop 116b may not be fluidly isolated from the third fluid loop 116c.

[0039] At least see Figure 1 , both the second fluid loop 116b and the third fluid loop 116c can utilize the first heat exchanger 148 in the thermal fluid box 126, and the second heat exchanger 152 and associated conduit 118 for the operator compartment 110. Therefore, similar to the second fluid loop 116b, the third fluid loop 116c can pass through the operator compartment 110 so that the at least partially heated third thermal fluid flowing through the third fluid loop 116c can also be used to heat the operator compartment 110. Therefore, according to certain embodiments, the third thermal fluid may not be fluidly isolated from the second thermal fluid. However, the second fluid loop 116b and the third fluid loop 116c may be fluidly isolated from the first fluid loop 116a so that the first thermal fluid does not mix with the second thermal fluid and the third thermal fluid.

[0040] As previously discussed, the external system 104 may include a heat exchanger 114, which may be used to heat the third thermal fluid. In addition, according to certain embodiments, the third fluid circuit 116c may also include a pressurized reservoir 156, which may include a supply of the third thermal fluid. According to such embodiments, a pressure relief cap 150 ( Figure 4A ) can be configured to store the heated third thermal fluid. In addition, the reservoir 156 can be configured to store the third thermal fluid at an elevated pressure so that the reservoir 156 is a pressurized reservoir 156 that maintains the heated third thermal fluid at an elevated pressure, including, for example, a pressure in the range of about 10 PSI to about 20 PSI, as well as other pressure levels or ranges.

[0041] Since the third thermal fluid may be heated by the external device 112, the third fluid loop may bypass the electric heater 146 or otherwise not include the electric heater 146. Therefore, the second fluid loop 116b and the third fluid loop 116c may include a loop control valve 158 that controls whether the second thermal fluid of the second fluid loop 116b that has been heated by the electric heater 146 or the third thermal fluid of the third fluid loop 116c that has been heated by the heat exchanger 114 of the external device 112 is delivered to the first heat exchanger 148 in the thermal fluid tank 126.

[0042] Additionally, the third fluid circuit 116c may include one or more inlet ports 160a, 160b and outlet ports 162a, 162b, each of which may be selectively connected to a conduit 118b, 118c (e.g., a hose, pipe, or tube) such that the portion of the third fluid circuit 116c that resides in the external system 104 may be selectively connected and disconnected from the portion of the third fluid circuit that resides in the host system 102. For example, according to certain embodiments, the inlet ports 160a-b and the outlet ports 162a-b may each include a quick-connect hose connector or fitting, as well as other fittings and connectors.

[0043] refer to Figure 4A and Figure 4B , the first fluid pump 124 and the second fluid pump 142 can adopt a dual pump drive arrangement. In addition, a single driver 128 can be used to drive both the first fluid pump 124 and the second fluid pump 142. For example, Figure 4A and Figure 4B As shown, the driver 128 may be connected to the first fluid pump 124 so that operation of the driver 128 results in associated operation of the first fluid pump 124. Furthermore, the first fluid pump 124 may be connected to the driver 128 in a manner such that each operation of the driver 128 causes the first fluid pump 124 to operate. Thus, when the driver 128 operates, the driver 128 facilitates rotational displacement of the first drive shaft 130 and thereby facilitates associated operation of the first fluid pump 124.

[0044] Different from the operation of the first fluid pump 124, the second fluid pump 142 may be connected to the driver 128 in a manner that regulates the selective operation of the second fluid pump 142 when the driver 128 and the first fluid pump 124 are in operation. For example, according to some embodiments, a clutch 164 including, for example, an electromagnetic clutch may be used to selectively regulate the rotational displacement of a second drive shaft 166 that is connected to the second fluid pump and is used to operate the second fluid pump. Figure 4A and Figure 4BIn the example embodiment shown, the clutch 164 may include a rotor 168 connected to the first drive shaft 130 so that the rotor 168 rotates with the rotation of the first drive shaft 130. The clutch 164 may also include one or more coils 170 positioned around or around the rotor 168 and electrically connected to at least one battery 108 and other power source. Supplying power to the coil 170 may cause a magnetic field to be generated at or around the coil 170.

[0045] The clutch 164 may also include one or more clutch bodies 172 comprised of a material that may be attracted or repelled, or both, by the magnetic field(s) generated by supplying power to the coil 170. According to certain embodiments, the clutch body 172 (which may be one or more magnets) may be attached to a biasing element 174 that may bias the clutch body 172 to a first position ( Figure 4A ) and the second position ( Figure 4B ) in one position. Additionally or alternatively, the clutch 164 can be configured to adjust at least the displacement of the clutch body 172 in response to a magnetic field provided by (multiple) operating coils 170 or a magnetic field removed via (multiple) operating coils 170. Thus, for example, according to certain embodiments, the magnetic field generated by the use of the coils 170 can have a strength that attracts or repels the clutch body 172 with a force sufficient to overcome the biasing force of the biasing element 174, thereby displacing the clutch body 172. In addition, the clutch body 172 can be connected to the rotor 168 or a portion of the rotor 168 so that as the driver 128 provides a force to rotate the first drive shaft 130, the clutch body 172 and the rotor 168 are displaced in a manner that allows rotation.

[0046] The clutch 164 may also include an armature 176 connected to the second drive shaft 166 such that rotation of the armature 176 may facilitate rotation of the second drive shaft 166. According to the illustrated embodiment, the armature 176 may include one or more armature bodies 178, each of which is configured to selectively engage and disengage with the clutch body 172. At least for purposes of illustration, the armature body 178 includes one or more recesses 180, each of which is sized to engage and disengage when the clutch body 172 is in the first position ( Figure 4A) receives placement of the clutch body 172. According to the illustrated embodiment, the clutch body 172 can be in the first position by the force provided by the biasing element 174. By being located in the groove of the armature 176, the clutch body 172 can engage or abut against the surface or wall of the armature 176. Using this engagement between the clutch body 172 and the armature 176, when the clutch body 172 and the rotor 168 rotate with the rotation of the first drive shaft 130, the clutch body 172 can transmit a force to the armature 176, which promotes the rotational displacement of the armature 176 and thereby promotes the rotational displacement of the second drive shaft 166. This rotational displacement of the second drive shaft 166 can thereby provide a force for starting and operating the second fluid pump 142.

[0047] Furthermore, according to the illustrated example, the clutch body 172 can be moved from an engaged or closed first position ( Figure 4A ) moves to a second position of separation or disconnection ( Figure 4B ). In addition, in this example, the magnetic field generated by supplying power to the coil 170 can generate a magnetic force that overcomes the biasing force of the biasing element 174 and pulls or displaces the clutch body 172 away from the armature 176. In this case, the clutch body 172 can be moved to a position where the clutch body 172 does not engage or cannot engage the armature body 178. In the case where the clutch body 172 is separated from the corresponding armature body 178, the rotational displacement of the clutch body and the rotor 168 is not transmitted to the armature 176. Therefore, in the case where the clutch body 172 is separated from the armature 176, the force provided by the driver 128 causes the first drive shaft 130 to rotate so that the first fluid pump 124 operates, but does not cause the second drive shaft 166 to rotate, thereby causing the second fluid pump 142 to be deactivated or otherwise not operate.

[0048] The configuration discussed above regulates the selective operation of the second fluid pump 142, while the first fluid pump 124 can be operated continuously by the operation of the driver 128. According to certain embodiments, such selective operation of the second fluid pump 142 is generally limited to a specific low temperature environment condition period. More specifically, when the first thermal fluid does not need to be heated by the second thermal fluid, the second fluid pump 142 can be disengaged by the operation of the clutch 164. Such a motor, dual pump configuration can provide the benefit of saving space at least in terms of the footprint of the motor / pump system, and provide savings associated with component costs, installation and maintenance. In addition, the reliability of the system can be potentially improved by using a single driver 128.

[0049] The first fluid pump 124 and the second fluid pump 142 can also be used to maintain the associated first thermal fluid and the second thermal fluid within certain predetermined pressure limits. According to certain embodiments, the magnetic connection provided by the clutch 164 can be adapted to control or limit the torque applied by the clutch 164 to the armature 176, and thereby control the torque applied by the second drive shaft 166 when operating the second fluid pump 142. By limiting the torque, the operation of the second fluid pump 142 can be controlled in the following manner, wherein the operation of the second fluid pump 142 does not exceed the pump pressure limit, which includes the pressure limit for the second thermal fluid and the third thermal fluid in the second fluid circuit 116b and the third fluid circuit 116c, respectively. This limitation of the torque output by the clutch 164 can be achieved in various ways, including, for example, by the number and spacing of the clutch body 172 (and more specifically, the magnet). In addition, configuring the torque transmitted by the clutch 164 and thus used in the operation of the second fluid pump 142 so as to roughly match the pressure limit of the pump or thermal fluid can allow the elimination of the pressure relief valve for the second fluid circuit 116b.

[0050] Although the exemplary clutch 164 is discussed above, the clutch 164 described herein may include various other components, including bearings, drive hubs and flanges, and other components. In addition, a range of other clutch configurations, including different electromagnetic clutch configurations, may also be used for the clutch 164 of the thermal management system 100 discussed and described herein.

[0051] Additionally, according to other embodiments, each of the first fluid pump 124 and the second fluid pump 142 may be operated using a different or separate driver 128, rather than a common driver 128. According to such embodiments, the first fluid pump 124 may be operated using a first driver, and the second fluid pump 142 may be operated using a second driver. Thus, for such embodiments, whether or when thermal fluid flows through the associated fluid circuits 116a-c may be controlled by separate or independent activation and deactivation of the associated first and second drivers.

[0052] As previously discussed, at least portions, if not all, of the first and second fluid pumps 124, 142 and the first and second drive shafts 130, 166 may be immersed in the thermal fluid within the thermal fluid tank 126 and the pressurized reservoir 144, respectively. Figure 4A and Figure 4BAccording to certain embodiments, the first portion 165a of the magnetic coupling 165 may be connected to a portion of the first drive shaft 130 located outside the interior region 132 of the thermal fluid tank 126. In addition, the second portion 165b of the magnetic coupling 165 may be connected to a portion of the first drive shaft 130 located inside the interior region 132 of the thermal fluid tank 126. According to such embodiments, a rotational force for rotating the portion of the first drive shaft 130 located outside the interior region 132 of the thermal fluid tank 126 may be transmitted via the magnetic coupling 165 to rotate the portion of the first drive shaft 130 located inside the interior region 132. Thus, such embodiments may accommodate the rotation of the first drive shaft 130 within the interior region 132 to provide force for the operation of the first fluid pump 124 without the first drive shaft 130 passing through or otherwise breaking through the sidewall of the thermal fluid tank 126. Thus, such a configuration may eliminate the use of a pump shaft seal. Because pump shaft seals can traditionally be a potential weak area in the durability of a pump, eliminating pump shaft seals may improve the durability of either or both of the first fluid pump 124 and the second fluid pump 142 .

[0053] Although the foregoing examples are discussed and illustrated with respect to using the magnetic coupling 165 with the first drive shaft 130 and the hot fluid tank 126, a similar magnetic coupling 165 may additionally or alternatively be used with the second drive shaft 166 and the pressurized reservoir 144 in conjunction with the operation of the second fluid pump 142. Figures 1 to 4B As shown, according to certain embodiments, the clutch 164 and the first portion 165a of the magnetic coupling 165 may be housed in a drive housing 167 that is separate and fluidly isolated from the thermal fluid tank 126 and the pressurized reservoir 144 .

[0054] The thermal management system 100 may also include a controller 182 having one or more processors 184 that may follow instructions (including control instructions) contained within or as part of one or more memory devices 186, including, for example, non-transitory machine-readable media. Figure 1 The exemplary embodiment shown in illustrative embodiments illustrates the controller 182 as being separate from the main system 102 and instead being part of another part of the electric vehicle 106. However, according to other embodiments, the main system 102 or other systems of the electric vehicle 106 may have a controller 182 dedicated to the main system 102 operating alone or in conjunction with the external system 104. Figure 1 As shown, the controller 182 can be electrically connected to the battery 108 and further can be powered by the operation of the battery 108.

[0055] The thermal management system 100 may also include one or more temperature sensors 188 that may be communicatively coupled to the controller 182. According to the illustrated embodiment, at least one temperature sensor 188 is positioned within the thermal fluid tank 126 and may provide information indicative of or used to determine the temperature of a first thermal fluid contained within the thermal fluid tank 126. Information provided by the temperature sensor 188 to the controller 182 may provide an indication to the controller 182 (including, for example, the processor 184) as to whether a second thermal fluid will at least circulate through the thermal fluid tank 126 to heat the first thermal fluid. Thus, using such information, the controller 182 may provide instructions that may cause the battery 108 to provide power to the coil(s) 170 of the clutch 164 in a manner such that the coil(s) 170 of the clutch 164 may engage the clutch body(s) 172 to engage the armature 176, thereby facilitating rotational displacement of the second drive shaft 166 and associated operation of the second fluid pump 142. Additionally, for situations where the driver 128 is not operating continuously, the controller 182 , including, for example, the processor 184 , may generate instructions capable of starting and stopping the operation of the driver 128 .

[0056] The controller 182, including, for example, a processor 184, can operate the plurality of control valves 120, 122, 158, 196 of the main system 102. For example, the inlet control valve 120 and the outlet control valve 122 can be operated by the controller 182 to control whether the first thermal fluid flows along the main flow path 116a-1 of the main fluid loop 116 or along the bypass flow path 116a-2 of the main fluid loop 116. In addition, the controller 182, including, for example, the processor 184, can control the operation of the loop control valve 158 to control whether the second thermal fluid of the second fluid loop 116b or the third thermal fluid of the third fluid loop 116c flows to the thermal fluid tank 126. As discussed below, such determination by the controller 182 can be based on various factors, including, for example, whether the external system 104 is fluidly connected to the main system 102, and whether the controller 182 recognizes that the battery 108 has sufficient power available to operate the electric heater 146.

[0057] With respect to the third fluid circuit 116c, the controller 182 may also determine whether the external system 104 is fluidly connected to the main system 102 in various ways, including, for example, by using a sensor 190. For example, according to certain embodiments, the main system 102 may include a pressure sensor, a flow sensor, or a temperature sensor 188, and combinations thereof, among other sensors. Figure 1The sensor 190 is shown positioned between the inlet port 160a of the main system 102 and the circuit control valve 158, but the sensor 190 can be positioned at various other locations along the third fluid circuit 116c. In addition, according to certain embodiments, the sensor 190 can detect that one or both of the inlet conduit 118b or the outlet conduit 118c is connected to the associated inlet port 160a or outlet port 162a of the main system 102 in a manner that can indicate that the external system 104 is fluidly connected to the main system 102.

[0058] Reference again Figure 1 , Figure 1 The diagram shows a scenario where the main flow path 116a-1 of the first fluid circuit 116a is open, as indicated by the solid line format for the associated conduit 118 and associated components. In this scenario, the bypass flow path 116a-2 of the first fluid circuit 116a is closed, as indicated by the dashed line format for the associated conduit 118 and components. Figure 1 In the illustrated scenario, the second fluid circuit 116b is open and the third fluid circuit 116c is closed, which is also indicated by the solid and dashed formats of the illustrated conduits 118 and associated components, respectively. For example, such a scenario may occur when the temperature of the first thermal fluid increases and the battery 108 has sufficient power to operate the electric heater 146. In addition, such a scenario may occur when the external system 104 is not fluidly connected to the main system 102, including, for example, when the inlet conduit 118b and the outlet conduit 118c are not connected to the associated inlet ports 160a-b and the outlet ports 162a-b.

[0059] according to Figure 1In the illustrated scenario, the controller 182 may receive a signal from the temperature sensor 188 in the thermal fluid tank 126 indicating that the temperature of the first thermal fluid is about to rise. In this case, the controller 182 may generate a signal for placing both the inlet control valve 120 and the outlet control valve 122 in the first position, for the case where they are not already in the first position, so that the first thermal fluid flows through the battery 108 and does not pass through the bypass conduit 118a. In addition, to the extent necessary, the controller 182 may also generate a signal for urging the operating loop control valve 158 to place the loop control valve 158 in the first position, so that the second thermal fluid of the second fluid loop 116b can circulate through the electric heater 146 and the first heat exchanger 148 in the thermal fluid tank 126. In addition, the controller 182 may generate a signal for urging the clutch 164 to be in the first position of engagement, so that the rotational force provided by the driver 128 is used to rotate both the first drive shaft 130 and the second drive shaft 166, and thereby cause the operation of the associated first fluid pump 124 and the second fluid pump 142. For example, according to the exemplary embodiment shown, the controller 182 can generate a signal to adjust the biasing force of the biasing element to shift the clutch body 172 into engagement with the armature 176. The controller 182 can also generate a signal to promote the battery 108 to provide power to operate the electric heater 146, and further operate the electric heater 146 in a manner to heat the second thermal fluid.

[0060] Therefore, for Figure 1 In the scenario shown, with the second fluid pump operated, the second thermal fluid that has been heated by the electric heater 146 can be circulated to the first heat exchanger 148 in the thermal fluid tank 126. Optionally, according to certain embodiments, after being heated and before being circulated to the first heat exchanger 148 by the second fluid pump 142, the heated second thermal fluid can be delivered to the pressurized reservoir 144. Therefore, according to such an embodiment, the heated second thermal fluid can be drawn from the pressurized reservoir 144 of the second fluid circuit 116 before being circulated to the first heat exchanger 148.

[0061] By traveling through the first heat exchanger 148, the heat entrained in the second thermal fluid may be transferred to at least a portion of the first thermal fluid contained in the thermal fluid tank 126. Upon exiting the thermal fluid tank 126, the second thermal fluid that has not intermixed with the first thermal fluid in the thermal fluid tank 126 may still remain partially heated, or otherwise at an elevated temperature. Thus, the second thermal fluid may circulate from the thermal fluid tank 126 and be delivered to the second heat exchanger 152 within or around the operator compartment 110. At least a portion of the remaining heat in the second thermal fluid may then be transferred to at least a portion of the air or gas that will circulate within the operator compartment 110 and be used to heat the operator compartment 110. For example, at least Figure 1 As shown, the controller 182 can be used to operate the fan 154, which can circulate air through or around the second heat exchanger 152, thereby heating the air to be circulated in the operator compartment 110. The at least partially cooled second thermal fluid can then flow from the second heat exchanger 152 and flow to the electric heater 146, where the electric heater 146 can reheat the second thermal fluid again.

[0062] The process of circulating the second thermal fluid through the second fluid circuit 116b may continue until the temperature sensor 188 provides a signal to the controller 182 indicating that the first thermal fluid within the thermal fluid tank 126 has reached a first predetermined temperature or a first predetermined temperature range. When the first thermal fluid is heated to the first predetermined temperature, the controller 182 may generate a signal for operating the clutch 164 in a disengaged state so that the force generated by the driver 128 is no longer transmitted to the second drive shaft 166. For example, as discussed above, according to an exemplary embodiment, the controller 182 may generate a signal for delivering power to the coil 170 so as to generate a magnetic force capable of overcoming the biasing force of the biasing element 174, thereby facilitating the clutch body 172 to be shifted to the disengaged second position. With the clutch body 172 in the disengaged second position, the rotation of the second drive shaft 166 may stop, thereby stopping the operation of the second fluid pump 142.

[0063] With respect to the first thermal fluid, a standpipe 138 may be used to draw the first thermal fluid from an upper region of the thermal fluid tank 126 into the first fluid pump 124. As previously discussed, the inlet 140 of the standpipe 138 may be positioned at a vertically elevated position within the thermal fluid tank 126 so that the first thermal fluid at or around the upper portion 134 of the thermal fluid tank 126 having a higher or elevated temperature relative to the first thermal fluid at the lower portion of the thermal fluid tank 126 may be drawn into the standpipe 138 and output from the thermal fluid tank 126 by operation of the first fluid pump 124. The first fluid pump 124 may pump the first thermal fluid out of the thermal fluid tank 126 and through the inlet control valve 120 before the first fluid pump 124 circulates through the battery 108. For situations where the first thermal fluid has been heated or warmed, at this stage of operation, the heat within the first thermal fluid may be used to warm the battery, including warming the thermal fluid contained within the battery 108. However, as previously discussed, while the foregoing is discussed with respect to heating the first thermal fluid and, to the extent necessary, heating the thermal fluid within the battery, according to certain embodiments, once one or both of the first thermal fluid and the thermal fluid within the battery reach an elevated temperature, the first thermal fluid may then be involved in removing heat from the battery 108, including removing heat from the thermal fluid within the battery 108.

[0064] After circulating through the battery 108, the first thermal fluid may flow through the outlet control valve 122 and back into the thermal fluid tank 126. According to certain embodiments, the first thermal fluid may be returned to the lower portion 136 of the thermal fluid tank 126 so that the returned first thermal fluid has an opportunity to be heated by heat provided by the second thermal fluid traveling through the first heat exchanger 148 before being subsequently drawn into the riser 138.

[0065] Figure 2 The diagram shows Figure 1 A scenario similar to that shown in FIG. 1 , but in which the first thermal fluid circulates around the bypass flow path 116 a - 2 of the first fluid circuit 116 a. Figure 2 In the scenario shown, the second fluid pump is being operated again so that the second hot fluid is pumped in a manner similar to that described above with respect to Figure 1 In addition, the first fluid pump 124 is also operated so that the first hot fluid is drawn into the riser 138 and output from the hot fluid tank 126. However, Figure 1 The scene shown is different. Figure 2, the inlet control valve 120 and the outlet control valve 122 have been placed in a second position in response to a signal provided by the controller 182, in which the bypass flow path 116a-2 is open and the main flow path 116a-1 is closed. As previously discussed, with the bypass flow path 116a-2 open, as the first thermal fluid circulates through the first fluid circuit 116a, instead of the first thermal fluid flowing through the battery 108, the first thermal fluid flows through the bypass conduit 118, thereby bypassing the battery 108.

[0066] The bypass flow path 116a-2 can be used to try to speed up the time for heating the first thermal fluid. For example, since the first thermal fluid does not flow through the battery 108, for situations where the first thermal fluid is already warm or otherwise contains heat, when the bypass flow path 116a-2 is opened, the heat in the first thermal fluid is not transferred to the thermal fluid within the battery 108. Instead, the first thermal fluid output from the thermal fluid tank 126 is returned to the thermal fluid tank 126. The heat within the first thermal fluid can then be used to at least assist in heating the first thermal fluid within the thermal fluid tank 126. Therefore, for situations where there is heat within the first thermal fluid, by using the bypass flow path 116a-2, the heat can generally be retained within the first thermal fluid, which can assist in reducing the time before the first thermal fluid reaches an elevated temperature.

[0067] Whether the bypass flow path 116a-2 is opened can be based on various criteria. For example, according to certain embodiments, the temperature sensor 188 in the thermal fluid tank 126 can provide information to the controller 182 indicating that the first thermal fluid is at or below the second predetermined temperature, so that the temperature of the first thermal fluid is to be increased to a degree that warrants at least temporary use of the bypass flow path 116a-2. According to such an embodiment, when the temperature of the first thermal fluid meets or exceeds the second predetermined temperature, the controller 182 can send a signal for adjusting the inlet control valve 120 and the outlet control valve 122 from the second position to the first position, thereby closing the bypass flow path 116a-2 and opening the main flow path 116a-1.

[0068] Additionally or alternatively, according to certain embodiments, the bypass flow path 116a-2 may be opened when the controller 182 receives information indicating that the second thermal fluid or the third thermal fluid is at or below a third predetermined temperature, which may indicate that the second thermal fluid or the third thermal fluid currently lacks sufficient heat to heat the first thermal fluid. The third predetermined temperature may be the same as or different from the second predetermined temperature used to evaluate the temperature of the first thermal fluid. According to such an embodiment, when the temperature of the second thermal fluid or the third thermal fluid meets or exceeds the third predetermined temperature, for example, reaches a temperature at which the first thermal fluid can be heated relatively quickly, the controller 182 may send a signal to the inlet control valve 120 and the outlet control valve 122 to close the bypass flow path 116a-2 and open the main flow path 116a-1.

[0069] Regardless of whether the first thermal fluid is circulated through the bypass flow path 116a-2 or circulated through the main flow path 116a-1, when the first thermal fluid is being heated or warmed, the clutch 164 can remain engaged so that the force provided by the driver 128 operates both the first fluid pump 124 and the second fluid pump 142. In addition, as discussed above, the second fluid pump 142 can continue to operate at least until the first thermal fluid reaches a temperature that meets or exceeds the first predetermined temperature. As previously discussed, when the controller 182 determines that the first thermal fluid meets or exceeds the first predetermined temperature, the controller 182 can issue a signal for the clutch 164 to disengage so that the second drive shaft 166 rotates without using power from the driver 128, thereby deactivating the second fluid pump 142.

[0070] Although the above discussion of using the second thermal fluid of the second fluid circuit 116b to heat the first thermal fluid is discussed Figure 1 and Figure 2 , but the third thermal fluid of the third fluid circuit 116c can be used for similar purposes of heating the first thermal fluid. For example, Figure 3A scenario is illustrated in which the loop control valve 158 has been placed in the second position via a signal provided by the controller 182. With the loop control valve 158 in the second position, a third fluid pump 157 (including, for example, a water pump) of the external device 112 or external system 104 can be used to circulate the third thermal fluid from the pressurized reservoir 156 and through the third fluid loop 116c. Such a scenario may occur for a variety of reasons. For example, such a scenario may occur in response to the controller 182 determining that the battery 108 lacks sufficient available power to supply power to the operation of the electric heater 146, or lacks sufficient power to regulate the operation of the electric heater 146 while also providing power for other operations of the thermal management system 100 or an associated electric vehicle 106. According to certain embodiments, in such a scenario, the controller 182, including the processor 184, may output a signal to notify the operator of the electric vehicle 106 that the battery 108 will not or cannot supply power to the battery 108. Such a signal for communicating the status of the battery 108 to the operator may be provided to an information device or input / output device 192, such as to a monitor, display, touch screen, speaker, or light, which may be located in the operator's cabin 110 or on the operator's mobile device, smartphone, or tablet. In addition, such a signal may notify the operator to connect the inlet conduit 118b and the outlet conduit 118c to the associated inlet ports 160a-b and outlet ports 162a-b to fluidly connect the main system 102 and the external system 104, and further complete the third fluid circuit 116c. According to certain embodiments, before operating the loop control valve 158 and attempting to draw the third thermal fluid from the pressurized reservoir 156 into the main system 102, and further into the second portion 116c-2 of the third fluid loop 116, the controller 182 may wait for a signal from the sensor 190 indicating that the portion 116c-2 of the third thermal fluid loop 116c present in the external device 112 is fluidly connected to the portion 116c-1 of the third thermal fluid loop 116c present in the main system 102. Alternatively, before adjusting the loop control valve 158 and attempting to draw the third thermal fluid from the pressurized reservoir 156 of the third fluid loop 116c into the main system 102, the controller 182 may wait to receive a signal input by an operator.

[0071] In the case where the external device 112 is fluidly connected to the main system 102, the loop control valve 158 and the driver 128 can provide the force to operate the first fluid pump 124 while the third fluid pump 157 is used to circulate the third thermal fluid. As previously described, in this case, the first thermal fluid can be similar to the above with respect to Figure 1 or Figure 2In the manner discussed above, the third thermal fluid is circulated. In addition, as previously discussed, in this scenario, the operation of the third fluid pump 157 can draw the heated third thermal fluid from the pressurized reservoir 156 and into the first heat exchanger 148 in the thermal fluid tank 126. At the first heat exchanger 148, the heat entrained in the third thermal fluid can be transferred to at least a portion of the first thermal fluid, rather than the third thermal fluid mixing with the first thermal fluid. The at least partially cooled third thermal fluid can circulate from the first heat exchanger 148, exit the thermal fluid tank 126 and enter the second heat exchanger 152. At least a portion of the remaining heat in the third thermal fluid can be transferred to the air that will circulate in the operator compartment 110, thereby at least assisting in heating the operator compartment 110. As previously discussed, this heat exchange at the second heat exchanger 152 and heating of the operator compartment 110 can be assisted by the operation of the fan 154, and then the cooled third thermal fluid can be circulated to the heat exchanger 114 of the external device 112 before returning to the pressurized reservoir 156. Such a process may continue until the controller 182 determines that the first thermal fluid meets or exceeds the first predetermined temperature. After determining that the first thermal fluid meets or exceeds the first predetermined temperature, the controller 182 may issue a signal for separating the inlet conduit 118b and the outlet conduit 118c from the inlet ports 160a-b and the outlet ports 162a-b, respectively. Additionally or alternatively, the loop control valve 158 may be operated to return to the first position.

[0072] refer to Figures 1 to 3As previously described, the electric vehicle 106 may also benefit from pumping or purging the first thermal fluid from the battery 108 and storing the first thermal fluid in the insulated thermal fluid tank 126 at night when it is expected that the electric vehicle 106 will be located outdoors during cold weather without charging the battery 108. Such a condition may allow for more efficient heating of the first thermal fluid at night while minimizing heat losses in the battery 108 and the associated conduits 118 of the first fluid loop 116a. Thus, according to certain embodiments, the primary fluid loop 116 may include an air duct 194 that may provide a supply of air that will circulate through at least the battery 108 and the associated conduits 118 of the primary fluid loop 116a that connect to purging the first thermal fluid to the thermal fluid tank 126. According to certain embodiments, the inlet of the air duct 194 may be positioned within the thermal fluid tank 126 at a location above the expected vertical height of the first thermal fluid within the tank 126. However, the inlet of the air duct 194 may be positioned at various other locations, including outside the thermal fluid tank 126. The purge control valve 196 may be operatively positioned to control whether the first thermal fluid will be drawn through the riser 138 and into the first fluid pump 124, or instead whether the first fluid pump 124 will receive air flowing into the air conduit 194. According to the illustrated embodiment, the operation of the purge control valve 196 may be controlled by a signal received from the controller 182.

[0073] Whether the purge control valve 196 is changed from a first position, in which the first thermal fluid is supplied to the first fluid pump 124, or from a second position, in which air is supplied to the first heat pump, can be based on various factors. For example, the controller 182 can be configured to determine whether the electric vehicle 106 has not been operated for a predetermined period of time and the battery 108 has not been charged during the period of time. If the controller 182 can also be configured to determine whether the ambient temperature in the environment is at or below a predetermined temperature. If the controller 182 determines that one or more (if not all) of such conditions exist and other conditions, the controller 182 can be configured to automatically generate a signal to place the purge control valve 196 in the second position and activate the driver 128 so that the first fluid pump 124 circulates air into the first fluid circuit 116a so as to displace at least a portion (if not all) of the first thermal fluid in the associated conduit 118 of the battery 108 and the first fluid circuit 116a into the thermal fluid tank 126. Alternatively or additionally, the controller 182 may be adapted to initiate such placement of the purge control valve 196 in the second position and operation of the actuator 128 in response to the controller receiving a purge command from an operator.

[0074] According to certain embodiments, the controller 182 may be configured to cause the driver 128 to operate so as to purge the first thermal fluid into the thermal fluid tank 126 within a predetermined time period. The predetermined time period may be based on an estimated time required to purge a portion (including a majority or all) of the first thermal fluid into the thermal fluid tank 126. Additionally or alternatively, the controller 182 may receive information from one or more sensors indicating that the purge is complete. For example, according to certain embodiments, the one or more sensors may indicate a change in the flow rate or mass of the first thermal fluid, which may indicate that the first thermal fluid has been purged into the thermal fluid tank 126. Upon completion of the purge operation, the controller 182 may issue a signal to return the purge control valve 196 to the first position and stop the operation of the driver 128.

[0075] Although the present disclosure has been illustrated and described in detail in the foregoing drawings and specifications, they are to be considered illustrative rather than restrictive, and it should be understood that only illustrative embodiments of the present disclosure have been shown and described and that all changes and modifications that fall within the spirit of the present disclosure are desired to be protected.

Claims

1. A thermal management system (100) for heating a battery (108) and an operator compartment (110) of an electric vehicle (106), the thermal management system (100) comprising: A main system (102), the main system comprising: a first fluid circuit (116a) configured to deliver a first thermal fluid to the battery (108), the first fluid circuit (116a) comprising a thermal fluid tank (126) configured to store at least a portion of the first thermal fluid; a second fluid circuit (116b), the second fluid circuit comprising an electric heater (146), a first heat exchanger (148), and a second heat exchanger (152), the first heat exchanger (148) being positioned to be immersed in the first thermal fluid in the thermal fluid tank (126), the second fluid circuit (116b) being configured to selectively circulate a second thermal fluid heated by operation of the electric heater (146) to the first heat exchanger (148), and the second heat exchanger (152) being positioned between the first heat exchanger (148) and the electric heater (146); and A first portion (116c-1) of a third fluid circuit (116c), the first portion (116c-1) of the third fluid circuit (116c) comprising the first heat exchanger (148) and the second heat exchanger (152), the third fluid circuit (116c) being configured to circulate a third thermal fluid heated by heat generated independently of the electric vehicle (106).

2. The thermal management system (100) of claim 1, further comprising an external system (104) having a second portion (116c-2) of the third fluid circuit (116c), at least the first portion (116c-1) being configured to be selectively separated from the second portion (116c-2) of the third fluid circuit (116c), wherein: The third thermal fluid is heated at the external system (104).

3. The thermal management system (100) according to claim 2, wherein: The third fluid circuit (116c) does not include the electric heater (146).

4. The thermal management system (100) according to claim 3, wherein: The second portion (116c-2) of the third fluid circuit (116c) further includes a third heat exchanger (148) positioned to heat the third thermal fluid at the external system (104).

5. The thermal management system (100) according to claim 2, wherein: The external system (104) is part of a cooling system of a vehicle other than the electric vehicle (106).

6. The thermal management system (100) according to claim 1, wherein: The second heat exchanger (152) is positioned to transfer heat from the second thermal fluid at a location that provides heat to the operator compartment (110).

7. The thermal management system (100) according to claim 1, wherein: The first fluid circuit (116a) also includes a riser (138) positioned within the thermal fluid tank (126).

8. The thermal management system (100) according to claim 1, wherein: The first fluid circuit (116a) is fluidly isolated from both the second fluid circuit (116b) and the third fluid circuit (116c), and the third fluid circuit (116c) is not fluidly isolated from the second fluid circuit (116b).

9. The thermal management system (100) according to claim 1, wherein: The first fluid circuit (116a) further includes a main flow path (116a-1) and a bypass flow path (116a-2), wherein when the main flow path (116a-1) is closed and the bypass flow path (116a-2) is opened, the first thermal fluid does not circulate to the battery (108).

10. The thermal management system (100) according to claim 1, wherein: The first fluid circuit (116a) includes an air conduit (194) fluidly connected to a purge control valve (196), wherein the purge control valve (196) is configured to selectively adjust a flow rate of air entering the first fluid circuit (116a) to purge the first thermal fluid out of the battery (108) and into the thermal fluid tank (126).

11. The thermal management system (100) of claim 1, wherein: The first fluid circuit (116a) further comprises a main flow path (116a-1), a bypass flow path (116a-2), and at least one control valve (120, 122), the main flow path being configured to circulate the first thermal fluid from the thermal fluid tank (126) to the battery (108), the bypass flow path being configured to circulate the first thermal fluid along a portion of the first fluid circuit (116a) but not to the battery (108), and the at least one control valve being configured to selectively open one of the main flow path (116a-1) and the bypass flow path (116a-2) and close the other of the main flow path (116a-1) and the bypass flow path (116a-2); and The second fluid circuit (116b) is configured to circulate the second thermal fluid to the electric heater (146) before the second thermal fluid is circulated to the first heat exchanger (148), wherein at least a portion of the heat entrained in the second thermal fluid is transferred to at least a portion of the first thermal fluid, and the second fluid circuit (116b) is further configured to circulate the second thermal fluid from the first heat exchanger (148) to the second heat exchanger (152), wherein at least a portion of the heat remaining in the second thermal fluid is transferred to provide heat to the operator compartment (110).

12. The thermal management system (100) according to claim 11, wherein: The third fluid circuit (116c) further includes a second portion (116c-2) located at an external system (104) of an external device other than the electric vehicle (106), wherein the third fluid circuit (116c) is configured to circulate a third thermal fluid heated by heat generated at the external device, and The main system (102) further comprises a circuit control valve (158) configured to selectively open one of the second fluid circuit (116b) and the third fluid circuit (116c) and close the other of the second fluid circuit (116b) and the third fluid circuit (116c).

13. The thermal management system (100) according to claim 12, wherein: The external system (104) is part of a cooling system of a vehicle other than the electric vehicle (106).

14. The thermal management system (100) according to claim 11, wherein: The first portion (116c-1) of the third fluid circuit (116c) includes an inlet port (160a) and an outlet port (162a), the inlet port (160a) and the outlet port (162a) each including a quick-connect hose connector.

15. The thermal management system (100) according to claim 11, wherein: The first thermal fluid is a dielectric thermal fluid and the second thermal fluid is not a dielectric thermal fluid.

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