Electric vehicle thermal management

Abstract

An electric vehicle thermal management system includes: a battery unit (7); an electric drive unit (5-1, 5-2); a heat exchanger (15); a cross flow valve unit (33); and a coolant network (17, 18, 19) for supplying coolant to the battery unit (7), the electric drive unit (5-1, 5-2), the heat exchanger (15) and the cross-flow valve unit (33), where the cross-flow valve unit (33) is configured to control coolant flow through the coolant network by separating the coolant network into two parallel network configurations in a parallel loop mode of operation, the two parallel network configurations comprise a first coolant circulation loop comprising a battery (7) and a second coolant circulation loop comprising an electric drive unit (5-1, 5-2) and a heat exchanger (15), the crossflow valve unit (33) further comprising a communication port, the first coolant circulation loop and the second coolant circulation loop are coupled to each other to allow coolant to flow between the first coolant circulation loop and the second coolant circulation loop when there is a pressure difference between a coolant flow through the first coolant circulation loop and a coolant flow through the second coolant circulation loop.

Description

Technical Field

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

[0002] Thermal management systems are known for electric vehicles to manage the temperature of vehicle components such as traction batteries and electric drive units. 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 as needed to provide cooling and heating. A plurality of valves are provided to control the coolant supply to the heat exchangers within the thermal management system. Different actuators are required for different valves to provide appropriate operating characteristics for each valve.

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

[0004] According to one aspect of the present invention, an electric vehicle thermal management system includes: a battery unit; an electric drive unit; a heat exchanger; a cross-flow valve unit; and a coolant network for supplying coolant to the battery unit, the electric drive unit, the heat exchanger, and the cross-flow valve unit. The cross-flow valve unit may be configured to control the coolant flow through the coolant network by dividing the coolant network into two parallel network configurations in a parallel loop operation mode, the two parallel network configurations including a first coolant circulation loop containing the battery and a second coolant circulation loop containing the electric drive unit and the heat exchanger. The cross-flow valve unit further includes a communication port to allow coolant to flow between the first coolant circulation loop and the second coolant circulation loop when there is a pressure difference between the coolant flow through the first coolant circulation loop and the coolant flow through the second coolant circulation loop.

[0005] Providing the communication port means that when the electric vehicle thermal management system configures the coolant network to operate in a parallel loop mode and in the case where the temperature of the coolant in one coolant loop is higher compared to the coolant in other coolant loops, the pressure difference that occurs between the coolant loops will cause the coolant to flow from one coolant loop to the other coolant loop through the communication port. By enabling the coolant to be metered and exchanged between the coolant loops, a degassing tank is not required between these loops. This means that regardless of the cross-flow operation mode in which the thermal management system is configured, only one degassing tank needs to be included for the entire coolant network.

[0006] In an embodiment of the present invention, the coolant network also supplies coolant to an additional heat exchanger.

[0007] By way of example, the cross-flow valve unit can be configured to control coolant flow through a coolant network in a first parallel loop operation mode, in which a first coolant circulation loop includes an additional heat exchanger.

[0008] By way of another example, the cross-flow valve unit can be configured to control coolant flow through a coolant network in a second parallel loop operation mode, in which a second coolant circulation loop includes an additional heat exchanger.

[0009] The cross-flow valve unit can also be configured to divide the coolant network into a series network configuration in a series loop operation mode, the series network configuration including a first coolant circulation loop and a second coolant circulation loop in series.

[0010] In some examples, the cross-flow valve unit can include a first cross-flow valve and a second cross-flow valve that are rotary valves.

[0011] The first cross-flow valve and the second cross-flow valve can be offset from each other along the cross-flow valve unit axis and are configured to be operated by an actuator.

[0012] For example, the first cross-flow valve and the second cross-flow valve can be capable of being operated by a common actuator.

[0013] The first cross-flow valve and the second cross-flow valve are arranged in a stacked configuration in a common valve body. This provides a convenient packaging solution for the first cross-flow valve and the second cross-flow valve.

[0014] The common valve body can be provided with restricted openings located in the common valve body, for example in the bottom plate of the cross-flow valve body, to define communication ports.

[0015] The electric vehicle thermal management system can further include: a battery bypass control valve for a battery unit, the battery bypass control valve being configured to control coolant flow through a battery supply conduit and / or a battery bypass conduit; a heat exchanger bypass control valve for a heat exchanger, the heat exchanger bypass control valve being configured to control coolant flow through a heat exchanger supply conduit and / or a heat exchanger bypass conduit; and a second actuator configured to actuate the battery bypass control valve and the heat exchanger bypass control valve.

[0016] The electric vehicle thermal management system can further include a single degassing tank for a second coolant circulation loop, but the degassing tank is the only degassing tank in the entire network.

[0017] According to another aspect of the present invention, there is provided a control valve device for an electric vehicle thermal management system for the foregoing aspect.

[0018] According to a further aspect of the present invention, there is provided an electric vehicle comprising the electric vehicle thermal management system of the foregoing aspect.

[0019] It will be understood that the preferred and / or optional features of the present invention may be incorporated singly or in any suitable combination.

[0020] Examples which are beneficial to the understanding of the present invention are described below.

[0021] According to an example which is beneficial to the understanding 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 comprising:

[0022] a battery bypass control valve configured to control the flow of coolant through a battery supply conduit and / or a battery bypass conduit;

[0023] an ambient radiator control valve configured to control the proportion of coolant flowing through a heat exchanger supply conduit and / or a heat exchanger bypass conduit; and

[0024] an actuator configured to actuate the battery bypass control valve and the ambient radiator control valve.

[0025] The electric vehicle includes a battery and at least one electric drive unit. The battery may be a high voltage (HV) battery. At least in some examples, the battery is a traction battery for supplying power to at least one traction motor for propelling the electric vehicle. The battery bypass conduit is configured to bypass at least some of the coolant around the battery, i.e., divert around the battery. The electric vehicle thermal management system includes a heat exchanger. The heat exchanger bypass conduit is configured to bypass at least some of the coolant around the heat exchanger, i.e., divert around the heat exchanger. At least in some examples, the ambient radiator 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 ambient radiator control valve may be continuously variable. For example, the ambient radiator control valve may be continuously variable to regulate the proportion of coolant supplied to the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The heat exchanger may be, for example, a low temperature heat exchanger. The heat exchanger may be configured to discharge heat from the coolant after circulating through at least one electric drive unit.

[0026] A control valve device is provided to control the circulation of coolant, thereby providing cooling for vehicle systems such as batteries and / or electric drive units. The coolant is typically a liquid coolant. The battery bypass control valve and the ambient radiator control valve are actuated together to control the circulation of coolant. The actuator is configured to actuate both the battery bypass control valve and the ambient radiator control valve. In use, the battery bypass control valve and the ambient radiator control valve are actuated consistently by the actuator. At least in some examples, the relationship between the battery bypass control valve and the ambient radiator control valve is fixed. At least in some examples, the dual function of the actuator can reduce the complexity of the control valve device.

[0027] The actuator may include a drive member configured to actuate the battery bypass control valve and the ambient radiator control valve. Both the battery bypass control valve and the ambient radiator control valve may be connected to the drive member. Using the same drive member helps ensure that the battery bypass control valve and the ambient radiator control valve operate together in a predetermined manner.

[0028] The battery bypass control valve is configured to control the flow of coolant through the battery bypass conduit. The battery bypass control valve may include a valve capable of operating to open and close the battery bypass conduit. The bypass is selectively configured to be in an open state and a closed state. The battery bypass control valve is capable of operating to open and close the battery bypass conduit, thereby selectively enabling and disabling bypassing of the coolant around the battery.

[0029] The battery bypass control valve may include a first valve member capable of operating to open and close the battery bypass control valve. The first valve member may be capable of moving between a first position opening the battery bypass control valve and a second position closing the battery bypass control valve. The first valve member may translate, for example, along a linear path to open and close the battery bypass control valve. Alternatively, the first valve member may rotate, for example, about a rotation axis to open and close the battery bypass control valve. For example, the battery bypass control valve may include a first rotary valve member capable of rotating to open and close the battery bypass control valve. The actuator may be capable of operating to rotate the first rotary valve member.

[0030] The ambient radiator 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 the inlet of the ambient radiator control valve. The outlet of the ambient radiator 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 the outlet of the ambient radiator control valve. The inlet of the ambient radiator control valve may be connected to a coolant supply conduit, for example, to the outlet of a coolant pump. In use, a proportional valve may control the proportion of coolant supplied to the heat exchanger bypass conduit and the heat exchanger. The ambient radiator control valve may include, for example, a three-way proportional valve.

[0031] The ambient radiator 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 of opening / closing of the valve ports of the ambient radiator control valve. The second valve member may translate, for example, along a linear path. Alternatively, the second valve member may rotate, for example, about a rotational axis. The ambient radiator 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.

[0032] In at least some examples, the actuator is operable to displace the first valve member and the second valve member. The actuator may be configured, for example, to rotate the first rotary valve member and the second rotary valve member.

[0033] 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.

[0034] The first rotary valve member may be rotatably rotatable about a first axis; and the second rotary valve member may be rotatable 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.

[0035] 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.

[0036] 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.

[0037] 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 battery bypass control valve and the ambient radiator control valve may be controlled according to the angular position of the rotary actuator.

[0038] The battery bypass control valve may be configured to close the battery bypass conduit when the rotary actuator is within a first angular range. The battery 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.

[0039] Rotation of the rotary actuator within a first angular range in a first direction can 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, the proportion of coolant supplied to the heat exchanger correspondingly decreases.

[0040] Rotation of the rotary actuator within the first angular range in a second direction (opposite to the first direction) can 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, the proportion of coolant supplied to the heat exchanger correspondingly increases.

[0041] Rotation of the rotary actuator within a second angular range in the first direction gradually decreases the proportion of coolant flowing through the heat exchanger bypass conduit. As the proportion of coolant flowing through the heat exchanger bypass conduit increases, the proportion of coolant supplied to the heat exchanger correspondingly decreases.

[0042] The control valve device may include at least one cross-flow valve configured to selectively control the connection between a first coolant circulation loop and a second coolant circulation loop.

[0043] The at least one cross-flow valve may be configured to selectively connect the first coolant circulation loop and the second coolant circulation loop. The at least one cross-flow valve may be configured to selectively connect the first coolant circulation loop and the second coolant circulation loop in series. The at least one cross-flow valve may be operable to selectively connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop.

[0044] According to a further example that is beneficial for understanding the present invention, a thermal management system for an electric vehicle including a control valve device is provided. The control valve device may be of the type described herein.

[0045] The thermal management system may include a battery supply conduit and a battery bypass conduit. A battery bypass control valve may be configured to control the flow of coolant through the battery bypass conduit and / or the battery supply conduit.

[0046] The thermal management system may include a heat exchanger supply conduit and a heat exchanger bypass conduit. An ambient radiator control valve is configured to control the proportion of coolant flowing through the heat exchanger supply conduit and / or the heat exchanger bypass conduit.

[0047] 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 configured to selectively connect the first coolant circulation loop and the second coolant circulation loop. For example, at least one cross-flow valve may be provided to selectively connect the first coolant circulation loop to the second coolant circulation loop. The at least one cross-flow valve may be operable to selectively connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop.

[0048] The control valve device may include at least one cross-flow valve configured to selectively control the connection between the first coolant circulation loop and the second coolant circulation loop.

[0049] The control valve device has been described herein with particular reference to the ambient radiator control valve. It should be understood that the control valve device may be configured to provide a variable flow control valve. The variable flow control valve may be operated to controllably change the flow through the control valve device. By way of example that is helpful in understanding the present invention, there is provided a control valve device for controlling the circulation of coolant in a thermal management system of an electric vehicle, the control valve device comprising:

[0050] a battery bypass control valve configured to control the flow of coolant through a battery supply conduit and / or a battery bypass conduit;

[0051] a variable control valve configured to control the flow of coolant through a heat exchanger supply conduit and / or a heat exchanger bypass conduit; and

[0052] an actuator configured to actuate the battery bypass control valve and the variable control valve. The variable control valve may be continuously variable. For example, the variable control valve may be continuously variable to regulate the flow of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The actuator may include a drive member configured to actuate the battery bypass control valve and the variable control valve.

[0053] By way of a further example that is helpful in understanding the present invention, there is provided an electric vehicle including the control valve device as described herein.

[0054] The vehicle may include an electric powertrain and / or a traction battery. The thermal management system may be configured to manage the thermal characteristics of at least one electric drive unit and / or the traction battery. The control valve device may be configured to control the circulation of coolant in the thermal management system.

[0055] According to a further example that is helpful for understanding the present invention, a thermal management system for a vehicle is provided. The thermal management system includes an electric traction motor, a traction battery that powers 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 includes a first coolant pump and a second coolant pump, and a first valve unit and a second valve unit, wherein

[0056] the first valve unit controls the bypass of the coolant flow circuit through the battery and the bypass around the ambient radiator; and

[0057] the second valve unit controls a first coolant flow loop and a second coolant flow loop of the coolant flow circuit, thereby providing three operating modes:

[0058] In the first mode, the first loop and the second loop are independent. The first loop includes the first coolant pump, the battery, the second valve unit, and the heat exchanger. The second loop includes the second coolant pump, the second valve unit, the traction motor, and the ambient radiator.

[0059] In the second mode, the first loop and the second loop are connected in series with each other; and

[0060] In the third mode, the first loop includes the first coolant pump, the battery, and the second valve unit. The second loop includes the second coolant pump, the heat exchanger, the second valve unit, the traction motor, and the ambient radiator.

[0061] According to a further example that is helpful for understanding the present invention, a non-transitory computer-readable medium storing a set of instructions is provided. The instructions, when executed, cause a processor to perform the methods described herein.

[0062] 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, the 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. The set of instructions may suitably be embedded in the one or more electronic processors. Alternatively, the 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 in software running on one or more processors. One or more other control units or controllers may be implemented in 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.

[0063] 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 set forth in the preceding paragraphs, in the claims and / or in the following description and drawings may be adopted independently or in any combination. That is, all embodiments and / or the features of any embodiment may 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 initially not claimed in this way. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] 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:

[0065] 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;

[0066] Figure 2 Shows Figure 1 An example schematic representation of the thermal management system shown;

[0067] Figure 3 A partial exploded view of the control valve device provided in the thermal management system is shown;

[0068] Figure 4 A to Figure 4 D illustrate the operation of the battery bypass control valve provided in the Figure 3 control valve device shown;

[0069] Figure 5 A to Figure 5 D illustrate the operation of the heat exchanger bypass control valve provided in the Figure 3 control valve device shown;

[0070] Figure 6 is a graph showing Figure 4 A to Figure 4 D of the battery bypass control valve and Figure 5 A to Figure 5 D of the heat exchanger control valve;

[0071] Figure 7 A to Figure 7 C illustrate the operation of the first cross-flow valve provided in the Figure 3 control valve device shown;

[0072] Figure 8 A to Figure 8 C illustrate the operation of the second cross-flow valve provided in the Figure 3 control valve device shown;

[0073] Figure 9 shows a schematic representation of a control unit for controlling the operation of a valve control device according to an embodiment of the present invention;

[0074] Figure 10 shows a thermal management system according to an embodiment of the present invention in a first operating mode;

[0075] Figure 11 shows a thermal management system according to an embodiment of the present invention in a second operating mode;

[0076] Figure 12 shows a thermal management system according to an embodiment of the present invention in a third operating mode;

[0077] Figures 13 to 33 shows a thermal management system according to an embodiment of the present invention in various discrete operating modes;

[0078] Figure 34 shows an example valve body provided in the control valve device; and

[0079] Figure 35 shows Figure 34 an alternative view of the valve body. DETAILED DESCRIPTION

[0080] The present disclosure describes 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 with reference to the accompanying drawings.

[0081] 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 (EDU) 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 unit 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 such a vehicle V that has, for example, a single electric drive unit 5-1 for driving the front wheels WF or the rear wheels WR.

[0082] Figure 2 A schematic representation of the thermal management system 3 including coolant networks 17, 18, 19 is shown in . The control valve device 1 is configured to control the circulation of the 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 cabin (not shown) of the vehicle V. The coolant heater 11 in the present embodiment is a high voltage (HV) heater. The first heat exchanger 13 is bidirectional and may be configured to selectively cool the coolant supplied to the battery unit 7 or selectively supply heat from the external environment to heat the coolant. Refrigerant may be pumped to the refrigerant side of the first heat exchanger 13 to cause the first heat exchanger 13 to operate as a cooler. The supply of the refrigerant may 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.

[0083] 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 coolant networks 17, 18, 19 include at least some of the above components that are fluidly connected in a group. The coolant network of the thermal management system 3 can be partitioned into one or more network configurations. For example, the coolant network can include a first coolant loop 17, a second coolant loop 18, and a third coolant loop 19. The liquid coolant circulates through the first coolant loop 17, the second coolant loop 18, and the third coolant loop 19 to effect the cooling of the front electric drive unit 5-1 and the rear electric drive unit 5-2 as well as the battery unit 7. At least one coolant temperature sensor ST1 is provided for measuring the temperature of the coolant. In the present embodiment, the coolant temperature sensor ST1 is provided at the inlet for 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. An electric fan (not shown) can be optionally provided to circulate air above the second heat exchanger 15 to facilitate the cooling of the coolant.

[0084] As described herein, the coolant networks 17, 18, 19 can be configured to selectively include the second coolant loop 18 and the third coolant loop 19 in parallel, or include one large series coolant loop in which all three coolant loops are combined in series. Generally, the battery unit 7 is present in the second coolant loop 18, while the electric drive units 5-1, 5-2 are present in the third coolant loop 19. As will be described below, additional components can be present in any of the coolant loops. The coolant networks 17, 18, 19 are capable of being configured to combine or partition the coolant supply between the battery unit 7 and the electric drive units 5-1, 5-2. Additionally, and in the case where the coolant networks 17, 18, 19 are configured such that the second coolant loop 18 and the third coolant loop 19 are arranged in parallel, there are two configurations for placing the first coolant loop 17 including the first heat exchanger 13 in series with either the second coolant loop 18 or the third coolant loop 19.

[0085] The second coolant circulation loop 18 is configured to supply coolant to the battery unit 7. The coolant heater 11 is laid in series with the battery unit 7 and in a portion of the coolant networks 17, 18, 19 in which the coolant heater and the battery unit 7 coexist in the second coolant loop 18. In Figure 2In the example coolant network shown, the first coolant loop 17, which includes the first heat exchanger 13, is also placed in series with the second coolant circulation loop 18, although this is optionally dependent on the coolant network configuration. 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 in this example and may be configured in use to cool the coolant before it is introduced into the battery cell 7. The second coolant circulation loop 18 includes a battery supply conduit 20, a battery bypass conduit 21, and a coolant heater bypass conduit 23. The battery supply conduit 20 may be selectively metered to control the supply of coolant to the battery 7. Similarly, the battery bypass conduit 21 may be selectively metered to control the supply of the remainder of the coolant that is not supplied to the battery supply conduit 20. The operation of the battery bypass conduit 21 is described in more detail herein. The coolant heater 11 includes an internal bypass that is parallel to the heat exchanger portion of the coolant heater 11. The internal bypass allows a portion of the coolant to bypass the heat exchanger of the coolant heater 11. The internal bypass of the coolant heater 11 is provided to reduce the pressure drop that may be caused by flow restrictions due to the heat exchanger of the coolant heater 11.

[0086] The third coolant loop 19 is configured to supply coolant to the front electric drive unit 5-1 and the rear electric drive unit 5-2. The second heat exchanger 15 is laid in a portion of the coolant network in which the second heat exchanger is always present downstream of the front electric drive unit 5-1 and the rear electric drive unit 5-2 in the third coolant loop 19. In use, the second heat exchanger 15 extracts, transfers, or dissipates heat energy from the coolant flowing through it. As Figure 2As shown, the third coolant loop 19 includes a first branch 25A and a second branch 25B for respectively delivering coolant to the front electric drive unit 5-1 and the rear electric drive unit 5-2. The first branch 25A and the second branch 25B are permanently arranged in parallel. The first branch 25A and the second branch 25B re-converge after the electric drive units 5-1, 5-2, and the coolant flow from the first branch 25A and the second branch 25B continues to the second heat exchanger 15. The third coolant loop 19 includes: a second heat exchanger supply conduit 26 for supplying coolant to the second heat exchanger 15; and a second 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 a proportional control of the coolant flow through the heat exchanger bypass conduit 27, thereby controllably increasing or decreasing the flow through the second heat exchanger 15. The third coolant loop 19 is configured to supply coolant to perform the 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 third coolant loop 19 may be used to cool the one or more electronic control units 30A, 30B.

[0087] Referring to Figure 3 , the control valve device 1 includes a first valve unit 31 or a bypass valve unit, and a second valve unit 33 or a cross-flow valve unit. 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.

[0088] The first valve unit 31 includes a battery bypass control valve 37 (see Figure 2 ) and a second heat exchanger bypass control valve 39 (also shown in Figure 2(shown in). As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 can be continuously variable. The battery bypass control valve 37 is arranged in series with the second coolant loop 18 and is configured to control the ratio of the coolant flow between the battery bypass supply conduit 20 and the battery bypass conduit 21. Thus, the bypass control valve 37 can be operated to control the ratio of the coolant flow between the battery cell 7 and the battery bypass conduit 21. The second heat exchanger bypass control valve 39 is arranged in series with the third coolant loop 19 and is configured to control the ratio of the coolant flow through the second heat exchanger supply conduit 26 and the second heat exchanger bypass conduit 27. Thus, the ratio control valve 39 can be operated to control the ratio of the coolant flowing through each of the second heat exchanger 15 and the second heat exchanger bypass conduit 27. As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 can be configured in a plurality of bypass operation modes to configure the ratio of the coolant bypassing the battery cell 7 or the second heat exchanger 15. It should be noted that there are bypass operation modes in which the coolant does not bypass the battery cell 7 or the second heat exchanger 15, as will be illustrated below. The battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are rotary valves in the present embodiment, however, other types of valves are envisioned. As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are configured to operate together. The battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are arranged in a stacked configuration. The battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are offset from each other along Figure 3 the first axis X1 in

[0089] 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 can be operated to selectively configure the coolant network by controlling the coolant flow through the first coolant loop 17, the second coolant loop 18, and the third coolant loop 19. As described herein, the first cross-flow valve 41 and the second cross-flow valve 43 can be configured in a plurality of cross-flow operation modes to reconfigure the connections of the coolant loops 17, 18, 19. In the present embodiment, the first cross-flow valve 41 and the second cross-flow valve 43 operate together, preferably together 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 in. The first cross-flow valve 41 and the second cross-flow valve 43 are rotary valves in the present embodiment, however, other types of valves are envisioned.

[0090] The control valve device 1 includes a first actuator 49 - alternatively referred to as a bypass actuator, and a second actuator 51 - alternatively referred to as a cross-flow actuator. The first actuator 49 is provided to operate the first valve unit 31, while 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, while 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.

[0091] A first pump 53 is provided in a part of the coolant networks 17, 18, 19, in a position where the first pump is always configured to pump coolant in the second coolant circulation loop 18 to supply coolant to the battery unit 7. A second pump 55 is provided in a part of the coolant networks 17, 18, 19, in a position where the second pump is always configured to pump coolant in the third coolant 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 can operate 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 can be separate from the control valve device 1.

[0092] The first actuator 49 is configured to actuate a battery bypass control valve 37 and a second heat exchanger bypass 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 battery bypass control valve 37 and the second heat exchanger bypass control valve 39. The first drive member 61 is fastened to the battery bypass control valve 37 and the second heat exchanger bypass control valve 39. Rotation of the first drive member 61 causes corresponding rotation of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39. As described herein, the operation of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 depends on the angular position of the first drive member 61. In the present embodiment, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are integrally formed with each other. In a variant, the battery bypass control valve 37 and the second heat exchanger bypass 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 second heat exchanger bypass control valve 39 and / or the battery bypass control valve 37. Alternatively or additionally, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 may be mounted to the first drive member 61. The first drive member 61 may include, for example, a rotatable shaft to which the battery bypass control valve 37 and the second heat exchanger control valve 39 are fixedly mounted. In the present embodiment, the first actuator 49 rotates the first drive member 61 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 selectively configure the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 in one of a plurality of (bypass) operating modes. As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are selectively capable of being configured consistently in a first operating mode, a second operating mode, a third operating mode, and a fourth operating mode. The operating modes of the battery bypass control valve 37 and the second heat exchanger bypass 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 may be rotated 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 may 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 battery bypass control valve 37 and the second heat exchanger bypass control valve 39 to cycle back through their operating modes.

[0093] In Figure 4 A toFigure 4 A transverse cross-section through the second heat exchanger bypass control valve 39 is shown in D. The second heat exchanger bypass control valve 39 is a proportional valve. In the present embodiment, the second heat exchanger bypass control valve 39 is a three-way proportional valve. The second heat exchanger bypass 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 the outlet of the second heat exchanger 15 to receive the cooled coolant from the second heat exchanger 15. The second inlet port 65B is connected to the second heat exchanger bypass conduit 27. The outlet port 65C is connected to the inlet of the second pump 55. The second heat exchanger bypass control valve 39 is configured to proportion the coolant supplied to the outlet port 65C from each of the first inlet port 65A and the second inlet port 65B. The second heat exchanger bypass 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 second heat exchanger bypass control valve 39 thus controls the ratio of the coolant supplied from the second heat exchanger 15 to the second pump 55 and the coolant supplied from the heat exchanger bypass conduit 27 to the second pump 55. To facilitate such selectively proportional flow, the outlet port 65C may have an enlarged orifice or at least two orifices compared to the inlet ports 65A, 65B such that the outlet port 65C may never be fully closed during operation. By varying the ratio of the coolant flowing through the second heat exchanger 15, the second heat exchanger bypass control valve 39 can control the temperature of the coolant. In a variant, the second heat exchanger bypass control valve 39 may be configured to proportion the coolant supplied to a first outlet port and a second outlet port from an inlet port. The second heat exchanger bypass control valve 39 may be provided, for example, upstream of the heat exchanger 15 and configured to proportion the coolant supplied from an inlet port to a first outlet port connected to the second heat exchanger bypass 27 and a second outlet port connected to the second heat exchanger 15. In this example, the inlet port may have an enlarged orifice or at least two orifices compared to the outlet ports such that the inlet port may never be fully closed during operation.

[0094] The second heat exchanger bypass control valve body 69 is disposed in the first valve housing 63 and is capable of rotating about a first axis X1 (at Figure 4 A to Figure 4rotates vertically out of the page plane) In the present embodiment, the second heat exchanger bypass control valve body 69 includes two (2) valve members 71A, 71B for gradually opening and closing each of the first inlet port 65A and the second inlet port 65B. As described above, the outlet port 65C may be configured such that the valve members 71A, 71B may only always partially obscure the opening of the outlet port 65C. The valve members 71A, 71B 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, for example, approximately 120°. The valve members 71A, 71B have a non-uniform angular distribution within the second heat exchanger bypass control valve body 69. The flow through the first inlet port 65A and the second inlet port 65B depends on the angular orientation of the second heat exchanger bypass control valve body 69. Other valve arrangements are envisioned to provide proportion control of the coolant. For example, the second heat exchanger bypass control valve 39 may include a linear actuator for shifting the valve body along a linear path.

[0095] In Figure 5 A to Figure 5 A cross-section through the battery bypass control valve 37 is shown in D. The battery bypass control valve 37 controls the supply of coolant to the battery cell 7. The battery bypass control valve 37 includes a valve housing 83 having an inlet port 85A, a first outlet port 85B, and a second outlet port 85C. The inlet 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 port 85A of the battery bypass control valve 37. The first outlet port 85B is connected to the battery bypass conduit 21, which is configured to bypass or pass coolant around the battery cell 7. The second outlet bypass port 85C is connected to the battery supply conduit 20. The battery bypass control valve 37 is a proportional valve because the flow entering the inlet port 85A can exit through either or both of the ports 85B and 85C. The battery bypass control valve 37 can be configured to selectively divert the coolant flow to either the battery cell 7 or the battery bypass conduit 21 or both the battery cell 7 and the battery bypass conduit 21. A battery bypass control valve body 89 is provided within the valve housing 83, and the battery bypass control valve body 89 is capable of rotating about a first axis X1 (in Figure 5 A to Figure 5(rotating out of the page plane perpendicularly in D). The battery bypass control valve body 89 includes a circular segment for selectively opening either one or both of the first outlet bypass port 85B and the second outlet bypass port 85C. The inlet bypass port 85A, the first outlet bypass port 85B, and the second outlet bypass port 85C are angularly offset from each other, for example, by approximately 120°. The flow from the inlet bypass port 85A to either one or both of the first outlet port 85B and the second outlet port 85C depends on the angular orientation of the battery bypass control valve body 89. Other valve arrangements are contemplated to control the supply of coolant to the battery supply conduit 20 and / or the battery bypass conduit 21. For example, the battery bypass control valve 37 may include a linear actuator for shifting the valve body along a linear path.

[0096] In Figure 4 FIG. A shows the second heat exchanger bypass control valve body 69 in a first bypass operating mode (corresponding to a first drive member angular position α1 of approximately 0°). In the first bypass 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 FIG. A shows the battery bypass control valve body 89 in a first bypass operating mode (corresponding to a first drive member angular position α1 of approximately 0°). In the first bypass operating mode, the inlet bypass port 85A and the first outlet bypass port 85B are substantially fully open, and the second 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. The second outlet bypass port 85C is substantially fully closed, and the supply of coolant to the battery cell 7 is at least substantially inhibited.

[0097] In Figure 4Shown in B is the second heat exchanger bypass control valve body 69 in a second bypass operation mode (corresponding to a first drive member angular position α1 of, for example, approximately 45°). In this second operation mode, the first inlet port 65A is substantially fully closed, and the second inlet port 65B and the outlet port 65C are substantially fully open. The outlet port 65C is partially open to enable flow through the outlet port 65C. It should be noted that in the illustrated embodiment, the outlet port 65C is not fully open because the dimensions and positions of the valve members 71A, 71B relative to the dimensions of the outlet port 65C are configured such that only a portion of the outlet port 65C is always inhibited. However, opening the port 65C in this manner still enables sufficient flow through the outlet port 65C.

[0098] Thus, in this second bypass operation 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 second heat exchanger bypass control valve body 69 from the first bypass operation mode to the second bypass operation mode gradually increases the proportion of coolant supplied from the heat exchanger bypass conduit 27 to the second pump 55 and correspondingly decreases the proportion of coolant supplied from the second heat exchanger 15 to the second pump 55. In Figure 5 Shown in B is the battery bypass control valve body 89 in a second bypass operation mode (corresponding to a first drive member angular position α1 of, for example, approximately 45°). In the second bypass operation mode, the inlet bypass port 85A and the first outlet bypass port 85B are substantially fully open, and the second outlet bypass port 85C is substantially fully closed. Thus, although the angle of the battery bypass valve control valve body 89 is angularly offset, the supply of coolant is unchanged relative to the arrangement of the battery bypass control valve body 89 in the first bypass operation mode (shown in Figure 5 A).

[0099] In Figure 4 Shown in C is the second heat exchanger bypass control valve body 69 in a third bypass operation mode (corresponding to a first drive member angular position α1 of, for example, approximately 90°). In the third bypass operation mode, the second inlet port 65B and the outlet port 65C remain substantially fully open, and the first inlet port 65B remains substantially fully closed. The supply of coolant to the second pump 55 is at least substantially only from the second heat exchanger bypass conduit 27, and the flow through the second heat exchanger 15 is at least substantially inhibited. In Figure 5The battery bypass control valve body 89 in the third bypass operation mode (corresponding to, for example, a first drive member angular position α1 of approximately 90°) is shown in C. In the third bypass operation mode, the inlet bypass port 85A and the second outlet bypass port 85C are substantially fully open, and the first outlet bypass port 85B is substantially fully closed. The coolant from the first pump 53 is supplied at least substantially only to the battery cell 7. The first outlet bypass port 85B is substantially fully closed, and the supply of coolant to the battery bypass conduit 21 is at least substantially inhibited. The rotation of the battery bypass control valve body 89 from the second bypass operation mode to the third bypass operation mode gradually increases the proportion of the coolant supplied from the first pump 53 to the battery cell 7, and correspondingly decreases the proportion of the coolant supplied from the first pump 53 to the battery bypass conduit 21.

[0100] In Figure 4 The second heat exchanger bypass control valve body 69 in the fourth bypass operation mode (corresponding to, for example, a first drive member angular position α1 of approximately 135°) is shown in D. In the fourth bypass operation 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 flow of coolant from the second heat exchanger bypass conduit 27 is at least substantially inhibited. The rotation of the second heat exchanger bypass control valve body 69 from the third bypass operation mode to the fourth bypass operation mode gradually decreases the proportion of the coolant supplied from the second heat exchanger bypass conduit 27 to the second pump 55, and correspondingly increases the proportion of the coolant supplied from the second heat exchanger 15 to the second pump 55. In Figure 5 The battery bypass control valve body 89 in the fourth bypass operation mode (corresponding to, for example, a first drive member angular position α1 of approximately 135°) is shown in D. In the fourth bypass operation mode, the inlet bypass port 85A and the second outlet bypass port 85C are substantially fully open, and the first outlet bypass port 85B is substantially fully closed. Thus, the supply of coolant is unchanged relative to the arrangement of the bypass control valve body 89 in the third bypass operation mode (shown in Figure 5 C).

[0101] Thus, among different angular positions of the drive member 61, between rotations of, for example, 0 degrees and 135 degrees, the coolant flow can be proportionally controlled through the second heat exchanger 15 (controlled to any proportion between all flow through the second heat exchanger 15 (second heat exchanger supply conduit 26) and all flow bypassing the exchanger 15 (second heat exchanger bypass conduit 27)), and at the same time, the coolant flow can be proportionally controlled through the battery unit 7 (controlled to any proportion between all flow through the battery unit 7 (battery supply conduit 20) and all flow bypassing the battery unit 7 (battery bypass conduit 21)). The control of the angular position of the drive shaft 61 is further described below.

[0102] Figure 6 is a graph showing how the operations of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 achieve the various different flow combinations described above. Figure 6 The upper graph of shows the flow rate through the second heat exchanger 15 (second heat exchanger supply conduit 26) and the flow rate bypassing the second heat exchanger 15 (second heat exchanger bypass conduit 27) according to the angular position of the first drive member 61 caused by the actuator 49. Figure 6 The lower graph of shows the flow rate through the battery unit 7 (battery supply conduit 20) and the flow rate bypassing the battery unit 7 (battery bypass conduit 21) according to the angular position of the first drive member 61. For example, it can be seen in the upper graph that a first "mixed bypass operation mode" is achieved through the first angular range (shown in the region between the vertical lines a and b), in which the flow through the second heat exchanger 15 gradually decreases and the flow through the second heat exchanger bypass conduit 27 gradually increases. In this first mixed mode of the second heat exchanger bypass control valve 39, there is a complete coolant flow that remains substantially constant through the battery bypass conduit 21.

[0103] As the first drive member 61 moves through the second angular range (shown in the region between the vertical lines b and c), when the supply directly from the second heat exchanger 15 is substantially inhibited, further angular rotation of the first drive member 61 does not cause a change in the flow, and the flow rate through the second heat exchanger bypass conduit 27 remains substantially constant, and the flow rate directly from the second heat exchanger 15 remains substantially inhibited. Through this second angular range, the flow rate through the battery bypass conduit 21 also does not change. The flow rate through the battery 7 itself also remains substantially inhibited.

[0104] As the first drive member 61 moves between the third angular range (shown in the region between the vertical lines c and d), the flow rate through the battery bypass conduit 21 gradually decreases, while the coolant flow through the battery supply conduit 20 gradually increases. This is the second "mixed bypass operation mode" of the valve arrangement. During this second mixed bypass operation mode, the angular movement of the first drive member 61 does not affect the flow rate through the second heat exchanger bypass conduit 27, and the flow rate through the second heat exchanger bypass conduit 27 remains substantially constant. The flow rate directly through the second heat exchanger 15 is substantially suppressed.

[0105] As the first drive member 61 moves through the fourth angular range (shown in the region between the vertical lines d and e), the flow continues through the battery supply conduit 20 and remains substantially constant. The flow through the second heat exchanger bypass conduit 27 also remains substantially constant. The flow directly from the second heat exchanger 15 remains substantially suppressed.

[0106] As the first drive member 61 moves through the fifth angular range (shown in the region between the vertical lines e and f), there is a third "mixed bypass operation mode" in which the flow rate through the second heat exchanger bypass conduit 27 gradually decreases and the flow rate through the second heat exchanger 15 gradually increases. Through this third mixing stage, the flow rate through the battery supply conduit 20 remains substantially constant, and the flow through the battery bypass conduit 21 is substantially suppressed.

[0107] It will be understood from the foregoing description that the first mixed bypass operation mode, the second mixed bypass operation mode, and the third mixed bypass operation mode are completely independent of each other, such that if there is a mixed flow through the second heat exchanger bypass conduit 27 around the second heat exchanger 15 and through the second heat exchanger 15 itself, there will not be a mixed flow through the battery supply conduit 20 and the battery bypass conduit 21 in the second coolant loop 18 in the same mode. The same is true when there is a mixed flow through the battery supply conduit 20 and the battery bypass conduit 21; there will not be a mixed flow through the second heat exchanger 15 in the third coolant loop 19.

[0108] The rotational position of the drive member 61 between, for example, 135 degrees and 360 degrees is not used, unless optionally returning from the fourth bypass operation mode to the first bypass operation mode.

[0109] Thus, there are seven discrete bypass operation modes of the first valve unit 31, which are summarized in Table 1 below. Table 1 - Bypass operation modes

[0110]

[0111] Referring again to Figure 2 and Figure 3, a first cross-flow valve 41 and a second cross-flow valve 43 are provided in the second valve unit 33 and are configured to selectively control the coolant flow through the coolant network (17, 18, 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 a second drive member 91 about a 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. The rotation of the second drive member 91 causes a corresponding and consistent 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 may be formed separately and connected to each other, for example, by one or more fasteners. The second drive member 91 may 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 may be mounted to the second drive member 91. The second drive member 91 may include, for example, 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 rotate in one direction (clockwise in the cross-sectional views shown in FIGS. A to C) to selectively configure the first cross-flow valve 41 and the second cross-flow valve 43 in a first cross-flow operation mode, a second cross-flow operation mode, and a third cross-flow operation mode. The cross-flow operation modes of the first cross-flow valve 41 and the second cross-flow valve 43 are described herein with reference to the second drive member angular position α2, which defines the angular position of the second drive member 91 relative to a reference angular position of approximately 0°. Figure 7 A to Figure 7 C and Figure 8 A to C as shown in the cross-sectional views) to rotate to selectively configure the first cross-flow valve 41 and the second cross-flow valve 43 in a first cross-flow operation mode, a second cross-flow operation mode, and a third cross-flow operation mode. The cross-flow operation modes of the first cross-flow valve 41 and the second cross-flow valve 43 are described herein with reference to the second drive member angular position α2 (which defines the angular position of the second drive member 91 relative to a reference angular position of approximately 0°).

[0112] In Figure 7 A to Figure 7A transverse cross-section through the first cross-flow valve 41 is shown in 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 fourth cross-flow ports 95A to 95D. The first cross-flow port 95A of the first cross-flow valve 41 is connected to the third coolant loop 19, the second cross-flow port 95B of the first cross-flow valve 41 is connected to the second coolant loop 18, the third cross-flow port 95C of the first cross-flow valve 41 is directly connected to the first cross-flow port 115A of the second cross-flow valve 43, and the fourth cross-flow port 95D of the first cross-flow valve 41 is connected to the first coolant 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 configured to discharge coolant to the outlet port of the second cross-flow valve 43, with the coolant being supplied from one of the first cross-flow port 95A or the second cross-flow port 95B. The fourth cross-flow port 95D of the first cross-flow valve 41 is configured to discharge coolant to the outlet port of the second coolant loop 18, with the coolant being supplied from the other of the first cross-flow port 95A or the second cross-flow port 95B. A first cross-flow valve body portion 99 of a cross-flow valve body 98 is provided in the first cross-flow valve housing 93, and the first cross-flow valve body portion 99 is rotatable about a second axis X2. In the present embodiment, the first cross-flow valve body portion 99 includes opposing valve members 101A, 101B configured to control the coolant flow through the coolant loops 17, 18, 19. The first cross-flow valve body portion 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 state is regarded as "parallel". 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 state is regarded as "crossed".

[0113] In Figure 8 A to Figure 8A 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 of the second cross-flow valve 43 is directly connected to the third cross-flow port 95C of the first cross-flow valve 41, the second cross-flow port 115B is connected to the first coolant loop 17, the third cross-flow port 115C of the second cross-flow valve 43 is connected to the third coolant loop 19, and the fourth cross-flow port 115D is connected to the second coolant loop 18. 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 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, 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, 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 portion 119 of the cross-flow valve body 98 is provided in the second cross-flow valve housing 113, and the second cross-flow valve body portion 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 coolant flow through the coolant loops 17, 18, 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".

[0114] In Figure 7 The first cross-flow valve body portion 99 in the first cross-flow operation mode (corresponding to the second drive member angular position α2 of 0°) is shown in A. In the first cross-flow operation 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 8Shown in A is the second cross-flow valve body 119 in the first cross-flow operation mode (corresponding to the second drive member angular position α2 of 0°). In the first operation 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 cross-flow operation mode, the first cross-flow valve 41 and the second cross-flow valve 43 configure the coolant network to keep the second coolant loop 18 and the third coolant loop 19 separate from each other, where the first coolant loop 17 is placed in series with the second coolant loop 18. The first pump 53 pumps coolant through the first coolant loop 17 and the second coolant loop 18. The second pump 55 pumps coolant through the third coolant loop 19. In the first cross-flow operation mode, there is active cooling of the battery cell 7 and the front electric drive unit 5-1 and the rear electric drive unit 5-2. The battery cell 7 and the front electric drive unit 5-1 and the rear electric drive unit 5-2 are connected in parallel and are substantially separated. For example, the first cross-flow operation mode may apply during preheating.

[0115] In Figure 7 Shown in B is the first cross-flow valve body portion 99 in the second cross-flow operation mode (corresponding to the second drive member angular position α2 of approximately 45°). In the second cross-flow operation 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 8Shown in B is the second cross-flow valve body 119 in the second cross-flow operation mode (corresponding to the second drive member angular position α2 of approximately 45°). The operating configuration of the second cross-flow valve 43 remains unchanged relative to the first cross-flow operation mode. Specifically, 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 portion 99 is in the first cross-flow operation mode, the second cross-flow valve 43 maintains the same operating configuration. In the second cross-flow operation mode, the battery unit 7 is connected in series with the first drive unit 5-1 and the second drive unit 5-2. The coolant is pumped by the second pump 55 through the first heat exchanger 13. The coolant is also pumped by the first pump 53 into the battery unit 7. Then, the coolant is diverted by the first cross-flow valve 41 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 into the second pump 55. In the second cross-flow operation mode, the second heat exchanger 15 can operate to discharge heat from the coolant. The reduced coolant temperature 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. In this position, it can be arranged such 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), such that 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.

[0116] Shown in Figure 7 C is the first cross-flow valve body portion 99 in the third cross-flow operation mode (corresponding to the second drive member angular position α2 of approximately 90°). The operating configuration of the first cross-flow valve 41 remains unchanged relative to the second cross-flow operation mode. Specifically, 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. Shown in Figure 8The second cross-flow valve body 119 in the third cross-flow operation mode (corresponding to the second drive member angular position α2 of approximately 90°) is shown in C. In the third cross-flow operation 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 fourth cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other. Therefore, the second cross-flow valve 43 also serially connects the first coolant loop 17 to the third coolant loop 19. In the third cross-flow operation mode, the coolant in the third coolant loop 19 is directly pumped from the second pump 55 to the first heat exchanger 13, and then supplied to the EDU 5-1 and the EDU 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 the shortened coolant loop 18 without a heat exchanger.

[0117] Therefore, among the different angular positions of the drive member 91, for example, between 0 degrees and 90 degrees of rotation, in the first cross-flow operation mode, the coolant flow is controlled to pass through the second coolant loop 18 and the third coolant loop 19 independently of each other, where the first coolant loop 17 is in series with the second coolant loop 18; in the second cross-flow operation mode, the coolant flow completely passes through the coolant network without separation; and in the third cross-flow operation mode, the coolant flow is controlled to pass through the second coolant loop 18 and the third coolant loop 19 independently of each other, where the first coolant loop 17 is in series with the third coolant loop 19. The control of the angular position of the drive shaft 91 is further described below. It should be understood that once the drive shaft 91 has rotated, for example, 180 degrees, the first cross-flow valve 41 and the second cross-flow valve 43 return from the third operation mode to the first operation mode.

[0118] A controller 150 is provided for controlling the operation of the control valve device 1, and specifically for operating the first actuator 49 to control the angular position of the first drive shaft 61 of the first valve unit 31 and for operating the second actuator 51 to control the angular position of the second drive shaft 91 of the second valve unit 33. As Figure 9 Schematically shown, the controller 150 includes at least one electronic processor 155 and a system memory 160. A set of calculation instructions and calibration data are stored on the system memory 160, and the calibration data is accessed for the purpose of controlling the temperature of the flow through the coolant network.

[0119] The compute instructions, when executed, cause the system memory 160 to perform the methods described herein. At least one electronic processor 155 is configured to output a number of control signals such as CS1, CS2 to CSn to control the first actuator 49 and the second actuator 51 respectively. The controller may be arranged to output additional control signals CSn to control other components within the thermal management system 3, such as the battery cells 7, the heat exchangers 13, 15, and the pumps 53, 55. The first actuator 49 and the second actuator 51 may be controlled independently of each other to provide independent control of the first valve unit 31 and the second valve unit 33 if required. At least one electronic processor 155 may be configured to receive electrical signals from the coolant level sensor SL1 and / or the coolant temperature sensor ST1 and any number of other sensors S2, S3, and S4. As indicated in the figures, the coolant temperature sensor ST1 provides a temperature sensor output signal STO to the controller 150, which indicates the temperature of the coolant flow at this location in the coolant network (downstream of the second heat exchanger bypass control valve 39 and upstream of the second heat exchanger 15).

[0120] The coolant temperature sensor ST1 is located upstream of the second pump 55 and measures the temperature of the coolant supplied from both the second heat exchanger 15 and the low-temperature heat exchanger bypass conduit 27 via the second heat exchanger bypass control valve 39. The controller 150 is configured to control the second heat exchanger bypass control valve 39 based on the temperature of the coolant measured by the coolant temperature sensor ST1 and indicated by the temperature sensor signal STO. In particular, the controller 150 is configured to control the proportion of coolant supplied from the second heat exchanger 15 and the proportion of coolant supplied from the low-temperature heat exchanger bypass conduit 27 (including in some cases no flow from one or the other) by controlling the second heat exchanger bypass control valve 39 to achieve a target temperature of the coolant supplied to the second pump 55.

[0121] By way of example, if the temperature output signal STO indicates that the temperature of the coolant flowing to the second pump 55 exceeds the target temperature, the second heat exchanger bypass valve 39 is controlled so that the proportion of the flow through the second heat exchanger 15 increases and the proportion of the flow through the bypass conduit 27 of the second heat exchanger 15 decreases, or the proportion of the flow through the bypass conduit 27 is reduced to zero. As the proportion of the flow from the second heat exchanger 15 to the second pump 55 (or all of the flow from the second heat exchanger 15) increases, the temperature of the flow to the second pump 55 is cooled. Conversely, if the temperature output signal STO indicates that the temperature of the coolant flowing to the second pump 55 is lower than the target temperature, the second heat exchanger bypass control valve 39 is controlled so that the proportion of the flow through the second heat exchanger 15 decreases and the proportion of the flow through the bypass conduit 27 of the second heat exchanger 15 increases, or the proportion of the flow through the second heat exchanger 15 is reduced to zero. As the proportion of the flow from the bypass conduit 27 of the second heat exchanger 15 to the second pump 55 (or all of the flow from the bypass conduit 27 of the second heat exchanger 15) increases, the temperature of the flow to the second pump 55 increases. The feedback process from the temperature sensor ST1 to the controller 150 for the purpose of controlling the second heat exchanger bypass control valve 39 is continuous, enabling the temperature of the coolant flow to the second pump 55 to be at the desired temperature.

[0122] The controller 150 is configured to receive the output STO from the temperature sensor ST1 and signals from other sensors SL1, S2, S3, S4. The controller 150 determines the target temperature based on one or more of the inputs SL1, S2, S3, S4 it receives. In some examples, additional decision data may be sent from a main controller (not shown) to the controller 150, which is configured to control various aspects of vehicle operation, including the coolant system. The interaction between the main controller and the controller 150 is outside the scope of this patent application and will not be described in further detail. However, by way of general example, the main controller receives data related to various conditions both inside and outside the vehicle and, in response thereto, selects an appropriate network configuration in the coolant flow network and a desired target temperature for the flow to the second pump 55 to achieve an optimal coolant state within the coolant network in any given situation.

[0123] In some embodiments (not shown), the controller may transmit data to other controllers within the vehicle, which may be from any combination of sensors associated with the thermal management system. In Figure 10 , Figure 11 and Figure 12 The operation of the control valve device 1 in the first operation mode, second operation mode, and third operation mode of the cross-flow valves 41, 43 is shown and summarized in Table 2 below: Table 2 - Cross-flow valve operation modes

[0124]

[0125] Combining Table 1 and Table 2, it can be seen that for the control valve device 1 as a whole, there are at least twenty-one discrete operating modes. In other words, for each of the three cross-flow operating modes, there are seven different bypass operating modes. Details of each of the twenty-one discrete operating modes are discussed in the relevant sections below.

[0126] In Figure 10 is shown the control valve device 1 in the first cross-flow operating mode (which can also be regarded as a parallel loop operating mode). The second valve control unit 33 is configured such that the first cross-flow valve body portion 99 is in the first cross-flow operating mode (shown in Figure 7 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 43 are in fluid communication with each other. The second cross-flow valve body 119 is in the first cross-flow operating mode (shown in Figure 8 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.

[0127] As a result of configuring the control valve device 1 in the first cross-flow valve operating mode, the second coolant loop 18 and the third coolant loop 19 operate in parallel, so the first cross-flow valve operating mode can be regarded as a parallel loop operating mode. In addition, in this configuration, the first heat exchanger 13 in the first coolant loop 17 is in series with the second coolant loop 18 and the battery unit 7 and the coolant heater 11.

[0128] Now refer to Figure 10, in the first cross-flow valve operating mode and with reference to the combination of the first coolant loop 17 and the second coolant loop 18, coolant flows from the outlet of the first pump 53 to the battery bypass control valve 37. At this time, the coolant flow exits the control valve device 1 either through either port A or port G or both port A and port G. The battery bypass control valve 37 selectively redirects the coolant to the battery supply conduit 20 and thus to the battery cell 7, or around the battery cell 7 via the battery bypass conduit 21. Alternatively, the coolant flow can be mixed by selectively redirecting a portion of the coolant simultaneously to each of the battery supply conduit 20 and the battery bypass conduit 21. Then, the outlet of the battery cell 7 and the outlet of the bypass conduit 21 are reconnected, and shortly thereafter, the coolant flow is separated again and directed into the inlet of the coolant heater 11. Then, the coolant flow from the outlet of the coolant heater 11 flows back into the control valve device 1 via port J, and subsequently back into the first cross-flow valve 41, where the coolant flow enters through port 95B and exits through port 95D as described above. The coolant flow once again exits the control valve device 1 via port D and enters the inlet of the first heat exchanger 13. The coolant exits the outlet of the first heat exchanger 13, re-enters the control valve device 1 via port C, and enters the second cross-flow valve 43 via port 115B. The coolant flow exits the valve 43 via port 115D to re-enter the inlet of the first pump 53, thus completing the combination of the first coolant loop 17 and the second coolant loop 18.

[0129] Still referring to Figure 10And now referring to the third coolant loop 19 in the first crossflow operation mode, coolant flows from the outlet of the second pump 55 to the first crossflow valve 41, where the coolant flow enters via port 95A and exits via port 95C as described above. Then, the coolant flow remains within the control valve device 1 and is directly conveyed to the second crossflow valve 43, where the coolant flow also enters via port 115A and exits via port 115C as described above. At this time, the coolant flow exits the control valve device 1 via port H and continues forward to supply coolant to at least the first drive unit 5-1. Then, the coolant flow exits the first drive unit 5-1 and splits via a Y-connection into either or both of the following: the second heat exchanger supply conduit 26 and thus into the second heat exchanger 15, or around the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The coolant flow from the second heat exchanger 15 and the coolant flow from the second heat exchanger bypass conduit 27 both re-enter the control valve device 1 via port B and port E respectively and converge at the second heat exchanger bypass control valve 39, where the coolant flow is selectively controlled to be from the second heat exchanger 15 or the second heat exchanger bypass conduit 27 or a mixture of both. The coolant flow exits the second heat exchanger bypass control valve 39 to re-enter the inlet of the second pump 55, thus completing the third coolant loop 19. Table 3 - Bypass operation mode of the first crossflow operation mode

[0130]

[0131]

[0132] As mentioned above, the first heat exchanger 13 itself can operate in several modes depending on the vehicle operating conditions. For example, the first heat exchanger 13 can be two-way and can be configured to selectively cool the coolant supplied to the battery unit 7 or selectively supply heat from the external environment to heat the coolant. Alternatively, refrigerant can be pumped to the refrigerant side of the first heat exchanger 13 to cause the first heat exchanger 13 to operate as a coolant cooler. In another example, the supply of refrigerant can be stopped to reduce or prevent heat exchange in the first heat exchanger 13.

[0133] Some of the discrete operating modes shown above in Table 3 can be more useful than others. For example, when the ambient air temperature is extremely low, such as -40°C to -10°C, and the vehicle compartment and at least one EDU 5-n need to be heated, Mode 1-3 in which both the battery unit 7 and the second heat exchanger 15 are bypassed is useful. In this mode, the first coolant loop 17 focuses on supplying thermal energy to the first heat exchanger 13, where the thermal energy is transferred to the vehicle compartment of the vehicle V, and minimizes heat loss by bypassing the battery unit 7. The source of the thermal energy supplied to the coolant is the HV coolant heater 11 upstream of the first heat exchanger 13. The third coolant loop 19 focuses on enabling the EDU 5-n and the power unit 29 to self-heat by allowing the coolant to retain thermal energy by bypassing the second heat exchanger 15.

[0134] Alternatively, Modes 1-4 to 1-7 can be used for a "battery unit 7 preheating mode", in which, at a low ambient air temperature, such as -10°C to +5°C, heated coolant is supplied to the battery unit 7. In this mode, the HV coolant heater 11 actively supplies thermal energy to the coolant for delivery to the battery unit 7. Importantly, the first heat exchanger 13 is inactive, such that thermal energy is supplied substantially only to the battery unit 7. Another variant of this mode - referred to as a "regulation mode" - omits the use of the HV coolant heater 11 and enables the battery unit 7 to self-heat by transferring thermal energy to the circulating uncooled coolant.

[0135] In another example, in the case where the ambient temperature is high and / or the load demand on the vehicle V is high, Mode 1-7 is useful for the active cooling of the battery unit 7, the EDU 5-n, and the power unit 29. In cases where maximum cooling effect is required, the first heat exchanger 13 located in the first coolant loop 17 can operate as a coolant cooler, thereby supplying cooled coolant to the battery unit 7 to facilitate cooling. The coolant supplied to the EDU 5-n and the power unit 29 in the third coolant loop 19 passes through the second heat exchanger 15 to discharge thermal energy from the coolant.

[0136] In Figure 11 is shown the control valve device 1 in a second cross-flow operating mode (which can be regarded as a series loop operating mode). The second valve control unit 33 is configured such that the first cross-flow valve body portion 99 is in the second cross-flow operating mode (shown in Figure 7 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 43 are in fluid communication with each other. The second cross-flow valve body 119 is in the second cross-flow valve operating mode (shown in Figure 8(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.

[0137] Configuring the control valve device 1 in the second cross-flow operation mode combines the coolant loops 17, 18, 19 such that the entire coolant network of the thermal management system 3 operates in series as one coolant loop.

[0138] Now referring to Figure 11, the coolant flows from the outlet of the first pump 53 to the battery bypass control valve 37. At this time, the coolant flows out of the control valve device 1 through either or both of port A and port G. As described above, the battery bypass control valve 37 selectively diverts the coolant to the battery supply conduit 20 and thus into the battery cell 7 or around the battery cell 7 via the battery bypass conduit 21, or a mixture of both. Then, the outlets of the battery cell 7 and the bypass conduit 21 are reconnected and directed into the inlet of the coolant heater 11. The coolant flows out of the outlet of the coolant heater 11, returns to the control valve device 1 via port J, and then back to the first cross-flow valve 41, where the coolant enters via port 95B and exits via port 95C as described above. Then, the coolant flow remains within the control valve device 1 and is directly conveyed to the second cross-flow valve 43, where the coolant flow also enters via port 115A and exits via port 115C as described above. At this time, the coolant flow exits the control valve device 1 via port H and continues forward to supply coolant to at least the first drive unit 5-1. Then, the coolant flow exits the first drive unit 5-1 and splits at the Y-connection into either or both of: the second heat exchanger supply conduit 26 and thus into the second heat exchanger 15, or around the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The coolant flows from both the second heat exchanger 15 and the second heat exchanger bypass conduit 27 re-enter the control valve device 1 via ports B and E respectively and converge at the second heat exchanger bypass control valve 39, where the coolant flow is selectively controlled to be from the second heat exchanger 15 or the second heat exchanger bypass conduit 27 or a mixture of both. The coolant flow exits the second heat exchanger bypass control valve 39 to enter the inlet of the second pump 55. Then, the coolant flows from the outlet of the second pump 55 to the first cross-flow valve 41, where the coolant flow enters via port 95A and exits via port 95D as described above. The coolant flow once again exits the control valve device 1 via port D and enters the inlet of the first heat exchanger 13. The coolant exits the outlet of the first heat exchanger 13, re-enters the control valve device 1 via port C, and enters the second cross-flow valve 43 via port 115B. The coolant flow exits the valve 43 via port 115D to re-enter the inlet of the first pump 53, thus completing the larger coolant loop composed of the series-connected first coolant loop 17, second coolant loop 18, and third coolant loop 19. Table 4 - Bypass operation mode of the second cross-flow operation mode

[0139]

[0140]

[0141] Similar to the first cross-flow operation mode, the second cross-flow operation mode is also characterized by the preferred discrete operation modes among those shown in Table 4. For example, mode 2-3 allows for heat recovery from the EDU 5-n and the power unit 29 to the passenger compartment of the vehicle V. The thermal energy dissipated from the EDU 5-n and the power unit 29 is transferred to the coolant and conveyed to the first heat exchanger 13, which is configured to extract thermal energy from the coolant and transfer it to the vehicle passenger compartment. To facilitate this and minimize heat loss when not required, the battery unit 7 and the second heat exchanger are bypassed to maximize the thermal energy supplied to the vehicle passenger compartment.

[0142] Mode 2-5 allows thermal energy to be shared between the EDU 5-n, the power unit 29, and the battery unit 7 to warm up the battery at cold ambient temperatures. This mode can optionally also heat the passenger compartment of the vehicle, as the first heat exchanger is configured to extract heat from the coolant flowing through the first heat exchanger.

[0143] Mode 2-7 is preferred as it provides cooling to all components in the thermal management system 3 that require cooling. The dissipated heat from the battery unit 7, the EDU 5-n, and the power unit 29 is transferred to the coolant to be discharged by flowing through the second heat exchanger 15. For maximum cooling effect, the first heat exchanger 13 can be configured to cool the coolant as it passes through. Thus, mode 2-7 is regarded as a fail-safe mode in the event of a failure of either the first pump 53 or the second pump 55, as the series characteristics of the second cross-flow valve mode ensure that the coolant will flow to all components of the system even if only one pump is operative.

[0144] In Figure 12 the control valve device 1 in the third cross-flow 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 cross-flow operation mode (shown in Figure 7 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 43 are in fluid communication with each other. The second cross-flow valve body 119 is in the third cross-flow operation mode (shown in Figure 8 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.

[0145] Configuring the control valve device 1 in the third cross-flow operation mode results in the second coolant loop 18 and the third coolant loop 19 operating in parallel. Further, in this configuration, the first heat exchanger 13 in the first coolant loop 17 is in series with the third coolant loop 19, as well as the second heat exchanger 15 and at least the first drive unit 5-1.

[0146] Now referring to Figure 12 which shows the third cross-flow operation mode, and first referring to the second coolant loop 18, coolant flows from the outlet of the first pump 53 to the battery bypass control valve 37. The third cross-flow operation mode can also be regarded as a parallel flow operation mode (as for the first cross-flow operation mode). At this time, the coolant flow exits the control valve device 1 via either or both of port A and port G. The battery bypass control valve 37 selectively diverts the coolant to the battery supply conduit 20 and thus into the battery unit 7 or around the battery unit 7 via the battery bypass conduit 21, or a combination of both, as described above. Then, the outlet of the battery unit 7 and the outlet of the bypass conduit 21 are reconnected, after which the coolant flow is directed into the inlet of the coolant heater 11. The coolant flows from the outlet of the coolant heater 11 to return to the control valve device 1 via port J, and then back to the first cross-flow valve 41, where the coolant enters via port 95B and exits via port 95C as described above. Then, the coolant flow remains within the control valve device 1 and is directly conveyed to the second cross-flow valve 43, where the coolant flow also enters via port 115A and exits via port 115D as described above. The coolant flow exits valve 43 via port 115D to re-enter the inlet of the first pump 53, thus completing the second coolant loop 18.

[0147] Still referring to Figure 12, and now referring to the combination of the first coolant loop 17 and the third coolant loop 19 in the third cross-flow operation mode, the coolant flows from the outlet of the second pump 55 to the first cross-flow valve 41, where the coolant flow enters via port 95A and exits via port 95D as described above. At this time, the coolant flow exits the control valve device 1 via port D and enters the inlet of the first heat exchanger 13. The coolant exits the outlet of the first heat exchanger 13, re-enters the control valve device 1 via port C, and also enters the second cross-flow valve 43 via port 115B and exits via port 115C as described above. At this time, the coolant flow exits the control valve device 1 via port H and continues forward to supply coolant to at least the first drive unit 5-1. Then, the coolant flow exits the first drive unit 5-1 and splits via a Y-connection section to either or both of the following: the second heat exchanger supply conduit 26 and thus to the second heat exchanger 15, or around the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The coolant flows from both the second heat exchanger 15 and the second heat exchanger bypass conduit 27 re-enter the control valve device 1 via port B and port E respectively and converge at the second heat exchanger bypass control valve 39, where the coolant flow is selectively controlled to be from the second heat exchanger 15 or the second heat exchanger bypass conduit 27 or a mixture of both. The coolant flow exits the second heat exchanger bypass control valve 39 to re-enter the inlet of the second pump 55, thus completing the combination of the first coolant loop 17 and the third coolant loop 19.

[0148] Table 5 - Bypass operation modes of the third cross-flow operation mode

[0149]

[0150]

[0151] In addition to the first cross-flow valve operation mode and the second cross-flow valve operation mode, the third cross-flow valve operation mode is also characterized by many preferred discrete operation modes among those shown in Table 5.

[0152] For example, Mode 3-5 enables heat recovery from the EDU 5-n and the power unit 29 to the passenger compartment of the vehicle V. This is facilitated by bypassing the second heat exchanger 15 to transfer the thermal energy dissipated by the EDU 5-n and the power unit 29 to the first heat exchanger 13, where the thermal energy is transferred to the passenger compartment of the vehicle V. This is useful for effectively heating the passenger compartment of the vehicle V using thermal energy that might otherwise be wasted at low ambient temperatures. Optionally, the HV coolant heater 11 can be enabled to supply heat to the battery unit 7.

[0153] Three of the discrete operating modes mentioned above in each cross-flow operating mode shown in Tables 3, 4, and 5 operate to mix the flow between the hybrid battery cell 7 or the second heat exchanger 15 and the respective bypass conduits 21, 27. These modes are useful for situations where a full coolant flow is not required (e.g., when the temperature of the component being cooled is close to the set point). Slowing the heat transfer rate provides enhanced coolant temperature control and is used to prevent unnecessary hysteresis in the thermal system.

[0154] When recovering heat from the EDU 5-n and the power unit 29 to the passenger compartment of the vehicle V, e.g., in modes 2-2, 2-6, 3-2, and 3-6, the user of the vehicle V may wish to select a desired passenger compartment temperature. The selectively proportional mixing flow between the second heat exchanger 15 and the second heat exchanger bypass 27 enables control of the temperature of the coolant passing through the first heat exchanger 13 and thus enables control of the thermal energy transferred to the passenger compartment of the vehicle V.

[0155] Proportional control of the coolant flow through the battery cell 7 and the battery cell bypass 21 in mode 2-4 is useful, where some of the heat used to heat the EDU 5-n and the power unit 29 is transferred to the battery cell 7. The amount of heat transferred to the battery cell 7 is proportional to the flow rate allowed to pass through the battery cell 7.

[0156] Next, as Figure 34 shown, an embodiment of the cross-flow valve body 98 is shown, which includes a first cross-flow valve 41 and a second cross-flow valve 43 of the second valve unit 33. In this view, metering holes in the lowermost planar portion of the combined valve body are shown, which are hereinafter referred to as discharge holes or discharge ports 90. The discharge ports are provided in the bottom plate of the valve body 98, and the purpose of the discharge holes 90 is to allow some coolant to flow from one coolant loop to another when the coolant network is configured to include parallel coolant loops (e.g., when the thermal management system 3 is configured in the first cross-flow operating mode or the third cross-flow operating mode). For Figure 34 and Figure 35 the configuration of the cross-flow valve unit in, this creates a communication path between the chamber defined on one side of the valve body 98 and the chamber defined on the other side of the valve body 98, as Figure 35 shown. When the coolant in one coolant loop is at a higher temperature than the coolant in another coolant loop, a pressure difference will occur between the coolant loops. This pressure difference will cause the coolant to flow through the discharge holes 90 and thus as shown by Figure 35The arrow in [description] shows the flow of coolant from one coolant loop to another coolant loop. For example, the coolant flows from one side to the other side of the second cross-flow valve body part 119. This may occur, for example, when the vehicle is immersed in a very low ambient temperature and the battery pack needs to be heated. In this case, the HV coolant heater 11 heats the coolant in the coolant loop including the battery cells 7, while the coolant loop including the EDU 5-n remains at a lower temperature.

[0157] Advantageously, by allowing a metered exchange of coolant between the coolant loops, the entire coolant network only requires one degassing tank 9, regardless of which cross-flow operation mode the thermal management system 3 is configured in.

[0158] It will 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. An electric vehicle thermal management system, comprising: a battery unit (7); an electric drive unit (5-1, 5-2); a heat exchanger (15); a cross-flow valve unit (33); and a coolant network (17, 18, 19) for supplying coolant to the battery unit (7), the electric drive unit (5-1, 5-2), the heat exchanger (15) and the cross-flow valve unit (33), wherein the cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network by dividing the coolant network into two parallel network configurations in a parallel loop operation mode, the two parallel network configurations including a first coolant circulation loop containing the battery (7) and a second coolant circulation loop containing the electric drive unit (5-1, 5-2) and the heat exchanger (15), and the cross-flow valve unit (33) further includes a communication port (90) to allow coolant to flow between the first coolant circulation loop and the second coolant circulation loop when there is a pressure difference between the coolant flow through the first coolant circulation loop and the coolant flow through the second coolant circulation loop.

2. The electric vehicle thermal management system according to claim 1, wherein, The coolant network (17, 18, 19) also supplies coolant to an additional heat exchanger (13).

3. The electric vehicle thermal management system according to claim 2, and wherein, The cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network in a first parallel loop operation mode, in which the first coolant circulation loop includes the additional heat exchanger (13).

4. The electric vehicle thermal management system according to claim 2, wherein, The cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network in a second parallel loop operation mode, in which the second coolant circulation loop includes the additional heat exchanger (13).

5. The thermal management of an electric vehicle according to any one of claims 1 to 4, wherein, The cross-flow valve unit (33) is further configured to divide the coolant network into a series network configuration in a series loop operation mode, the series network configuration including the first coolant circulation loop (17, 18) and the second coolant circulation loop (19) connected in series.

6. The electric vehicle thermal management system according to any one of claims 1 to 5, wherein, The cross-flow valve unit (33) includes a first cross-flow valve and a second cross-flow valve (41, 43) that are rotary valves.

7. The electric vehicle thermal management system according to claim 6, wherein, The first cross-flow valve and the second cross-flow valve (41, 43) are offset from each other along the cross-flow valve unit axis and are configured to be operated by an actuator.

8. The electric vehicle thermal management system according to claim 6 or claim 7, wherein, The first cross-flow valve and the second cross-flow valve (41, 43) can be operated by a common actuator.

9. The electric vehicle thermal management system according to any one of claims 6 to 8, wherein, The first cross-flow valve and the second cross-flow valve (41, 43) are arranged in a stacked configuration in a common valve body.

10. The electric vehicle thermal management system according to claim 9, wherein, The common valve body is provided with a restricted opening located in the common valve body (98) to define the communication port.

11. The electric vehicle thermal management system according to claim 10, wherein, The restricted opening is located in the bottom plate of the common valve body (98).

12. The electric vehicle thermal management system according to any one of claims 1 to 11, comprising: A battery bypass control valve (37) for the battery cell (7), the battery bypass control valve (37) being configured to control coolant flow through the battery supply conduit (20) and / or the battery bypass conduit (21); a heat exchanger bypass control valve (39) for the heat exchanger (15), the heat exchanger bypass control valve (39) being configured to control coolant flow through the heat exchanger supply conduit and / or the heat exchanger bypass conduit (27); and a second actuator (49), the second actuator (49) being configured to actuate the battery bypass control valve (37) and the heat exchanger bypass control valve (39).

13. The electric vehicle thermal management system according to any one of claims 1 to 12, comprising a deaeration tank (9) for the second coolant circulation loop, the deaeration tank (9) being the only deaeration tank (9) in the coolant network.

14. A control valve device for an electric vehicle thermal management system according to any one of claims 1 to 13.

15. An electric vehicle (V) comprising an electric vehicle thermal management system according to any one of claims 1 to 13.

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