Electric vehicle thermal management

Abstract

Aspects of the invention relate to a control valve arrangement (1) for controlling the circulation of coolant in an electric vehicle thermal management system (3). The control valve arrangement (1) has a bypass control valve (37) configured to control coolant flow through the battery supply conduit (20) and / or the battery bypass conduit (21). The control valve arrangement (1) has a proportional control valve (39) configured to control the proportion of coolant flowing through the heat exchanger supply conduit (26) and / or the heat exchanger bypass (27). An actuator (49) is provided to actuate the bypass control valve (37) and the proportional control valve (39). The actuator (49) includes a drive member (61) configured to actuate the bypass control valve (37) and the proportional control valve (39). Aspects of the invention also relate to a thermal management system (3) and an electric vehicle (V).

Description

Technical Field

[0001] The present disclosure relates to thermal management of electric vehicles. More specifically but not exclusively, the present disclosure relates to a control valve device for an electric vehicle thermal management system. Aspects of the invention relate to a control valve device, a thermal management system, and an electric vehicle. Background Art

[0002] It is known to provide a thermal management system for an electric vehicle to manage the temperature of vehicle components such as a traction battery and an electric drive unit. A liquid coolant circulates within the thermal management system to manage the heat load on the vehicle components. The thermal management system typically includes one or more heat exchangers for controlling the temperature of the coolant to provide cooling and heating as required. A plurality of valves are provided to control the coolant supply to the heat exchangers within the thermal management system. Different valves require different actuators to provide appropriate operating characteristics for each valve.

[0003] An object of the present invention is to solve one or more of the disadvantages associated with the prior art. Summary of the Invention

[0004] Aspects and embodiments of the present invention provide a control valve device, a thermal management system, and an electric vehicle as claimed in the appended claims.

[0005] According to one aspect of the invention, there is provided a control valve device for controlling the circulation of coolant in an electric vehicle thermal management system; the control valve device comprising:

[0006] a bypass control valve configured to control the coolant flow through a battery supply conduit and / or a battery bypass conduit;

[0007] a proportional control valve configured to control the proportion of coolant flowing through a heat exchanger supply conduit and / or a heat exchanger bypass conduit; and

[0008] an actuator, such as a rotary actuator, configured to actuate the bypass control valve and the proportional control valve.

[0009] An electric vehicle includes a battery and at least one electric drive unit. The battery can be a high-voltage (HV) battery. At least in some embodiments, the battery is a traction battery for supplying power to at least one traction motor for propelling the electric vehicle. A battery bypass conduit is configured to bypass at least some of the coolant around the battery, i.e., to turn around the battery. The electric vehicle thermal management system includes a heat exchanger. A heat exchanger bypass conduit is configured to bypass at least some of the coolant around the heat exchanger, i.e., to turn around the heat exchanger. At least in some embodiments, a proportional control valve is configured to control the proportion of coolant flowing through the heat exchanger and the proportion of coolant flowing through the heat exchanger bypass conduit (thus bypassing the heat exchanger). The proportional control valve can be continuously variable. For example, the proportional control valve can be continuously variable to adjust the proportion of coolant supplied to the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The heat exchanger can be, for example, a low-temperature heat exchanger. The heat exchanger can be configured to discharge thermal energy from the coolant after circulating through at least one electric drive unit.

[0010] Control valve means are provided to control the circulation of the coolant so as to provide cooling of vehicle systems such as the battery and / or the electric drive unit. The coolant is typically a liquid coolant. The bypass control valve and the proportional control valve are actuated together to control the circulation of the coolant. An actuator is configured to actuate both the bypass control valve and the proportional control valve. In use, the bypass control valve and the proportional control valve are actuated in unison by the actuator. At least in some embodiments, the relationship between the bypass control valve and the proportional control valve is fixed. At least in some embodiments, the dual function of the actuator can reduce the complexity of the control valve means.

[0011] The actuator can include a drive member configured to actuate the bypass control valve and the proportional control valve. Both the bypass control valve and the proportional control valve can be connected to the drive member. Using the same drive member helps to ensure that the bypass control valve and the proportional control valve operate together in a predetermined manner.

[0012] The bypass control valve is configured to control the coolant flow through the battery bypass conduit. The bypass control valve can include a valve operable to open and close the battery bypass conduit. The bypass control valve is selectively configured in an open state and a closed state. The bypass control valve is operable to open and close the battery bypass conduit, thereby selectively enabling and disabling coolant bypass around the battery.

[0013] The bypass control valve may include a first valve member that is operable to open and close the bypass control valve. The first valve member may be movable between a first position that opens the bypass control valve and a second position that closes the bypass control valve. The first valve member may, for example, translate along a linear path to open and close the bypass control valve. Alternatively, the first valve member may, for example, rotate about a rotational axis to open and close the bypass control valve. For example, the bypass control valve may include a first rotary valve member that is rotatable to open and close the bypass control valve. An actuator may be operable to rotate the first rotary valve member.

[0014] For example, the actuator may include a rotary actuator, and the operating states of the bypass control valve and the proportional control valve depend on the angular position of the actuator.

[0015] The proportional control valve may be connected to a heat exchanger bypass conduit and a heat exchanger supply conduit. The heat exchanger bypass conduit and the heat exchanger supply conduit may be connected to an inlet of the proportional control valve. An outlet of the proportional control valve may be connected to a coolant pump. Alternatively, the heat exchanger bypass conduit and the heat exchanger supply conduit may be connected to an outlet of the proportional control valve. An inlet of the proportional control valve may be connected to a coolant supply conduit that is, for example, connected to an outlet of the coolant pump. In use, the proportional valve may control the proportion of coolant supplied to the heat exchanger bypass conduit and the heat exchanger. The proportional control valve may, for example, include a three-way proportional valve.

[0016] The proportional control valve may include a second valve member. The second valve member may be movable to control the proportion of coolant flow supplied to the heat exchanger bypass conduit and the heat exchanger. The second valve member may be movable to adjust the degree to which the valve ports of the proportional control valve are opened / closed. The second valve member may, for example, translate along a linear path. Alternatively, the second valve member may, for example, rotate about a rotational axis. The proportional control valve may include a second rotary valve member that is rotatable to provide proportional control of the coolant flow through the heat exchanger bypass conduit.

[0017] At least in some embodiments, the actuator is operable to displace the first valve member and the second valve member. The actuator may, for example, be configured to rotate the first rotary valve member and the second rotary valve member.

[0018] The first rotary valve member and the second rotary valve member may be rotatable about a rotational axis. The first rotary valve member and the second rotary valve member may be offset from each other along the rotational axis.

[0019] The first rotary valve member may be capable of rotating about a first axis; and the second rotary valve member may be capable of rotating about a second axis. The first axis and the second axis may be offset from each other. The first axis and the second axis may be parallel to each other, for example. Alternatively, the first rotary valve member and the second rotary valve member may rotate about a common axis. The first axis and the second axis may be coaxial. The first rotary valve member and the second rotary valve member may be offset along the common axis.

[0020] The drive member may be a drive shaft. The first rotary valve member and the second rotary valve member may be connected to the drive shaft. The first rotary valve member and the second rotary valve member may be fastened to the drive shaft.

[0021] The first valve member and the second valve member may be connected to the drive member. The first valve member and the second valve member may be integrally formed.

[0022] The actuator may include an electromechanical actuator, such as an electric motor or a solenoid. The actuator may include a linear actuator. Alternatively, the actuator may include a rotary actuator. The operating states of the bypass control valve and the proportional control valve may be controlled according to the angular position of the rotary actuator.

[0023] The bypass control valve may be configured to close the battery bypass conduit when the rotary actuator is within a first angular range. The bypass control valve may be configured to open the battery bypass conduit when the rotary actuator is within a second angular range. The first angular range and the second angular range may be offset from each other, i.e., the first angular range and the second angular range may be non-overlapping.

[0024] Rotation of the rotary actuator in a first direction within a first angular range may gradually increase the proportion of coolant flowing through the heat exchanger bypass conduit. As the proportion of coolant flowing through the heat exchanger bypass conduit increases, there is a corresponding decrease in the proportion of coolant supplied to the heat exchanger.

[0025] Rotation of the rotary actuator in a second direction (opposite to the first direction) within a first angular range may gradually decrease the proportion of coolant flowing through the heat exchanger bypass conduit. As the proportion of coolant flowing through the heat exchanger bypass conduit decreases, there is a corresponding increase in the proportion of coolant supplied to the heat exchanger.

[0026] Rotation of the rotary actuator in a first direction within a second angular range causes the proportion of coolant flowing through the heat exchanger bypass conduit to gradually decrease. As the proportion of coolant flowing through the heat exchanger bypass conduit increases, there is a corresponding decrease in the proportion of coolant supplied to the heat exchanger.

[0027] The control valve device may include at least one cross-flow valve that is selectively configured to control the connection between the first coolant circulation loop and the second coolant circulation loop.

[0028] At least one cross-flow valve may be selectively configured to connect a first coolant circulation loop and a second coolant circulation loop. At least one cross-flow valve may be selectively configured to connect the first coolant circulation loop and the second coolant circulation loop in series. At least one cross-flow valve may be capable of selectively operating to connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop. The circulation loop may include a coolant pump.

[0029] According to another aspect of the present invention, there is provided a thermal management system for an electric vehicle including a control valve device. The control valve device may be of the type described herein.

[0030] The thermal management system may include a battery supply conduit and a battery bypass conduit. A bypass control valve may be configured to control the coolant flow through the battery bypass conduit and / or the battery supply conduit.

[0031] The thermal management system may include a heat exchanger supply conduit and a heat exchanger bypass conduit. A proportional control valve is configured to control the proportion of coolant flowing through the heat exchanger supply conduit and / or the heat exchanger bypass conduit.

[0032] The proportional valve may include: a first inlet port and a second inlet port for receiving coolant flows from the heat exchanger supply conduit and the heat exchanger bypass conduit respectively; and an outlet port for delivering the coolant flow to a coolant pump.

[0033] The proportional valve may include four valve members that are operable to gradually open and close the inlet ports and the outlet port so as to change the proportion of the coolant flow supplied from each of the first inlet port and the second inlet port to the outlet port, and thus change the proportion of the coolant flow supplied to the coolant pump.

[0034] The thermal management system may include a first coolant circulation loop and a second coolant circulation loop. The first coolant circulation loop and the second coolant circulation loop may be independent of each other. In other words, the first coolant circulation loop and the second coolant circulation loop may be separated from each other. Alternatively, the thermal management system may be selectively configured to connect the first coolant circulation loop and the second coolant circulation loop. For example, at least one cross-flow valve may be selectively provided to connect the first coolant circulation loop to the second coolant circulation loop. At least one cross-flow valve may be capable of selectively operating to connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop.

[0035] The control valve device may include at least one cross-flow valve that is selectively configured to control the connection between the first coolant circulation loop and the second coolant circulation loop.

[0036] The control valve device has been described with particular reference to a proportional control valve. It should be understood that the control valve device can be configured to provide a variable flow control valve. The variable flow control valve can be operated to controllably change the flow through the control valve device.

[0037] According to one aspect of the present invention, there is provided a control valve device for controlling the circulation of coolant in an electric vehicle thermal management system; the control valve device includes:

[0038] A bypass control valve configured to control the coolant flow through the battery supply conduit and / or the battery bypass conduit;

[0039] A variable control valve configured to control the coolant flow through the heat exchanger supply conduit and / or the heat exchanger bypass conduit; and

[0040] An actuator configured to actuate the bypass control valve and the variable control valve. The variable control valve can be continuously variable. For example, the variable control valve can be continuously variable to regulate the coolant flow through the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The actuator can include a drive member configured to actuate the bypass control valve and the variable control valve.

[0041] According to another aspect of the present invention, there is provided an electric vehicle including the control valve device as described herein.

[0042] The vehicle can include an electric powertrain and / or a traction battery. The thermal management system can be configured to manage the thermal performance of at least one electric drive unit and / or the traction battery. The control valve device can be configured to control the circulation of coolant in the thermal management system.

[0043] A thermal management system for a vehicle, the vehicle including an electric traction motor, a traction battery for powering the traction motor, an ambient radiator, a heat exchanger for controlling the temperature in the vehicle cabin for vehicle occupants, and a coolant flow circuit for circulating coolant through the battery and the motor, the coolant flow circuit including a first coolant pump and a second coolant pump and a first valve unit and a second valve unit, wherein

[0044] The first valve unit controls the bypass of the coolant flow circuit through the battery and the bypass around the ambient radiator; and

[0045] The second valve unit controls the first coolant flow loop and the second coolant flow loop of the coolant flow circuit, thereby providing three operating modes:

[0046] In the first mode, the first loop and the second loop are independent. The first loop includes a first coolant pump, a battery, a second valve unit, and a heat exchanger. The second loop includes a second coolant pump, a second valve unit, a traction motor, and an ambient radiator.

[0047] In the second mode, the first loop and the second loop are connected in series with each other; and

[0048] In the third mode, the first loop includes a first coolant pump, a battery, and a second valve unit. The second loop includes a second coolant pump, a heat exchanger, a second valve unit, a traction motor, and an ambient radiator.

[0049] According to another aspect of the present invention, there is provided a non-transitory computer-readable medium storing a set of instructions which, when executed, cause a processor to perform the method described herein.

[0050] Any control unit or controller described herein may suitably comprise a computing device having one or more electronic processors. The system may include a single control unit or electronic controller, or alternatively, different functions of the controller may be embodied or hosted in different control units or controllers. As used herein, the term "controller" or "control unit" will be understood to include both a single control unit or controller and multiple control units or controllers that operate in unison to provide any of the described control functions. To configure the controller or control unit, a suitable set of instructions may be provided which, when executed, cause the control unit or computing device to implement the control techniques specified herein. A set of instructions may be suitably embedded in the one or more electronic processors. Alternatively, a set of instructions may be provided as software stored on one or more memories associated with the controller to be executed on the computing device. The control unit or controller may be implemented as software running on one or more processors. One or more other control units or controllers may be implemented as software running on one or more processors - optionally, the same one or more processors as the first controller. Other suitable arrangements may also be used.

[0051] Within the scope of the present application, it is expressly intended that the various aspects, embodiments, examples, and alternatives, and in particular the respective features thereof, set forth in the preceding paragraphs, in the claims, and / or in the following description and drawings, can be adopted independently or in any combination. That is to say, the features of all embodiments and / or any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or to file any new claim accordingly, including the right to amend any originally filed claim to be dependent on any other claim and / or to incorporate any feature of any other claim, even though originally not claimed in this manner. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0053] Figure 1 An electric vehicle including a thermal management system having a control valve device according to an embodiment of the present invention is shown;

[0054] Figure 2 is shown in Figure 1 a schematic representation of the thermal management system shown in;

[0055] Figure 3 a partial exploded view of the control valve device provided in the thermal management system is shown;

[0056] Figure 4 A to Figure 4 D show the operation of a bypass control valve provided in the control valve device shown in Figure 3 ;

[0057] Figure 5 A to Figure 5 D show the operation of a proportional control valve provided in the control valve device shown in Figure 3 ;

[0058] Figure 6 A to Figure 6 C show the operation of a first cross-flow valve provided in the control valve device shown in Figure 3 ;

[0059] Figure 7 A to Figure 7 C show the operation of a second cross-flow valve provided in the control valve device shown in Figure 3 ;

[0060] Figure 8 a schematic representation of a control unit for controlling the operation of a valve control device according to an embodiment of the present invention is shown;

[0061] Figure 9 shows a thermal management system according to an embodiment of the present invention in a first operating mode;

[0062] Figure 10 shows a thermal management system according to an embodiment of the present invention in a second operating mode; and

[0063] Figure 11 shows a thermal management system according to an embodiment of the present invention in a third operating mode. DETAILED DESCRIPTION

[0064] A control valve device 1 for controlling the circulation of coolant in a thermal management system 3 according to an embodiment of the present invention is described herein with reference to the accompanying drawings.

[0065] In Figure 1 , the thermal management system 3 is provided in a road vehicle V such as an automobile. The vehicle V includes at least one electric drive unit 5-n and a battery unit 7. The electric drive unit or each electric drive unit 5-n includes one or more electric traction motors for propelling the vehicle V. The battery unit 7 is a high-voltage (HV) battery and is configured to supply current to at least one drive unit 5-n. In the present embodiment, the vehicle V includes: a front electric drive unit 5-1 for driving the front wheels WF of the vehicle V; and a rear electric drive unit 5-2 for driving the rear wheels WR of the vehicle V. In use, both the front electric drive unit 5-1 and the rear electric drive unit 5-2 are powered by the battery unit 7. The front electric drive unit 5-1 may include a single electric traction motor configured to drive the two front wheels WF. Similarly, the rear electric drive unit 5-2 may include a single electric traction motor configured to drive the two rear wheels WR. Alternatively, each of the front electric drive unit 5-1 and the rear electric drive unit 5-2 may include separate electric traction motors (not shown) configured to drive the respective wheels of the vehicle V. It should be understood that the thermal management system 3 may be used in a vehicle V having, for example, a single electric drive unit 5-1 driving the front wheels WF or the rear wheels WR.

[0066] Figure 2A schematic representation of a thermal management system 3 is shown. The control valve device 1 is configured to control the circulation of coolant to manage the heat loads of the front electric drive unit 5-1, the rear electric drive unit 5-2, the battery unit 7, and the vehicle cabin to achieve occupant comfort. The thermal management system 3 includes a coolant heater 11; a first heat exchanger 13; and a second heat exchanger 15. The coolant heater 11 is configured to heat the coolant, for example, to provide rapid preheating of the vehicle V's cabin (not shown). The coolant heater 11 in this embodiment is a high-voltage (HV) heater. The first heat exchanger 13 is bidirectional and can be selectively configured to cool the coolant supplied to the battery unit 7 or supply heat from the external environment to heat the coolant. Refrigerant can be pumped to the refrigerant side of the first heat exchanger 13 to operate the first heat exchanger 13 as a cooler. The supply of refrigerant can be stopped to reduce or prevent heat exchange in the first heat exchanger 13. The second heat exchanger 15 is a low-temperature heat exchanger (or low-temperature radiator) and is capable of operating to discharge heat from the coolant.

[0067] The control valve device 1 includes a first pump 53 and a second pump 55. A degassing tank 9 is provided for the second heat exchanger 15, which is also referred to as the ambient radiator. A coolant level sensor SL1 can be provided in the degassing tank 9 to measure the level of the coolant. The thermal management system 3 includes a first coolant circulation loop 17; and a second coolant circulation loop 19. Liquid coolant circulates through the first coolant circulation loop 17 and the second coolant circulation loop 19 to perform cooling of the front electric drive unit 5-1, the rear electric drive unit 5-2, and the battery unit 7. At least one coolant temperature sensor ST1 is provided to measure the temperature of the coolant. In this embodiment, the coolant temperature sensor ST1 is provided at the inlet of the second pump 55. The coolant temperature sensor ST1 measures the temperature of the coolant supplied to the second pump 55. The coolant temperature sensor ST1 can be provided elsewhere in the thermal management system 3. Optionally, an electric fan (not shown) can be provided to circulate air over the second heat exchanger 15 to facilitate cooling of the coolant.

[0068] The first coolant circulation loop 17 is configured to supply coolant to the battery cell 7. A coolant heater 11 and a first heat exchanger 13 are provided in the first coolant circulation loop 17. The coolant heater 11 is provided downstream of the battery cell 7 and is operable in use to heat the coolant. The first heat exchanger 13 is provided upstream of the battery cell 7 and can be configured in use to cool the coolant before it is introduced into the battery cell 7. As described herein, the first coolant circulation loop 17 and the second coolant circulation loop 19 can be selectively connected to each other to enable the coolant to be supplied from the first heat exchanger 13 to the front electric drive unit 5-1 and the rear electric drive unit 5-2. The first coolant circulation loop 17 includes a battery supply conduit 20, a battery bypass conduit 21, and a coolant heater bypass conduit 23. The battery supply conduit 20 is configured to supply coolant to the battery 7. The battery bypass conduit 21 can be selectively opened and closed to control the supply of coolant, thereby performing cooling of the battery cell 7. The operation of the battery bypass conduit 21 is described in more detail herein. The coolant heater bypass conduit 23 is connected in parallel with the coolant heater 11 and allows a portion of the coolant to bypass the coolant heater 11. The coolant heater bypass conduit 23 is provided in the present embodiment to reduce the pressure drop that may be caused by the flow restriction due to the coolant heater 11.

[0069] The second coolant circulation loop 19 is configured to supply coolant to the front electric drive unit 5-1 and the rear electric drive unit 5-2. A second heat exchanger 15 is provided in the second coolant circulation loop 19, downstream of the front electric drive unit 5-1 and the rear electric drive unit 5-2. In use, the second heat exchanger 15 discharges thermal energy from the coolant. As Figure 2As shown, the second coolant circulation loop 19 includes a first branch 25A and a second branch 25B for delivering coolant to the front electric drive unit 5-1 and the rear electric drive unit 5-2, respectively. The first branch 25A and the second branch 25B are connected in parallel. Both the first branch 25A and the second branch 25B are connected to the second heat exchanger 15. The second coolant circulation loop 19 includes: a heat exchanger coolant conduit 26 for supplying coolant to the second heat exchanger 15; and a heat exchanger bypass conduit 27 for selectively bypassing the second heat exchanger 15. As described herein, the control valve device 1 according to the present embodiment provides proportional control of the coolant flow rate through the heat exchanger bypass conduit 27, thereby controllably increasing or decreasing the flow through the second heat exchanger 15. The second coolant circulation loop 19 is configured to supply coolant to perform cooling of the power unit 29 associated with the front electric drive unit 5-1 or the rear electric drive unit 5-2. The power unit 29 includes an inverter / power electronics. One or more electronic control units 30A, 30B may be provided for an advanced driver assistance system (ADAS). A portion of the coolant supplied to the second branch 25B of the second coolant circulation loop 19 may be used to cool the one or more electronic control units 30A, 30B.

[0070] Referring Figure 3 , the control valve device 1 includes a first valve unit 31 and a second valve unit 33. In the present embodiment, the first valve unit 31 and the second valve unit 33 are combined in a single housing 35 (represented by a dashed line in Figure 2 ). In a variant, the first valve unit 31 and the second valve unit 33 may be separated from each other. As described herein, the first valve unit 31 and the second valve unit 33 are capable of operating independently of each other.

[0071] The first valve unit 31 includes a bypass control valve 37 (see Figure 2 ) and a proportional control valve 39 (also shown in Figure 2 ). As described herein, the bypass control valve 37 and the proportional control valve 39 may be continuously variable. The bypass control valve 37 is configured to control the coolant flow through the battery bypass conduit 21. The bypass control valve 37 is operable to open or close the battery bypass conduit 21. The proportional control valve 39 is configured to control the coolant flow through the heat exchanger bypass conduit 27 and the second heat exchanger 15. The proportional control valve 39 is operable to control the proportion of coolant flowing through each of the second heat exchanger 15 and the heat exchanger bypass conduit 27. In the present embodiment, the bypass control valve 37 and the proportional control valve 39 are rotary valves. Other types of valves are envisioned. As described herein, the bypass control valve 37 and the proportional control valve 39 are configured to operate together. The bypass control valve 37 and the proportional control valve 39 are arranged in a stacked configuration. The bypass control valve 37 and the proportional control valve 39 are along Figure 3The first axes X1 therein are offset from each other.

[0072] The second valve unit 33 includes a first cross-flow valve 41 and a second cross-flow valve 43. The first cross-flow valve 41 and the second cross-flow valve 43 are operable to control the coolant flow through the first coolant circulation loop 17 and the second coolant circulation loop 19. As described herein, the first cross-flow valve 41 and the second cross-flow valve 43 may be configured in a plurality of (cross-flow) operating modes to reconfigure the connection of the first coolant circulation loop 17 and the second coolant circulation loop 19. In the present embodiment, the first cross-flow valve 41 and the second cross-flow valve 43 operate together, preferably by a common actuator. The first cross-flow valve 41 and the second cross-flow valve 43 are arranged in a stacked configuration. The first cross-flow valve 41 and the second cross-flow valve 43 are offset from each other along Figure 3 the second axis X2 therein. In the present embodiment, the first cross-flow valve 41 and the second cross-flow valve 43 are rotary valves. Other types of valves are contemplated.

[0073] The control valve device 1 includes a first actuator 49 and a second actuator 51. The first actuator 49 is provided to operate the first valve unit 31; and the second actuator 51 is provided to actuate the second valve unit 33. In the present embodiment, the first actuator 49 and the second actuator 51 are integrated into the control valve device 1. The first actuator 49 includes a first electric motor 50, and the second actuator 51 includes a second electric motor 52. As Figure 3 shown, the first actuator 49 and the second actuator 51 are directly mounted to the housing 35 of the control valve device 1.

[0074] The first pump 53 is configured to pump coolant in the first coolant circulation loop 17 to supply coolant to the battery unit 7. The second pump 55 is configured to pump coolant in the second coolant circulation loop 19 to supply coolant to the front electric drive unit 5-1 and the rear electric drive unit 5-2. The first pump 53 and the second pump 55 are operable independently of each other. In the present embodiment, the first pump 53 and the second pump 55 are integrated into the control valve device 1. As Figure 3 shown, the first pump 53 and the second pump 55 are directly mounted to the housing 35 of the control valve device 1. By integrating the first pump 53 and the second pump 55 into the control valve device 1, the need for auxiliary conduits can be reduced or avoided. In a variant, the first pump 53 and / or the second pump 55 may be separated from the control valve device 1.

[0075] The first actuator 49 is configured to actuate a bypass control valve 37 and a proportional control valve 39 provided in the first valve unit 31. The first actuator 49 is configured to rotate a first drive member 61 about a first axis X1 to actuate the bypass control valve 37 and the proportional control valve 39. The first drive member 61 is fastened to the bypass control valve 37 and the proportional control valve 39. Rotation of the first drive member 61 causes corresponding rotation of the bypass control valve 37 and the proportional control valve 39. As described herein, the operation of the bypass control valve 37 and the proportional control valve 39 depends on the angular position of the first drive member 61. In the present embodiment, the bypass control valve 37 and the proportional control valve 39 are integrally formed with each other. In a variant, the bypass control valve 37 and the proportional control valve 39 may be formed separately and connected to each other, for example, by one or more fasteners. The first drive member 61 may be integrally formed with the proportional control valve 39 and / or the bypass control valve 37. Alternatively or additionally, the bypass control valve 37 and the proportional control valve 39 may be mounted to the first drive member 61. The first drive member 61 may include, for example, a rotatable shaft on which the bypass control valve 37 and the proportional control valve 39 are fixedly mounted. In the present embodiment, the first actuator 49 causes the first drive member 61 to selectively rotate in one direction (clockwise in the cross-sectional views shown in Figure 4 A to Figure 4 D and Figure 5 A to Figure 5 D) to configure the bypass control valve 37 and the proportional control valve 39 in one of a plurality of (bypass) operating modes. As described herein, the bypass control valve 37 and the proportional control valve 39 can be selectively configured in a first operating mode, a second operating mode, a third operating mode, and a fourth operating mode. The operation modes of the bypass control valve 37 and the proportional control valve 39 are described herein with reference to a first drive member angular position α1, which defines the angular position of the first drive member 61 relative to a reference angular position of about 0°. At least in some embodiments, the drive member 61 can rotate in opposite first and second directions to cycle through the operating modes in a different order. For example, the rotation of the drive member 61 can be reversed (counterclockwise in the cross-sectional views shown in Figure 4 A to Figure 4 D and Figure 5 A to Figure 5 D) to cause the bypass control valve 37 and the proportional control valve 39 to cycle back through their operating modes.

[0076] Figure 4 A Figure 4D shows a cross-section through the proportional control valve 39. The proportional control valve 39 is a proportional valve. In the present embodiment, the proportional control valve 39 is a 3-way proportional valve. The proportional control valve 39 includes a valve housing 63 having a first inlet port 65A, a second inlet port 65B, and an outlet port 65C. The first inlet port 65A is connected to a heat exchanger supply conduit 26 configured to supply coolant to the second heat exchanger 15. The second inlet port 65B is connected to a heat exchanger bypass conduit 27. The outlet port 65C is connected to the inlet of the second pump 55. The proportional control valve 39 is configured to proportion the coolant supplied from each of the first inlet port 65A and the second inlet port 65B to the outlet port 65C. The proportional control valve 39 proportions the supply of coolant from each of the second heat exchanger 15 and the heat exchanger bypass conduit 27 to the second pump 55. The proportional control valve 39 thus controls the proportion of coolant supplied from the second heat exchanger 15 and the heat exchanger bypass conduit 27 to the second pump 55. By varying the proportion of coolant flowing through the second heat exchanger 15, the proportional control valve 39 can control the temperature of the coolant. In a variant, the proportional control valve 39 can be configured to proportion the coolant supplied from the inlet port to a first outlet port and a second outlet port. The proportional control valve 39 can be provided, for example, upstream of the heat exchanger 15 and configured to proportion the coolant supplied from the inlet port to a first outlet port connected to the bypass 27 and a second outlet port connected to the heat exchanger 15.

[0077] The proportional control valve body 69 is disposed in the first valve housing 63 and is rotatable about a first axis X1 (extending perpendicularly out Figure 4 A to Figure 4 the page plane in D). In the present embodiment, the proportional control valve body 69 includes four (4) valve members 71A to 71D for gradually opening and closing each of the first inlet port 65A, the second inlet port 65B, and the outlet port 65C. The valve members 71A to 71D are operable to control the proportion of coolant supplied from each of the first inlet port 65A and the second inlet port 65B to the outlet port 65C. In the present embodiment, the first inlet port 65A, the second inlet port 65B, and the outlet port 65C are angularly offset from each other by approximately 120° (it should be understood that, Figure 4 A to Figure 4The angular spacing is not precisely shown in D). In the present embodiment, the valve members 71A to 71D are angularly offset from each other by approximately 90°. It should be understood that the valve members 71A to 71D may be provided at different angular positions, such as greater than or less than 90°. The valve members 71A to 71D may have a non-uniform angular distribution in the proportional control valve body 69. The flow through the first inlet port 65A, the second inlet port 65B, and the outlet port 65C depends on the angular orientation of the proportional control valve body 69. Other valve arrangements are envisioned to provide proportional control of the coolant. For example, the proportional control valve 39 may include a linear actuator for shifting the valve body along a linear path.

[0078] In Figure 5 A to Figure 5 A cross-section through the bypass control valve 37 is shown in D to A. The bypass control valve 37 controls the supply of coolant to the battery unit 7. The bypass control valve 37 includes a valve housing 83 having an inlet bypass port 85A, a first outlet bypass port 85B, and a second outlet bypass port 85C. The inlet bypass port 85A is connected to the outlet of the first pump 53. In use, the first pump 53 is operated to supply coolant to the inlet bypass port 85A of the bypass control valve 37. The first outlet bypass port 85C is connected to the battery supply conduit 20, which is configured to supply coolant to the battery unit 7. The second outlet bypass port 85B is connected to the battery bypass conduit 21. The bypass control valve 37 controls the flow into the inlet port 85A and out of the outlet ports 85B and 85C. The bypass control valve 37 is capable of being selectively configured in one of an open state and a closed state. A bypass control valve body 89 is provided in the valve housing 83, and the bypass control valve body 89 is capable of rotating about a first axis X1 (extending perpendicularly out of Figure 5 A to Figure 5 the page plane in D). The bypass control valve body 89 includes a circular section for selectively opening two of the inlet bypass port 85A, the first outlet bypass port 85C, and the second outlet bypass port 85B. In the present embodiment, the inlet bypass port 85A, the first outlet bypass port 85C, and the second outlet bypass port 85B are angularly offset from each other by approximately 120°. The flow from the inlet bypass port 85A to one of the first outlet port 85C and the second outlet port 85B depends on the angular orientation of the bypass control valve body 89. Other valve arrangements are envisioned to control the supply of coolant to the battery supply conduit 20 and / or the battery bypass conduit 21. For example, the bypass control valve 37 may include a linear actuator for shifting the valve body along a linear path.

[0079] In Figure 4Shown in A is the proportional control valve body 69 in a first operating mode (corresponding to a first drive member angular position α1 of about 0°). In the first operating mode, the first inlet port 65A and the outlet port 65C are substantially fully open; and the second inlet port 65B is substantially fully closed. The supply of coolant to the second pump 55 is at least substantially only from the second heat exchanger 15; and the heat exchanger bypass conduit 27 is at least substantially closed. In Figure 5 Shown in A is the bypass control valve body 89 in a first operating mode (corresponding to a first drive member angular position α1 of about 0°). In the first operating mode, the inlet bypass port 85A and the second outlet bypass port 85B are substantially fully open; and the first outlet bypass port 85C is substantially fully closed. The coolant from the first pump 53 is at least substantially only supplied to the battery bypass conduit 21. Since the second outlet bypass port 85B is substantially fully closed, the supply of coolant to the battery unit 7 is at least substantially inhibited.

[0080] In Figure 4 Shown in B is the proportional control valve body 69 in a second operating mode (corresponding to a first drive member angular position α1 of about 45°). In the second operating mode, the first inlet port 65A is substantially fully closed; and the second inlet port 65B is substantially fully open. The outlet port 65C is partially open and is sufficient to allow flow through the outlet port 65C. It should be noted that in the illustrated embodiment, the outlet port 65C is not fully open because, relative to the size of the outlet port 65C, the configuration of the valves 71A to 71D means that only a portion of the outlet port 65C is always open, where the valves cover the outlet port 65C to some extent even in the open position. However, opening the port 65C in this way still allows sufficient flow through the outlet port 65C.

[0081] Thus, in this second operating mode, the supply of coolant to the second pump 55 is at least substantially only from the heat exchanger bypass conduit 27; and the second heat exchanger 15 is at least substantially closed. The rotation of the proportional control valve body 69 from the first operating mode to the second operating mode gradually increases the proportion of coolant supplied to the second pump 55 from the heat exchanger bypass conduit 27, and correspondingly decreases the proportion of coolant supplied to the second pump 55 from the second heat exchanger 15. In Figure 5 Shown in B is the bypass control valve body 89 in a second operating mode (corresponding to a first drive member angular position α1 of about 45°). In the second operating mode, the inlet bypass port 85A and the second outlet bypass port 85B are substantially fully open; and the first outlet bypass port 85C is substantially fully closed. Thus, the supply of coolant is unchanged compared to the arrangement of the bypass control valve body 89 in the first operating mode (shown in Figure 5 A).

[0082] In Figure 4 C, the proportional control valve body 69 in the third operating mode (corresponding to a first drive member angular position α1 of about 90°) is shown. In the third operating mode, the first inlet port 65A and the outlet port 65C are substantially fully open; and the second inlet port 65B is substantially fully closed. The supply of coolant to the second pump 55 is at least substantially only from the second heat exchanger 15; and the heat exchanger bypass conduit 27 is at least substantially closed. The rotation of the proportional control valve body 69 from the second operating mode to the third operating mode gradually reduces the proportion of coolant supplied to the second pump 55 from the heat exchanger bypass conduit 27, and correspondingly increases the proportion of coolant supplied to the second pump 55 from the second heat exchanger 15. In Figure 5 C, the bypass control valve body 89 in the third operating mode (corresponding to a first drive member angular position α1 of about 90°) is shown. In the third operating mode, the inlet bypass port 85A and the first outlet bypass port 85C are substantially fully open; and the second outlet bypass port 85B is substantially fully closed. The coolant from the first pump 53 is at least substantially only supplied to the battery unit 7. The second outlet bypass port 85B is substantially fully closed, and the supply of coolant to the battery bypass conduit 21 is at least substantially inhibited.

[0083] In Figure 4 D, the proportional control valve body 69 in the fourth operating mode (corresponding to a first drive member angular position α1 of about 135°) is shown. In the fourth operating mode, the first inlet port 65A is closed, and the outlet port 65C is partially open. The second inlet port 65B is fully open. The supply of coolant to the second pump 55 is at least substantially only from the heat exchanger bypass conduit 27, and the second heat exchanger 15 is at least substantially closed. The rotation of the proportional control valve body 69 from the third operating mode to the fourth operating mode gradually increases the proportion of coolant supplied to the second pump 55 from the heat exchanger bypass conduit 27, and correspondingly reduces the proportion of coolant supplied to the second pump 55 from the second heat exchanger 15. In Figure 5 D, the bypass control valve body 89 in the fourth operating mode (corresponding to a first drive member angular position α1 of about 135°) is shown. In the fourth operating mode, the inlet bypass port 85A and the first outlet bypass port 85C are substantially fully open; and the second outlet bypass port 85B is substantially fully closed. Thus, the supply of coolant is unchanged compared to the arrangement of the bypass control valve body 89 in the third operating mode (shown in Figure 5 C).

[0084] Thus, at different angular positions of the drive member 61, between 0 degrees and 135 degrees of rotation, the coolant flow through the heat exchanger 15 can be proportionally controlled (controlled to any ratio between all the flow through the exchanger 15 (duct 26) and all the flow bypassing the exchanger 15 (duct 27)), while at the same time, all the flow through the battery cell 7 (duct 20) is switched to all the flow bypassing the battery cell 7 (duct 21).

[0085] The valve arrangement is carefully configured such that a hybrid mode movement through the battery 7 or the second heat exchanger 15 (where a proportion of the flow passes through the battery 7 and a proportion of the flow passes through the battery bypass duct 21, and a proportion of the flow passes through the second heat exchanger 15 and a proportion of the flow passes through the bypass of the second heat exchanger 15) does not result in a change in the flow rate through the other of the battery 7 / battery bypass 21 and the second heat exchanger 15 / bypass of the second heat exchanger 27.

[0086] Except optionally returning from the fourth operating mode to the first operating mode, the rotational positions of the drive member 61 between 135 degrees and 360 degrees are not employed.

[0087] Referring again to Figure 2 and Figure 3 , the first cross-flow valve 41 and the second cross-flow valve 43 are provided in the second valve unit 33 and are selectively configured to control the coolant flow through the first coolant circulation loop 17 and the second coolant circulation loop 19. A second actuator 51 is provided to control the operation of the first cross-flow valve 41 and the second cross-flow valve 43. The second actuator 51 is configured to rotate the second drive member 91 about the second axis X2 to actuate the first cross-flow valve 41 and the second cross-flow valve 43. The second drive member 91 is fastened to the first cross-flow valve 41 and the second cross-flow valve 43. Rotation of the second drive member 91 causes corresponding rotation of the first cross-flow valve 41 and the second cross-flow valve 43. As described herein, the operation of the first cross-flow valve 41 and the second cross-flow valve 43 depends on the angular position of the second drive member 91. In the present embodiment, the first cross-flow valve 41 and the second cross-flow valve 43 are integrally formed with each other. In a variant, the first cross-flow valve 41 and the second cross-flow valve 43 can be formed separately and connected to each other, for example, by one or more fasteners. The second drive member 91 can be integrally formed with the first cross-flow valve 41 and / or the second cross-flow valve 43. Alternatively or additionally, the first cross-flow valve 41 and the second cross-flow valve 43 can be mounted to the second drive member 91. The second drive member 91 can, for example, include a rotatable shaft to which the first cross-flow valve 41 and the second cross-flow valve 43 are fixedly mounted. In the present embodiment, the second actuator 51 causes the second drive member 91 to selectively rotate in one direction (at Figure 6 A to Figure 6 C and Figure 7 A to Figure 7In the cross-sectional view shown in C (clockwise when viewed from the front), it rotates upward to configure the first cross-flow valve 41 and the second cross-flow valve 43 in a first operation mode, a second operation mode, and a third operation mode. In this article, the operation modes of the first cross-flow valve 41 and the second cross-flow valve 43 are described with reference to the angular position α2 of the second drive member (which defines the angular position of the second drive member 91 relative to a reference angular position of approximately 0°).

[0088] In Figure 6 A to Figure 6 A cross-section through the first cross-flow valve 41 is shown in FIGS. A to C. The first cross-flow valve 41 includes a first cross-flow valve housing 93 having a first cross-flow port, a second cross-flow port, a third cross-flow port, and a fourth cross-flow port 95A to 95D. The first cross-flow port 95A and the third cross-flow port 95C of the first cross-flow valve 41 are connected to the second coolant circulation loop 19. The second cross-flow port 95B and the fourth cross-flow port 95D of the first cross-flow valve 41 are connected to the first coolant circulation loop 17. The first cross-flow port 95A of the first cross-flow valve 41 is an inlet port configured to receive coolant from the second pump 55. The second cross-flow port 95B of the first cross-flow valve 41 is an inlet port configured to indirectly receive coolant from the first pump 53. The third cross-flow port 95C of the first cross-flow valve 41 is an outlet port configured to discharge coolant that is supplied from one of the first cross-flow port 95A and the second cross-flow port 95B. The fourth cross-flow port 95D of the first cross-flow valve 41 is an outlet port configured to discharge coolant that is supplied from the other of the first cross-flow port 95A or the second cross-flow port 95B. A first cross-flow valve body 99 is provided in the first cross-flow valve housing 93, and the first cross-flow valve body 99 is rotatable about a second axis X2. In the present embodiment, the first cross-flow valve body 99 includes opposing valve members 101A, 101B that are configured to control the coolant flow through the first coolant circulation loop 17 and the second coolant circulation loop 19. The first cross-flow valve body 99 is rotated by a second drive member 91 to control the flow path through the first cross-flow valve 41. When the flow is directed from the first cross-flow port 95A to the third cross-flow port 95C and from the second cross-flow port 95B to the fourth cross-flow port 95D, the first cross-flow valve 41 is in a "parallel" state. In the opposite sense, when the flow is directed from the first cross-flow port 95A to the fourth cross-flow port 95D and from the second cross-flow port 95B to the third cross-flow port 95C, the first cross-flow valve 41 is in a "cross" state.

[0089] In Figure 7 A to Figure 7A cross-section through the second cross-flow valve 43 is shown in C. The second cross-flow valve 43 includes a second cross-flow valve housing 113 having a first cross-flow port, a second cross-flow port, a third cross-flow port, and fourth cross-flow ports 115A to 115D. The first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are connected to the second coolant circulation loop 19. The second cross-flow port 115B and the fourth cross-flow port 115D are connected to the second coolant circulation loop 19. The first cross-flow port 115A of the second cross-flow valve 43 is an inlet port configured to receive coolant from the third cross-flow port 95C of the first cross-flow valve 41. The second cross-flow port 115B of the second cross-flow valve 43 is an inlet port configured to indirectly receive coolant from the first heat exchanger 13. The third cross-flow port 115C of the second cross-flow valve 43 is an outlet port configured to supply coolant to the first drive unit 5-1 and the second drive unit 5-2, with the coolant being supplied from one of the first cross-flow port 115A and the second cross-flow port 115B. The fourth cross-flow port 115D is an outlet port configured to supply coolant to the first pump 53, with the coolant being supplied from the other of the first cross-flow port 115A and the second cross-flow port 115B. A second cross-flow valve body 119 is provided in the second cross-flow valve housing 113, and the second cross-flow valve body 119 is rotatable about a second axis X2. In the present embodiment, the second cross-flow valve body 119 includes opposing valve members 121A, 121B configured to control the flow of coolant through the first coolant circulation loop 17 and the second coolant circulation loop 19. The second cross-flow valve body 119 is rotated by a second drive member 91 to control the flow path through the second cross-flow valve 43. When the flow is directed from the first cross-flow port 115A to the third cross-flow port 115C and from the second cross-flow port 115B to the fourth cross-flow port 115D, the second cross-flow valve 43 state is regarded as "parallel". In the opposite sense, when the flow is directed from the first cross-flow port 115A to the fourth cross-flow port 115D and from the second cross-flow port 115B to the third cross-flow port 115C, the second cross-flow valve 43 state is regarded as "crossed".

[0090] In Figure 6 The first cross-flow valve body 99 in the first operating mode (corresponding to a second drive member angular position α2 of 0°) is shown in A. In the first operating mode, the first cross-flow port 95A and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other; and the second cross-flow port 95B and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other. In Figure 7The second cross-flow valve body 119 in the first operating mode (corresponding to the second drive member angular position α2 of 0°) is shown in A. In the first operating mode, the first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other. In the first operating mode, the first cross-flow valve 41 and the second cross-flow valve 43 are configured to keep the first coolant circulation loop 17 and the second coolant circulation loop 19 separated from each other. The first pump 53 pumps coolant through the first coolant circulation loop 17. The second pump 55 pumps coolant through the second coolant circulation loop 19. In the first operating mode, there is active cooling of the battery unit 7; and active cooling of the front electric drive unit 5-1 and the rear electric drive unit 5-2. The battery unit 7 and the front electric drive unit 5-1 and the rear electric drive unit 5-2 are connected in parallel. The first operating mode may be applicable, for example, during preheating.

[0091] In Figure 6 The first cross-flow valve body 99 in the second operating mode (corresponding to the second drive member angular position α2 of approximately 45°) is shown in B. In the second operating mode, the first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other; and the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other. In Figure 7The second cross-flow valve body 119 in the second operating mode (corresponding to the second drive member angular position α2 of about 45°) is shown in B. The operating configuration of the second cross-flow valve 43 remains unchanged compared to the first operating mode. In particular, the first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other. Thus, when the first cross-flow valve body 99 is in the first operating mode, the second cross-flow valve 43 keeps the first coolant circulation loop 17 and the second coolant circulation loop 19 separated from each other. In the second operating mode, the battery unit 7 and the first drive unit 5-1 and the second drive unit 5-2 are connected in series. The coolant is pumped by the second pump 55 into the first coolant circulation loop 17 and through the first heat exchanger 13. Then, the coolant is pumped by the first pump 53 into the battery unit 7. Then, the coolant is diverted by the first cross-flow valve 41 into the second coolant circulation loop 19 and supplied to the front electric drive unit 5-1 and the rear electric drive unit 5-2, and then the coolant passes through the second heat exchanger 15 before being fed back to the second pump 55. In the second operating mode, the second heat exchanger 15 can operate to discharge heat from the coolant. The reduced temperature of the coolant can facilitate the cooling of the battery unit 7 and the front electric drive unit 5-1 and the rear electric drive unit 5-2. The battery unit 7 and the front electric drive unit 5-1 and the rear electric drive unit 5-2 are connected in series. In this position, it can be arranged that there is no ambient heat exchange through the first heat exchanger 13. The refrigerant side of the first heat exchanger 13 can be inactive (i.e., no refrigerant is pumped to the first heat exchanger 13), and substantially no heat exchange occurs in the first heat exchanger 13. Thus, there is active cooling of the battery unit 7; and active cooling of the front electric drive unit 5-1 and the rear electric drive unit 5-2.

[0092] In Figure 6 The first cross-flow valve body 99 in the third operating mode (corresponding to the second drive member angular position α2 of about 90°) is shown in C. The operating configuration of the first cross-flow valve 41 remains unchanged compared to the second operating mode. In particular, the first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other; and the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other. In Figure 7The second cross-flow valve body 119 in the third operation mode (corresponding to the second drive member angular position α2 of about 90°) is shown in C. In the third mode, the first cross-flow port 115A and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other. Thus, the second cross-flow valve 43 also connects the first coolant circulation loop 17 to the second coolant circulation loop 19. In the third operation mode, the coolant in the second coolant circulation loop 19 is directly pumped from the second pump 55 to the first heat exchanger 13 in the first coolant circulation loop 17, then returns to the second coolant circulation loop 19, and is supplied to the first drive unit 5-1, the second drive unit 5-2, and the second heat exchanger 15. The first pump 53 is configured to circulate the coolant passing through the battery unit 7 within a shortened loop that includes sections of the first coolant circulation loop 17 and the second coolant circulation loop 19.

[0093] Thus, at different angular positions of the drive member 91, between 0 degrees and 90 degrees of rotation, in the first operation mode, the coolant flows are controlled independently of each other through the two loops 17, 19; in the second operation mode, the coolant flows entirely through the two loops in series with each other; and in the third operation mode, the coolant flows mostly through the two loops in series, but with a short independent loop passing through the battery unit 7. The control of the angular position of the drive shaft 91 is described further below. It should be understood that once the drive shaft 91 has rotated through 180 degrees, the first cross-flow valve 41 and the second cross-flow valve 43 revert from the third operation mode to the first operation mode.

[0094] A controller 150 is provided for controlling the operation of the control valve device 1, and in particular for operating the first actuator 49 and the second actuator 51 to control the angular positions of the first drive shaft 61 and the second drive shaft 91 of the first valve unit 31 and the second valve unit 33. As Figure 8Schematically shown, the controller 150 includes at least one electronic processor 155 and a system memory 160. A set of computing instructions is stored on the system memory 160. When the computing instructions are executed, the computing instructions cause the system memory 160 to perform the methods described herein. The at least one electronic processor 155 is configured to output a first control signal CS1 and a second control signal CS2 to control a first actuator 49 and a second actuator 51, respectively. The first actuator 49 and the second actuator 51 can be controlled independently of each other to provide independent control of the first valve unit 31 and the second valve unit 33. The at least one electronic processor 155 can be configured to receive electrical signals from a coolant level sensor SL1 and / or a coolant temperature sensor ST1. The electronic processor 155 also receives electrical signals from other sensors S1, S2, S3 associated with the vehicle and / or other control signals derived from other vehicle functions. The coolant temperature sensor ST1 measures the temperature of the coolant supplied from the second heat exchanger 15 and the cryogenic heat exchanger bypass conduit 27. The controller 150 is configured to control the proportional control valve 39 according to the temperature of the coolant measured by the coolant temperature sensor ST1. In particular, the controller 150 is configured to control the proportion of the coolant supplied from the second heat exchanger 15 and the cryogenic heat exchanger bypass conduit 27. The controller 150 can be configured to control the proportional control valve 39 to achieve a target temperature of the coolant supplied to the second pump 55.

[0095] In Figure 9 , Figure 10 and Figure 11 the operation of the control valve device 1 in the first operation mode, the second operation mode, and the third operation mode of the cross-flow valves 41, 43 is shown.

[0096] In Figure 9 the control valve device 1 in the first operation mode is shown. The second valve control unit 33 is configured such that the first cross-flow valve body 119 is in the first operation mode (shown in Figure 6 A). The first cross-flow port 95A and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other; and the second cross-flow port 95B and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other. The second cross-flow valve body 119 is in the first operation mode (shown in Figure 7 A). The first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other. The first heat exchanger 13 can be selectively activated (i.e., turned on) or deactivated (i.e., turned off) according to the operating conditions. The first valve control unit 31 is selectively configured to provide the following operating conditions:

[0097] M1 - A: Pre - heating mode (climate support within the first temperature range, e.g., - 40°C to - 10°C):

[0098] · The coolant heater 11 is turned on, thus feeding heat to the first heat exchanger 13;

[0099] · The first heat exchanger 13 is turned on (e.g., dissipating heat into the vehicle cabin);

[0100] · The bypass control valve 37 is configured to bypass the battery unit 7.

[0101] M1 - A2: Battery pre - heating mode (pre - heating within the second temperature range, e.g., - 10°C to + 5°C):

[0102] · The coolant heater 11 is turned on (supplying heated coolant to the battery unit 7);

[0103] · The first heat exchanger 13 is turned off;

[0104] · The bypass control valve 37 is configured to supply coolant to the battery unit 7.

[0105] M1 - B: Regulation mode:

[0106] · The coolant heater 11 is turned off;

[0107] · The first heat exchanger 13 is turned off;

[0108] · The battery self - heats up;

[0109] · The bypass control valve 37 is configured to supply coolant to the battery unit 7.

[0110] M1 - C: Maximum cooling:

[0111] · The coolant heater 11 is turned off;

[0112] · The first heat exchanger 13 is turned on;

[0113] · The bypass control valve 37 is configured to supply coolant to the battery unit 7.

[0114] In Figure 10 the control valve device 1 in the second operating mode is shown. The second valve control unit 33 is configured such that the first cross - flow valve body 119 is in the second operating mode (shown in Figure 6 B). The first cross - flow port 95A and the fourth cross - flow port 95D of the first cross - flow valve 41 are in fluid communication with each other; and the second cross - flow port 95B and the third cross - flow port 95C of the first cross - flow valve 41 are in fluid communication with each other. The second cross - flow valve body 119 is in the second operating mode (in Figure 7(shown in B). The first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other. The first heat exchanger 13 can be selectively activated (i.e., turned on) or deactivated (i.e., turned off) according to the operating conditions. The first valve control unit 31 is selectively configured to provide the following operating conditions:

[0115] M2-A: Electric drive units (5-1, 5-2) Battery unit 7 Heat sharing mode:

[0116] · The front electric drive unit 5-1 and / or the rear electric drive unit 5-2 dissipate heat;

[0117] · The proportional control valve 39 is configured to bypass the second heat exchanger 15 (reduce or not perform

[0118] ambient cooling);

[0119] · The first heat exchanger 13 is turned off;

[0120] · The coolant heater 11 is turned off;

[0121] · The bypass control valve 37 is configured to supply coolant to the battery unit 7;

[0122] ·· The battery is heated by the waste heat from the front electric drive unit 5-1 and the rear electric drive unit 5-2. M2-B: Battery unit 7 cooling mode:

[0123] · The front electric drive unit 5-1 and / or the rear electric drive unit 5-2 dissipate heat;

[0124] · The proportional control valve 39 is configured to supply coolant to the second heat exchanger 15 (cool

[0125] to the atmosphere);

[0126] · The first heat exchanger 13 is turned off;

[0127] · The coolant heater 11 is turned off;

[0128] · The bypass control valve 37 is configured to supply coolant to the battery unit 7;

[0129] · The battery is cooled by the coolant supplied from the second heat exchanger 15.

[0130] M2-C: Heat pump recovery:

[0131] · The front electric drive unit 5-1 and / or the rear electric drive unit 5-2 dissipate heat;

[0132] · The proportional control valve 39 is configured to bypass the second heat exchanger 15 (reduce or not perform

[0133] Environmental cooling);

[0134] · The first heat exchanger 13 is turned on - (heat is dissipated to the passenger compartment);

[0135] · The coolant heater 11 is turned off;

[0136] · The bypass control valve 37 is configured to supply coolant from the first heat exchanger 13 (the battery is cooled by the coolant supplied from the first heat exchanger 13); or the bypass control valve 37 is configured to bypass the battery unit 7 (when battery cooling is not required).

[0137] In Figure 11 the control valve device 1 in the third operation mode is shown. The second valve control unit 33 is configured such that the first cross-flow valve body 119 is in the third operation mode (shown in Figure 6 C). The first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other; and the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other. The second cross-flow valve body 119 is in the third operation mode (shown in Figure 7 C). The first cross-flow port 115A and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other. The first heat exchanger 13 can be selectively activated (i.e., turned on) or deactivated (i.e., turned off) according to the operating conditions. The first valve control unit 31 is selectively configured to provide the following operating conditions:

[0138] M3 - A: Heat recovery mode of the heat pump electric drive unit:

[0139] · The proportional control valve 39 is configured to bypass the second heat exchanger 15 (reduce or not perform

[0140] environmental cooling);

[0141] · The first heat exchanger 13 is turned on (heat is dissipated to the passenger compartment);

[0142] · The bypass control valve 37 is configured to supply coolant to the battery unit 7;

[0143] · The coolant heater 11 is turned on (active battery heating).

[0144] M3 - B: Passenger compartment - priority heat recovery mode of the heat pump electric drive unit:

[0145] · The proportional control valve 39 is configured to bypass the second heat exchanger 15 (reduce or not perform

[0146] environmental cooling);

[0147] · The first heat exchanger 13 is turned on (heat is dissipated to the passenger compartment);

[0148] · The bypass control valve 37 is configured to supply coolant to the battery unit 7;

[0149] · The coolant heater 11 is turned off (to maintain the battery temperature).

[0150] It should be understood that various changes and modifications can be made to the present invention without departing from the scope of the present application.

Claims

1. A control valve device (1) for controlling the circulation of coolant in a thermal management system of an electric vehicle; the control valve device includes: A bypass control valve (37) configured to control the coolant flow through a battery supply conduit (20) and / or a battery bypass conduit (21); A proportional control valve (39) configured to control the proportion of coolant flowing through a heat exchanger supply conduit and / or a heat exchanger bypass conduit (27); And An actuator (49) configured to actuate the bypass control valve (37) and the proportional control valve (39).

2. The control valve device (1) according to claim 1, wherein, The bypass control valve (37) includes a valve capable of operating to open and close the battery bypass conduit (21).

3. The control valve device (1) according to claim 1 or claim 2, wherein, The bypass control valve (37) includes a first rotary drive member (61) capable of rotating to open and close the bypass control valve (37).

4. The control valve device (1) according to any one of claims 1, 2 or 3, wherein, The proportional control valve (39) includes a second rotary valve member (69) capable of rotating to provide proportional control of the coolant flow through the heat exchanger bypass conduit (27).

5. The control valve device (1) according to claim 4, wherein, The first rotary valve member (61) and the second rotary valve member (69) are capable of rotating about a rotation axis; The first rotary valve member and the second rotary valve member are offset from each other along the rotation axis.

6. The control valve device (1) according to any one of the preceding claims, wherein, The actuator (49) includes a rotary actuator, and the operating states of the bypass control valve (37) and the proportional control valve (39) depend on the angular position of the actuator (49).

7. The control valve device (1) according to claim 6, wherein, The bypass control valve (37) is configured to close the battery bypass conduit (21) when the actuator (49) is within a first angular range; and the bypass control valve (37) is configured to open the battery bypass conduit (21) when the actuator (49) is within a second angular range.

8. The control valve device (1) according to claim 7, wherein, Rotation of the actuator (49) in the first angular range in a first direction causes the proportion of coolant flowing through the heat exchanger bypass conduit (27) to gradually increase.

9. The control valve device (1) according to claim 8, wherein, Rotation of the actuator (49) in the second angular range in the first direction causes the proportion of coolant flowing through the heat exchanger bypass conduit (27) to gradually decrease.

10. The control valve device according to any one of the preceding claims, including at least one cross-flow valve (41, 43), the at least one cross-flow valve being configured to selectively control the connection between a first coolant circulation loop (17) and a second coolant circulation loop (19).

11. The control valve device according to claim 10, wherein, The at least one cross-flow valve (41, 43) is configured to selectively connect the first coolant circulation loop (17) and the second coolant circulation loop (19) in series.

12. A thermal management system for an electric vehicle (V) including the control valve device (1) according to any one of the preceding claims.

13. The thermal management system according to claim 12, including a battery supply conduit (20) and a battery bypass conduit (21); Among them, The bypass control valve is configured to control the coolant flow through the battery supply conduit (20) and / or the battery bypass conduit (21).

14. The thermal management system according to claim 12 or claim 13, comprising a heat exchanger supply conduit and a heat exchanger bypass conduit (27); Among them, The proportional control valve (39) is configured to control the proportion of coolant flowing through the heat exchanger supply conduit and / or the heat exchanger bypass conduit (27).

15. An electric vehicle (V) comprising a control valve device according to any one of claims 1 to 11.

16. The electric vehicle (V) according to claim 15, comprising at least one electric drive unit (5-1, 5-2), a traction battery (7) and a thermal management system, the thermal management system being configured to manage the thermal performance of the at least one electric drive unit (5-1, 5-2) and / or the traction battery (7); the control valve device (1) is configured to control the circulation of coolant in the thermal management system.

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