Thermal management component, system, and method of operating the same

Abstract

A thermal management system comprising a component, comprising: a first valve (610), a second valve (620), a first fluid pathway associated with a drive system, and a second fluid pathway associated with a battery, wherein, in a first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to a condenser (650) and allows fluid communication from the second fluid pathway to a chiller (650), and the second valve (620) allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

Description

THERMAL MANAGEMENT COMPONENT, SYSTEM, AND METHOD OF MANUFACTURING AND USING THE SAMEFIELD OF THE INVENTION

[0001] The field relates to thermal management systems, e.g., used in vehicles.BACKGROUND OF THE INVENTION

[0002] During operation of a vehicle, certain components (e.g., engines, brakes, batteries, electric motors, and the like) may generate heat such that the components must be cooled to remain within their respective operating temperature ranges. In addition, some vehicle components may need to be heated in certain circumstances. For example, batteries may need to be heated on cold days in order to operate more efficiently and effectively. However, in traditional vehicles, fluid pathways of an associated thermal management systems are not integrated such that a fluid (e.g., coolant) can be intelligently routed from one vehicle component to another vehicle component based on individual thermal needs or availability. Moreover, traditional thermal management systems for vehicles typically are interconnected with multiple hoses and junctions, which can be expensive, space-consuming, and complex to install, service, and replace.SUMMARY

[0003] This summary is intended to introduce a selection of concepts in a simplified form that are further described below in the detailed description section of this disclosure. This summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to be used as an aid in isolation to determine the scope of the claimed subject matter.

[0004] In brief, and at a high level, this disclosure describes, among other things, thermal management components having a plurality of integrated fluid pathways and connections, thermal management systems, assemblies, and configurations that include the same, and methods of manufacturing, integrating, and using the same, e.g., in connection with different types of vehicles and machines, among other things.

[0005] In embodiments, a thermal management component includes a fluid-routing structure with a first valve, a first fluid pathway, and a second fluid pathway. The first valve is adjustable so that fluid (e.g., coolant) can be routed from a drive system to either a batterysystem (e.g., to facilitate transfer of thermal energy from the fluid to one or more batteries of the battery system) or back to the drive system (e.g., to facilitate additional transfer of thermal energy from the drive system to the fluid). This configuration allows the fluid to absorb thermal energy from the drive system and then selectively be transferred to increase a temperature of the battery system, e.g., in instances where transfer of thermal energy to the battery system can increase its operational efficiency and / or performance. Thermal management components described herein can also include additional valves, pathways, and connections that enable a multi-pathway thermal management system with selective fluid routing to be integrated into a more consolidated, compact, and / or integrated component and / or assembly. This can promote thermal efficiency by reducing a surface area and / or three-dimensional profile needed for a thermal management component. This can help limit or reduce undesired heat loss, hoserouting requirements, and connection complexity, can improve assembly, disassembly, and repair efficiency, and can further facilitate fluid (e.g., coolant) de-aeration, and improve fluid (e.g., coolant) fill speed, among numerous other benefits described in connection with the embodiments disclosed herein.BRIEF DESCRIPTION OF THE DRAWING

[0006] The thermal management components, assemblies, and systems that include the same, and methods of manufacturing, integrating, and using the same described herein refer to the attached drawing figures, which illustrate non-limiting examples, wherein:

[0007] FIG. 1 is a block diagram of an example computing device suitable for supporting the operation of different embodiments described herein;

[0008] FIG. 2 depicts a diagram of an example thermal management component, in accordance with embodiments of the present disclosure;

[0009] FIG. 3 A depicts an example thermal management component with an upper portion and a lower portion shown spaced-apart, in accordance with embodiments of the present disclosure;

[0010] FIGS. 3B-3E depict different perspectives and states of assembly of the thermal management component shown in FIG. 3A, in accordance with embodiments of the present disclosure;

[0011] FIG. 4 depicts an example bypass component, in accordance with embodiments of the present disclosure;

[0012] FIG. 5 depicts an example assembly of a frame and a thermal management component, in accordance with embodiments of the present disclosure;

[0013] FIGS. 6A and 6B depict a thermal management component in different operational configurations, in accordance with embodiments of the present disclosure;

[0014] FIGS. 6C and 6D depict the thermal management component of FIGS. 6A and 6B in additional mixed mode configurations, in accordance with embodiments of the present disclosure;

[0015] FIG. 6E depicts an example control system that can be used in connection with operation of the thermal management components described herein, in accordance with embodiments of the present disclosure;

[0016] FIG. 7 depicts a block diagram of a method of operating a thermal management system in connection with a vehicle, in accordance with embodiments of the present disclosure; and

[0017] FIG. 8 depicts a block diagram of a method of manufacturing a thermal management component that includes an integrated fluid-routing structure, in accordance with embodiments of the present disclosure.DETAILED DESCRIPTION OF THE INVENTION

[0018] This detailed description is provided in order to meet statutory requirements. However, this description is not intended to limit the scope of the invention described herein. Rather, the claimed subject matter may be embodied in different ways, to include different steps, combinations of steps, different elements, and / or different combinations of elements, similar to those described herein, and in conjunction with other present or future technologies and solutions. Moreover, although the terms “step” and “block” may be used herein to identify different elements of methods employed, the terms should not be interpreted as implying any particular order among or between different elements except when the order is explicitly described.

[0019] In general, disclosed herein are thermal management components, thermal management systems / assemblies, and methods of manufacturing, integrating, and using the same, where the components and associated systems / assemblies enable the efficient, adaptable, and intelligent transfer of thermal energy based on operational needs, among other things. In particular, the components, systems, and assemblies described herein can include integratedfluid pathways, valves, and connections that allow fluid (e.g., coolant) to be intelligently routed through the different pathways to vehicle components based on the operational needs of those components and in consideration of the thermal needs and balance of the overall thermal management system. FIGS. 1-8 depict non-limiting examples of the aforementioned subject matter along with additional supporting embodiments, examples, and scenarios.

[0020] The subject matter of this disclosure may be provided as, at least in part, a method, a system, and / or a computer-program product or other technology, among other things. Thus, certain aspects described herein may take the form of hardware, software, or may be a combination of software and hardware. In addition, a computer program that includes computer-useable instructions embodied on one or more computer-readable media may also be used. The subject matter hereof may further be implemented as hard-coded into the mechanical design of computing components and / or may be built into an integrated system for thermal management, e.g., in a vehicle.

[0021] The computer-readable media described herein may include volatile media, nonvolatile media, removable media, and non-removable media, and may also include media readable by a database, a switch, and / or various other network devices. Network switches, routers, and related components are conventional in nature, as are methods of communicating with the same, and thus, further elaboration is not provided in this disclosure. By way of example, and not limitation, computer-readable media may comprise computer storage media and / or non-transitory communications media.

[0022] The computer storage media or machine-readable media described herein may include media implemented in any method or technology for storing information. Examples of stored information include computer-useable instructions, data structures, program modules, and / or other data representations. Computer storage media may include, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital versatile discs (DVD), holographic media or other optical disc storage, magnetic cassettes, magnetic tape, magnetic disk storage, and other storage devices. These memory components may store data momentarily, temporarily, and / or permanently, and are not limited to the examples provided herein.

[0023] Looking now at FIG. 1 , a block diagram of an example computing device 1 suitable for enabling functions described herein is provided, in accordance with embodiments of the present disclosure. It should be noted that although some components depicted in FIG. 1 are shown in the singular, they may be plural, and the components may be connected in a different,including distributed, configuration. For example, computing device 1 might include multiple processors and / or multiple radios and / or multiple memories. The computing device 1 includes a bus 9 that may directly or indirectly connect different components together, including memory 2, processor(s) 3, presentation component(s) 4 (if applicable), radio(s) 5, input / output (I / O) port(s) 6, input / output (I / O) component(s) 7, and power supply 8.

[0024] The memory 2 may take the form of the memory components described herein. Thus, further elaboration will not be provided here, but the memory 2 may include any type of tangible medium that is capable of storing information, such as a database. A database may include any collection of records, data, and / or other information. In one embodiment, the memory 2 may include a set of computer-executable instructions that, when executed, facilitate various functions or steps associated with the subject matter described herein. These instructions will be referred to as “instructions” or an “application” for short. The processor 3 may actually be multiple processors that may receive instructions and process them accordingly. The presentation component 4 may include a display, a speaker, a screen, a portable digital device, and / or other components that can present information through visual, auditory, and / or other tactile cues (e.g., a display, a screen, a lamp, a light-emitting diode (LED), a graphical user interface (GUI), and / or a lighted keyboard).

[0025] The radio 5 may facilitate communication with a network, and may additionally or alternatively facilitate other types of wireless communications, such as Wi-Fi, WiMAX, LTE, Bluetooth, and / or VoIP communications, among other communication protocols. In various aspects, the radio 5 may be configured to support multiple technologies, and / or multiple radios may be configured and utilized to support multiple technologies.

[0026] The input / output (I / O) ports 6 may take a variety of forms. Exemplary I / O ports may include a USB jack, a stereo jack, an infrared port, and / or other proprietary communications ports. The input / output (I / O) components 7 may comprise one or more keyboards, microphones, speakers, touchscreens, and / or any other item useable to directly or indirectly input data into the computing device 1. The power supply 8 may comprise batteries, generators, fuel cells, and / or any other component (e.g., source of electricity or power) that may act as a power source to supply power to computing device 1 and / or to other components described herein.

[0027] The embodiments described herein can be implemented in and / or utilized with different vehicles including electric vehicles, battery-electric vehicles, hybrid-electric vehicles, plug-in hybrid-electric vehicles, and / or vehicles that operate using traditional internal-combustion, among other things. In addition, the embodiments described herein can be used with any type / class of vehicle, e.g., such as a passenger car, truck (e.g., light, medium, or heavy duty or freight class), industrial vehicles, machinery, and / or equipment, and others. In addition, although this disclosure describes, in some cases, a thermal management component that, for example, “comprises” valves and / or vehicle components, it is contemplated herein that, in some embodiments, the thermal management component includes one or more attachments (e.g., attachment / mounting locations or housings) for such valves and / or vehicle components, but does not necessarily include (e.g., have integrated therein) the components themselves. Rather, those components can be attached, coupled, and / or otherwise mounted to the thermal management component such that the components are at least partially integrated.

[0028] Looking now at FIG. 2, a diagram representing a configuration of an example thermal management component 200 is shown, in accordance with an embodiment of the present disclosure. The thermal management component 200 can be installed in, or otherwise integrated with, a vehicle as described herein. The thermal management component 200 is configured to route a fluid (e.g., a thermal transfer fluid such as a coolant) within the vehicle in order to regulate a temperature (e.g., by heating or cooling) associated with one or more vehicle components. The thermal management component 200 can include different components (as well as different housings, connections, and / or mounting locations for such components), a non-limiting selection of which is shown in the diagram in FIG. 2. This includes valve 210, valve 220, valve 230, condenser 240, valve 242, heater 250, valve 251, chiller 260, valve 271 , and / or one or more fluid pathways (e.g., fluid pathways 214a-c, 215a-d, and / or 224a- b). In embodiments, any of the valves described herein can comprise, for example, a solenoid valve, a pneumatic valve, a linear or multi-tum valve, a rotary valve, a metering valve, or the like.

[0029] Herein, terms and labels (e.g., “valve 210” or “heater 250”) can refer to the components themselves, to the housing(s) and / or mounting location(s) thereof, or both. In addition, although each valve shown in FIG. 2 (e.g., valves 210, 220, 230, 242, 251, and / or 271) is depicted as one valve for the sake of visual simplicity, it is contemplated that any of these valves can comprise a system of multiple valves that can operate to direct fluid as described in connection with the thermal management component 200.

[0030] In different embodiments, the thermal management component 200 can be integrated into a vehicle. The vehicle can include a drive system. In general, and at a high level, a drive system can be one adapted to transfer energy stored in the vehicle, to one or morewheels of the vehicle. In this respect, a drive system can be operated using internal-combustion, battery-electric power, hybrid-electric power, or using another power source, or any combination thereof. In embodiments, the drive system comprises an electric motor, an axle, and / or a braking system.

[0031] The vehicle can also include a radiator. The radiator receives thermal energy generated by one or more other vehicle components (e.g., in the form of fluid or coolant) and dissipates the heat through, for example, operation of a fan or motion of the vehicle that produces airflow that transfers heat from the coolant to the surrounding atmosphere. The radiator can include two sections: a high-temperature section (e.g., “HTK” in FIG. 2) and a low-temperature section (e.g., “LTK” in FIG. 2). These radiator sections can be configured to operate independently — e.g., one section can be idle while the other section is in operation. Similarly, one section can accept fluid from a first vehicle component while the other section accepts fluid from a second vehicle component. In some embodiments, fluid having a first, higher temperature is routed to the high-temperature section, while fluid having a second, lower temperature is routed to the low-temperature section. For example, fluid in a fluid pathway associated with a drive system (e.g., fluid pathway 214a-c) can be routed to the HTK or both the HTK and the LTK for cooling, while fluid in a fluid pathway associated with a battery (e.g., fluid pathway 215a-d) can be routed to the LTK or to both the LTK and the HTK.

[0032] In some embodiments, a vehicle that integrates the thermal management component 200 includes a battery and associated electrical connections (and / or a battery system that includes a plurality of batteries and associated electrical connections). The battery or batteries used with a vehicle can be any type of automobile battery, such as a wet-cell battery, a dry-cell battery, a lithium-ion battery, a silver-calcium battery, a deep-cycle battery, a nickel metal hydride battery, absorbent glass mat (AGM) battery, or enhanced flooded battery among others.

[0033] Looking again at FIG. 2, the thermal management component 200 includes one or more fluid pathways 214a-c, 215a-d, and / or 224a-b. The fluid pathways generally serve as conduits through which a fluid (e.g., a thermal transfer fluid such as a coolant) can pass in order to route past, through, and / or adjacent to different vehicle components to engage in thermal exchange (e.g., transfer of thermal energy). In embodiments, the fluid pathways can be integrated into the thermal management component 200 (e.g., into a rigid housing or enclosure thereof) as opposed to being connected externally which can simplify the manufacturing, assembly, and / or servicing of the component 200 and reduce cost by reducing, limiting, or even eliminating the need to use one or more hoses (or other non-integrated conduits) to facilitatethe flow of fluid to desired locations. It should be understood that any of the fluid pathways 214a-c, 215a-d, 224a-b shown in FIG. 2 can include one or more segments as discussed in connection with FIG. 2. In addition, each fluid pathway’s segments can either be continuous or discontinuous with one another in different embodiments.

[0034] The fluid pathway 214a-c is associated with a drive system (e.g., an electric drive system that includes one or more electric motors) of a vehicle. For example, the fluid pathway 214a-c can extend into and / or proximate to one or more components of the drive system in order to facilitate thermal management (e.g., heating or cooling) thereof. The fluid pathway 215a-d is associated with a battery (or a battery system) of the vehicle. For example, the fluid pathway 215a-d can extend proximate to, into, around, and / or between one or more batteries of the vehicle in order to facilitate thermal management (e.g., heating or cooling) thereof. The fluid pathway 224a-b is associated with a radiator 270 of the vehicle. For example, the fluid pathway 224a-b can extend into, through, out of, and / or otherwise proximate to the radiator 270 such that the radiator 270 can expel heat carried by the fluid located inside the fluid pathway 224a-b. Moreover, the fluid pathway 224a-b can be coupled to one or both of the fluid pathways 214a-c and 215a-d — e.g., as shown in FIG. 2 — such that fluid can be transferred between the fluid pathways 214a-c and / or 215a-d and the fluid pathway 224a-b.

[0035] With continued reference to FIG. 2, in some embodiments, the thermal management component 200 comprises a valve 210. The valve 210 comprises a fluid inlet 211 coupled to the segment 214a of the fluid pathway 214a-c of the thermal management component 200. The valve 210 is adjustable between at least a first position and a second position. In the first position, the valve 210 allows fluid communication from the fluid inlet 211 to a fluid outlet212. The fluid outlet 212 is coupled to segment 214b of the fluid pathway 214a-c. In the second position, the valve 210 allows fluid communication from the fluid inlet 211 to a fluid outlet213. The fluid outlet 213 is coupled to segment 215a of the fluid pathway 215a-d.

[0036] In some embodiments, the valve 210 is connected to an actuator operable to adjust the valve 210 between at least the first position and the second position (similar to other valves referenced herein). The actuator can be connected to a control system, which can include a computing device (e.g., the computing device 1 of FIG. 1). The control system can operate the actuator such that the valve 210 is adjusted from the first position to the second position, or from the second position to the first position. In embodiments, the control system operates the actuator based on a temperature of the battery. For example, the control system can operate the actuator such that the valve 210 is adjusted from the first position to the second position — e.g.,to route fluid from the drive system to the battery — based on a battery temperature being below a threshold (e.g., below a normal and / or manufacturer-designated operating temperature range of the battery). Through this, fluid that is heated by the drive system (e.g., receives thermal energy from the drive system) can be routed to the battery in order to heat, i.e., increase the temperature, of the battery. In some embodiments, operation of the actuator is additionally (or alternatively) based on a temperature of fluid in the fluid pathway 215a-d being above a threshold (e.g., fluid may only be routed to the battery by the control system if the fluid is sufficiently heated such that there is a desired differential with the temperature of the battery or batteries). As another example, the control system can operate the actuator such that the valve 210 is adjusted from the second position to the first position based on the temperature of the battery being above a threshold (e.g., within the operating range of the battery) such that no additional increase in temperature is needed and / or desirable.

[0037] With continued reference to FIG. 2, in some embodiments, the thermal management component 200 includes a valve 220. The valve 220 includes a fluid inlet 221 coupled to the segment 214b of the fluid pathway 214a-c of the thermal management component 200. The valve 220 is adjustable between at least a first position and a second position. In the first position, the valve 220 allows continued fluid communication with the fluid pathway 214a-c (e.g., allows fluid communication between segments 214b and 214c) from the fluid inlet 221 to a fluid outlet 223. The fluid outlet 223 is coupled to segment 214c of the fluid pathway 214a- c. In the second position, the valve 220 allows fluid communication from the fluid inlet 221 to a fluid outlet 222. The fluid outlet 222 is coupled to segment 224a of the fluid pathway 224a- b.

[0038] In embodiments, the valve 220 is connected to an actuator operable to adjust the valve 220 between at least the first position and the second position. The actuator can further be connected to a control system. The control system can operate the actuator such that the valve 220 is adjusted from the first position to the second position, or from the second position to the first position. In embodiments, the control system operates the actuator based on a temperature of the drive system. For example, the control system can operate the actuator such that the valve 220 is adjusted from the first position to the second position — e.g., to route fluid from the drive system to the radiator 270 — based on a temperature of the fluid in the fluid pathway 214a-c exceeding a threshold (e.g., such as an operating temperature or temperature range of the drive system). Accordingly, fluid warmed by the drive system can be routed to the radiator 270 for cooling prior to being routed back to the drive system. As another example,the control system can operate the actuator such that the valve 220 is adjusted from the second position to the first position based on the temperature of the fluid in the fluid pathway 224a-b being below a threshold (e.g., cool enough that the fluid can adequately transfer thermal energy from the drive system and thus cool the drive system).

[0039] With continued reference to FIG. 2, in some embodiments, the thermal management component 200 includes a valve 230. The valve 230 includes a fluid inlet 231 coupled to a segment 215b of the fluid pathway 215a-d of the thermal management component 200. The valve 230 is adjustable between at least a first position and a second position. In the first position, the valve 230 allows fluid communication from the fluid inlet 231 to a fluid outlet 233. The fluid outlet 233 is coupled to segment 224b of the fluid pathway 224a-b. In the second position, the valve 230 allows fluid communication from the fluid inlet 231 to a fluid outlet 232. The fluid outlet 232 is coupled to segment 215c of the fluid pathway 215a-d.

[0040] In some embodiments, the valve 230 is connected to an actuator operable to adjust the valve 230 between the first position and the second position. The actuator can further be connected to a control system. The control system can operate the actuator such that the valve 230 is adjusted from the first position to the second position, or from the second position to the first position. In some embodiments, the control system operates the actuator based on an atmospheric temperature. For example, the control system can operate the actuator such that the valve 230 is adjusted from the first position to the second position — e.g., to route fluid from the battery to the chiller instead of the radiator — based on an atmospheric temperature exceeding a threshold (such that heat transfer with the atmosphere through the radiator is more limited). Thus, fluid warmed by the battery can be routed to the chiller for cooling instead of being routed to the radiator, since the radiator may be a comparatively inefficient way to cool the fluid in high atmospheric temperatures. In some embodiments, operation of the actuator is additionally (or alternatively) based on a temperature of the radiator (or the fluid in one or both of fluid pathways 215a-d and 224a-b) exceeding a threshold (e.g., fluid may be routed to the chiller based on the temperature of the fluid itself, the temperature of the radiator, or both). As another example, the control system can operate the actuator such that the valve 230 is adjusted from the second position to the first position based on the atmospheric temperature being below the threshold (e.g., cool enough that the radiator can adequately provide thermal transfer to cool the fluid and / or the battery).

[0041] In embodiments, a chiller 260 (or “battery chiller”) can be used in connection with the thermal management component 200. The chiller 260 can actively cool the battery (orbatteries) when the battery temperature exceeds a threshold or is above an operating temperature range, for example. In some embodiments, the chiller 260 cools the battery by exposing the battery to a fluid (e.g., coolant) cooled by the chiller 260 — e.g., using a refrigerant — to facilitate thermal transfer from the battery. The chiller 260 can be affixed to the thermal management component 200 at one or more mounting locations and / or housings, e.g., on a top surface of the thermal management component 200 in one instance.

[0042] As shown in FIG. 2, one or more fluid inlets associated with the chiller 260 can be coupled to (e.g., such as to be in fluid communication with) the fluid pathway segment 215c, and one or more fluid outlets associated with the chiller 260 can be coupled to (e.g., such as to be in fluid communication with) the fluid pathway segment 215d. In operation, when active, the chiller cools fluid (e.g., coolant) that enters the chiller from the battery (e.g., through segment 215c) and returns the fluid to the battery (e.g., through segment 215d).

[0043] In some embodiments, a heater 250 can be used in connection with the thermal management component 200. The heater 250 can be operated to transfer thermal energy to the battery (i.e. , heat the battery) when the battery temperature is below a threshold or is below an operating temperature range, for example. The heater can be a positive temperature coefficient (PTC) resistive heater or another type of heater.

[0044] Looking at FIG. 2, one or more fluid inlets associated with the heater 250 can be coupled to (e.g., such as to be in fluid communication with) the fluid pathway segment 215c, and one or more fluid outlets associated with the heater 250 can be coupled to (e.g., such as to be in fluid communication with) the fluid pathway segment 215d. In some embodiments, the heater 250 is positioned in parallel with the chiller 260.

[0045] In one embodiment, a valve 251 can be positioned along the fluid pathway segment 215c between the heater inlet and the chiller inlet. The valve 251 can be configured to control the flow of fluid through the fluid pathway 215a-d. For example, the valve 251 can be closed (e.g., by an actuator connected to a control system, e.g., associated with the vehicle) in order to force fluid to flow through the heater 250 (e.g., if the battery needs to be warmed). The valve 251 can also be opened to permit fluid to flow through the chiller 260 (e.g., if the battery needs to be cooled). The control system can instruct operation of the actuator coupled to the valve 251 based on the temperature of the battery and / or based on fluid temperature data, for example. In some embodiments, the heater 250 can function as a bypass. That is, when the valve 251 is open such that fluid flows through the chiller 260, at least some fluid can flow through the heater 250 while the heater 250 is inactive or not in operation.

[0046] In some embodiments, a condenser 240 can be used in connection with the thermal management component 200. The condenser 240 can be configured to receive heat / thermal energy from one or more other vehicle components (e.g., in the form of refrigerant that has been evaporated) and transfer the heat / thermal energy to a liquid (e.g., water routed through the condenser 240 when the condenser is a water-cooled condenser (WCC)) and / or to air passing through the condenser 240. This heat transfer process can transform the refrigerant that is initially in the form of vapor at least partially back into a liquid state. For example, when the thermal management component 200 is integrated into a vehicle that comprises a chiller 260, the condenser can be in thermal communication with (e.g., receive heat / thermal energy from) the chiller 260.

[0047] As shown in FIG. 2, the condenser 240 can be positioned along, coupled to, and / or in fluid communication with the fluid pathway segment 214b, for example. When the condenser 240 is positioned in this manner, the condenser 240 can transfer thermal energy received from the chiller 260 (or any other component) into the fluid pathway 214a-c — e.g., in the manner previously described with respect to the condenser 240. In some instances, the heat is rejected by the radiator 270 (or simply returned to the drive system) depending, for example, on the position of the valve 220. Alternatively, or in addition — e.g., when a cabin of the vehicle requires heat — fluid can be directed to fluid pathway 241, which can be positioned between the condenser 240 and the valve 220 along the fluid pathway segment 214b. The fluid pathway 241 can be coupled to and / or in fluid communication with a valve 242, which can be opened (e.g., by an actuator connected to a control system, e.g., associated with the vehicle) to allow fluid to flow through the valve 242 and thereby transfer thermal energy to the cabin (and thus heat the cabin) — e.g., via a blower and / or heat exchanger. The valve can also be closed by the control system, restricting the flow of fluid through the valve 242 (e.g., when the cabin does not require heat).

[0048] The thermal management component 200 can also include a valve 271. The valve 271 can be in fluid communication with the fluid pathway segment 224a, the fluid pathway segment 224b, LTK inlet 272, and / or HTK inlet 273. The valve 271 can be opened (e.g., by an actuator connected to a control system, e.g., associated with the vehicle) to allow the flow of fluid through the valve 271, which can regulate the flow of fluid between segments of the fluid pathway 224a-b and / or the radiator 270 (including the LTK inlet 272 and / or the HTK inlet 273).

[0049] It should be noted that FIG. 2 depicts one selection of non-limiting components associated with the thermal management component 200 in one depicted configuration. However, in different embodiments, more, fewer, or alternative components can form a thermal management component as described herein including those that are arranged in a different configuration and / or that accomplish a similar form of selective fluid routing (e.g., of coolant) between different components including those described in connection with FIG. 2.

[0050] Looking now at FIG. 3A, an example fluid-routing structure 300 representing at least part of the thermal management component 200 shown in FIG. 2 is provided, in accordance with embodiments of the present disclosure. The structure 300 allows fluid to travel through different fluid-pathways therein to facilitate heat transfer. In some embodiments, and as shown, the structure 300 can include an upper portion 301 and a lower portion 302. In such instances, the upper portion 301 can include portions of valve housings and / or portions of fluid pathways, and the lower portion 302 can include corresponding portions of valve housings and / or portions of fluid pathways. That is, one or more valve housings and / or fluid pathways in the upper portion 301 can align with one or more valve housings and / or fluid pathways in the lower portion 302 such that when the upper portion 301 is joined and attached to the lower portion 302, the resulting structure 300 forms complete valve housings and / or enclosed fluid pathways. The upper and lower portions 301, 302 can be manufactured separately and affixed to one another to form an assembled structure 300 of a thermal management component as shown in FIG. 3. Forming the structure 300 from two or more portions can facilitate valve installation and replacement and simplify repair processes among other benefits. For example, a thermal management component formed from upper and lower portions can be at least partially disassembled (e.g., the top portion can be removed, providing access to an interior of the thermal management component) in order to remove a blockage, replace a valve, or perform other maintenance. The fluid-routing structure 300 and any others described herein can be formed of metal, metal alloys, polymers, and / or composite materials, or any combination of the same, in different embodiments. In addition, such materials can be manipulated so that the thermal management component is formed at least partially as an integrated, rigid structure, e.g., through manufacturing methods such as metal casting, polymer casting, additive manufacturing, machining (e.g., electrical discharge machining (EDM)), boring, drilling, and / or other material-removal, addition, or assembly techniques.

[0051] FIG. 3B depicts the fluid-routing structure 300 of the thermal management component 200 — e.g., after the upper and lower portions 301, 302 of FIG. 3 A have been joinedand attached to one another. Features of the fluid-routing structure 300 depicted in FIG. 3B may correspond to — and have some or all of the same properties as — the thermal management component previously described in connection with FIG. 2. Moreover, FIG. 3B is labeled to indicate some such corresponding features for ease of reference.

[0052] In some embodiments, and as shown in FIG. 3B, the fluid-routing structure 300 includes a mounting location 240a for a condenser 240 and / or a mounting location 260a for a chiller 260. The mounting location 240a can include one or more fluid inlets 430a and one or more fluid outlets 430b for the condenser 240, each of which can comprise an opening in the mounting location 240a. Likewise, the mounting location 260a can include one or more fluid inlets 261a and one or more fluid outlets 261b for the chiller 260, each of which can comprise an opening in the mounting location 260a.

[0053] Mounting the condenser 240 and / or the chiller 260 on the fluid-routing structure 300 (instead of, for example, placing the condenser and / or chiller in separate locations in the vehicle and connecting them to the thermal management component with hoses, pipes, or other external conduits) can increase thermal efficiency, save space, and / or save costs (e.g., by reducing or eliminating the need for hoses, junctions, and / or connections needed for such integration). In some embodiments, the fluid-routing structure 300 also includes a ridge 310 extending around a portion or an entirety of the fluid-routing structure 300 — e.g., in order to facilitate installation or integration of the thermal management component 200 in a vehicle, e.g., allowing it to be attached to a frame thereof.

[0054] As shown in FIG. 3B, the fluid-routing structure 300 also comprises housings for valves. These housings include the housings 210a, 220a, 230a, 242a, 251a, and 271a for the valves 210, 220, 230, 242, 251, and 271, respectively. In some embodiments, additional housings and / or valves can be implemented as needed to direct fluid to different components / fluid pathways.

[0055] FIGS. 3C-3E show different views of the fluid-routing structure 300 of FIG. 3B following the installation of valves 210, 220, 230, 242, 251, and 271 and after mounting condenser 240 and chiller 260 onto the fluid-routing structure 300. As shown in FIG. 3D, when integrated or installed in a vehicle, the thermal management component 200 can be pitched at an angle relative to a horizontal plane defined laterally across the vehicle (e.g., a 1-5 degree angle among others). As a result, in such embodiments, a portion or segment of a fluid pathway is positioned at a higher elevation than another portion of the fluid pathway (e.g., some or all of the fluid pathway segment 215b can be positioned at a higher elevation than the fluidpathway segment 215a, or vice-versa). Positioning the fluid-routing structure 300 in such a manner can help air escape from the fluid-routing structure 300. For example, the fluid-routing structure 300 can be pitched at an angle of at least 3 degrees and / or no more than 90 degrees relative to a horizontal plane. In some embodiments, the thermal management component may be positioned vertically or substantially vertically (e.g., ± 5% or ± 10% of a 90-degree angle relative to a horizontal plane).

[0056] Looking now at FIG. 4, an example fluid routing system 400 is shown, in accordance with embodiments of the present disclosure. In some instances, a volume of fluid delivered or routed to a component (e.g., per unit time) exceeds the component’s ability to allow the fluid to pass through the component (e.g., due to a diameter of a fluid pathway or the possible volumetric flow rate through the component) and / or heat or cool the fluid in the intended manner. In other instances, the component is not active (e.g., a chiller may not be active because the fluid is already sufficiently cool). In any such instances (or combinations thereof), it can be beneficial for fluid to flow through a bypass instead of (or in addition to) flowing through the component.

[0057] FIG. 4 shows an example bypass 410 that may be suitable for such purposes. While the bypass 410 is described herein in the context of the condenser 240, e.g., as shown in FIG. 3D, this is merely an example, and in embodiments one or more other components described herein (e.g., the chiller 260, the heater 250, and / or the radiator 270) can additionally or alternatively include one or more bypasses with any of the properties described with respect to the bypass 410 described in connection with system 400. In some embodiments (e.g., as shown in FIG. 4), the bypass 410 is integrated into the fluid-routing structure 300. The bypass 410 can be in fluid communication with one or more fluid inlets 430a and one or more fluid outlets 430b that allow fluid to enter the component instead of (or in addition to) entering the bypass 410. The fluid inlet 430a and the fluid outlet 430b can be located, formed, or integrated in the fluid-routing structure 300. The fluid inlet 430a and the fluid outlet 430b are also labeled in FIG. 3B for reference. Accordingly, in embodiments in which the component (e.g., the condenser 240) is coupled, mounted, or affixed to the fluid-routing structure 300 (e.g., as shown in FIGS. 3C-3E and FIG. 4), the integrally-formed bypass 410 can limit or eliminate the need for additional fluid-routing structures, such as hoses or tubes. In some embodiments, the bypass 410 is coupled to an actuator connected to a control system, e.g., associated with the vehicle, which can control whether the bypass 410 is open (e.g., used) or closed (e.g., not used). For example, a control system can open the bypass 410 if the volume of fluid flowing to thecomponent exceeds a threshold level (e.g., based a fluid flow speed, or based on a volumetric flow rate). When the bypass 410 is closed (and / or when it is open), fluid can flow through the component.

[0058] Looking now at FIG. 5, an example thermal management system or assembly 500 is shown, in accordance with embodiments of the present disclosure. The assembly 500 can be installed in and / or integrated with a vehicle (e.g., an electric vehicle or primarily electric vehicle including a car and / or truck). The assembly 500 includes a frame 510 and the fluidrouting structure 300 shown in FIGS. 3A-3E. The fluid-routing structure 300 can be coupled to the frame 510 using any suitable method, e.g., welding, fasteners (e.g., screws, bolts, rivets, and the like), or using other similar attachment methods. The frame 510 can include mounting locations for one or more vehicle components that can be operably attached and / or attached in fluid communication with the fluid-routing structure 300. For example, this can include the heater 250 (as shown in FIG. 5). The mounting of one or more vehicle components (e.g., heat exchangers) on the frame 510 instead of on the fluid-routing structure 300 can increase thermal efficiency by, for example, decreasing the thermal communication or interference between a heater 250 and a chiller 260 (compared to embodiments where both the heater 250 and the chiller 260 are mounted directly onto the thermal management component 200).

[0059] While shown in a horizontal orientation in FIG. 5, in some embodiments, the frame 510 can be pitched at an angle of at least 3 degrees and / or no more than 90 degrees relative to a horizontal plane when installed in a vehicle. In some embodiments, the frame 510 may be positioned vertically or substantially vertically (e.g., + 5% or + 10% of a 90-degree angle relative to a horizontal plane). In other embodiments, the frame 510 may be positioned horizontally or substantially horizontally while the fluid-routing structure 300 is pitched at an angle of at least 3 degrees and / or no more than 90 degrees relative to a horizontal plane.

[0060] Looking now at FIGS. 6A-6D, a thermal management system 600 is shown, in accordance with embodiments of the present disclosure. The thermal management system 600 can include elements of the thermal management component 200 previously described in connection with FIG. 2, and / or elements of the fluid-routing structure 300 described in connection with FIGS. 3A-3E, e.g., it can similarly include a chiller, a condenser, a radiator, a battery, a drive system, or the like, and / or can include other components. The thermal management system 600 is configured so that in different configurations, thermal fluid can be routed through different fluid pathways, e.g., to a drive system, to a battery, to a chiller, to a condenser, or to combinations thereof. To enable this, the thermal management system 600includes one or more pumps, e.g., a pump for the drive system, a pump for the battery, and / or a pump located at another part of the system 600, and includes one or more valves that can be adjusted into different positions, as described below.

[0061] The thermal management system 600 includes a series of valves 610, 620, 630. The valves 610, 620, 630 are each shown as one valve for clarity and simplicity purposes. However, in actual implementation, each valve 610, 620, 630 could be a system of multiple valves that are operated to communicate fluid along one or more fluid pathways. Each valve can be, or can include, a solenoid valve, a pneumatic valve, a linear valve, a rotary valve, a ball valve, a check valve, a metering valve, or another type of multi-tum or multi-position valve, e.g., that allows for selective communication of fluid along one or more fluid pathways in the system 600. In some embodiments, e.g., as shown in FIGS. 6A-6D, the valves 610 and 620 control two separate fluid pathways, e.g., by having a first inlet and outlet for one fluid pathway, and a second inlet and outlet for another fluid pathway. In embodiments, e.g., as shown in FIGS. 6A-6D, the valve 630 can be configured to communicate fluid along two, three, four, or more fluid pathways, e.g., by having a first fluid inlet and two, three, four, or more fluid outlets through which fluid from the first fluid inlet can be selectively communicated.

[0062] The thermal management system 600 is configured to adjust fluid communication based on operating conditions. For example, the thermal management system 600 can be configured to route thermal fluid from a battery to either a chiller or to a condenser, and similarly, can be configured to route thermal fluid from a drive system to either a chiller or to a condenser, depending on the operating conditions. This adaptability allows a thermal fluid communicated from the drive system or from the battery to be routed to a selected heat exchanger for desired thermal conditioning, allowing for different heating and cooling functions to be performed.

[0063] Looking at FIGS. 6A and 6B, the thermal management system 600 includes a valve 610. The valve 610 is configured to receive a thermal fluid from a fluid pathway 660a associated with a drive system (e.g., a powertrain, such as an electric powertrain) and to receive a thermal fluid from a fluid pathway 670a associated with a battery (e.g., a battery or battery array that powers the drive system). In other words, the valve 610 receives thermal fluid at two separate inlets. The valve 610 is adjustable between a first position (depicted in FIG. 6A) and a second position (depicted in FIG. 6B). In the first position, shown in FIG. 6A, the valve 610 communicates thermal fluid received from the drive system (through the fluid pathway 660a) to a condenser 650 (e.g., a liquid cooled condenser) and communicates thermal fluidreceived from the battery (through the fluid pathway 670a) to a chiller 640. This configuration allows the battery to be cooled. In the second position, shown in FIG. 6B, the valve 610 communicates thermal fluid received from the drive system (through the fluid pathway 660a) to the chiller 640 and communicates thermal fluid received from the battery (through the fluid pathway 670a) to the condenser 650. This configuration allows the battery to be heated.

[0064] Looking at FIGS. 6A and 6B, the thermal management system 600 also includes a valve 620. The valve 620 is configured to receive a thermal fluid from the chiller 640 and from the condenser 650. In other words, the valve 620 can receive thermal fluid at two separate inlets. The valve 620 is adjustable between a first position (depicted in FIG. 6A) and a second position (depicted in FIG. 6B). In the first position, shown in FIG. 6A, the valve 620 communicates thermal fluid received from the chiller 640 to the fluid pathway 670b associated with the battery and communicates thermal fluid received from the condenser 650 through a fluid pathway 632 to a valve 630. In the second position, shown in FIG. 6B, the valve 620 communicates thermal fluid received from the chiller 640 through the fluid pathway 632 to the valve 630 and communicates thermal fluid received from the condenser 650 to the fluid pathway 670b associated with the battery.

[0065] In embodiments, the thermal management system 600 includes the valve 630. The valve 630 receives thermal fluid from the valve 620 through the fluid pathway 632. The valve 630 can be configured so that it is adjustable between two or more positions, e.g., allowing it to communicate thermal fluid received from the fluid pathway 632 along different fluid pathways. For example, as shown in FIGS. 6A and 6B, the valve 630 can be operated to communicate thermal fluid to a radiator (e.g., via a fluid pathway 634), allowing the radiator to transfer heat from the thermal fluid to an external environment; can be operated to communicate thermal fluid to a cab (e.g., via a fluid pathway 636), allowing heat to be transferred from the thermal fluid to the cab to increase an ambient temperature in the cab; and / or can be operated to communicate thermal fluid to a drive system (e.g., via a fluid pathway 660b) so that the thermal fluid can return and collect additional heat from the drive system.

[0066] The thermal management system 600 shown in FIGS. 6A-6D can be directed by a control system, e.g., the control system 680 shown in FIG. 6E. FIG. 6E depicts components of the control system 680 that can receive sensor feedback, process sensor feedback, and then in response control different elements of the thermal management system 600. The control system 680 includes sensors 684. In embodiments, the sensors 684 can include temperature sensors, e.g., that send temperature indications to the controller 682, e.g., temperatureindications associated with the drive system, the battery, the cab, the radiator, the chiller, the condenser, or another component. In embodiments, the sensors 684 can include position sensors, e.g., that indicate a position of valves, e.g., such as the valves 610, 620, 630, or the like. The control system 680 also includes actuators 686. In operation, the controller 682 can process indications from the sensors 684, and then, operate the actuators 686 to adjust valves, e.g., the valves 610, 620, 630, into different positions to control the communication of thermal fluid through the thermal management system 600 based on determined operating conditions. The controller 682 can include one or more processors and one or more memories that store logic and computer-readable instructions that can be executed by the one or more processors to perform different functions of the control system 680 as described herein.

[0067] In embodiments, the controller 682 receives temperature indications from the sensors 684. Then, based on a comparison of the temperature indications to temperature thresholds, e.g., selected minimums and / or maximums (or other threshold somewhere between), the controller 682 can determine if thermal fluid should be directed to components for subsequent accumulation of heat or distribution of heat depending on the operating conditions. The valves 610, 620, 630 are coupled to the actuators 686 that are directed by the controller 682. The controller 682, by operating the actuators 686, can command the valves 610, 620, 630 into desired positions to thereby route the thermal fluid along selected fluid pathways.

[0068] In some operating conditions, it can be desirable to cool the battery, e.g., based on a battery temperature exceeding a selected threshold. To cool the battery, the control system 680 can operate the actuators 686 to command the valve 610 into the first position and command the valve 620 into the first position (e.g., as shown in FIG. 6A). In this configuration, thermal fluid is routed from the fluid pathway 670a, associated with the battery, through the valve 610, through the chiller 640 (where the thermal fluid can be cooled if the chiller is operating), through the valve 620, and through the fluid pathway 670b, where it can return to the battery (thereby cooling the battery). In this configuration, thermal fluid is also routed from the fluid pathway 660a, associated with the drive system, through the valve 610, through the condenser 650, through the valve 620, and to the valve 630. The condenser 650 can be in thermal communication with the chiller 640, e.g., such that the condenser 650 receives heat rejected by the chiller 640. Thus, heat can be transferred from thermal fluid from the battery that passes through the chiller 640 to thermal fluid from the drive system that passes through the condenser 650. If the thermal fluid heated by the condenser 650 requires further cooling(e.g., based on a temperature of the thermal fluid exceeding a selected threshold, a temperature of the drive system exceeding a selected threshold, or a temperature of the thermal fluid being too high relative to a temperature of the drive system), then prior to returning to the drive system (through the fluid pathway 660b), the controller 682 can operate the actuator(s) coupled to the valve 630 so that the thermal fluid entering through the fluid pathway 632 is communicated to the radiator (through the fluid pathway 634) for additional cooling, prior to the thermal fluid passing through a return fluid pathway (not depicted) that routes the fluid from the radiator back to the fluid pathway 660b for communication back to the drive system.

[0069] In some operating conditions, it can be desirable to heat the battery, e.g., based on a temperature of the battery being below a selected threshold. To heat the battery, the controller 682 can operate the actuators to command the valve 610 into the second position and command the valve 620 into the second position (e.g., as shown in FIG. 6B). In this configuration, thermal fluid is communicated from the fluid pathway 670a, associated with the battery, through the valve 610, through the condenser 650 (where the thermal fluid can be heated if the condenser is receiving heat from the chiller), through the valve 620, and through the fluid pathway 670b, through which it can return to the battery (e.g., to heat the battery). In this configuration, thermal fluid is also routed from the fluid pathway 660a, associated with the drive system, through the valve 610, through the chiller 640, and through the valve 620, and to the valve 630. Thus, heat can be transferred from the thermal fluid from the drive system that passes through the chiller 640 to the thermal fluid from the battery that passes through the condenser 650. If the thermal fluid transferred through the chiller 640 requires further cooling (e.g., based on a temperature of the thermal fluid exceeding a selected threshold, a temperature of the drive system exceeding a selected threshold, or a temperature of the thermal fluid being too high relative to a temperature of the drive system) prior to returning to the drive system (through the fluid pathway 660b), the controller 682 can operate the actuator(s) coupled to the valve 630 so that thermal fluid entering through the fluid pathway 632 is routed to the radiator (through the fluid pathway 634) for cooling before returning to the drive system through the fluid pathway 660b. In some operating conditions, the thermal fluid transferred from the chiller 640 through the valve 630 can be routed through the fluid pathway 636 to the cab, e.g., based on a temperature of the cab and / or based on a temperature of the thermal fluid, so that the thermal fluid can be used to heat the cab, before returning to the drive system through the fluid pathway 660b. The routing of the thermal fluid to the cab can similarly be performed using the configuration shown in FIG. 6A, if the thermal fluid entering the valve 630 is of a sufficienttemperature to be used to heat the cab, in which case the thermal fluid can then be communicated to the cab through the fluid pathway 636 before returning to the drive system (through the fluid pathway 660b).

[0070] In an embodiment, based on certain operating conditions, a battery cooling process is initiated by the control system 680. For example, in response to temperature indications from sensor(s) 684, the controller 682 determines that the temperature of the battery has exceeded a desired threshold and / or range, and the controller 682 commands the actuators 686 to adjust the valves 610 and 620 into the first position shown in FIG. 6 A, so that heat is transferred from the battery. The thermal fluid from the battery is then communicated through the fluid pathway 670a, through the chiller 640 where it can be cooled, and then back to the battery through the fluid pathway 670b. The operation of the thermal management system 600 in this configuration can continue until the battery reaches a desired temperature and / or temperature range. In embodiments, the excess thermal energy can be transferred from the chiller 640 to the condenser 650. Based on additional temperature indications from sensor(s) 684, thermal fluid with the transferred thermal energy can be routed using the valve 630, e.g., through the fluid pathway 634 for further cooling by the radiator and / or through the fluid pathway 636 to heat the cab, and / or back to the drive system through the fluid pathway 660b. Thus, accordingly, a battery cooling process can be performed based on sensor feedback indicating an amount of excess thermal energy in one component (e.g., the battery) and an amount of capacity for absorbing or using thermal energy in another component (e.g., the chiller 640, and / or the drive system, radiator, or cab).

[0071] In an embodiment, based on certain operating conditions, a battery heating process is initiated by the control system 680. For example, in response to temperature indications from sensor(s) 684 coupled to the drive system and to the battery, the controller 682 can determine that the temperature of the drive system is above a selected threshold and / or range and can determine that the temperature of the battery is below a selected threshold and / or range, and in response, the controller 682 can command the actuators 686 to adjust the valves 610 and 620 into the second position shown in FIG. 6B, so that heat is transferred to the battery. The operation of the thermal management system 600 in this configuration can continue until a desired battery temperature is reached and / or until a drive system temperature reaches or falls below a desired temperature threshold, and then the process can be ended. In embodiments, a battery heating cycle can be performed by the controller 682 based on sensor feedback indicating an amount of thermal energy needed by one component (e.g., the battery) and anamount of thermal energy available from another component (e.g., the drive system). The heating of the battery can also be supplemented by an additional heating source, e.g., a heat pump, an electrical resistance heater, or the like, if a faster rate of temperature increase in the battery is desired.

[0072] Looking now at FIG. 6C, another configuration of the thermal management system 600 is shown. In particular, FIG. 6C shows the thermal management system 600 configured to operate in a mixed mode. In this configuration, the battery and the drive system are associated with a common or same thermal loop. This is in contrast to FIGS. 6A and 6B, where the battery and the drive system are associated with separate thermal loops. Specifically, to use the mixed mode configuration shown in FIG. 6C, the controller 682 operates the actuators 686 so that the valve 610 is commanded into the second position (as shown in FIG. 6B) and the valve 620 is commanded into the first position (as shown in FIG. 6A). In this configuration, thermal fluid obtains heat from the drive system, enters the valve 610, and travels to the chiller 640 (which may or may not be operating). Then, the thermal fluid travels from the chiller 640 through the valve 620 to the battery via the fluid pathway 670b. Then, after returning from the battery through the fluid pathway 670a, the thermal fluid travels through the valve 610 to the condenser 650 (which may or may not be operating). From the condenser 650, the thermal fluid travels through the valve 620 and through the fluid pathway 632, where through adjustment of the valve 630 the thermal fluid can be communicated to one or more of the radiator, the cab, and / or the drive system. The thermal fluid can then return to the drive system through the fluid pathway 660b. This configuration allows excess thermal energy from the drive system and / or the battery to be ejected by the radiator or used in the cab if the thermal load remains within the capacity of such sources to manage it. This configuration can also allow excess thermal energy from the drive system to be used to heat the battery to a desired temperature or temperature range and, if needed, the remaining energy can be further ejected by the radiator and / or used in the cab.

[0073] The controller 682 can command the valves 610, 620 to enter the mixed mode configuration based on feedback from the sensors 684. For example, based on a temperature of the drive system and / or a temperature of the battery, it can be determined that the battery can absorb heat from the drive system to thereby help cool the drive system, and thus, heat from the drive system can be directed to the battery using the mixed mode configuration. Or, for example, based on a temperature of the drive system and a temperature of the battery, it can be determined that a temperature of the drive system exceeds a temperature of the battery, andthat the temperature of the battery is below a desired temperature threshold and / or range, and thus, heat can be transferred from the drive system to the battery using the mixed mode configuration shown in FIG. 6C to thereby heat the battery and improve battery function. In embodiments, based on sensor feedback indicating an amount of thermal energy in one component (e.g., the battery) and an amount of thermal energy in another component (e.g., the drive system), the control system 680 can initiate the mixed mode configuration or the configuration in FIG. 6 A or in FIG. 6B, based on a determined best use of the available thermal energy within the system 600.

[0074] In some operating conditions, the controller 682 can initiate additional components to supplement heating or cooling, e.g., as shown in FIG. 6E. For example, in some embodiments, e.g., in the mixed mode configurations described herein, the controller 682 can initiate operation of a heat source 688, e.g., a heat pump, to further heat thermal fluid based on a determination that the battery requires additional heat (e.g., is below an operating temperature or temperature range). Or, in some embodiments, e.g., in the mixed mode configurations described herein, the controller 682 can further operate a cooling source, e.g., the radiator, and / or can actuate the valve 630 to route the thermal fluid to the radiator via the fluid pathway 634, to additionally reduce the temperature of the thermal fluid.

[0075] Looking now at FIG. 6D, the thermal management system 600 is again shown but in a different mixed mode configuration. In particular, in FIG. 6D, the controller 682 has commanded the valve 610 to enter the first position (as shown in FIG. 6 A) and has commanded the valve 620 to enter the second position (as shown in FIG. 6B). This configuration is similar to the mixed mode configuration described in connection with FIG. 6C in the sense that it results in a single thermal loop that communicates with both the drive system and the battery. However, in this configuration, thermal fluid initially flows from the drive system to the condenser 650 (rather than to the chiller 640), to the battery, then to the chiller 640 (rather than the condenser 650) before being routed to the valve 630 and back to the drive system through the fluid pathway 660b.

[0076] In embodiments, the selection of the configuration of FIG. 6C or FIG. 6D can occur based on a determination of which configuration can be used or sustained for a longer period of time during operation of an associated system (e.g., vehicle thermal management system). For example, in one embodiment, the configuration of FIG. 6C can be selected by the controller 682 when it is determined that the temperature of the drive system is higher than the temperature of the battery, but the battery is substantially near (e.g., within 10% of) it’s desiredoperating temperature, and thus the configuration of FIG. 6C can be sustained for a longer period of time, due to its comparatively lower rate of heat transfer. In another embodiment, the configuration in FIG. 6D can be selected by the controller 682 when it is determined that the battery requires comparatively more heat to reach it’s desired operating temperature, and thus the configuration of FIG. 6D can be selected because it can be sustained for a longer period of time, due to its comparatively higher rate of heat transfer. These determinations can be made by the control system 680 based on system feedback, e.g., temperature indications from temperature sensors attached to the associated components, among other things.

[0077] The operating configurations described in connection with FIGS. 6A-6D can provide numerous benefits, efficiencies, and advantages, e.g., when performing thermal management. For example, the control system 680 can determine a thermal energy excess in one component, a thermal energy deficiency in another component, and then, rather than expend further energy to eject the excess thermal energy and generate heating to increase the thermal energy of the component having a deficiency, intelligently transfer the thermal energy within the same system to accomplish the same result with greater efficiency using embodiments described herein. In another example, the control system 680 can determine an amount of thermal energy that can be provided by one component such that the component remains in a desired temperature or within a desired temperature range for its operation, and an amount of thermal energy that could be received by another component to increase the temperature of the component to a desired operating temperature or temperature range, and then, intelligently transfer the energy within the same system. Further examples of thermal management are described in U.S. provisional application no. 63 / 387,572, and international application no. PCT / US2023 / 080318, the contents of both of these being incorporated herein by reference in the entirety.

[0078] The control system 680 of FIG. 6E and associated components of embodiments described herein can perform control operations dynamically and adaptively during operation of an associate thermal system (e.g., that is part of a vehicle or machine) in response to changing conditions. This, in turn, allows for improved thermal management, energy use, and operational efficiency, and can also reduce degradation of components due to undesired temperature conditions, among other benefits.

[0079] Looking now at FIG. 7, a block diagram of a method 700 of operating a thermal management system for a vehicle is shown, in accordance with an embodiment of the present disclosure. The method 700 includes blocks 702-706 but is not limited to this selection ofelements or the order depicted. In block 702, a first temperature indication is received, at a control system, from a temperature sensor associated with a battery. The control system can be or comprise a computing device, such as the computing device 1 previously described in reference to FIG. 1. In block 704, the control system determines that the first temperature indication is below a first threshold. In block 706, the control system operates a first actuator to shift a first valve, such as the valve 210 shown in FIG. 2, from a first position to a second position, the second position allowing communication of the thermal transfer fluid from a fluid pathway associated with an electric drive system, e.g., such as the fluid pathway 214a shown in FIG. 2, to a fluid pathway associated with the battery, e.g., such as the fluid pathway 215a shown in FIG. 2.

[0080] Looking now at FIG. 8, a block diagram of a method 800 of manufacturing a fluidrouting structure for a thermal management component, e.g., such as the fluid-routing structure 300 shown in FIG. 3, is provided, in accordance with an embodiment of the present disclosure. The method 800 includes blocks 802-808, but is not limited to this selection of elements or the order depicted. In block 802, a fluid-routing structure comprising a plurality of internal fluid pathways is formed. The plurality of internal fluid pathways can include any of the fluid pathways described or shown herein. The fluid-routing structure can also be formed using any suitable method including multi-component assembly (e.g., where separate pieces are welded together to form the assembled fluid-routing structure), injection molding, and / or casting (e.g., metal casting or polymer casting). The fluid-routing structure can include fluid outlet(s) for a drive system (e.g., an electric drive system), a battery, and / or a radiator, for example. In block 804, a plurality of valves are installed in (and / or on) the fluid-routing structure, such that the plurality of valves are adjustable to control fluid routing through the plurality of internal fluid pathways. The plurality of valves can include any of the valves described herein, such as the valves 210, 220, 230, 242, 251 , and / or 271 previously described in connection with FIG. 2. In block 806, a chiller is mounted on the fluid-routing structure. The chiller can correspond to the chiller 260 previously described in connection with FIG. 2. In one embodiment, the chiller can be a battery chiller. In block 808, a condenser is mounted on the fluid-routing structure. The condenser can correspond to the condenser 240 previously described in connection with FIG. 2. The condenser can be coupled to, and configured to receive heat / thermal energy (e.g., from a fluid) from the battery chiller.

[0081] Clause 1. A thermal management system, comprising: a fluid-routing structure, comprising: a first fluid outlet to a first fluid pathway associated with an electric drive system;a second fluid outlet to a second fluid pathway associated with a battery system; a first fluid inlet from the first fluid pathway associated with the electric drive system; and a first valve adjustable between a first position and a second position, wherein the first position allows fluid communication from the first fluid inlet to the first fluid outlet and to the first fluid pathway associated with the electric drive system, and wherein the second position allows fluid communication from the first fluid inlet to the second fluid outlet and to the second fluid pathway associated with the battery system.

[0082] Clause 2. The thermal management system of clause 1, wherein the first fluid pathway is positioned for thermal transfer with at least one of an electric motor, an axle, and a braking system associated with the electric drive system.

[0083] Clause 3. The thermal management system of any of clauses 1-2, further comprising: a first actuator coupled to the first valve; and a control system connected to the first actuator, the control system configured to operate the first actuator to adjust the first valve from the first position to the second position based on a battery temperature being below a threshold.

[0084] Clause 4. The thermal management system of any of clauses 1-3, wherein the fluidrouting structure further comprises a second valve coupled to the first fluid pathway, wherein the second valve is adjustable between a first position of the second valve and a second position of the second valve, wherein the first position of the second valve allows for continued fluid communication with the first fluid pathway through the second valve, and wherein the second position of the second valve allows fluid communication from the first fluid pathway to a third fluid pathway associated with a radiator.

[0085] Clause 5. The thermal management system of clause 4, further comprising: a first actuator coupled to the second valve; and a control system connected to the first actuator, the control system configured to operate the first actuator to adjust the second valve from the first position of the second valve to the second position of the second valve based on a temperature of a fluid in the first fluid pathway exceeding a threshold.

[0086] Clause 6. The thermal management system of any of clauses 1-5, wherein the fluidrouting structure further comprises a third valve coupled to the second fluid pathway, wherein the third valve is adjustable between a first position of the third valve and a second position of the third valve, wherein the first position of the third valve allows fluid communication from the second fluid pathway to a third fluid pathway associated with a radiator, and wherein thesecond position of the third valve allows for fluid communication from the second fluid pathway to a fourth fluid pathway associated with a chiller.

[0087] Clause 7. The thermal management system of clause 6, further comprising: a first actuator coupled to the third valve; and a control system connected to the first actuator, the control system configured to operate the first actuator to adjust the third valve from the first position of the third valve to the second position of the third valve based on an atmospheric temperature exceeding a threshold.

[0088] Clause 8. The thermal management system of any of clauses 6-7, wherein the fluidrouting structure further comprises a fourth valve coupled to the fourth fluid pathway, the fourth valve adjustable between a first position of the fourth valve and a second position of the fourth valve, wherein the first position of the fourth valve allows fluid communication from the fourth fluid pathway to the chiller, and wherein the second position of the fourth valve allows fluid communication from the fourth fluid pathway to a heater.

[0089] Clause 9. The thermal management system of any of clauses 6-8, further comprising a condenser in thermal communication with the chiller and with the electric drive system, wherein the condenser is configured to transfer heat from the chiller to at least one of the electric drive system and a vehicle cabin.

[0090] Clause 10. The thermal management system of clause 9, wherein the condenser is coupled to the first fluid pathway.

[0091] Clause 11. The thermal management system of any of clauses 1-10, further comprising: a frame that supports the fluid-routing structure, wherein the frame is configured so that the fluid-routing structure is pitched at least 3 degrees and no more than 90 degrees from a horizontal plane defined across the frame.

[0092] Clause 12. A method of operating a thermal management system of an electric vehicle, the thermal management system comprising a control system, a first temperature sensor, and a thermal transfer fluid, the method comprising: receiving, at the control system, a first temperature indication from the first temperature sensor which is associated with a battery; determining, by the control system, that the first temperature indication is below a first threshold; and operating, by the control system, a first actuator to shift a first valve from a first position to a second position, wherein the second position allows communication of the thermal transfer fluid from a fluid pathway associated with an electric drive system to a fluid pathway associated with the battery.

[0093] Clause 13. The method of clause 12, further comprising: receiving, at the control system, a second temperature indication from the first temperature sensor; determining, by the control system, that the second temperature indication is above the first threshold; and operating, by the control system, the first actuator to shift the first valve from the second position to the first position, wherein the first position allows communication of the thermal transfer fluid through the fluid pathway associated with the electric drive system without communication of the thermal transfer fluid through the fluid pathway associated with the battery.

[0094] Clause 14. The method of any of clauses 12-13, further comprising: receiving, by the control system, a second temperature indication from a second temperature sensor, the second temperature indication associated with an atmospheric temperature; determining, by the control system, that the second temperature indication is above a second threshold; and operating, by the control system, a second actuator coupled to a second valve such that the second valve shifts from a first position that allows fluid communication between the fluid pathway associated with the battery and a radiator to a second position that allows fluid communication between the fluid pathway associated with the battery and a chiller.

[0095] Clause 15. The method of clause 14, further comprising: receiving, by the control system, a third temperature indication from the second temperature sensor; determining, by the control system, that the third temperature indication is below the second threshold; and operating, by the control system, the second actuator so that the second valve shifts from the second position to the first position that allows fluid communication between the fluid pathway associated with the battery and the radiator.

[0096] Clause 16. A thermal management assembly for an electric vehicle, comprising: a frame; a fluid-routing structure attached to the frame, the fluid-routing structure comprising a plurality of internal fluid pathways and a plurality of valves that are adjustable to control fluid routing through the plurality of internal fluid pathways; a chiller supported on a first mount on the fluid-routing structure; and a condenser supported on a second mount on the fluid-routing structure.

[0097] Clause 17. The thermal management assembly of clause 16, further comprising a heater attached to the frame, wherein the heater is operable to increase a temperature of a fluid communicated through the fluid-routing structure.

[0098] Clause 18. The thermal management assembly of any of clauses 16-17, wherein the fluid-routing structure is pitched at an angle of at least 3 degrees and no more than 90 degrees from a horizontal plane defined across the frame.

[0099] Clause 19. The thermal management assembly of any of clauses 16-18, wherein the fluid-routing structure includes a fluid outlet for an electric drive system, a fluid outlet for a battery, and a fluid outlet for a radiator.

[0100] Clause 20. The thermal management assembly of clause 19, wherein the fluidrouting structure comprises a first valve of the plurality of valves, wherein the first valve is operable to allow fluid communication from a fluid conduit associated with the electric drive system to the fluid outlet for the battery.

[0101] Clause 21. A thermal management component, comprising: a first valve, a second valve, a first fluid pathway associated with a drive system, and a second fluid pathway associated with a battery, wherein, in a first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to a condenser and allows fluid communication from the second fluid pathway to a chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

[0102] Clause 22. The thermal management component of clause 21, wherein, in a second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

[0103] Clause 23. The thermal management component of clause 21 or 22, further comprising a third valve, wherein, in the first configuration, the second valve allows fluid communication from the condenser to the third valve and the third valve allows fluid communication to the first fluid pathway, and in the second configuration, the second valve allows fluid communication from the chiller to the third valve and the third valve allows fluid communication to the first fluid pathway.

[0104] Clause 24. The thermal management component of any of clauses 21-23, wherein the third valve is adjustable to allow fluid communication through a third fluid pathwayassociated with a radiator, the third fluid pathway in communication with the first fluid pathway.

[0105] Clause 25. The thermal management component of any of clauses 21-24, wherein the third valve is adjustable to allow fluid communication through a third fluid pathway associated with a cab, the third fluid pathway in communication with the first fluid pathway.

[0106] Clause 26. The thermal management component of any of clauses 21-25, wherein, in a second configuration, the first valve is in the first position and the second valve is in a second position, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway.

[0107] Clause 27. The thermal management component of any of clauses 21-26, wherein, in the second configuration, the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

[0108] Clause 28. The thermal management component of any of clauses 21-27, wherein, in a second configuration, the first valve is in a second position and the second valve is in the first position, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway.

[0109] Clause 29. The thermal management component of any of clauses 21-28, wherein, in the second configuration, the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

[0110] Clause 30. A vehicle comprising the thermal management component of any of clauses 21 -29.

[0111] Clause 31. The vehicle of clause 30, wherein the vehicle is a battery electric vehicle.

[0112] Clause 32. A thermal management system, comprising: a control system, comprising: a controller comprising a processor and computer-readable instructions stored in memory, the controller connected to a first temperature sensor and to a second temperature sensor, and to a first actuator and to a second actuator; and a thermal management component, comprising: a first valve coupled to the first actuator, a second valve coupled to the second actuator, a first fluid pathway associated with a drive system, wherein the first temperature sensor communicates temperature indications from the drive system to the controller, and asecond fluid pathway associated with a battery, wherein the second temperature sensor communicates temperature indications from the battery to the controller, wherein the controller is configured to adjust the first valve using the first actuator and adjust the second valve using the second actuator, in response to temperature indications from the first temperature sensor and / or the second temperature sensor, and wherein, in a first configuration or a second configuration of the first and second valves initiated by the controller, the first fluid pathway and the second fluid pathway comprise separate fluid pathways each extending through one of a condenser and a chiller, and wherein, in a third configuration or a fourth configuration of the first and second valves initiated by the controller, the first fluid pathway and the second fluid pathway comprise a common fluid pathway extending through the condenser and the chiller.

[0113] Clause 33. The thermal management system of clause 32, wherein, in the first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

[0114] Clause 34. The thermal management system of clause 32 or 33, wherein, in the second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

[0115] Clause 35. The thermal management system of any of clauses 32-34, wherein, in the third configuration, the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

[0116] Clause 36. The thermal management system of any of clauses 32-35, wherein, in the fourth configuration, the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

[0117] Clause 37. A method of operating a thermal management system comprising: a first valve, a second valve, a chiller, a condenser, a first fluid pathway associated with a drive system, and a second fluid pathway associated with a battery, the method comprising: operating, during a first condition, the thermal management system in a first configuration, wherein, in the first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway, to thereby reduce a temperature of the battery; and operating, during a second condition, the thermal management system in a second configuration, wherein, in the second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway, to thereby increase a temperature of the battery.

[0118] Clause 38. The method of clause 37, wherein the first condition is associated with a first temperature indication indicating that a battery temperature has exceeded a threshold temperature and / or temperature range, and wherein the second condition is associated with a second temperature indication indicating that a battery temperature is below a threshold temperature and / or temperature range.

[0119] Clause 39. The method of clause 37 or 38, further comprising operating, during a third condition, the thermal management system in a third configuration, wherein, in the third configuration, the first valve and the second valve are in opposite positions, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway, thereby allowing a thermal fluid communicated from the drive system to heat the battery.

[0120] Clause 40. The method of any of clauses 37-39, further comprising operating, during a third condition, the thermal management system in a third configuration, wherein, in the third configuration, the first valve and the second valve are in opposite positions, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway, thereby allowing a thermal fluid to be communicated from the drive system to the battery or from the battery to the drive system.

[0121] Clause 41. The method of any of clauses 37-40, wherein the common fluid pathway further allows the thermal fluid to be communicated to a cab and / or to a radiator.

[0122] Clause 42. The method of any of clauses 37-41, wherein the thermal management system is incorporated into a vehicle.

[0123] Clause 43. The method of any of clauses 37-42, wherein the vehicle is a battery electrical vehicle.

[0124] Clause 44. The preceding clauses 1-43 in any combination.

[0125] In some embodiments, this disclosure may include the language, for example, “at least one of [element A] and [element B].” This language may refer to one or more of the elements. For example, “at least one of A and B” may refer to “A,” “B,” or “A and B.” In other words, “at least one of A and B” may refer to “at least one of A and at least one of B,” or “at least either of A or B.” In some embodiments, this disclosure may include the language, for example, “[element A], [element B], and / or [element C].” This language may refer to either of the elements or any combination thereof. In other words, “A, B, and / or C” may refer to “A,” “B,” “C,” “A and B,” “A and C,” “B and C,” or “A, B, and C.” In addition, this disclosure may use the term “and / or” which may refer to any one or combination of the associated elements.

[0126] The subject matter of this disclosure has been described in relation to particular embodiments, which are intended in all respects to be illustrative rather than restrictive. In this sense, alternative embodiments will become apparent to those of ordinary skill in the art to which the present subject matter pertains without departing from the scope hereof. In addition, different combinations and sub-combinations of elements disclosed, as well as use and inclusion of elements not shown, are possible and contemplated as well.

Claims

CLAIMSWhat is claimed is:

1. A thermal management component, comprising: a first valve, a second valve, a first fluid pathway associated with a drive system, and a second fluid pathway associated with a battery, wherein, in a first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to a condenser and allows fluid communication from the second fluid pathway to a chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

2. The thermal management component of claim 1, wherein, in a second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

3. The thermal management component of claim 2, further comprising a third valve, wherein, in the first configuration, the second valve allows fluid communication from the condenser to the third valve and the third valve allows fluid communication to the first fluid pathway, and in the second configuration, the second valve allows fluid communication from the chiller to the third valve and the third valve allows fluid communication to the first fluid pathway.

4. The thermal management component of claim 3, wherein the third valve is adjustable to allow fluid communication through a third fluid pathway associated with a radiator, the third fluid pathway in communication with the first fluid pathway.

5. The thermal management component of claim 3, wherein the third valve is adjustable to allow fluid communication through a third fluid pathway associated with a cab, the third fluid pathway in communication with the first fluid pathway.

6. The thermal management component of claim 1, wherein, in a second configuration, the first valve is in the first position and the second valve is in a second position, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway.

7. The thermal management component of claim 6, wherein, in the second configuration, the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

8. The thermal management component of claim 1, wherein, in a second configuration, the first valve is in a second position and the second valve is in the first position, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway.

9. The thermal management component of claim 8, wherein, in the second configuration, the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

10. A vehicle comprising the thermal management component of claim 1.

11. The vehicle of claim 10, wherein the vehicle is a battery electric vehicle.

12. A thermal management system, comprising: a control system, comprising: a controller comprising a processor and computer-readable instructions stored in memory, the controller connected to a first temperature sensor and to a second temperature sensor, and to a first actuator and to a second actuator; and a thermal management component, comprising: a first valve coupled to the first actuator, a second valve coupled to the second actuator, a first fluid pathway associated with a drive system, wherein the first temperature sensor communicates temperature indications from the drive system to the controller, and a second fluid pathway associated with a battery, wherein the second temperature sensor communicates temperature indications from the battery to the controller, wherein the controller is configured to adjust the first valve using the first actuator and adjust the second valve using the second actuator, in response to temperature indications from the first temperature sensor and / or the second temperature sensor, and wherein, in a first configuration or a second configuration of the first and second valves initiated by the controller, the first fluid pathway and the second fluid pathway comprise separate fluid pathways each extending through one of a condenser and a chiller, and wherein, in a third configuration or a fourth configuration of the first and second valves initiated by the controller, the first fluid pathway and the second fluid pathway comprise a common fluid pathway extending through the condenser and the chiller.

13. The thermal management system of claim 12, wherein, in the first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

14. The thermal management system of claim 12, wherein, in the second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

15. The thermal management system of claim 12, wherein, in the third configuration, the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway.

16. The thermal management system of claim 12, wherein, in the fourth configuration, the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway.

17. A method of operating a thermal management system comprising: a first valve, a second valve, a chiller, a condenser, a first fluid pathway associated with a drive system, and a second fluid pathway associated with a battery, the method comprising: operating, during a first condition, the thermal management system in a first configuration, wherein, in the first configuration, the first valve is in a first position and the second valve is in a first position, such that the first valve allows fluid communication from the first fluid pathway to the condenser and allows fluid communication from the second fluid pathway to the chiller, and the second valve allows fluid communication from the condenser to the first fluid pathway and allows fluid communication from the chiller to the second fluid pathway, to thereby reduce a temperature of the battery; and operating, during a second condition, the thermal management system in a second configuration, wherein, in the second configuration, the first valve is in a second position and the second valve is in a second position, such that the first valve allows fluid communication from the first fluid pathway to the chiller and allows fluid communication from the second fluid pathway to the condenser, and the second valve allows fluid communication from the condenser to the second fluid pathway and allows fluid communication from the chiller to the first fluid pathway, to thereby increase a temperature of the battery.

18. The method of claim 17, wherein the first condition is associated with a first temperature indication indicating that a battery temperature has exceeded a threshold temperature and / or temperature range, and wherein the second condition is associated with a second temperature indication indicating that a battery temperature is below a threshold temperature and / or temperature range.

19. The method of claim 17, further comprising operating, during a third condition, the thermal management system in a third configuration, wherein, in the third configuration, the first valve and the second valve are in opposite positions, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway, thereby allowing a thermal fluid communicated from the drive system to heat the battery.

20. The method of claim 17, further comprising operating, during a third condition, the thermal management system in a third configuration, wherein, in the third configuration, the first valve and the second valve are in opposite positions, such that the first fluid pathway and the second fluid pathway combine to form a common fluid pathway, thereby allowing a thermal fluid to be communicated from the drive system to the battery or from the battery to the drive system.

21. The method of claim 20, wherein the common fluid pathway further allows the thermal fluid to be communicated to a cab and / or to a radiator.

22. The method of claim 17, wherein the thermal management system is incorporated into a vehicle.

23. The method of claim 22, wherein the vehicle is a battery electrical vehicle.

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