Battery electric vehicle temperature regulation system

Abstract

A valveless actuation architecture system for regulating temperature in a vehicle having a battery system and a drive system is described. The valveless actuation architecture system includes a first screw pump, a second screw pump, and a plurality of check valves. A plurality of check valves are fluidly coupled with at least one of the first screw pump and the second screw pump. The plurality of check valves are configured to define a battery circuit that regulates a temperature of the battery system and a driveline circuit that regulates a temperature of the drive system.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 535,593, filed on August 31, 2023, entitled “BEV Screw Pump,” which is hereby incorporated by reference in its entirety. Background Art

[0003] Conventional battery electric vehicle (BEV) temperature regulation systems typically rely on complex valve arrangements and multiple actuated switching valves to control the flow of coolant to regulate the temperature in the system. These systems can be expensive and inefficient, with many points of failure and high complexity in operation and maintenance.

[0004] Temperature regulation systems for drive components in BEVs include liquid regulation (e.g., for redistributing heat to heat and / or cool a component or system), where a water-glycol mixture is circulated through the component to absorb heat, which is then dissipated through a radiator, heat exchanger, or otherwise. Air cooling directs air over the component to remove or redistribute heat, providing a simpler, lighter solution, but is less efficient than liquid regulation. Advanced thermal management systems monitor component temperatures and adjust the flow or method to maintain optimal operating conditions.

[0005] Battery systems in BEVs require precise thermal management to ensure safety, efficiency, and longevity. Cooling methods include liquid cooling, in which a coolant is circulated through or around the battery cells to provide uniform and efficient heat absorption, and air cooling, in which air is forced through the battery pack to remove heat but can result in temperature imbalances due to less uniform cooling.

[0006] Some BEV cooling systems use phase change materials (PCMs) that absorb and release heat during phase changes for passive thermal management. Advanced BEVs employ integrated thermal management systems that regulate the temperature of drive and battery components to optimize overall thermal efficiency. These systems ensure that all components operate within an optimal temperature range, thereby improving performance, efficiency, and safety.

[0007] However, despite recent advances, there remains a need for temperature regulation systems for more efficiently heating or cooling drive system and battery system components in a BEV. Summary of the invention

[0008] The present disclosure is generally directed to a temperature regulation system substantially as illustrated and described in conjunction with at least one of the accompanying drawings, as more fully set forth in the claims. In one example, a temperature regulation system for dynamic and independent cooling of drive system and battery system components in a battery electric vehicle (BEV). BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The foregoing and other objects, features, and advantages of the devices, systems, and methods described herein will become apparent from the following description of specific examples as illustrated in the accompanying drawings, in which the same or similar reference numerals represent the same or similar structures. The accompanying drawings are not necessarily drawn to scale, with emphasis instead being placed upon illustrating the principles of the devices, systems, and methods described herein.

[0010] Figure 1 A system architecture of a valveless actuation architecture (AVA) system according to a first example according to an aspect of the present disclosure is illustrated.

[0011] Figure 2a to Figure 2f The diagram shows Figure 1 Various flow states of the AVA system are shown in FIG.

[0012] Figure 3 A system architecture of an AVA system according to a second example is illustrated.

[0013] Figure 4 A system architecture of an AVA system according to a third example is illustrated.

[0014] Figure 5a to Figure 5f The diagram shows Figure 4 Various flow states of the AVA system are shown in FIG.

[0015] Figure 6 A system architecture of an AVA system according to a fourth example is illustrated.

[0016] Figure 7 One form of a valveless actuation architecture isolation loop (AVAIL) system is illustrated in which the powertrain loop and the battery loop are isolated by a heat exchanger.

[0017] Figure 8 An AVAIL system is illustrated using one form of an LLC system that employs a liquid coolant to manage heat dissipation.

[0018] Fig. 9 One form of the AVAIL system is illustrated that uses separate loops for each of the drive system and the battery system. DETAILED DESCRIPTION

[0019] Reference to singular items should be understood to include plural items, and vice versa, unless otherwise explicitly stated or clear from the context. Grammatical conjunctions are intended to express any and all disjunctions and conjunctions of connected clauses, sentences, words, etc., unless otherwise stated or clear from the context. Unless otherwise indicated herein, the description of the range of values ​​herein is not intended to be limited, but refers to any and all values ​​falling within and / or including the range individually, and each individual value within such a range is incorporated into the specification, just as it is separately narrated herein. In the following description, it should be understood that terms such as "first", "second", "top", "bottom", "side", "front", "back" are words for convenience and should not be interpreted as restrictive terms. For example, although in some examples, the first side is positioned adjacent to or close to the second side, the terms "first side" and "second side" do not mean any particular order in which these sides are sorted.

[0020] When accompanied by numerical values, the terms "about", "approximately", "substantially", etc. should be interpreted as indicating the deviation allowed for satisfactory operation for the intended purpose as understood by those of ordinary skill in the art. Values ​​and / or ranges of values ​​are provided herein only as examples and do not constitute a limitation on the scope of the present disclosure. The use of any and all examples or exemplary language ("for example", "such as", etc.) provided herein is intended only to better illustrate the disclosed examples and does not constitute a limitation on the scope of the present disclosure. The terms "such as" and "for example" lead to a list with one or more non-limiting examples, instances, or descriptions. Any language in the specification should not be interpreted as indicating that any unclaimed element is essential to the practice of the disclosed examples.

[0021] The term "and / or" refers to any one or more of the multiple items in the list connected by "and / or". As an example, "x and / or y" refers to any element in the three-element set {(x), (y), (x, y)}. In other words, "x and / or y" means "one or both of x and y". As another example, "x, y and / or z" refers to any element in the seven-element set {(x), (y), (z), (x, y), (x, z), (y, z), (x, y, z)}. In other words, "x, y and / or z" means "one or more of x, y and z".

[0022] The present disclosure relates to a temperature regulation system designed for a battery electric vehicle (BEV) that dynamically, selectively, and independently regulates (e.g., heats or cools) drive system and battery system components. The system uses a screw pump with a check valve (i.e., a one-way valve), which simplifies the architecture and improves efficiency. Specifically, the present disclosure relates to an electric vehicle cooling system that uses a screw pump and a check valve to optimize heating and cooling. The architecture takes advantage of the reversible flow, broadband efficiency, and pump-as-valve capabilities of a screw pump and a low-cost check valve. The design omits or reduces the number of electronically actuated switching valves, simplifies the control mechanism, and improves the overall efficiency and reliability of the temperature regulation system.

[0023] In one example, a valveless actuation architecture system for regulating temperature in a vehicle having a battery system and a drive system includes: a first screw pump; a second screw pump; and a plurality of check valves fluidly connected to at least one of the first screw pump and the second screw pump, wherein the plurality of check valves, the first screw pump, and the second screw pump are configured to define a battery circuit configured to regulate the temperature of the battery system and a drive train circuit configured to regulate the temperature of the drive system.

[0024] In another example, a valveless actuation architecture system for regulating temperature in a vehicle having a battery system and a drive system includes: a first screw pump; a second screw pump, wherein each of the first screw pump and the second screw pump is bidirectional, and wherein each of the first screw pump and the second screw pump is configured to be independently controlled and to alternate between a closed state, a first direction, and a second direction opposite to the first direction; and a plurality of check valves, the plurality of check valves being fluidly connected to at least one of the first screw pump and the second screw pump, wherein the plurality of check valves, the first screw pump, and the second screw pump are configured to define a battery circuit and a drive train circuit, the battery circuit being configured to regulate the temperature of the battery system, and the drive train circuit being configured to regulate the temperature of the drive system.

[0025] In some examples, each of the plurality of check valves is a passive valve.

[0026] In some examples, the first and second progressive cavity pumps are configured to be independently controlled and to alternate between an off state, a first direction, and a second direction opposite the first direction.

[0027] In some examples, the valveless actuation architecture system further includes a cooler.

[0028] In some examples, the battery circuit includes a cooler.

[0029] In some examples, the powertrain circuit includes a radiator.

[0030] In some examples, the valveless actuation architecture system further includes a cooler and a radiator. The first screw pump and the second screw pump are configured to direct the coolant to selectively flow through the cooler and the radiator.

[0031] In some examples, the valveless actuation architecture system further includes a positive temperature coefficient (PTC) heater. For example, the battery circuit may include a PTC heater.

[0032] In some examples, the plurality of check valves include a first check valve, a second check valve, a third check valve, and a fourth check valve. The valveless actuation architecture system further includes a radiator and a cooler. For example, the first check valve can be configured to prevent coolant from flowing back from the radiator to the first screw pump. The second check valve can be configured to prevent coolant from flowing out of the first screw pump and transfer the coolant toward the radiator through the first check valve. The third check valve can be configured to prevent coolant from flowing back from the cooler toward the second screw pump. The fourth check valve can be configured to prevent coolant from flowing out of the second screw pump and transfer the coolant toward the cooler through the third check valve.

[0033] In some examples, the first progressive cavity pump and the second progressive cavity pump are configured to restrict flow through the drive system to one-way flow via one or more check valves of the plurality of check valves.

[0034] In some examples, the first and second progressive cavity pumps are configured to be controlled via a control system having a processor operably coupled to a memory device.

[0035] In some examples, the control system is configured to employ artificial intelligence (AI) to monitor and control one or both of the first progressive cavity pump and the second progressive cavity pump.

[0036] The present disclosure aims to simplify the BEV temperature regulation system architecture by dynamically, selectively and independently regulating the temperature (e.g., to cool or heat) of the drive system and battery system components using a screw pump and a check valve. By reducing the total number of electronically actuated switching valves and minimizing the need for proportional control valves, the system controls fluid temperature by flow rather than fluid mixing, thereby improving overall efficiency and reliability.

[0037] The disclosed temperature regulation system includes various cooling system architectures that capture key functional modes of typical advanced BEV designs. The main components of the system include screw pumps and check valves, each of which contributes unique characteristics for optimizing cooling.

[0038] Screw pumps provide reversible flow to allow directional exchange of coolant, thereby balancing temperature variations from cell to cell and extending battery pack life and capacity retention. The wideband efficiency of screw pumps enables operation over a range of flows, reducing the need for proportional valves. In addition, screw pumps act as valves when shut off, minimizing flow and inhibiting fluid movement.

[0039] The screw pump provides the primary mechanism for coolant flow and control, taking advantage of its reversible flow and broadband efficiency, while the check valve controls the flow path within the cooling system using various opening pressures based on the direction of the pump, thereby establishing different system states.

[0040] The present disclosure describes an architecture that provides a valveless actuation architecture (AVA) system and a valveless actuation architecture, isolated loop (AVAIL) system. The AVA and AVAIL systems are valveless actuation because they do not require actuated valves to control coolant flow throughout the system, but instead use a set of progressive cavity pumps and, in most cases, passive check valves.

[0041] Figures 1 to 6 An example of an architecture of an AVA system 100 is illustrated that utilizes a screw pump and a check valve without the need for an actuated switching valve. As will be appreciated, the coolant flow direction and speed are controlled by the screw pump, thereby simplifying the overall system control. This architecture reduces the complexity and cost of the temperature regulation system while maintaining effective cooling of the drive and battery system components.

[0042] Figure 1 The system architecture of an AVA system 100 according to a first example is illustrated. The AVA system 100 is designed to improve the efficiency and control of the cooling system in a battery electric vehicle (BEV) by utilizing a screw pump. The illustrated AVA system 100 includes a first screw pump (SP1) 102a and a second screw pump (SP2) 102b. The first screw pump (SP1) 102a and the second screw pump (SP2) 102b facilitate the operation of the AVA system 100 because they are responsible for circulating the coolant fluid through various BEV components. The first screw pump (SP1) 102a and the second screw pump (SP2) 102b can be independently controlled to direct the flow of coolant in a first direction or a second direction, thereby providing flexibility and precision in managing thermal conditions within the BEV.

[0043] Control of the first screw pump (SP1) 102a and the second screw pump (SP2) 102b is achieved through a control system (e.g., an electric vehicle control module (VCU) of the BEV), which is typically equipped with a processor that is operably connected to a memory device. This configuration allows for precise and independent management of each of the first screw pump (SP1) 102a and the second screw pump (SP2) 102b, thereby enabling the AVA system 100 to dynamically respond to the thermal needs of the BEV. For example, the processor executes software stored in the memory device (e.g., provided instructions and / or algorithms) to adjust the flow and direction of the coolant based on real-time data from temperature sensors arranged throughout the BEV.

[0044] In this example, the BEV components of the AVA system 100 include a drive system 104, a battery system 106, a radiator 108, a positive temperature coefficient (PTC) heater 110, a cooler 112, and a plurality of check valves 114 (more specifically, in this example, a first check valve 114a, a second check valve 114b, a third check valve 114c, and a fourth check valve 114d).

[0045] The drive system 104 includes an inverter 116, an electric drive unit (EDU) 118, and other powertrain components 120. The inverter 116 converts the direct current (DC) electricity stored in the battery pack into the alternating current (AC) electricity required by the motor. The inverter 116 also controls the speed and torque of the motor by adjusting the frequency and amplitude of the AC power supplied to the motor. The EDU 118 includes, for example, power electronics, a gearbox, and a motor.

[0046] Both the radiator 108 and the cooler 112 are capable of cooling components of the AVA system 100. The radiator 108 is used to dissipate heat from the components of the AVA system 100. Unlike traditional internal combustion vehicles where the radiator primarily cools the engine, in an EV, the radiator helps maintain the optimal operating temperature of the electric powertrain components (e.g., the drive system 104). Similarly, the cooler 112 is configured to regulate the temperature of various key components. The cooler 112 can use a refrigerant-based cooling system to absorb and dissipate heat, thereby ensuring that these components operate within their optimal temperature range to maintain performance, efficiency, and life.

[0047] In some examples, it is more desirable to use one of the radiator 108 or the cooler 112 than the other of the radiator 108 or the cooler 112. For example, while very effective at cooling components, the cooler 112 requires more power to operate than the radiator 108. Therefore, while the cooler 112 will cool the components faster, it will also consume power and / or deplete the battery of the BEV faster. Therefore, when the radiator 108 can adequately cool the components, it is more desirable to use the radiator 108 instead of the cooler 112. Conversely, in situations where the radiator 108 is not up to the task, the cooler 112 may be used at the expense of increased power consumption.

[0048] Instead, the PTC heater 110 can be used to heat components of the AVA system 100 (e.g., heating the battery system 106 when needed). The PTC heater 110 is typically made of a material whose resistance increases as it is heated; the self-regulating nature enables the PTC heater 110 to provide consistent and safe heating without the risk of overheating.

[0049] A check valve 114 (also known as a non-return valve or one-way valve) refers to a mechanical device that allows fluid to flow through it in only one direction. The check valve 114 is designed to prevent backflow at various points in the AVA system 100, thereby ensuring that the fluid flows in the desired direction and does not flow backward. Unlike an actuated valve, the check valve 114 operates automatically and does not require any external control or manual operation. Therefore, each of the multiple check valves 114 can be described as a passive check valve, meaning that it does not require electricity or a control system to actuate.

[0050] The BEV components are arranged with a first screw pump (SP1) 102a and a second screw pump (SP2) 102b to define two coolant flow circuits: a powertrain circuit 122a is configured to regulate the temperature of the drive system 104, and a battery circuit 122b is configured to regulate the temperature of the battery system 106. This dual circuit configuration allows for targeted cooling, ensuring that both the drive system and the battery system remain within an optimal temperature range.

[0051] Each of the first screw pump (SP1) 102a and the second screw pump (SP2) 102b is configured to switch between an off state (i.e., not driven because there is no flow or substantially no flow), a first direction (e.g., a forward direction), and a second direction (e.g., a reverse direction). The flow reversal capability allows the coolant to flow alternately through the drive train loop 122a and / or the battery loop 122b, thereby producing six different flow states as summarized in Table 124a. The ability of the first screw pump (SP1) 102a and the second screw pump (SP2) 102b to reverse the flow direction of the coolant flow enhances the flexibility of the AVA system 100, enabling it to respond to specific thermal demands and more effectively balance temperatures across different components.

[0052] By employing screw pumps 102a, 102b that can reverse flow and act as valves when in a closed state, the AVA system 100 eliminates the need for multiple electronically actuated switching valves. This reduction in components simplifies the overall system architecture, thereby reducing both the complexity and cost of the temperature regulation system. Additionally, the efficiency of the second screw pumps 102a, 102b allows them to operate efficiently across a wide range of flow rates, which minimizes the need for proportional control valves and further simplifies the AVA system 100.

[0053] The screw pumps 102a, 102b are used to provide an efficient and cost-effective solution for managing thermal conditions in a BEV. Independent control of the screw pumps 102a, 102b combined with strategic use of check valves and dual coolant flow circuits (e.g., driveline circuit 122a and / or battery circuit 122b) allows precise and reliable cooling.

[0054] In other words, the various check valves 114 are configured to prevent coolant from flowing back and / or direct the coolant flow to specific components to achieve one of a plurality of flow states (such as the six different flow states summarized in Table 124a). In this example, the first check valve 114a is configured to prevent coolant from flowing back from the radiator 108 to the first screw pump (SP1) 102a. The second check valve 114b is configured to prevent coolant from flowing out of the first screw pump (SP1) 102a, thereby causing the coolant to be transferred toward the radiator 108 through the first check valve 114a. The third check valve 114c is configured to prevent coolant from flowing back from the cooler 112 toward the second screw pump (SP2) 102b. The fourth check valve 114d is configured to prevent coolant from flowing out of the second screw pump (SP2) 102b, thereby causing the coolant to be transferred toward the cooler 112 through the third check valve 114c.

[0055] Figure 2a to Figure 2f The diagram shows Figure 1124a. The AVA system 100 is shown in the various flow states of the AVA system 100. Throughout these figures, solid streamlines represent active flow conditions within the channel, dotted streamlines represent no flow conditions, and dashed streamlines represent channels in which flows are merged and pass through the same path. The AVA system 100 can operate in six different flow states summarized in Table 124a. In these exemplary flow charts, for illustrative purposes, the PTC heater 110 is again omitted in the figures between the second screw pump 102b and the battery system 106.

[0056] Figure 2a The AVA system 100 is illustrated in flow state 1, wherein the first screw pump (SP1) 102a operates in reverse and the second screw pump (SP2) 102b operates in forward direction. In this state, the drive train loop 122a and the battery loop 122b are fluidically isolated. The flow rates of the drive train loop 122a and the battery loop 122b do not need to be equal. This configuration can be used to provide specific temperature regulation for the battery system 106, thereby ensuring optimal thermal conditions without interference from the drive train loop.

[0057] Figure 2b The AVA system 100 is illustrated in flow state 2, where the configuration is reversed compared to flow state 1, where the first screw pump (SP1) 102a is in forward flow and the second screw pump (SP2) 102b is in reverse flow. In this state, waste heat from the powertrain circuit 122a can be recovered and directed to or used by the battery system 106. The flows between the two circuits should match. If the flow rate (Q SP1 ) exceeds the flow rate of the second screw pump (Q SP2 ), the additional flow is directed through cooler 112. Conversely, if Q SP1 Less than Q SP2 , then excess flow is managed through both the cooler 112 and potentially the radiator 108 .

[0058] Figure 2c Flow state 3 is illustrated, where the first screw pump (SP1) 102a is in reverse and the second screw pump (SP2) 102b is in the off state. In this state, waste heat is recovered from the drive system 104 via the cooler 112. This state requires the battery system 106 to be at an optimal temperature. It can be used to preheat the coolant before recovering waste heat to the battery system 106, where the cooler 112 is off. If desired, a 4-port, 2-state actuated valve can be included to heat the battery system 106 in parallel using the PTC heater 110.

[0059] Figure 2dFlow state 4 is illustrated, in which the first screw pump (SP1) 102a is in the off state and the second screw pump (SP2) 102b is in reverse. In this state, the battery system 106 can be cooled by the radiator 108. This state is advantageous when the ambient temperature is lower than the battery system 106, the batteries of the battery system 106 have completed fast charging, and cabin heating is not required.

[0060] Figure 2e Flow state 5 is illustrated, where both the first screw pump (SP1) 102a and the second screw pump (SP2) 102b are in reverse configuration. In this state, the radiator 108 is used to cool the battery system 106 and the drive system 104. This state can be used for hybrid or ratio control to effectively manage temperature.

[0061] Figure 2f Flow state 6 is illustrated, where both the first screw pump (SP1) 102a and the second screw pump (SP2) 102b are in forward flow. In this state, the cooler 112 is used to cool the battery system 106 and the drive system 104. Similar to state 5, this state may involve hybrid or proportional control to achieve the desired thermal management of the battery system 106 and the EDU 118.

[0062] These various flow states collectively demonstrate the flexibility and efficiency of the AVA system 100 in managing the thermal demands of a BEV. By utilizing independent control of the screw pumps and strategic use of check valves, the system can dynamically adapt to various operating conditions, thereby optimizing the performance and life of the vehicle's components.

[0063] In some cases, it is desirable to direct the coolant fluid through the drive system 104 in a particular direction. For example, it may be desirable to cool the inverter 116 before other components, such as the EDU 118 and other powertrain components 120. To this end, Figure 3 A variation of the AVA system 100 is illustrated in which the coolant flows through the drive system 104 in a particular direction and is therefore restricted to unidirectional flow through the drive system 104 .

[0064] Figure 3 The system architecture of the AVA system 100 according to the second example is illustrated. Figure 3 The AVA system 100 with Figure 1 The AVA system 100 is substantially the same except that four additional check valves 114 are provided, which are shown as a fifth check valve 114e, a sixth check valve 114f, a seventh check valve 114g, and an eighth check valve 114h.

[0065] Four additional check valves 114e, 114f, 114g, 114h are provided around the drive system 104 to limit the amount of power flowing from the inverter 116 ( Figure 3 The fifth check valve 114e is configured to prevent the coolant flow from the first screw pump (SP1) 102a from flowing into the drive system 104 at the end opposite to the inverter 116. The sixth check valve 114f is configured to prevent the coolant flow from the radiator 108 from flowing into the drive system 104 at the end opposite to the inverter 116. The seventh check valve 114g is configured to direct the coolant flow from the radiator 108 to the drive system 104 at the inverter 116 end. The eighth check valve 114h is configured to direct the coolant flow from the first screw pump (SP1) 102a to the drive system 104 at the inverter 116 end.

[0066] The AVA system 100 can operate in six different flow regimes, essentially in conjunction with Figure 2a to Figure 2f The flow states described are the same, except that the coolant flow is restricted to a unidirectional flow through the drive system 104, in this example, starting from the inverter 116 end. In flow state 1, the powertrain loop 122a and the battery loop 122b are isolated from each other. In flow state 2, waste heat from the powertrain loop 122a is recovered and directed to the battery system 106 for thermal management. In flow state 3, waste heat from the powertrain loop 122a is recovered and processed via the cooler 112 to maintain optimal temperature. In flow state 4, the battery system 106 is cooled by the radiator 108, thereby ensuring effective thermal regulation. In flow state 5, the radiator 108 is used to cool both the drive system 104 and the battery system 106 at the same time, thereby providing comprehensive cooling. Finally, in flow state 6, the cooler 112 is used to cool both the drive system 104 and the battery system 106, thereby optimizing the thermal management of these key components.

[0067] Figure 4 The system architecture of the AVA system 100 according to the third example is illustrated. Figure 4 The AVA system 100 with Figure 1 The AVA system 100 is substantially the same except that the check valves 114a, 114b, 114b are rearranged and a check valve (eg, check valve 114d) is omitted, thereby reducing cost and complexity.

[0068] Therefore, the illustrated AVA system 100 includes a first screw pump (SP1) 102a, a second screw pump (SP2) 102b, a drive system 104, a battery system 106, a radiator 108, a cooler 112, and a plurality of check valves 114, more specifically, in this example, the check valves are a first check valve 114a, a second check valve 114b, and a third check valve 114c. In this example, the first check valve 114a is configured to prevent coolant from flowing from the first screw pump (SP1) 102a to the radiator 108. The second check valve 114b is configured to prevent coolant from flowing from the second screw pump (SP2) 102b toward the first screw pump (SP1) 102a, thereby diverting the coolant flow through the third check valve 114c and toward the cooler 112. The third check valve 114 c is configured to prevent the coolant from flowing back from the radiator 108 , the drive system 104 , and the cooler 112 .

[0069] Figure 5a to Figure 5f The diagram shows Figure 4 124b. Various flow states of the AVA system 100 are shown in FIG. 124c. In these figures, solid streamlines represent active flow conditions within a channel, dotted streamlines represent no flow conditions, and dashed streamlines represent channels in which flows are merged and pass through the same path. The AVA system 100 can operate under six different flow states summarized in Table 124b. In these exemplary flow charts, for illustrative purposes, the PTC heater 110 between the second screw pump 102b and the battery system 106 is again omitted in the figures.

[0070] Figure 5a The AVA system 100 is illustrated in flow state 1, wherein the first screw pump (SP1) 102a is in a forward state and the second screw pump (SP2) 102b is in a reverse state. In this state, the drive train loop 122b and the battery loop 122b are isolated. If the pressure between the two loops 122a, 122b is different enough, there may be some coolant flow from the battery loop 122b of the battery system 106 to the radiator 108 and then back into the battery loop 122b.

[0071] Figure 5b The AVA system 100 is illustrated in flow state 2, where the first screw pump (SP1) 102a is in the reverse state and the second screw pump (SP2) 102b is in the forward state. In this state, waste heat from the drive system 104 is recovered and directed to the battery system 106. In this state, the waste heat can also be directed to the cabin of the BEV (whether passengers or cargo) or to cool everything via the cooler 112, depending on the refrigerant side.

[0072] Figure 5cThe AVA system 100 is illustrated in flow state 3, wherein the first screw pump (SP1) 102a and the second screw pump (SP2) 102b are in the first state. In this state, the drive system 104 and the battery system 106 are cooled via the radiator 108. The temperature of the coolant fluid can be adjusted by independently changing or adjusting the flow rate of the first screw pump (SP1) 102a and / or the second screw pump (SP2) 102b.

[0073] Figure 5d The AVA system 100 is illustrated in flow state 4 , wherein the first screw pump ( SP1 ) 102 a is in an off state (ie, not driven, with substantially no flow), and the second screw pump ( SP2 ) 102 b is in a forward state. In this state, the battery system 106 is cooled via the radiator 108 .

[0074] Figure 5e The AVA system 100 is illustrated in flow state 5, wherein the first screw pump (SP1) 102a and the second screw pump (SP2) 102b are in a reverse state. In this state, the battery system 106 and the drive system 104 are configured to mix the coolant flow. For example, as in the previous state, the temperature of the coolant fluid can be adjusted by independently changing or adjusting the flow of the first screw pump (SP1) 102a and / or the second screw pump (SP2) 102b.

[0075] Figure 5f The AVA system 100 is illustrated in flow state 6, wherein the first screw pump (SP1) 102a is in reverse and the second screw pump (SP2) 102b is in an off state. In this state, heat from the drive system 104 can be stored if desired.

[0076] Figure 6 A system architecture of an AVA system 100 according to a fourth example is illustrated. Figure 6 The AVA system 100 with Figure 4 The AVA system 100 is substantially the same except that five additional check valves are added that are configured to restrict flow to a one-way flow through the drive system 104, in this example, from the end of the inverter 116. The five additional check valves are illustrated as a fourth check valve 114d, a fifth check valve 114e, a sixth check valve 114f, a seventh check valve 114g, and an eighth check valve 114h.

[0077] Five additional check valves are provided around the drive system 104 to restrict flow through the drive system 104 from the inverter 116 ( Figure 6104). The fourth check valve 114d is configured to prevent the coolant flow from the first screw pump (SP1) 102a from entering the drive system 104 at the end opposite to the inverter 116, and guide the coolant flow to flow into the drive system 104 at the inverter 116. The fifth check valve 114e is configured to prevent the coolant flow from the first screw pump (SP1) 102a from entering the drive system 104 at the end opposite to the inverter 116. The sixth check valve 114f is configured to prevent the coolant flow from the first screw pump (SP1) 102a from entering the drive system 104 at the end opposite to the inverter 116. The seventh check valve 114g is configured to guide the coolant flow from the radiator 108 to the drive system 104 at the inverter 116 end. The eighth check valve 114h is configured to direct coolant flow from the drive system 104 to the cooler 112 and direct the coolant flow through the radiator. The AVA system 100 may be summarized in Table 124b and previously incorporated with Figure 5a to Figure 5f Operation in six different flow regimes is described, except that flow through drive system 104 is unidirectional.

[0078] Figures 7 to 9 The diagram illustrates an architectural variation of an AVAIL system 200. The AVAIL system 200 is similar to the AVA system 100 described above, but differs in that isolated flow circuits are provided for the drive system and the battery system, including a heat exchanger (possibly a mixing chamber) to manage heat exchange between the drive train circuit 122a and the battery circuit 122b. The AVAIL system is similar to the AVA system, but has an isolated coolant circuit, which further optimizes temperature control and efficiency, thereby improving the accuracy of cooling and temperature management, and providing excellent thermal regulation for both system components.

[0079] The AVAIL system 200 employs many of the same components as the prior AVA system 100, such as a first screw pump (SP1) 102a and a second screw pump (SP2) 102b. These screw pumps facilitate operation of the AVA system 100 by circulating a coolant fluid through various BEV components, such as the drive system 104, the battery system 106, the radiator 108, the PTC heater 110 (in some cases), the cooler 112, and (depending on the design) one or more check valves (e.g., Figure 7 and Fig. 9 The first check valve 114a and the second check valve 114b are shown in FIG. Figure 8 and Fig. 9 In the example shown in , one or more liquid cooled condenser (LLC) systems are employed.

[0080] Figure 7A form of the AVAIL system 200 is illustrated in which the drive train loop 122a and the battery loop 122b are isolated by a heat exchanger 128. Using this architecture, the AVAIL system 200 can reverse the battery system 106 flow as needed to balance the temperature distribution of the battery system 106, thereby reducing battery pack degradation due to variations between battery cells. The heat exchanger 128 provides heat exchange between coolants, allowing flow to be independently controlled via a first screw pump (SP1) 102a and a second screw pump (SP2) 102b. In some examples, the heat exchanger 128 can be a conductive polymer heat exchanger or a mixing chamber. In addition, the separation provided by the architecture allows the use of dual fluids (e.g., immersion) where the dual fluids are different from each other.

[0081] Figure 8 A form of an AVAIL system 200 using one or more LLC systems 126a, 126b is illustrated, which includes a heat exchanger with a refrigerant on one side and a coolant on the other side. However, when the refrigerant changes from a gaseous state to a liquid state, it releases heat, which is transferred to the coolant (heating the coolant). The AVAIL system 200 circulates the coolant through a closed loop of, for example, heat-generating components (e.g., the drive system 104 and the battery system 106), heat exchangers (e.g., coolers 112a, 112b, radiator 108), and pumps (e.g., a first screw pump (SP1) 102a, a second screw pump (SP2) 102b, etc.), thereby effectively transferring heat away from critical areas. Providing one or more LLC systems 126a, 126b and chillers 112a, 112b in each of the powertrain loop 122a and the battery loop 122b enables the AVAIL system 200 to move or dissipate heat within the AVAIL system 200 as needed, depending on the heating / cooling requirements of the various BEV components. This can be used for thermal architectures with dual fluids (e.g., immersion). While LLC systems 126a, 126b provide high efficiency and scalability, they also face challenges, such as increased complexity and potential for leakage, requiring careful design and maintenance considerations.

[0082] Fig. 9A form of the AVAIL system 200 is illustrated that uses independent loops for each of the drive system 104 and the battery system 106. In this example, the radiator 108 is bypassed by shutting down the cooler 112a (e.g., turning off its fan) and turning off the active aero of the LLC system 126a. As the coolant passes through the LLC 126a, the cooler 112a, the radiator 108, and the drive system 104, the flow through the battery system 106 and the drive system 104 can be reversed to account for the temperature increase of the coolant. In addition, the separation provided by the architecture allows the use of dual fluids (e.g., immersion) where the dual fluids are different from each other.

[0083] In some examples, artificial intelligence (AI) can be used to detect pump status and / or flow circuit status to avoid cross-circuit flow leakage. For example, in some architectures, if the battery system 106 pump is not operating at a high enough pressure, some fluid flow may occur through check valves that separate the battery circuit 122b of the battery system 106 from the drive system circuit 122a of the drive system 104. Further, a liquid level sensor can be provided in the coolant tank to detect any imbalance, where the dual-chamber tank will show different liquid levels. In addition, while various architectures allow the radiator 108 to be in a bypass state-where the radiator 108 is excluded from the system-the bypass state can be omitted, resulting in an active wind / fan shutoff radiator 108 mode. In addition, a pure dual-circuit system with refrigerant-side complexity can be employed to effectively manage heat transfer.

[0084] Although various examples describe the use of a screw pump to provide bidirectional control, it is conceivable that, instead of a screw pump, two conventional pumps can be coupled in parallel (but oriented in opposite directions) to achieve bidirectionality. However, this will increase the number of components, complexity, and cost of the overall system compared to using a single screw pump.

[0085] Although the present method and / or system has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted without departing from the scope of the present method and / or system. In addition, many modifications may be made to adapt specific circumstances or materials to the teachings of the present disclosure without departing from the scope of the present disclosure. For example, the frames and / or components of the disclosed examples may be merged, divided, rearranged and / or otherwise modified. Therefore, the present method and / or system is not limited to the specific embodiments disclosed. Alternatively, the present method and / or system will include all embodiments that fall within the scope of the appended claims, both literally and according to the doctrine of equivalents.

Claims

1. A valveless actuation architecture system for regulating temperature in a vehicle having a battery system and a drive system, the valveless actuation architecture system comprising: First screw pump; Second screw pump; as well as a plurality of check valves fluidly coupled to at least one of the first and second screw pumps, The plurality of check valves, the first screw pump, and the second screw pump are configured to define a battery circuit and a transmission system circuit, the battery circuit is configured to regulate the temperature of the battery system, and the transmission system circuit is configured to regulate the temperature of the drive system.

2. The valveless actuation architecture system of claim 1, wherein: Each of the plurality of check valves is a passive valve.

3. The valveless actuation architecture system of claim 1, wherein: The first and second progressive cavity pumps are configured to be independently controlled and to alternate between an off state, a first direction, and a second direction opposite the first direction.

4. The valveless actuation architecture system of claim 1 , further comprising a cooler.

5. The valveless actuation architecture system of claim 4, wherein: The battery circuit includes the cooler.

6. The valveless actuation architecture system of claim 1, further comprising a heat sink.

7. The valveless actuation architecture system of claim 6, wherein: The powertrain circuit includes the radiator.

8. The valveless actuation architecture system of claim 1, further comprising a cooler and a radiator, wherein the first and second progressive cavity pumps are configured to direct coolant flow selectively through the cooler and the radiator.

9. The valveless actuation architecture system of claim 1, further comprising a positive temperature coefficient (PTC) heater, wherein the battery circuit includes the PTC heater.

10. The valveless actuation architecture system of claim 1, wherein: The plurality of check valves include a first check valve, a second check valve, a third check valve, and a fourth check valve. 11 . The valveless actuation architecture system of claim 10 , further comprising a radiator and a cooler, wherein the first check valve is configured to prevent coolant from flowing back from the radiator to the first screw pump.

12. The valveless actuation architecture system of claim 11, wherein: The second check valve is configured to prevent coolant from flowing out of the first screw pump and to divert coolant toward the radiator through the first check valve.

13. The valveless actuation architecture system of claim 12, wherein: The third check valve is configured to prevent coolant from flowing back from the cooler toward the second screw pump.

14. The valveless actuation architecture system of claim 13, wherein: The fourth check valve is configured to prevent coolant from flowing out of the second screw pump and divert coolant toward the cooler through the third check valve.

15. The valveless actuation architecture system of claim 1, wherein: The first and second progressive cavity pumps are configured to restrict flow through the drive system to one-way flow via one or more check valves of the plurality of check valves.

16. The valveless actuation architecture system of claim 1, wherein: The first and second progressive cavity pumps are configured to be controlled via a control system having a processor operatively coupled to a memory device.

17. The valveless actuation architecture system of claim 16, wherein: The control system is configured to employ artificial intelligence (AI) to monitor and control one or both of the first and second progressive cavity pumps.

18. A valveless actuation architecture system for regulating temperature in a vehicle having a battery system and a drive system, the valveless actuation architecture system comprising: First screw pump; Second screw pump, Each of the first screw pump and the second screw pump is bidirectional, and wherein each of the first screw pump and the second screw pump is configured to be independently controlled and to alternate between an off state, a first direction, and a second direction opposite to the first direction; as well as a plurality of check valves fluidly coupled to at least one of the first and second screw pumps, The plurality of check valves, the first screw pump, and the second screw pump are configured to define a battery circuit and a transmission system circuit, the battery circuit is configured to regulate the temperature of the battery system, and the transmission system circuit is configured to regulate the temperature of the drive system.

19. The valveless actuation architecture system of claim 18, further comprising a cooler and a radiator, wherein the first and second progressive cavity pumps are configured to direct coolant flow selectively through the cooler and the radiator.

20. The valveless actuation architecture system of claim 1, wherein: The first and second progressive cavity pumps are configured to restrict flow through the drive system to one-way flow via one or more check valves of the plurality of check valves.

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