Thermal battery pack management

Abstract

Assembly comprising: a mixing structure (20) movable between a first position and a second position, wherein the mixing structure (20) in the first position generates a first air flow (F I ), the mixing structure (20) in the second position allows a second air flow (F O ), whereby the first air flow (F I ) contains more air that has flowed through an engine compartment (22) of an electrified vehicle (10a) than the second air flow (F O ), further comprising a battery pack (14a) having a thermal energy level generated by the first air flow (F I ), the second air stream (F O ) or both are adjusted, wherein the mixing structure (20) comprises a mixing door (40) pivoting between the first position and the second position, wherein the mixing door (40) is aligned with an air shield (44) of the electrified vehicle (10a) in the first position and the mixing door (40) is misaligned with the air shield (44) in the second position, the air shield (44) protecting the battery pack (14a), being located on an underside of the vehicle (10a) and being spaced from the battery pack (14a) to provide a channel (46) between the air shield (44) and the battery pack (14a), wherein the assembly comprises a blocking door (80) separate from the mixing structure (20), the blocking door (80) being movable between a flow-blocking position and a flow-permitting position, the blocking door (80) in the flow-blocking position protecting the battery pack (14a) from receiving the first air flow (F I ) or the second air stream (F O ), wherein the blocking door (80) in the flow-permitting position allows the battery pack (14a) to pass the first air flow (F I ) or the second air stream (F O ) receives, where in the flow-permitting position the air flows (F I , F O ) are free to pass through the opening (58) into the channel (46) depending on the position of the mixing door (40) and in the flow-blocking position the air flows (F I, F O ) from entering the channel (46) and directed below the channel (46).

Description

TECHNICAL FIELD

[0001] This disclosure relates to the management of thermal energy within a battery pack, and more particularly to the active management of thermal energy using airflow that has passed through the engine compartment of an electrified vehicle. BACKGROUND

[0002] Electrified vehicles generally differ from conventional motor vehicles because electrified vehicles are selectively propelled using one or more battery-powered electric motors. Conventional motor vehicles, on the other hand, rely exclusively on an internal combustion engine to power the vehicle. Electrified vehicles can use electric motors instead of or in addition to the internal combustion engine.

[0003] Examples of electrified vehicles include hybrid electric vehicles (HEVs), part-time hybrid electric vehicles (PHEVs), fuel cell vehicles, and battery electric vehicles (BEVs). A powertrain of an electrified vehicle is typically equipped with a battery pack, which includes battery cells that store electrical power to drive the electric motors.US 5 490 572 A discloses an automobile having a blending structure movable between a first position and a second position, wherein the blending structure in the first position permits a first airflow, the blending structure in the second position permits a second airflow, the first flow including more air that has flowed through an engine compartment of an electrified vehicle than the second flow, further comprising a battery pack having a thermal energy level adjusted by the first flow, the second flow, or both, the blending structure comprising a blending door that pivots between the first position and the second position.DE 10 2012 208 980 A1 discloses an automobile having a mixing door aligned with an air shield of the electrified vehicle in the first position and the mixing door misaligned with the air shield in the second position, wherein the air shield protects the battery pack, is located on an underside of the vehicle and is spaced from the battery pack to provide a channel between the air shield and the battery pack, wherein the assembly comprises a blocking door separate from the mixing structure, wherein the blocking door is movable between a current blocking position and a current allowing position, wherein the blocking door in the current blocking position blocks the battery pack from receiving the first current or the second current, wherein the blocking door in the current allowing position allows the battery pack to receive the first current or the second current.

[0004] Maintaining battery cell temperatures within optimal operating ranges may require active thermal management. SUMMARY

[0005] An assembly according to an exemplary aspect of the present disclosure includes, among other things, a mixing structure movable between a first position and a second position. The mixing structure in the first position allows a first airflow. The mixing structure in the second position allows a second airflow. The first flow contains more air that has flowed through an engine compartment of an electric vehicle than the second flow.

[0006] In a further non-limiting embodiment of the above assembly, the assembly includes a battery pack having a thermal energy level adjusted by the first current, the second current, or both.

[0007] In a further non-limiting embodiment of any of the foregoing assemblies, the assembly includes a controller that initiates movement of the mixing structure from the first position to the second position and from the second position to the first position. The controller initiates the movement in response to a temperature.

[0008] In a further non-limiting embodiment of any of the foregoing assemblies, the temperature comprises a temperature of the battery pack.

[0009] In a further non-limiting embodiment of any of the foregoing assemblies, the mixing structure includes a mixing door that pivots between the first position and the second position.

[0010] In a further non-limiting embodiment of any of the foregoing assemblies, the blending door is positioned on an underside of the electrified vehicle.

[0011] In a further non-limiting embodiment of any of the foregoing assemblies, the blending door pivots about an axis aligned with an axis of rotation of a drive wheel of the electrified vehicle.

[0012] In a further non-limiting embodiment of any of the foregoing assemblies, the blend door is aligned with an air shield of the electrified vehicle in the first position and the blend door is misaligned with the air shield in the second position.

[0013] In a further non-limiting embodiment of any of the foregoing assemblies, the assembly includes a blocking door separate from the mixing structure. The blocking door is movable between a current-blocking position and a current-permitting position. In the current-blocking position, the blocking door blocks the battery pack from receiving the first current or the second current. In the current-permitting position, the blocking door allows the battery pack to receive the first current or the second current.

[0014] In a further non-limiting embodiment of any of the foregoing assemblies, the second stream contains more ram air from outside the engine compartment than the first stream.

[0015] In a further non-limiting embodiment of any of the foregoing assemblies, the first flow contains exclusively ram air that has flowed through the engine compartment.

[0016] In a further non-limiting embodiment of any of the foregoing assemblies, both the first air stream and the second air stream contain ram air.

[0017] A method for managing thermal energy in a battery pack according to an exemplary aspect of the present disclosure includes, among other things, selectively communicating a first airflow or a second airflow to adjust a thermal energy level of a battery pack of an electrified vehicle. The first airflow includes more air that has flowed through an engine compartment than the second airflow.

[0018] In a further non-limiting embodiment of the above method, the first stream contains only air that has flowed through the engine compartment.

[0019] In a further non-limiting embodiment of any of the above methods, air that has flowed through the engine compartment is air that has flowed through a radiator of the electrified vehicle.

[0020] In a further non-limiting embodiment of any of the above methods, both the first air stream and the second air stream contain ram air.

[0021] In a further non-limiting embodiment of any of the foregoing methods, the method includes operating a mixing structure to control the selective communicating.

[0022] In a further non-limiting embodiment of any of the foregoing methods, the method includes selectively blocking the first airflow and the second airflow from reaching the battery pack.

[0023] In a further non-limiting embodiment of any of the foregoing methods, the method includes actuating a blocking door to control the selective blocking.

[0024] The embodiments, examples, and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. DESCRIPTION OF THE CHARACTERS

[0025] The various features and advantages of the disclosed examples will become apparent to those skilled in the art from the detailed description. The figures accompanying the detailed description may be briefly described as follows: Fig. Figure 1 depicts a highly schematic view of an exemplary electrified vehicle with a battery pack that is actively thermally managed. Fig. 2 shows an embodiment of the electrified vehicle of Fig. 1, wherein the battery pack is thermally managed using a blending door and air flowed through an engine compartment of the electrified vehicle. Fig. 3 represents the electrified vehicle of Fig. 2, wherein the battery pack is thermally managed using the blend door and air that has not flowed through the engine compartment of the electrified vehicle. Fig. 4 represents the electrified vehicle of Fig. 2 and shows how a blocking door limits the thermal management of the battery pack using air flowed through the engine compartment of the electrified vehicle. Fig. 5 represents the electrified vehicle of Fig. 2 and shows how the blocking door limits the thermal management of the battery pack using air that has not flowed through the engine compartment of the electrified vehicle. Fig. Figure 6 shows a table of positions for the blending door and the blocking door associated with various sets of conditions of the exemplary electrified vehicle of Fig. 2 correspond. DETAILED DESCRIPTION

[0026] Many electrified vehicles use active thermal management techniques to keep battery cells and other sections of a battery pack at optimal temperatures.

[0027] This disclosure relates to active thermal management of a battery pack. A thermal energy level of the battery pack is actively managed using airflow that has passed through the engine compartment, airflow that has not passed through the engine compartment, or a combination thereof.

[0028] Referring to Fig. 1, an electrified vehicle 10 includes a battery pack 14, a controller 18, and a hybrid structure 20. An engine compartment 22 is provided within the electrified vehicle 10. An internal combustion engine 24 is housed in the engine compartment 22.

[0029] In this example, the electrified vehicle 10 is a hybrid electric vehicle (HEV). The powertrain includes a motor, a generator, the internal combustion engine 24, and the battery pack 14. The motor and generator may be separate or in the form of a combined motor-generator.

[0030] The powertrain may utilize a first propulsion system including a combination of the engine 24 and the generator, or a second propulsion system including at least the engine, the generator, and the battery pack 14. Power stored in the battery pack 14 is used to power the engine, the generator, or both.

[0031] Although the exemplary electrified vehicle 10 is described as an HEV, the teachings of this disclosure could be applied to other types of electrified vehicles, such as battery electric vehicles (BEVs), and other electrified vehicles incorporating a battery pack.

[0032] The engine compartment 22 is defined within the electrified vehicle 10. Generally, the engine compartment 22 is a cavity provided by the vehicle 10 in which the internal combustion engine 24 is housed. In this example, the engine compartment 22 is located forward of the battery pack 14 relative to a forward direction of travel for the electrified vehicle 10.

[0033] In this example, the air in the engine compartment 22 is a first air source 30 and the air outside the engine compartment 22 is a second air source 34.

[0034] The internal combustion engine 24 may have thermal energy that causes the temperature of air in the engine compartment 22 to rise relative to the air outside the engine compartment 22. Consequently, air from the first air source 30 is relatively warmer than air from the second air source 34.

[0035] An air flow F I from the first air source 30 and an air flow F ofrom the second air source 34 can both pass through the mixing structure 20. The controller 18 manipulates the mixing structure 20 so that a flow F S from the mixing structure 20 the air flow F I from the first air source 30, the air flow F o from the second air source 34 or a combination of the flow F I and the current F O is.

[0036] Due to the temperature differences between the current F I and the current F O the temperature of the current F S based on how the controller 18 manipulates the mixing structure 20. For example, if more of the current F I is allowed, the temperature of the current F S increased.

[0037] The exemplary controller 18 is a battery energy control module (BECM). While the controller 18 is schematically depicted as a single module in the illustrated embodiment, it may be part of a larger control system and may be controlled by various other controllers throughout the electrified vehicle 10, such as a vehicle system controller (VSC), which includes a powertrain control unit, a transmission control unit, an engine control unit, BECM, etc.

[0038] The Rivers F S run near the battery pack 14, through the battery pack 14, or both. For example, the current F S through or over a heat exchanger located near the battery pack 14, such as a cooling plate. The current F S can be determined depending on, among other things, the temperature of the stream F S relative to the temperature of the battery pack 14 and the speed of the current F Scause the battery pack 14 to heat up or cool down.

[0039] Now referring to the Fig. 2 and Fig. 3, with continued reference to Fig. 1, a blending door 40 is the blending structure 20 of an exemplary electrified vehicle 10a. The controller 18 is configured to move the blending door 40 between the first position of Fig. 2 and the second position of Fig. 3 to operate.

[0040] In other examples, flaps or deflectors could provide the blending structure 20. The blending door 40 may include one or more individual doors. The blending door 40 could be on one side or sides of the vehicle 10a instead of the bottom.

[0041] The vehicle 10a includes an air shield 44 that protects an exemplary battery pack 14a. The air shield 44 is located on an underside of the vehicle 10a. The battery pack 14a is positioned beneath a passenger compartment of the vehicle 10a. The air shield 44 is spaced from the battery pack 14a to provide a channel 46 between the air shield 44 and the battery pack 14a.

[0042] The exemplary battery pack 14a includes a plurality of battery cells 48 disposed on a heat sink 50. A housing 52 contains the battery cells 48 and the heat sink 50. The channel 46 extends beneath the battery pack 14a and is at least partially provided by the housing 52. The exemplary channel 46 is located closer to the heat sink 50 than the battery cells 48.

[0043] In another example, some or all of the channel 46 may extend through the battery pack 14a and may be provided by portions of the battery pack 14a within the housing 52.

[0044] The blending door 40 is aligned with the air shield 44 of the electrified vehicle 10a when the blending door 40 is in the first position. The blending door 40 is misaligned with the air shield 44 when the blending door is in the second position.

[0045] The blending door 40 pivots about an axis 56 when moving between the first position and the second position. The axis 56 is generally aligned with a rotational axis R of a set of drive wheels 60 for the electrified vehicle 10a.

[0046] If the mixing door 40 is in the first position of Fig. 2, the air flow F Ifrom the first air source 30 within the engine compartment 22 is free to pass through an opening 58 to the duct 46. The mixing door 40 in the first position blocks the air flow F O from the second air source 34 outside the engine compartment 22, through the opening 58 into the duct 46.

[0047] When the mixing door 40 is in the second position of Fig. 3, the air flow F O free to pass through an opening 58 to the duct 46. The mixing door 40 in the second position blocks the air flow F I, to enter opening 58.

[0048] After flowing through the opening 58, the current passes through the channel 46 as the current F S . The channel 46 extends under the battery pack 14a, the current F S passes under the battery pack 14a as it flows through the channel 46.

[0049] The current F Sexits the channel 46 at an opening 68 when the current communicates with an environment surrounding the electrified vehicle 10a.

[0050] In this example, the air flow F S , which runs through the channel 46, is used to adjust a thermal energy level of the battery pack 14a. The temperature of the stream F S and the speed at which the current F S through channel 46 can influence whether the current F S adds thermal energy to the battery pack 14a or carries thermal energy away from the battery pack 14a. When the current F S For example, if the battery pack 14a is warm relative to the battery pack, the current F S carry thermal energy to the battery pack 14a to heat the battery pack 14a.

[0051] In this example, air enters the engine compartment 22 through a cooler 72. The flow F Ohas not passed through the engine compartment 22 or through the radiator 72. The air flow F I differs from the air flow F O , because the air flow F I inter alia, through at least a portion of the engine compartment 22. When air passes through the engine compartment 22, the air can be heated so that the flow F I relative to the current F O is heated. Various components such as the combustion engine 24 in the engine compartment 22 can heat the air F I heat.

[0052] When the mixing door 40 is in the first position, the current F I be forced into the opening 58 due to the forward movement of the vehicle 10a when the vehicle 10a is moving. When the mixing door 40 is in the second position, the current F O be forced into the opening 58 due to the forward movement of the vehicle 10a. The forward movement of the vehicle 10a may further cause the current F Sthrough the channel 46. When the movement of the vehicle 10a causes the air flows F I, F O and F S move, the rivers F I, F O and F S be considered as flows of stagnant air.

[0053] A component such as a fan 76 of the cooler 72 can be used to direct the current F I through the opening 58. The fan 76 can be used when the vehicle 10a is stationary or when the vehicle 10a is moving. If the fan 76 is used exclusively to move the stream F I is used, the current F I not considered as a flow of ram air.

[0054] In some examples, such as during a cranking cycle in a cold environment, heating the battery pack 14a is desirable. Heating the battery pack 14a can increase efficiencies such as fuel efficiency, etc.

[0055] To heat the battery pack 14a, the controller 18 can move the mixing door 40 to the position of Fig. 2 adjust to create a path for the air flow F I to pass through the opening 58. The current F I is heated in the engine compartment 22 and is relative to the current F O heated. The air flow F I passes through the opening 58 into the channel 46 as the current F S . The current F S then adds thermal energy to the battery pack 14a, while the current F S runs through Canal 46.

[0056] In some examples, such as when driving the vehicle 10a in a warm environment, cooling the battery pack 14a is desirable. Cooling the battery pack 14a can increase efficiencies such as fuel efficiency, etc.

[0057] To cool the battery pack 14a, the controller 18 adjusts the mixing door 40 to the position of Fig. 3 to create a path for an air flow F Oto pass through the opening 58. Moving the mixing door 40 to the position of Fig. 3 causes the air flow F O through the opening 58 into the channel 46 as the current F S Since the current F O relative to the current F I cold, the current F O may carry thermal energy away from the battery pack 14a more effectively than if the current F I would be allowed to pass through the opening 58 into the channel 46.

[0058] The exemplary mixing door 40 is shown in the Fig. 2 and Fig. 3 so that they either measure the current F I or the current F O into the channel 46. In other examples, the mixing door 40 or other mixing structure 20 may be positioned in intermediate positions between the first position of Fig. 2 and the second position of Fig. 3. The mixing door 40 in the intermediate positions allows a combination of the flows F I and F O to pass through the opening 58 and enter the channel 46. The controller 18 may make the positional adjustment of the mixing door 40 in response to a particular environmental condition and to cause the flow F S has a certain temperature or is within a certain range of temperatures.

[0059] The example controller 18 adjusts the blend door 40 in response to a temperature. In some examples, the temperature is a temperature of the battery pack 14a. In other examples, the temperature further includes an ambient temperature.

[0060] The controller 18 may rely on a pneumatic, electromechanical, or other type of controllable actuator to move the mixing door 40 between the first position and the second position.

[0061] Now referring to the Fig. 4 and Fig. 5, the exemplary electrified vehicle 10a further includes a blocking door 80. The blocking door 80 can be opened from a power-permitting position shown in the Fig. 2 and Fig. 3, into a current blocking position, which is in the Fig. 4 and Fig. 5. When the exemplary blocking door 80 is in the power-blocking position, the blocking door 80 diverts power away from the battery 14a. Other examples of the electrified vehicle 10a do not include the blocking door 80.

[0062] When the blocking door 80 is in the current-permitting position of the Fig. 2 and Fig. 3, the rivers F I and F Ofree to pass through the opening 58 into the channel 46 depending on the position of the mixing door 40. When the blocking door 80 is in the flow-blocking position, the flows F I and F O blocked from entering channel 46.

[0063] The blocking door 80 is misaligned with the air shield 44 of the electrified vehicle 10a when the blocking door 80 is in the current blocking position of the Fig. 4 and Fig. 5. The mixing door 40 is aligned with the air shield 44 when the mixing door is in the flow-permitting position of the Fig. 2 and Fig. 3 is.

[0064] Referring to Fig. 6, with reference to the Fig.1 through 5, a table shows various combinations of positions for the blend door 40 and the blocking door 80 in response to particular sets of conditions. In this example, the conditions include weather conditions, drive cycle styles, engine temperatures, whether the vehicle is being driven or parked, and battery temperatures. The controller 18 may apply logic similar to that listed in the table to position the blend door, the blocking door, or both.

[0065] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to the condition set I, the current F I through the opening 58 into the channel 46.

[0066] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to condition set II, the current F Ithrough opening 58 into channel 46 to help maintain battery pack 14a above low temperature performance limits.

[0067] If the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to condition set III, the current F I through the opening 58 into the channel 46. The current may be a mixture of current from the engine compartment and current from outside the engine compartment.

[0068] In particular, when in the intermediate position, the mixing door 40 is regulated to the first position, the second position, or a position between the first position and the second position in response to a desired temperature.

[0069] If the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to condition set IV, the current F Ithrough the opening 58 into the channel 46, but the blocking door 80 directs the current F I away from the battery. When adjusted according to Condition IV, little to no air circulates around the battery pack 14a, thereby accelerating self-heating of the battery pack 14a.

[0070] When the controller 18 adjusts the blend door 40 and the blocking door 80 according to the table in response to the condition set V, the vehicle 10a is parked and little to no air passes through the duct 46, which may enhance self-heating of the battery pack 14a.

[0071] When the controller 18 adjusts the blend door 40 and the blocking door 80 according to the table in response to condition set VI, little to no air passes through the duct 46, thereby assisting the battery pack 14a in retaining thermal energy.

[0072] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to condition VII, the cooler fan 76 can be used to control the current F I through the opening 58 into the channel 46 to heat the battery pack 14a.

[0073] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to the condition set VIII, cooling of the battery pack 14a can be regulated using the blocking door 80 to control the current F S to selectively allow through channel 46.

[0074] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to the condition set IX, the current F O through channel 46 as the current F S .

[0075] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to the condition set X, the mixing door 40 can be moved to an intermediate position and the blocking door 80 can be moved to an intermediate position to control the flow F S and to regulate the temperature of the battery pack 14a.

[0076] In particular, the blocking door 80, when in the intermediate position, is regulated to the flow-permitting position, the flow-blocking position, or a position between the flow-permitting position and the flow-blocking position in response to a desired temperature.

[0077] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to the condition set XI, the current F O through channel 46 as the current F S to cool the battery pack 14a.

[0078] When the controller 18 adjusts the mixing door 40 and the blocking door 80 according to the table in response to condition set XII, the cooler fan 76 can be used to control the current F I through the opening 58 into the channel 46 to cool the battery pack 14a when the battery pack 14a is being charged and the vehicle 10a is stationary. Moving the current F I through channel 46 when battery pack 14a is stationary helps prevent overheating of battery pack 14a due to self-heating during charging.

[0079] Features of the disclosed embodiments include an active thermal management approach for a battery pack. Thermal management can save energy, improve fuel economy, and enhance performance. Thermal management can keep the battery pack within an optimal range of operating temperatures.

[0080] While various features and aspects are described above in connection with one or more particular embodiments, these features and aspects are not necessarily exclusive to the corresponding embodiment. The disclosed features and aspects may be combined in ways other than those specifically mentioned above. In other words, any feature of one embodiment may be included in another embodiment or may be substituted for a feature of another embodiment.

[0081] The foregoing description is exemplary and not restrictive in nature. Variations and modifications of the disclosed examples that do not necessarily depart from the spirit of this disclosure may be apparent to those skilled in the art. Accordingly, the scope of legal protection afforded to this disclosure can only be determined by reading the following claims.

Claims

[1] Assembly comprising: a mixing structure (20) movable between a first position and a second position, wherein the mixing structure (20) in the first position generates a first air flow (F I ), the mixing structure (20) in the second position allows a second air flow (F O ), whereby the first air flow (F I ) contains more air that has flowed through an engine compartment (22) of an electrified vehicle (10a) than the second air flow (F O ), further comprising a battery pack (14a) having a thermal energy level generated by the first air flow (F I ), the second air stream (F O ) or both are adjusted, wherein the mixing structure (20) comprises a mixing door (40) pivoting between the first position and the second position, wherein the mixing door (40) is aligned with an air shield (44) of the electrified vehicle (10a) in the first position and the mixing door (40) is misaligned with the air shield (44) in the second position, the air shield (44) protecting the battery pack (14a), being located on an underside of the vehicle (10a) and being spaced from the battery pack (14a) to provide a channel (46) between the air shield (44) and the battery pack (14a), wherein the assembly comprises a blocking door (80) separate from the mixing structure (20), the blocking door (80) being movable between a flow-blocking position and a flow-permitting position, the blocking door (80) in the flow-blocking position protecting the battery pack (14a) from receiving the first air flow (F I ) or the second air stream (F O ), wherein the blocking door (80) in the flow-permitting position allows the battery pack (14a) to pass the first air flow (F I ) or the second air stream (F O ) receives, where in the flow-permitting position the air flows (F I , F O ) are free to pass through the opening (58) into the channel (46) depending on the position of the mixing door (40) and in the flow-blocking position the air flows (F I, F O ) from entering the channel (46) and directed below the channel (46). [2] The assembly of claim 1, further comprising a controller (18) that initiates movement of the mixing structure (20) from the first position to the second position and from the second position to the first position, the controller (18) initiating the movement in response to a temperature. [3] The assembly of claim 2, wherein the temperature comprises a temperature of the battery pack (14a). [4] The assembly of any one of claims 1 to 3, wherein the mixing door (40) is positioned on a bottom side of the electrified vehicle (10a). [5] An assembly according to any one of claims 1 to 4, wherein the mixing door (40) pivots about an axis (56) aligned with a rotational axis (R) of a drive wheel (60) of the electrified vehicle (10a). [6] Assembly according to one of claims 1 to 5, wherein the second air flow (F O ) more ram air from outside the engine compartment (22) than the first air flow (F I ) contains. [7] An assembly according to claim 6, wherein the first air flow (F I ) comprises only ram air that has flowed through the engine compartment (22). [8] Assembly according to one of claims 1 to 7, wherein both the first air flow (F I ) and the second air stream (F O ) include ram air. [9] A method for managing thermal energy in a battery pack (14a), comprising: selective communication of a first air stream (F I ) or a second air stream (F O) for adjusting a thermal energy level of a battery pack (14a) of an electrified vehicle (10a), wherein the first air flow (F I ) more air that has flowed through an engine compartment (22) than the second air flow (F O ), further comprising actuating a mixing structure (20) to control the selective communicating, comprising selectively blocking the first air stream (FI) and the second air stream (F O ) from reaching the battery pack (14a), further comprising actuating a blocking door (80) to control the selective blocking, wherein the mixing door (40) in the first position is aligned with an air shield (44) of the electrified vehicle (10a) and the mixing door (40) in the second position is misaligned with the air shield (44), wherein the air shield (44) protects the battery pack (14a), is located on an underside of the vehicle (10a) and is spaced from the battery pack (14a) to provide a channel (46) between the air shield (44) and the battery pack (14a), wherein the blocking door (80) is moved between a current blocking position and a current permitting position, wherein the blocking door (80) in the current blocking position protects the battery pack (14a) from receiving the first air flow (FI) or the second air flow (F O ), wherein the blocking door (80) in the flow-permitting position allows the battery pack (14a) to pass the first air flow (FI) or the second air flow (F O ) receives, where in the flow-permitting position the air flows (F I , F O ) are free to pass through the opening (58) into the channel (46) depending on the position of the mixing door (40) and in the flow-blocking position the air flows (F I , F O) from entering the channel (46) and directed below the channel (46) [10] Method according to claim 9, wherein the first air stream (F I ) comprises only air that has flowed through the engine compartment (22). [11] The method of claim 9 or claim 10, wherein air that has flowed through the engine compartment (22) is air that has passed through a radiator (72) of the electrified vehicle (10a). [12] Method according to one of claims 9 to 11, wherein the first air stream (F I ) and the second air stream (F O ) include ram air.

Images