Control system, electric vehicle thermal management system, electric vehicle

Abstract

An aspect of the present invention relates to a control system (150) for controlling a control valve arrangement in a thermal management system (3) of an electric vehicle. The thermal management system (3) of the electric vehicle includes a battery unit (7), a first heat exchanger (13), electric drive units (5-1, 5-2), a second heat exchanger (15), a cross-flow valve unit (33), a coolant network (17, 18, 19) that supplies coolant to the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), the second heat exchanger (15), and the cross-flow valve unit (33). The cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network by partitioning the coolant network into one or more network configurations. The control system (150) has one or more processors configured to receive data related to the operating conditions of the vehicle, determine a cross-flow valve control signal (CS2) based on the received data, the cross-flow valve control signal being configured to control the cross-flow valve unit (33) so that the network configuration of the coolant network includes a single coolant circulation loop (17, 18, 19) including the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), and the second heat exchanger (15), and output the cross-flow valve control signal (CS2) to the cross-flow valve unit (33).

Description

[Technical Field]

[0001] FIELD OF THE DISCLOSURE The present disclosure relates to thermal management of electric vehicles. More particularly, but not by way of limitation, the present disclosure relates to control systems for thermal management systems for electric vehicles. Aspects of the present invention relate to control systems, thermal management systems, electric vehicles, and methods of thermal management in electric vehicles. [Background technology]

[0002] It is known to provide electric vehicles with thermal management systems for managing the temperature of vehicle components, such as the traction battery and electric drive unit. A liquid coolant is circulated within the thermal management system to manage the thermal load of the vehicle components. The thermal management system typically includes one or more heat exchangers that control the temperature of the coolant to provide cooling or heating as needed. Multiple valves are provided to control the supply of coolant to the heat exchangers within the thermal management system. Different valves require different actuators to provide appropriate operating characteristics for each valve. It is an object of the present invention to overcome one or more disadvantages associated with the prior art. Summary of the Invention

[0003] Aspects and embodiments of the present invention provide a control system for a control valve arrangement, a control valve arrangement, a thermal management system, an electric vehicle, and a method for controlling a control valve arrangement as described below and claimed in the accompanying claims.

[0004] A control system for controlling a control valve device in a thermal management system of an electric vehicle, the thermal management system including a battery unit, a first heat exchanger, an electric drive unit, a second heat exchanger, a cross-flow valve unit, and a coolant network supplying coolant to the battery unit, the first heat exchanger, the electric drive unit, the second heat exchanger, and the cross-flow valve unit. The cross-flow valve unit is configured to control the flow of coolant through the coolant network by dividing the coolant network into one or more network configurations. The control system includes one or more processors collectively configured to: receive data related to vehicle operating conditions; determine a cross-flow valve control signal (CS2) based on the received data (the cross-flow valve control signal is configured to control the cross-flow valve unit when the network configuration of the coolant network includes one coolant circulation loop including the battery unit, the first heat exchanger, the electric drive unit, and the second heat exchanger); and output the cross-flow valve control signal (CS2) to the cross-flow valve unit.

[0005] A control system is provided for controlling a control valve device in a thermal management system of an electric vehicle. The control system can thus control the circulation of a coolant for cooling a vehicle system (e.g., a battery and / or an electric drive unit). The coolant is typically a liquid coolant. The thermal management system includes a coolant network that can be divided into different configurations.

[0006] The control system is configured to receive data related to the vehicle's operating systems (e.g., from sensors SL1, ST1, S2, S3, S4). The data may be received from sensors associated with the vehicle (e.g., coolant temperature sensors or coolant level sensors) or from other control signals derived from other vehicle functions. The received data may be received directly from sensors or other vehicle components or may be received by the control system via intermediate components. The control system is configured to determine a crossflow valve control signal for controlling the crossflow valve and output the control signal to the crossflow valve unit.

[0007] The control system comprises one or more controllers including at least one electronic processor, each having an electrical input terminal for receiving an input signal, and at least one memory device electrically connected to the at least one electronic processor and storing instructions therein, the at least one electronic processor being configured to access the at least one memory device and execute the instructions therein to receive data regarding vehicle operating conditions, determine a crossflow valve control signal, and output the crossflow valve control signal to the crossflow valve unit.

[0008] The electric vehicle management system may include a cross flow actuator configured to actuate the cross flow valve, wherein the cross flow valve signal is received by the cross flow actuator to control the cross flow valve.

[0009] The crossflow valve unit can include a first crossflow valve and a second crossflow valve, the first crossflow valve and the second crossflow valve being rotary valves offset from one another along the crossflow valve unit axis and configured to be actuated by a crossflow actuator.

[0010] In a thermal management system for an electric vehicle, a single first coolant circulation loop includes a battery supply conduit that supplies coolant to a battery, a battery bypass conduit that bypasses coolant from the battery, and a battery bypass control valve configured to control the flow of coolant through the battery supply conduit and / or the battery bypass conduit. The single first coolant circulation loop includes a heat exchanger conduit that supplies coolant to a second heat exchanger, a heat exchanger bypass conduit that bypasses coolant from the second heat exchanger, and a second heat exchanger bypass control valve configured to control the rate of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The control system is configured to determine one or more control signals (CS1, CSn) in response to the received data to control the battery bypass control valve and / or the second heat exchanger bypass control valve.

[0011] The thermal management system for the electric vehicle can include an actuator configured to actuate a battery bypass control valve and a second heat exchanger bypass control valve, and the one or more control signals can include actuator control signals for controlling the battery bypass control valve and the second heat exchanger bypass control valve.

[0012] The one or more control signals can be configured to control the battery bypass control valve between a bypass position in which coolant flows through the battery bypass conduit, a flow position in which coolant flows through the battery conduit, and a mixed mode position in which coolant flows through both the battery supply conduit and the battery bypass conduit, and to control the proportional control valve between a flow position in which coolant flows through the second heat exchanger supply conduit, a bypass position in which coolant flows through the heat exchanger bypass conduit, and a mixed mode position in which coolant flows through the heat exchanger supply conduit and the heat exchanger bypass conduit.

[0013] The one or more control signals are configured to control the battery bypass control valve to a bypass position and the second heat exchanger bypass control valve to a bypass position, thereby bypassing both the battery unit and the second heat exchanger.

[0014] The one or more control signals can be configured to control the coolant heater to provide heat to the coolant and the first heat exchanger to transfer heat from the coolant to the vehicle cabin.

[0015] The one or more control signals can be configured to control the battery bypass control valve to a flow position and the second heat exchanger bypass control valve to a bypass position. Such a mode can allow for thermal energy sharing between the electric drive unit and the battery unit at low ambient temperatures.

[0016] The one or more control signals are configured to control the battery bypass control valve to its second position and the second heat exchanger bypass control valve to its second position, such that the battery unit and the second heat exchanger receive coolant flow through the coolant network. Such an operating mode cools all components in the thermal management system and is therefore considered a fail-safe mode.

[0017] The one or more control signals are configured to control the second heat exchanger bypass control valve to a bypass position and to control the battery bypass control valve between a plurality of mixed mode positions, thereby controlling heat transfer to the battery unit.

[0018] A thermal management system for an electric vehicle includes a first pump in a single coolant loop and a second pump in the single coolant loop for circulating coolant through a coolant network.

[0019] In yet another aspect of the present invention, there is provided a thermal management system for an electric vehicle comprising a control system, the control system being of the type described herein.

[0020] In yet another aspect of the present invention, there is provided an electric vehicle including a control system as described herein.

[0021] In yet another aspect of the present invention, a method for controlling a control valve device in a thermal management system of an electric vehicle is provided. The thermal management system of the electric vehicle includes a battery unit, a first heat exchanger, an electric drive unit, a second heat exchanger; a cross-flow valve unit; and a coolant network. The coolant network supplies coolant to the battery unit, the first heat exchanger, the electric drive unit, the second heat exchanger, and the cross-flow valve unit, and the cross-flow valve unit is configured to control the flow of coolant through the coolant network by dividing the coolant network into one or more network configurations. The method includes acquiring data related to an operating state of the vehicle and determining a cross-flow valve control signal (CS2) based on the received data. The cross-flow valve control signal is configured to control the cross-flow valve unit so that the network configuration of the coolant network includes a second coolant circulation loop including the battery unit, the first heat exchanger, the electric drive unit, and the second heat exchanger, and to output the cross-flow valve control signal (CS2) to the cross-flow valve unit.

[0022] An example is given below to help understand the invention.

[0023] As an example for understanding the present invention, a control valve arrangement for controlling the circulation of coolant in a thermal management system of an electric vehicle is provided. a battery bypass control valve configured to control the flow of coolant through the battery supply conduit and / or the battery bypass conduit; an environmental heat dissipator control valve configured to control the rate of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit; An actuator configured to actuate the battery bypass control valve and the environmental heat dissipator control valve is included.

[0024] The electric vehicle includes a battery and at least one electric drive unit. The battery may be a high-voltage (HV) battery. In at least some examples, the battery is a traction battery that supplies power to at least one traction motor for driving the electric vehicle. The battery bypass conduit is configured to cause at least a portion of the coolant to bypass the battery, i.e., directs the coolant in a path that bypasses the battery. The thermal management system of the electric vehicle includes a heat exchanger. The heat exchanger bypass conduit is configured to cause at least a portion of the coolant to bypass the heat exchanger, i.e., directs the coolant in a path that bypasses the heat exchanger. In at least some examples, the environmental heat dissipation control valve is configured to control a ratio of the coolant through the heat exchanger and a ratio of the coolant through the heat exchanger bypass conduit (thereby bypassing the heat exchanger). The environmental heat dissipation control valve can be continuously variable. For example, the environmental heat dissipation control valve can be continuously variable to adjust the ratio of the coolant supplied to the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The heat exchanger may be, for example, a low-temperature heat exchanger. The heat exchanger may be configured to dissipate thermal energy from the coolant after it has passed through the at least one electric drive unit.

[0025] A control valve apparatus is provided for controlling the circulation of a coolant for cooling vehicle systems, such as a battery and / or an electric drive unit. The coolant is typically a liquid coolant. A battery bypass control valve and an environmental heat dissipation control valve are simultaneously actuated to control the circulation of the coolant. An actuator is configured to actuate both the battery bypass control valve and the environmental heat dissipation control valve. In use, the battery bypass control valve and the environmental heat dissipation control valve are simultaneously actuated by the actuator. In at least some examples, the relationship between the battery bypass control valve and the environmental heat dissipation control valve is fixed. In at least some examples, the dual function of the actuator may reduce the complexity of the control valve apparatus.

[0026] The actuator can include a drive member configured to drive the battery bypass control valve and the environmental heat dissipation control valve, both of which are connected to the drive member. Using the same drive member helps ensure that the battery bypass control valve and the environmental heat dissipation control valve operate in coordination in a predetermined operating pattern.

[0027] The battery bypass control valve is configured to control the flow of coolant through the battery bypass conduit. The battery bypass control valve can include a valve that opens and closes the battery bypass conduit. The bypass can be selectively set to an open state and a closed state. The battery bypass control valve can selectively enable or disable battery bypass of the coolant by opening and closing the battery bypass conduit.

[0028] The battery bypass control valve can include a first valve component that opens and closes the battery bypass control valve. The first valve component is movable between a first position that opens the battery bypass control valve and a second position that closes the battery bypass control valve. The first valve component opens and closes the battery bypass control valve, for example, by moving along a linear path. Alternatively, the first valve member can be configured to open and close the battery bypass control valve, for example, by rotating about an axis of rotation. For example, the battery bypass control valve can include a first rotary valve member that is rotatable to open and close the battery bypass control valve. An actuator is operable to rotate the first rotary valve member.

[0029] The environmental heat dissipation control valve is connected to the heat exchanger bypass conduit and the heat exchanger supply conduit. The heat exchanger bypass conduit and the heat exchanger supply conduit are connected to an inlet of the environmental heat dissipation control valve. The outlet of the environmental heat dissipation control valve is connected to a coolant pump. Alternatively, the heat exchanger bypass conduit and the heat exchanger supply conduit are connected to an outlet of the environmental heat dissipation control valve. The inlet of the environmental heat dissipation control valve is connected to a coolant supply conduit, which is connected to the outlet of the coolant pump, for example. In use, the proportional valve controls the ratio of coolant supplied to the heat exchanger bypass conduit and the heat exchanger. The environmental heat dissipation control valve may, for example, comprise a three-way proportional valve.

[0030] The environmental heat dissipation control valve can include a second valve member. The second valve member can be moved to control the ratio of the flow rate of coolant supplied to the heat exchanger bypass conduit and the heat exchanger. The second valve member can be moved to adjust the degree to which a valve port of the environmental heat dissipation control valve is open or closed. The second valve member can move, for example, along a linear path. Alternatively, the second valve member can rotate, for example, about a rotary axis. The environmental heat dissipation control valve can include a second rotary valve member that can be rotated to proportionally control the flow rate of coolant through the heat exchanger bypass conduit.

[0031] In at least some examples, the actuator is operable to move the first and second valve members. The actuator can be configured, for example, to rotate the first and second rotary valve members.

[0032] The first and second rotary valve members are rotatable about an axis of rotation, and the first and second rotary valve members are offset from one another along the axis of rotation.

[0033] The first rotary valve member is rotatable about a first axis and the second rotary valve member is rotatable about a second axis. The first and second axes are offset from one another. The first and second axes may be, for example, parallel to one another. Alternatively, the first and second rotary valve members are rotatable about a common axis. The first and second axes may be coaxial. The first and second rotary valve members are offset along the common axis.

[0034] The drive member can be a drive shaft. The first and second rotary valve members are connected to the drive shaft. The first and second rotary valve members are fixed to the drive shaft.

[0035] The first valve member and the second valve member are connected to a drive member, and the first valve member and the second valve member are integrally formed.

[0036] The actuators can include electromechanical actuators, such as electric motors or solenoids. The actuators can include linear actuators. Or, the actuators can include rotary actuators. The operating states of the battery bypass control valve and the environmental heat dissipation control valve can be controlled according to the angular position of the rotary actuator.

[0037] The battery bypass control valve can be configured to close the battery bypass conduit when the rotary actuator is in a first angular range. The battery bypass control valve can be configured to open the battery bypass conduit when the rotary actuator is in a second angular range. The first angular range and the second angular range are offset from each other, i.e., the first angular range and the second angular range do not overlap.

[0038] Rotation of the rotary actuator in a first direction within a first angular range gradually increases the rate of coolant through the heat exchanger bypass conduit, with the increase in the rate of coolant through the heat exchanger bypass conduit correspondingly decreasing the rate of coolant delivered to the heat exchanger.

[0039] Rotating the rotary actuator in a second direction (opposite the first direction) within the first angular range gradually decreases the proportion of coolant passing through the heat exchanger bypass conduit. As the proportion of coolant passing through the heat exchanger bypass conduit decreases, the proportion of coolant supplied to the heat exchanger correspondingly increases.

[0040] Rotation of the rotary actuator in the first direction within the second angular range causes a progressive decrease in the rate of coolant passing through the heat exchanger bypass pipe, and as the rate of coolant passing through the heat exchanger bypass pipe increases, a corresponding decrease in the rate of coolant supplied to the heat exchanger occurs.

[0041] The control valve arrangement can include at least one cross-flow valve configured to selectively control connection between the first coolant circulation loop and the second coolant circulation loop.

[0042] The at least one cross-flow valve is selectively configured to connect the first coolant circulation loop and the second coolant circulation loop. The at least one cross-flow valve is selectively configured to connect the first coolant circulation loop and the second coolant circulation loop in series. The at least one cross-flow valve is selectively operable to connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop.

[0043] As yet another example useful in understanding the present invention, a thermal management system for an electric vehicle is provided, the thermal management system including a control valve arrangement, the control valve arrangement including of the type described herein.

[0044] The thermal management system includes a battery supply conduit and a battery bypass conduit, and the battery bypass control valve is configured to control the flow of coolant through the battery bypass conduit and / or the battery supply conduit.

[0045] The thermal management system can include a heat exchanger supply conduit and a heat exchanger bypass conduit, and the environmental heat dissipation control valve is configured to control a rate of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit.

[0046] The thermal management system may include a first coolant circulation loop and a second coolant circulation loop. The first coolant circulation loop and the second coolant circulation loop may be independent of each other, i.e., the first coolant circulation loop and the second coolant circulation loop may be separated from each other. Alternatively, the thermal management system may be configured to selectively connect the first coolant circulation loop and the second coolant circulation loop. For example, at least one cross-flow valve may be selectively provided to connect the first coolant circulation loop and the second coolant circulation loop. The at least one cross-flow valve may be selectively operable to connect the first coolant circulation loop and the second coolant circulation loop in series to form a single continuous circulation loop.

[0047] The control valve arrangement can include at least one cross-flow valve selectively configured to control connection between the first coolant circulation loop and the second coolant circulation loop.

[0048] The control valve arrangement of the present invention has been described with particular reference to an environmental heat dissipator control valve. It will be appreciated that the control valve arrangement may be configured to provide a variable flow control valve that is operable to controllably vary the flow rate through the control valve arrangement. As an example for understanding the present invention, a control valve arrangement for controlling the circulation of coolant in a thermal management system of an electric vehicle is provided. The control valve device a battery bypass control valve configured to control the flow of coolant through the battery supply conduit and / or the battery bypass conduit; a variable control valve configured to control the flow of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit; An actuator configured to actuate the battery bypass control valve and the variable control valve is included. The variable control valve can be continuously variable. For example, the variable control valve can be continuously variable to adjust the flow rate of coolant through the heat exchanger supply conduit and / or the heat exchanger bypass conduit. The actuator can include a drive for actuating the battery bypass control valve and the variable control valve.

[0049] As a further useful example for understanding the present invention, an electric vehicle equipped with the control valve arrangement described herein is provided.

[0050] The vehicle can include an electric powertrain and / or a traction battery. The thermal management system can be configured to manage thermal characteristics of the at least one electric drive unit and / or the traction battery. The control valve device can be configured to control circulation of a coolant within the thermal management system.

[0051] As yet another example for understanding the present invention, there is provided a thermal management system for a vehicle including an electric traction motor, a traction battery for powering the traction motor, an environmental heat dissipation device, a heat exchanger for controlling a temperature within a vehicle cabin for vehicle occupants, and a coolant flow circuit for circulating coolant through the battery and the motor, the coolant flow circuit including first and second coolant pumps and first and second valve units. The first valve unit controls a bypass of the coolant flow circuit through the battery and a bypass around the environmental heat dissipation device. The second valve unit controls the coolant flow loop of the coolant flow circuit and provides three modes of operation. In the first mode, the first and second loops are independent, with the first loop consisting of the first coolant pump, the battery, the second valve unit, and the heat exchanger, and the second loop consisting of the second coolant pump, the second valve unit, the traction motor, and the environmental heat dissipator. In the second mode, the first and second loops are connected in series with each other. In the third mode, the first loop consists of the first coolant pump, the battery, and the second valve unit, and the second loop consists of the second coolant pump, the heat exchanger, the second valve unit, the traction motor, and the environmental heat dissipation device.

[0052] As another example useful for understanding the present invention, a non-transitory computer-readable medium is provided that stores a series of instructions that direct a processor to perform the methods described herein.

[0053] A control unit or controller as described herein may suitably include a computing device with one or more electronic processors. A system may include a single control unit or electronic controller, or different functions of the controller may be implemented or hosted in different control units or controllers. As used herein, the term "controller" or "control unit" is understood to encompass a single control unit or controller as well as multiple control units or controllers that collectively provide a given control function. To configure a controller or control unit, a suitable set of instructions may be provided that, when executed, causes the control unit or computing device to implement the control techniques defined herein. The instruction set may suitably be embedded in the one or more electronic processors. Alternatively, the instruction set may be provided as software stored in one or more memories associated with the controller and executed on the computing device. The control unit or controller may be implemented as software executing on one or more processors. One or more other control units or controllers may be implemented as software executing on one or more processors, optionally the same processor(s) as the first controller. Other suitable configurations may also be used.

[0054] Within the scope of this application, the various aspects, embodiments, examples, and alternatives described in the preceding paragraphs, claims, and / or the following description and drawings, particularly their individual features, are expressly intended to be employed independently or in any combination. That is, any embodiments and / or their features may be combined in any manner and / or combination, except where incompatible with each other. Applicant reserves the right to modify the originally filed claims in any manner or to submit new claims, including the right to make the originally filed claims rely on or incorporate features of other claims not originally claimed as such. [Brief explanation of the drawings]

[0055] One or more embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings.

[0056] [Figure 1] FIG. 1 shows an electric vehicle having a thermal management system with a control valve arrangement according to an embodiment of the present invention.

[0057] [Figure 2] FIG. 2 illustrates an exemplary schematic diagram of the thermal management system shown in FIG.

[0058] [Figure 3] FIG. 3 is a partial exploded view of a control valve assembly provided in the thermal management system.

[0059] [Figure 4] 4A to 4D illustrate the operation of the battery bypass control valve provided in the control valve arrangement shown in FIG.

[0060] [Figure 5] 5A to 5D illustrate the operation of the heat exchanger bypass control valve provided in the control valve arrangement shown in FIG.

[0061] [Figure 6]FIG. 6 is a graph illustrating the operation of the battery bypass control valve shown in FIGS. 4A-4D and the heat exchanger control valve shown in FIGS. 5A-5D.

[0062] [Figure 7] 7A to 7C show the operation of the first crossflow valve provided in the control valve device shown in FIG.

[0063] [Figure 8] 8A to 8C illustrate the operation of the second crossflow valve provided in the control valve arrangement shown in FIG.

[0064] [Figure 9] FIG. 9 shows a schematic diagram of a control unit that controls the operation of a valve control device according to an embodiment of the present invention.

[0065] [Figure 10] FIG. 10 illustrates a first mode of operation of a thermal management system according to an embodiment of the present invention.

[0066] [Figure 11] FIG. 11 illustrates a second mode of operation of a thermal management system according to an embodiment of the present invention.

[0067] [Figure 12] FIG. 12 illustrates a third mode of operation of a thermal management system according to an embodiment of the present invention.

[0068] [Figure 13] FIG. 13 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0069] [Figure 14] FIG. 14 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0070] [Figure 15]FIG. 15 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0071] [Figure 16] FIG. 16 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0072] [Figure 17] FIG. 17 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0073] [Figure 18] FIG. 18 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0074] [Figure 19] FIG. 19 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0075] [Figure 20] FIG. 20 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0076] [Figure 21] FIG. 21 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0077] [Figure 22] FIG. 22 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0078] [Figure 23] FIG. 23 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0079] [Figure 24]FIG. 24 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0080] [Figure 25] FIG. 25 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0081] [Figure 26] FIG. 26 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0082] [Figure 27] FIG. 27 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0083] [Figure 28] FIG. 28 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0084] [Figure 29] FIG. 29 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0085] [Figure 30] FIG. 30 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0086] [Figure 31] FIG. 31 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0087] [Figure 32] FIG. 32 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0088] [Figure 33] FIG. 33 illustrates a thermal management system according to an embodiment of the present invention in various discrete modes of operation.

[0089] [Figure 34] FIG. 34 shows an example of a valve body provided in a control valve device.

[0090] [Figure 35] FIG. 35 shows another view of the valve body of FIG. DETAILED DESCRIPTION OF THE INVENTION

[0091] A control valve arrangement 1 for controlling the circulation of coolant in a thermal management system 3 according to an embodiment of the present invention will now be described with reference to the accompanying drawings.

[0092] In FIG. 1 , the thermal management system 3 is provided in a road vehicle V, such as an automobile. The vehicle V includes at least one electric drive unit (EDU) 5-n and a battery unit 7. Each electric drive unit 5-n includes one or more electric traction motors for driving the vehicle V. The battery unit 7 is a high-voltage (HV) battery unit configured to supply electric current to the at least one drive unit 5-n. In this embodiment, the vehicle V includes a front electric drive unit 5-1 for driving the front wheels WF of the vehicle V and a rear electric drive unit 5-2 for driving the rear wheels WR of the vehicle V. In use, both the front and rear electric drive units 5-1, 5-2 are powered by the battery unit 7. The front electric drive unit 5-1 may include a single electric traction motor configured to drive both front wheels WF. Similarly, the rear electric drive unit 5-2 may include a single electric traction motor configured to drive both rear wheels WR. Alternatively, the front electric drive unit 5-1 and the rear electric drive unit 5-2 may each comprise separate electric traction motors (not shown) configured to drive corresponding wheels of the vehicle V. It will be understood that the thermal management system 3 may also be used with a vehicle V having a single electric drive unit 5-1, for example driving the front wheels WF or the rear wheels WR.

[0093] FIG. 2 shows a schematic diagram of the thermal management system 3, including coolant networks 17, 18, and 19. The control valve device 1 is configured to control the circulation of coolant to manage the heat loads in the front electric drive unit 5-1, the rear electric drive unit 5-2, the battery unit 7, and the vehicle cabin to ensure occupant comfort. The thermal management system 3 comprises a coolant heater 11, a first heat exchanger 13, and a second heat exchanger 15. The coolant heater 11 is configured to heat the coolant, for example, for rapid heating of the cabin (not shown) of the vehicle V. In this embodiment, the coolant heater 11 is a high-voltage (HV) heater. The first heat exchanger 13 is bidirectional and can be selectively configured to either cool the coolant supplied to the battery unit 7 or to heat the coolant by supplying heat from the external environment. The first heat exchanger 13 can be operated as a chiller by pumping coolant into the coolant side of the first heat exchanger 13. By stopping the supply of coolant, it is possible to reduce or prevent heat exchange in the first heat exchanger 13. The second heat exchanger 15 is a low-temperature heat exchanger (or low-temperature radiator) and has the function of dissipating heat from the coolant.

[0094] The control valve device 1 comprises a first pump 53 and a second pump 55. The second heat exchanger 15 is provided with a degassing tank 9, also known as an environmental heat dissipator. The degassing tank 9 may be provided with a coolant level sensor SL1 for measuring the coolant level. The coolant networks 17, 18, and 19 are a group consisting of some or all of the above-described components, all of which are fluidly connected. The coolant network of the thermal management system 3 can be divided into one or more network configurations. For example, the coolant network may comprise a first coolant loop 17, a second coolant loop 18, and a third coolant loop 19. Liquid coolant circulates through the first, second, and third coolant loops 17, 18, and 19 to cool the front and rear electric drive units 5-1 and 5-2 and the battery unit 7. At least one coolant temperature sensor ST1 is provided to measure the coolant temperature. In this embodiment, the coolant temperature sensor ST1 is located at the inlet of the second pump 55. The coolant temperature sensor ST1 measures the temperature of the coolant supplied to the second pump 55. The coolant temperature sensor ST1 may also be located elsewhere in the thermal management system 3. Optionally, an electric fan (not shown) may be provided to circulate air through the second heat exchanger 15 to facilitate cooling of the coolant.

[0095] As described herein, the coolant networks 17, 18, and 19 are selectively configured as a parallel configuration of the second coolant loop 18 and the third coolant loop 19, or as a single larger series coolant loop combining the three coolant loops in series. Generally, the battery unit 7 resides in the second coolant loop 18, and the electric drive units 5-1 and 5-2 reside in the third coolant loop 19. Additional components may be located within each coolant loop, as described below. The coolant networks 17, 18, and 19 can be configured to combine or split the coolant supply between the battery unit 7 and the electric drive units 5-1 and 5-2. Additionally, when the coolant networks 17, 18, and 19 are configured such that the second coolant loop 18 and the third coolant loop 19 are located in parallel, two configurations exist in which the first coolant loop 17 (including the first heat exchanger 13) is located in series with either the second coolant loop 18 or the third coolant loop 19.

[0096] The second coolant circulation loop 18 is configured to supply coolant to the battery unit 7. The coolant heater 11 is connected in series with the battery unit 7 and is located in the portion of the coolant network 17, 18, 19 where the battery unit 7 and the second coolant loop 18 coexist. In the example of the coolant network shown in FIG. 2, the first coolant loop 17, including the first heat exchanger 13, is located in series with the second coolant circulation loop 18, but this can be selected depending on the configuration of the coolant network. The coolant heater 11 is located downstream of the battery unit 7 and functions to heat the coolant when in use. In this example, the first heat exchanger 13 is located upstream of the battery unit 7 and can be configured to cool the coolant before introduction to the battery unit 7 when in use. The second coolant circulation loop 18 is comprised of a battery supply conduit 20, a battery bypass conduit 21, and a coolant heater bypass conduit 23. The battery supply conduit 20 is selectively flow adjustable to control the amount of coolant supplied to the battery 7. Similarly, the battery bypass conduit 21 is selectively flow adjustable to control the remaining portion of the coolant that is not supplied to the battery supply conduit 20. The operation of the battery bypass conduit 21 is described below. The coolant heater 11 includes an internal bypass disposed in parallel with the heat exchanger portion of the coolant heater 11. This internal bypass allows a portion of the coolant to bypass the heat exchanger of the coolant heater 11. The internal bypass of the coolant heater 11 is provided to reduce the pressure drop caused by flow restriction by the heat exchanger of the coolant heater 11.

[0097] The third coolant loop 19 is configured to supply coolant to the front and rear electric drive units 5-1, 5-2. The second heat exchanger 15 is plumbed in a portion of the coolant network downstream of the front and rear electric drive units 5-1, 5-2 that always coexists with the third coolant loop 19. In use, the second heat exchanger 15 extracts, transfers, or dissipates thermal energy from the coolant passing through it. As shown in FIG. 2, the third coolant loop 19 is composed of a first branch 25A and a second branch 25B that supply coolant to the front and rear electric drive units 5-1, 5-2. The first branch 25A and the second branch 25B are permanently arranged in parallel. The first branch 25A and the second branch 25B reunite so that the coolant flows from both the electric drive units 5-1, 5-2 and the second heat exchanger 15 continue. The third coolant loop 19 includes a second heat exchanger supply conduit 26 that supplies coolant to the second heat exchanger 15 and a second heat exchanger bypass conduit 27 that selectively bypasses the second heat exchanger 15. The control valve device 1 in this embodiment proportionally controls the coolant flow rate through the heat exchanger bypass conduit 27, thereby controllably increasing or decreasing the flow rate through the second heat exchanger 15. The third coolant loop 19 is configured to supply coolant to an electric power unit 29 associated with the front or rear electric drive unit 5-1 or 5-2. The electric power unit 29 includes an inverter / power electronics. One or more electronic control units 30A, 30B may be provided for an advanced driver assistance system (ADAS). A portion of the coolant supplied to the second branch 25B of the third coolant loop 19 may be used to cool the one or more electronic control units 30A, 30B.

[0098] Referring to Figure 3, the control valve device 1 comprises a first valve unit 31 or bypass valve unit and a second valve unit 33 or crossflow valve unit. In this embodiment, the first valve unit 31 and the second valve unit 33 are integrated into a single housing 35 (shown in dashed lines in Figure 2). In a variant, the first valve unit 31 and the second valve unit 33 are separated from each other. As described herein, the first valve unit 31 and the second valve unit 33 are operable independently of each other.

[0099] The first valve unit 31 comprises a battery bypass control valve 37 (see FIG. 2) and a second heat exchanger bypass control valve 39 (also shown in FIG. 2). As described herein, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are continuously variable. The battery bypass control valve 37 is disposed in series with the second coolant loop 18 and is configured to control the ratio of coolant flow between the battery bypass supply conduit 20 and the battery bypass conduit 21. Thus, the bypass control valve 37 functions to control the ratio of coolant flow between the battery unit 7 and the battery bypass conduit 21. The second heat exchanger bypass control valve 39 is disposed in series with the third coolant loop 19 and is configured to control the ratio of coolant flow through the second heat exchanger supply conduit 26 and the second heat exchanger bypass conduit 27. Thus, the proportional control valve 39 functions to control the ratio of coolant flow through the second heat exchanger 15 and the second heat exchanger bypass conduit 27. As described above, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are configurable to multiple bypass operating modes to configure the proportion of coolant that bypasses the battery unit 7 or the second heat exchanger 15. It should be noted that, as exemplified below, there are bypass operating modes in which the coolant does not bypass the battery unit 7 or the second heat exchanger 15. In this embodiment, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are rotary valves, although other types of valves are contemplated. In this description, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are configured to operate in conjunction with one another. The battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are stacked. The battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are offset from one another along the first axis X1 in FIG. 3 .

[0100] The second valve unit 33 is comprised of a first crossflow valve 41 and a second crossflow valve 43. The first crossflow valve 41 and the second crossflow valve 43 operate to selectively configure the coolant network by controlling the flow of coolant through the first, second, and third coolant loops 17, 18, and 19. In this embodiment, the first crossflow valve 41 and the second crossflow valve 43 are configurable into multiple crossflow operating modes to reconfigure the connections of the coolant loops 17, 18, and 19. In this embodiment, the first crossflow valve 41 and the second crossflow valve 43 are preferably jointly operated by a common actuator. The first crossflow valve 41 and the second crossflow valve 43 are arranged in a stacked configuration. The first crossflow valve 41 and the second crossflow valve 43 are offset from each other along the second axis X2 in FIG. 3 . The first crossflow valve 41 and the second crossflow valve 43 are rotary valves in this embodiment, although other types of valves are contemplated.

[0101] The control valve apparatus 1 comprises a first actuator 49 (also referred to as a bypass actuator) and a second actuator 51 (also referred to as a cross-flow actuator). The first actuator 49 is provided to operate the first valve unit 31, and the second actuator 51 is provided to drive the second valve unit 33. In this embodiment, the first actuator 49 and the second actuator 51 are integrated into the control valve apparatus 1. The first actuator 49 includes a first motor 50, and the second actuator 51 includes a second motor 52. As shown in FIG. 3 , the first actuator 49 and the second actuator 51 are directly attached to the housing 35 of the control valve apparatus 1.

[0102] The first pump 53 is arranged to constantly pump coolant in the second coolant circulation loop 18 and supply coolant to the battery unit 7 in a portion of the coolant network 17, 18, 19. The second pump 55 is arranged to constantly pump coolant in the third coolant loop 19 and supply coolant to the front and rear electric drive units 5-1, 5-2 in a portion of the coolant network 17, 18, 19. The first pump 53 and the second pump 55 can operate independently of each other. In this embodiment, the first pump 53 and the second pump 55 are integrated into the control valve apparatus 1. As shown in FIG. 3 , the first pump 53 and the second pump 55 are directly attached to the housing 35 of the control valve apparatus 1. By integrating the first pump 53 and the second pump 55 into the control valve apparatus 1, the need for auxiliary piping can be reduced or avoided. In a variant, the first pump 53 and / or the second pump 55 can be configured separately from the control valve apparatus 1.

[0103] The first actuator 49 is configured to drive the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 provided in the first valve unit 31. The first actuator 49 is configured to drive the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 by rotating a first drive unit 61 about a first axis X1. The first drive unit 61 is fixed to the battery bypass control valve 37 and the second heat exchanger bypass control valve 39. Rotation of the first drive unit 61 causes corresponding rotation of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39. As described above, operation of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 depends on the angular position of the first drive unit 61. In this embodiment, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are integrally formed. In a variant, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 can be formed separately and connected to each other, for example, by one or more fasteners. The first drive unit 61 can be integral with the second heat exchanger bypass control valve 39 and / or the battery bypass control valve 37. Alternatively, or in addition, the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are attached to the first drive unit 61. The first drive unit 61 can include, for example, a rotatable shaft to which the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are fixedly attached. In this embodiment, the first actuator 49 selectively rotates the first drive unit 61 in one direction (clockwise as shown in the cross-sectional views of FIGS. 4A-D and 5A-D) to configure the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 in one of a plurality of (bypass) operating modes. As described above, the battery bypass control valve and the second heat exchanger bypass control valve 37, 39 are selectively configurable to synchronize with the first, second, third, and fourth operating modes.The operating modes of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 are described with reference to the first drive member's angular position α1, which defines the angular position of the first drive member 61 relative to a reference angular position (approximately 0°). In at least some embodiments, the drive member 61 can be rotated in opposite directions, first and second, to switch between different operating modes. For example, reversing the rotation of the drive member 61 (counterclockwise, as shown in the cross-sectional views of FIGS. 4A-D and 5A-D) can return the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 to their operating modes.

[0104] Cross-sectional views of the second heat exchanger bypass control valve 39 are shown in Figures 4A-4D. The second heat exchanger bypass control valve 39 is a proportional valve. In this embodiment, the second heat exchanger bypass control valve 39 is a three-way proportional valve. The second heat exchanger bypass control valve 39 comprises a valve housing 63 having a first inlet port 65A, a second inlet port 65B, and an outlet port 65C. The first inlet port 65A is connected to the outlet port of the second heat exchanger 15 and receives cooled coolant from the second heat exchanger 15. The second inlet port 65B is connected to the second heat exchanger bypass conduit 27. The outlet port 65C is connected to the inlet of the second pump 55. The second heat exchanger bypass control valve 39 is configured to proportionally distribute the coolant supplied from the first inlet port 65A and the second inlet port 65B to the outlet port 65C. The second heat exchanger bypass control valve 39 proportionally distributes the coolant supply from the second heat exchanger 15 and the heat exchanger bypass conduit 27 to the second pump 55. The second heat exchanger bypass control valve 39 thereby controls the ratio of coolant supplied from the second heat exchanger 15 and the heat exchanger bypass conduit 27 to the second pump 55. To facilitate this selective proportional flow, the outlet port 65C has an enlarged opening relative to the inlet ports 65A, 65B, or has at least two openings, so that the outlet port 65C is not completely blocked during operation. By varying the ratio of coolant through the second heat exchanger 15, the second heat exchanger bypass control valve 39 can control the temperature of the coolant. Alternatively, the second heat exchanger bypass control valve 39 may be configured to proportionally control the coolant supplied from the inlet port to the first and second outlet ports. The second heat exchanger bypass control valve 39 may be arranged, for example, upstream of the heat exchanger 15 and configured to apportion the coolant supplied to the second heat exchanger bypass 27 and first and second outlet ports connected to the second heat exchanger 15. In this example, the inlet port has an enlarged opening compared to the outlet port, or has at least two openings, and is configured to prevent the inlet port from being completely blocked during operation.

[0105] The second heat exchanger bypass control valve body 69 is disposed within the first valve housing 63 and is rotatable about a first axis X1 (an axis extending perpendicularly out of the page in FIGS. 4A-4D ). In this embodiment, the second heat exchanger bypass control valve body 69 includes two valve members 71A and 71B that sequentially open and close the first inlet port 65A and the second inlet port 65B. As described above, the outlet port 65C can be configured such that the valve members 71A and 71B only partially block the opening of the outlet port 65C. The valve members 71A and 71B function to control the ratio of coolant supplied from the first inlet port 65A and the second inlet port 65B to the outlet port 65C. In this embodiment, the first inlet port 65A, the second inlet port 65B, and the outlet port 65C are offset from one another by, for example, approximately 120°. The valve members 71A, 71B have a non-uniform angular distribution within the second heat exchanger bypass control valve body 69. The flow rate through the first inlet 65A and the second inlet 65B depends on the angular orientation of the second heat exchanger bypass control valve body 69. Other valve arrangements for achieving proportional control of the refrigerant are also contemplated. For example, the second heat exchanger bypass control valve 39 can include a linear actuator for moving the valve body along a linear path.

[0106] A cross-sectional view of the battery bypass control valve 37 is shown in Figures 5A-5D. The battery bypass control valve 37 controls the supply of coolant to the battery unit 7. The battery bypass control valve 37 comprises a valve housing 83 having an inlet port 85A, a first outlet port 85B, and a second outlet port 85C. The inlet port 85A is connected to the outlet of the first pump 53. In use, the first pump 53 operates to supply coolant to the inlet port 85A of the battery bypass control valve 37. The first outlet port 85B is connected to the battery bypass conduit 21, which bypasses the battery unit 7. The second outlet bypass port 85C is connected to the battery supply conduit 20. The battery bypass control valve 37 is a proportional valve, meaning that flow entering the inlet port 85A can be discharged through either or both of ports 85B and 85C. The battery bypass control valve 37 can be selectively set to proportionally distribute coolant flow to either the battery unit 7 or the battery bypass conduit 21, or both. The battery bypass control valve body 89 is disposed within the valve housing 83 and is rotatable about a first axis X1 (an axis extending perpendicular to the plane of the page in FIGS. 5A-5D ). The battery bypass control valve body 89 has an arc-shaped segment for selectively opening either or both of the first outlet bypass port 85B and the second outlet bypass port 85C. The inlet bypass port 85A, the first outlet bypass port 85B, and the second outlet bypass port 85C are offset from one another by, for example, approximately 120°. The flow rate from the inlet bypass port 85A to the first outlet port 85B and / or the second outlet port 85C depends on the angular position of the battery bypass control valve body 89. Other valve arrangements for controlling the supply of coolant to the battery supply conduit 20 and / or the battery bypass conduit 21 are contemplated. For example, the battery bypass control valve 37 can include a linear actuator for moving the valve body along a linear path.

[0107] The second heat exchanger bypass control valve body 69 is shown in the first bypass operating mode (corresponding to an angular position α1 of the first drive member of approximately 0°) in FIG. 4A . In the first bypass operating mode, the first inlet port 65A and outlet port 65C are substantially fully open, and the second inlet port 65B is substantially fully closed. Coolant supply to the second pump 55 is at least substantially entirely from the second heat exchanger 15, and the heat exchanger bypass conduit 27 is at least substantially closed. The battery bypass control valve body 89 is shown in the first bypass operating mode (corresponding to an angular position α1 of the first drive member of approximately 0°) in FIG. 5A . In the first bypass operating mode, the first bypass inlet port 85A and first bypass outlet port 85B are substantially fully open, and the second bypass outlet port 85C is substantially fully closed. Coolant from the first pump 53 is supplied at least substantially exclusively to the battery bypass conduit 21. The second outlet bypass port 85C is substantially completely closed, and the supply of coolant to the battery unit 7 is at least substantially inhibited.

[0108] The second heat exchanger bypass control valve body 69 is shown in FIG. 4B in a second bypass operating mode (corresponding to an angular position α1 of the first drive member of, for example, approximately 45°). In this second operating mode, the first inlet 65A is substantially fully closed, and the second inlet 65B and outlet port 65C are substantially fully open. The outlet port 65C is partially open, allowing flow therethrough. In this embodiment, the outlet port 65C is not fully open because the size and position of the valve members 71A and 71B relative to the size of the outlet port 65C always blocks a portion of the outlet port 65C. However, even in this open state, sufficient flow is still possible through the outlet port 65C.

[0109] In this second bypass mode of operation, therefore, the supply of coolant to the second pump 55 is at least substantially entirely from the heat exchanger bypass conduit 27, and the second heat exchanger 15 is at least substantially closed. By rotating the second heat exchanger bypass control valve body 69 from the first bypass mode of operation to the second bypass mode of operation, the proportion of coolant supplied to the second pump 55 increases from the heat exchanger bypass conduit 27 and decreases from the second heat exchanger 15. The battery bypass control valve body 89 is shown in the second bypass mode of operation in FIG. 5B (e.g., a state corresponding to an angular position α1 of the first drive member of approximately 45°). In the second bypass mode of operation, the first bypass inlet port 85A and the first bypass outlet port 85B are substantially entirely open, and the second bypass outlet port 85C is substantially entirely closed. Therefore, even though the angle of the battery bypass control valve body 89 is offset, the coolant supply remains the same as when the battery bypass control valve body 89 is in the first bypass mode of operation (the orientation shown in FIG. 5A).

[0110] The second heat exchanger bypass control valve body 69 is shown in a third bypass operating mode (e.g., a state in which the first drive member's angular position α1 corresponds to approximately 90°) as shown in FIG. 4C . In the third bypass operating mode, the second inlet port 65B and the second outlet port 65C remain substantially fully open, and the first inlet port 65B remains substantially fully closed. Coolant is supplied to the second pump 55 at least substantially entirely from the second heat exchanger bypass conduit 27, and flow through the second heat exchanger 15 is at least substantially restricted. The battery bypass control valve body 89 is shown in a third bypass operating mode (e.g., a state in which the first drive member's angular position α1 corresponds to approximately 90°) as shown in FIG. 5C . In the third bypass operating mode, the first bypass inlet 85A and the second bypass outlet port 85C are substantially fully open, and the first bypass outlet port 85B is substantially fully closed. Coolant from the first pump 53 is supplied at least substantially entirely to the battery unit 7. The first outlet bypass port 85B is substantially completely closed, and the supply of coolant to the battery bypass conduit 21 is at least substantially inhibited. As the battery bypass control valve body 89 rotates from the second bypass operating mode to the third bypass operating mode, the proportion of coolant supplied from the first pump 53 to the battery unit 7 gradually increases, and the proportion of coolant supplied from the first pump 53 to the battery bypass conduit 21 correspondingly decreases.

[0111] The second heat exchanger bypass control valve body 69 is shown in a fourth bypass mode of operation (e.g., corresponding to an angular position α1 of the first drive member of approximately 135°) as shown in FIG. 4D . In the fourth bypass mode of operation, the first inlet port 65A and the first outlet port 65C are substantially fully open, and the second inlet port 65B is substantially fully closed. The supply of coolant to the second pump 55 is at least substantially exclusively from the second heat exchanger 15, and the flow of coolant from the second heat exchanger bypass conduit 27 is at least substantially restricted. Rotating the second heat exchanger bypass control valve body 69 from the third to the fourth bypass mode of operation gradually decreases the proportion of coolant supplied from the second heat exchanger bypass conduit 27 to the second pump 55, while correspondingly increasing the proportion of coolant supplied from the second heat exchanger 15 to the second pump 55. The battery bypass control valve body 89 is shown in the fourth bypass operating mode (e.g., where the first drive member's angular position α1 corresponds to approximately 135°) as shown in FIG. 5D. In the fourth bypass operating mode, the first bypass inlet port 85A and the second bypass outlet port 85C are substantially fully open, and the first bypass outlet port 85B is substantially fully closed. Therefore, the amount of coolant supplied remains unchanged compared to when the bypass control valve body 89 is in the third bypass operating mode (the arrangement shown in FIG. 5C).

[0112] Thus, at different angular positions of the drive shaft 61, for example between 0 and 135 degrees of rotation, the coolant flow is proportionally controlled through the second heat exchanger 15 (any ratio between the total flow through the second heat exchanger supply conduit 26 and the total flow bypassing the second heat exchanger (second heat exchanger bypass conduit 27)), and at the same time the coolant flow is proportionally controlled through the battery unit 7 (any ratio between the total flow through the battery supply conduit 20 and the total flow bypassing the battery unit 7 (battery bypass conduit 21)). Control of the angular position of the drive shaft 61 is described further below.

[0113] FIG. 6 illustrates how the operation of the battery bypass control valve 37 and the second heat exchanger bypass control valve 39 achieves the various flow rate combinations described above. The graphs in the upper part of FIG. 6 show the angular position of the first drive unit 61 driven by the actuator 49 on the horizontal axis, and the flow rate through the second heat exchanger 15 (second heat exchanger supply conduit 26) and the flow rate bypassing the second heat exchanger 15 (second heat exchanger bypass conduit 27) on the vertical axis. The graph in the lower part of FIG. 6 shows the angular position of the first drive unit 61 on the horizontal axis, and the flow rate through the battery unit 7 (battery supply conduit 20) and the flow rate bypassing the battery unit 7 (battery bypass conduit 21) on the vertical axis. For example, the graph in the upper part shows that within a first angle range (the region between vertical lines A and B), a first "mixed bypass operating mode" is achieved, in which the flow rate through the second heat exchanger 15 gradually decreases and the flow rate through the second heat exchanger bypass conduit 27 gradually increases. In this first mixed bypass operating mode of the second heat exchanger bypass control valve 39, the flow of refrigerant through the battery bypass conduit 21 remains substantially constant.

[0114] As the first drive 61 passes through a second angular range (the area shown between vertical lines B and C), once the direct supply from the second heat exchanger 15 has been substantially inhibited, further angular rotation of the first drive 61 causes no change in flow rate, the flow rate through the second heat exchanger bypass conduit 27 remains substantially constant, and the direct flow rate from the second heat exchanger 15 remains substantially inhibited. There is also no change in the flow rate in the battery bypass conduit 21 through this second angular range. The flow rate through the battery 7 itself also remains substantially inhibited.

[0115] As the first actuator 61 moves into a third angular range (the region between vertical lines C and D), the flow rate through the battery bypass conduit 21 gradually decreases while the coolant flow rate through the battery supply conduit 20 gradually increases. This is the second "mixed bypass operating mode" of the valve arrangement. During this second mixed bypass operating mode, angular movement of the first actuator 61 does not affect the flow rate through the second heat exchanger bypass conduit 27, which remains substantially constant. The flow rate through the second heat exchanger 15 remains substantially inhibited directly.

[0116] As the first drive 61 passes through a fourth angular range (shown in the region between vertical lines D and E), the flow rate through the battery supply conduit 20 continues and remains substantially constant. The flow rate through the second heat exchanger bypass conduit 27 also remains substantially constant. The direct flow rate from the second heat exchanger 15 remains substantially inhibited.

[0117] As the first drive 61 passes through a fifth angular range (the region between vertical lines E and F), a third "mixed bypass operating mode" occurs in which the flow rate through the second heat exchanger bypass conduit 27 gradually decreases and the flow rate through the second heat exchanger 15 gradually increases. Throughout this third mixed phase, the flow rate through the battery supply conduit 20 remains substantially constant and the flow rate through the battery bypass conduit 21 remains substantially inhibited.

[0118] From the above discussion, it will be appreciated that the first, second, and third combined bypass operating modes are completely independent of one another. That is, if there is combined flow around and through the second heat exchanger 15 via the second heat exchanger bypass conduit 27, then in the same mode, there is no combined flow through the battery supply conduit 20 and the battery bypass conduit 21 in the second coolant loop 18. Similarly, if there is combined flow through the battery supply conduit 20 and the battery bypass conduit 21, there is no combined flow through the second heat exchanger 15 in the third coolant loop 19.

[0119] Rotational positions of the drive unit 61 within the range of, for example, 135 degrees to 360 degrees are not used except when returning from the fourth bypass operating mode to the first bypass operating mode. Thus, there are seven discrete bypass operating modes for the first valve unit 31, summarized in Table 1 below.

[0120] Bypass Operation Mode [Table 1]

[0121] Referring to FIGS. 2 and 3, the first and second cross-flow valves 41, 43 are provided in the second valve unit 33 and are configured to selectively control the flow of coolant through the coolant network (17, 18, 19). A second actuator 51 is provided to control the operation of the first and second cross-flow valves 41, 43. The second actuator 51 is configured to rotate a second drive unit 91 about a second axis X2 to drive the first and second cross-flow valves 41, 43. The second drive unit 91 is fixed to the first and second cross-flow valves 41, 43. Rotation of the second drive unit 91 causes synchronous rotation of the first and second cross-flow valves 41, 43. As described herein, operation of the first and second cross-flow valves 41, 43 depends on the angular position of the second drive unit 91. In this embodiment, the first cross-flow valve 41 and the second cross-flow valve 43 are integrally formed. In a variant, the first cross-flow valve 41 and the second cross-flow valve 43 are formed separately and connected to each other, for example, by one or more fasteners. The second drive unit 91 can be integrally formed with the first cross-flow valve 41 and / or the second cross-flow valve 43. Alternatively, the first cross-flow valve 41 and the second cross-flow valve 43 are configured to be mounted to the second drive unit 91. The second drive unit 91 can include, for example, a rotatable shaft to which the first cross-flow valve 41 and the second cross-flow valve 43 are fixedly mounted. In this embodiment, the second actuator 51 selectively rotates the second drive unit 91 in one direction (clockwise as shown in the cross-sectional views of FIGS. 7A-C and 8A-C) to configure the first and second cross-flow valves 41, 43 into the first, second, and third cross-flow operating modes. The cross-flow operating modes of the first cross-flow valve 41 and the second cross-flow valve 43 will be described with reference to the angular position α2 of the second drive member (which defines the angular position of the second drive 91 relative to the reference angular position 0°).

[0122] Cross-sectional views of the first cross-flow valve 41 are shown in Figures 7A-C. The first cross-flow valve 41 comprises a first cross-flow valve housing 93 having first, second, third, and fourth cross-flow ports 95A-D. The first cross-flow port 95A of the first cross-flow valve 41 is connected to the third coolant loop 19, the second cross-flow port 95B of the first cross-flow valve 41 is connected to the second coolant loop 18, the third cross-flow port 95C of the first cross-flow valve 41 is connected to the first cross-flow port 115A of the second cross-flow valve 41, and the fourth cross-flow port 95D of the first cross-flow valve 41 is connected to the first coolant loop 17. The first cross-flow port 95A of the first cross-flow valve 41 is configured as an inlet port for receiving coolant from the second pump 55. The second cross-flow port 95B of the first cross-flow valve 41 is an inlet port for receiving coolant indirectly from the first pump 53. The third crossflow port 95C of the first crossflow valve 41 is an outlet port configured to discharge coolant supplied from either the first crossflow port 95A or the second crossflow port 95B to the second crossflow valve 43. The fourth crossflow port 95D of the first crossflow valve 41 is an outlet port configured to discharge coolant supplied from either the first crossflow port 95A or the second crossflow port 95B to the second coolant loop 18. A first crossflow valve body portion 99 of the crossflow valve body 98 is disposed within the first crossflow valve housing 93 and is rotatable about a second axis X2. In this embodiment, the first crossflow valve body portion 99 is composed of opposing valve members 101A and 101B that control the flow of coolant through the coolant loops 17, 18, and 19. The first crossflow valve body portion 99 is rotated by the second drive portion 91 to control the flow path through the first crossflow valve 41. When flow is from the first cross flow port 95A to the third cross flow port 95C and from the second cross flow port 95B to the fourth cross flow port 95D, the state of the first cross flow valve 41 is considered "parallel."Conversely, if flow is directed from the first cross flow port 95A to the fourth cross flow port 95D and from the second cross flow port 95B to the third cross flow port 95C, the state of the first cross flow valve 41 is considered "cross."

[0123] Cross-sectional views of the second cross-flow valve 43 are shown in Figures 8A-C. The second cross-flow valve 43 comprises a second cross-flow valve housing 113 having first, second, third, and fourth cross-flow ports 115A-D. The first cross-flow port 115A of the second cross-flow valve 43 is directly connected to the third cross-flow port 95C of the first cross-flow valve 41, the second cross-flow port 115B is connected to the first coolant loop 17, the third cross-flow port 115C of the second cross-flow valve 43 is connected to the third coolant loop 19, and the fourth cross-flow port 115D is connected to the second coolant loop 18. The first cross-flow port 115A of the second cross-flow valve 43 is configured as an intake port for receiving coolant from the third cross-flow port 95C of the first cross-flow valve 41. The second cross-flow port 115B of the second cross-flow valve 43 is configured as an inlet port for receiving coolant from the first heat exchanger 13. The third crossflow port 115C of the second crossflow valve 43 is configured as an outlet port for supplying coolant, supplied from either the first crossflow port 115A or the second crossflow port 115B, to the first drive unit 5-1 and the second drive unit 5-2. The fourth crossflow port 115D is an outlet port for supplying coolant to the first pump 53, and this coolant is supplied from either the first crossflow port 115A or the second crossflow port 115B. The second crossflow valve body 119 of the crossflow valve body 98 is disposed within the second crossflow valve housing 113 and is rotatable about the second axis X2. In this embodiment, the second crossflow valve body 119 has opposing valve members 121A and 121B configured to control the flow of coolant through the coolant loops 17, 18, and 19. The second crossflow valve body 119 is rotated by the second drive unit 91 to control the flow path through the second crossflow valve 43.The state of the second crossflow valve 43 is considered "parallel" when flow is directed from the first crossflow port 115A to the third crossflow port 115C and from the second crossflow port 115B to the fourth crossflow port 115D. Conversely, the state of the second crossflow valve 43 is considered "cross" when flow is directed from the first crossflow port 115A to the fourth crossflow port 115D and from the second crossflow port 115B to the third crossflow port 115C.

[0124] The first cross-flow valve body 99 is shown in the first cross-flow operating mode (where the angular position α2 of the second drive member corresponds to 0°) in FIG. 7A . In the first cross-flow operating mode, the first cross-flow port 95A and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other, and the second cross-flow port 95B and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other. The second cross-flow valve body 119 is shown in FIG. 8A in the first cross-flow operating mode (where the angular position α2 of the second drive member corresponds to 0°). In the first cross-flow operating mode, the first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other, and the second cross-flow port 115B and the fourth cross-flow port 115D are in fluid communication with each other. In the first cross-flow operating mode, the first cross-flow valve 41 and the second cross-flow valve 43 place the first coolant loop 17 in series with the second coolant loop 18, forming a cooling network that isolates the second coolant loop 18 from the third coolant loop 19. The first pump 53 pumps coolant into the first and second coolant loops 17 and 18. The second pump 55 pumps coolant into the third coolant loop 19. In the first cross-flow operating mode, active cooling of the battery unit 7 is performed, and active cooling of the front and rear electric drive units 5-1 and 5-2 is also performed. The battery unit 7 and the front and rear electric drive units 5-1 and 5-2 are connected in parallel and are substantially isolated. The first cross-flow operating mode is suitable, for example, for warm-up operation.

[0125] The first crossflow valve body 99 is shown in the second crossflow operating mode shown in FIG. 7B (corresponding to a position where the second drive member angle α2 is approximately 45°). In the second crossflow operating mode, the first crossflow port 95A and the fourth crossflow port 95D of the first crossflow valve 41 are in fluid communication with each other, and the second crossflow port 95B and the third crossflow port 95C of the first crossflow valve 41 are also in fluid communication with each other. The second crossflow valve body 119 is shown in the second crossflow operating mode shown in FIG. 8B (corresponding to a position where the second drive member angle α2 is approximately 45°). The operating configuration of the second crossflow valve 43 is unchanged from the first crossflow operating mode. In particular, the first crossflow port 115A and the third crossflow port 115C of the second crossflow valve 43 are in fluid communication with each other, and the second crossflow port 115B and the fourth crossflow port 115D are also in fluid communication with each other. Therefore, the second crossflow valve 43 maintains the same operational configuration as when the first crossflow valve body 99 is in the first crossflow operating mode. In the second crossflow operating mode, the battery unit 7 and the first and second drive units 5-1 and 5-2 are connected in series. The coolant is pumped through the first heat exchanger 13 by the second pump 55. The coolant is sent to the battery unit 7 by the first pump 53. The coolant is then split by the first crossflow valve 41 and supplied to the front and rear electric drive units 5-1 and 5-2. After passing through the second heat exchanger 15, the coolant is supplied to the second pump 55. In the second crossflow operating mode, the second heat exchanger 15 is activated to dissipate heat from the coolant. The drop in the coolant temperature promotes cooling of the battery unit 7 and the front and rear electric drive units 5-1 and 5-2. In this position, the first heat exchanger 13 can be positioned to eliminate heat exchange with the surroundings. The coolant side of the first heat exchanger 13 is inactive (i.e., coolant is not pumped through the first heat exchanger 13), and substantially no heat exchange occurs within the first heat exchanger 13. Therefore, active cooling of the battery unit 7 is performed, and active cooling of the front and rear electric drive units 5-1, 5-2 is also performed.

[0126] The first cross-flow valve body 99 is shown in the third cross-flow operating mode shown in FIG. 7C (corresponding to an angular position α2 of the second drive member of approximately 90°). The operational configuration of the first cross-flow valve 41 is unchanged from the second cross-flow operating mode. In particular, the first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other, and the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other. The second cross-flow valve body 119 is shown in the third cross-flow operating mode shown in FIG. 8C (corresponding to an angular position α2 of the second drive member of approximately 90°). In the third cross-flow operating mode, the first cross-flow port 115A and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other; and the second cross-flow port 115B and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other. Thus, the second crossflow valve 43 connects the first coolant loop 17 in series with the third coolant loop 19. In the third crossflow mode of operation, the coolant in the third coolant loop 19 is routed from the second pump 55 directly to the first heat exchanger 13 and then supplied to the EDUs 5-1, 5-2 and the second heat exchanger 15. The first pump 53 is configured to circulate the coolant through the battery units 7 via a shortened coolant loop 18 without a heat exchanger.

[0127] Thus, at different angular positions of the drive shaft 91, e.g., from 0 to 90 degrees of rotation, in the first cross-flow operating mode, the coolant flow through the second and third coolant loops 18, 19 is controlled independently of one another, with the first coolant loop 17 connected in series with the second coolant loop 18. In the second cross-flow operating mode, the coolant flow is not separated and passes through the entire coolant network. In the third cross-flow operating mode, the coolant flow through the second and third coolant loops 18, 19 is controlled independently of one another, with the first coolant loop 17 connected in series with the third coolant loop 19. Control of the angular position of the drive shaft 91 is described further below. It will be understood that when the drive shaft 91 is rotated, e.g., 180 degrees, the first and second cross-flow valves 41, 43 return from the third operating mode to the first operating mode.

[0128] A controller 150 is provided for controlling the operation of the control valve arrangement 1, and in particular for manipulating the first and second actuators 49, 51 to control the angular position of the first and second drive shafts 61, 91 of the first and second valve units 31, 33. As shown schematically in Figure 9, the controller 150 comprises at least one electronic processor 155 and a system memory 160. The system memory 160 stores a set of computational instructions together with calibration data which are accessed to control the temperature of the flow through the coolant network.

[0129] When the commands are executed, the system memory 160 executes the method(s) described herein. The at least one electronic processor 155 is configured to output control signals, e.g., CS1, CS2, through CSn, to control the first actuator 49 and the second actuator 51, respectively. The controller can be configured to output additional control signals CSn to control other components in the thermal management system 3 (e.g., the battery unit 7, the heat exchangers 13 and 15, the pumps 53 and 55). The first actuator 49 and the second actuator 51 can be controlled independently of each other to independently control the first valve unit 31 and the second valve unit 33, as needed. The at least one electronic processor 155 can be configured to receive electrical signals from a coolant level sensor SL1 and / or a coolant temperature sensor ST1, as well as any number of other sensors S2, S3, and S4. As shown, the coolant temperature sensor ST1 indicates the temperature of the coolant flow at this location in the coolant network (downstream of the second heat exchanger bypass control valve 39 and upstream of the second heat exchanger 15). The temperature sensor output signal STO is provided to the controller 150 .

[0130] The coolant temperature sensor ST1 is disposed upstream of the second pump 55 and measures the temperature of the coolant supplied from the second heat exchanger 15 and the low-temperature heat exchanger bypass conduit 27 via the second heat exchanger bypass control valve 39. The controller 150 is configured to control the second heat exchanger bypass control valve 39 in response to the coolant temperature measured by the coolant temperature sensor ST1 and the value indicated by the temperature sensor signal STO. In particular, the controller 150 is configured to control the second heat exchanger bypass control valve 39 to control the ratio of the coolant supplied from the second heat exchanger 15 to the ratio of the coolant supplied from the low-temperature heat exchanger bypass conduit 27, possibly by zeroing the flow rate of one or the other, to achieve a target temperature of the coolant supplied to the second pump 55.

[0131] For example, if the temperature output signal ST0 indicates that the temperature of the coolant flowing to the second pump 55 is above the target temperature, the second heat exchanger bypass valve 39 is controlled to increase the proportion of flow through the second heat exchanger 15, decrease the proportion of flow through the bypass conduit 27 of the second heat exchanger 15, or decrease the proportion of flow through the bypass conduit 27 to zero. As the proportion of flow from the second heat exchanger 15 to the second pump 55 increases (or if all of the flow from the second heat exchanger 15 is flowing to the second pump 55), the temperature of the flow to the second pump 55 decreases. Conversely, if the temperature output signal ST0 indicates that the temperature of the coolant flowing to the second pump 55 is below the target temperature, the second heat exchanger bypass control valve 39 is controlled to decrease the proportion of flow through the second heat exchanger 15, increase the proportion of flow through the bypass conduit 27 of the second heat exchanger 15, or decrease the proportion of flow through the second heat exchanger 15 to zero. As the proportion of flow from the bypass conduit 27 of the second heat exchanger 15 to the second pump 55 increases (or if all of the flow from the bypass conduit 27 goes to the second pump 55), the temperature of the coolant to the second pump 55 increases. This feedback process from the temperature sensor ST1 to the controller 150 occurs continuously for the purpose of controlling the second heat exchanger bypass control valve 39 to maintain the temperature of the cooling fluid to the second pump 55 at a predetermined temperature.

[0132] Controller 150 is configured to simultaneously receive output STO from temperature sensor ST1 and signals from other sensors SL1, S2, S3, and S4. Controller 150 determines a target temperature based on one or more of the received inputs SL1, S2, S3, and S4. In some examples, additional decision data may be sent to controller 150 from a parent controller (not shown) configured to control various aspects of the vehicle's operation (including the cooling system). The interaction between the parent controller and controller 150 is beyond the scope of this patent application and will not be described in detail. However, as a general example, the parent controller receives data regarding various conditions inside and outside the vehicle and, in response, selects an appropriate network configuration for coolant flow and a target temperature for the flow to second pump 55 to achieve optimal coolant conditions in the coolant network under all circumstances.

[0133] In some non-illustrated examples, the controller may transmit data to other controllers within the vehicle, the data being obtained from any combination of sensors associated with the thermal management system.

[0134] The operation of the control valve arrangement 1 in the first, second and third operating modes of the crossflow valves 41, 43 is shown in Figures 10, 11 and 12 and summarized in Table 2 below:

[0135] Crossflow valve operating mode [Table 2]

[0136] Combining Tables 1 and 2, it can be seen that there are at least 21 discrete modes of operation for the control valve apparatus 1 as a whole. That is, there are seven different bypass modes of operation for each of the three crossflow modes of operation. Details of each of the 21 discrete modes of operation are described in the relevant sections below.

[0137] The control valve apparatus 1 is shown in FIG. 10 in the first cross-flow operating mode. The second valve control unit 33 is configured so that the first cross-flow valve body 99 is in the first cross-flow operating mode (shown in FIG. 7A). The first cross-flow port 95A and the third cross-flow port 95C of the first cross-flow valve 41 are in fluid communication with each other, and the second cross-flow port 95B and the fourth cross-flow port 95D of the first cross-flow valve 43 are also in fluid communication with each other. The second cross-flow valve body 119 is in the first cross-flow operating mode (shown in FIG. 8A). The first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other, and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other.

[0138] As a result of configuring the control valve apparatus 1 in the first crossflow valve operating mode, the second coolant loop 18 and the third coolant loop 19 operate in parallel. Furthermore, in this configuration, the first heat exchanger 13 in the first coolant loop 17 is connected in series with the second coolant loop 18 along with the battery unit 7 and the coolant heater 11.

[0139] 10 , in the first crossflow valve operating mode, coolant flows from the outlet of the first pump 53 to the battery bypass control valve 37 in the combination of the first coolant loop 17 and the second coolant loop 18. At this point, the coolant flow exits either or both of ports A and G of the control valve arrangement 1. The battery bypass control valve 37 selectively diverts the coolant to either the battery supply conduit 20 (and thus to the battery unit 7) or to bypass the battery unit 7 via the battery bypass conduit 21. Alternatively, the coolant flow may be mixed by selectively diverting portions of the coolant simultaneously to the battery supply conduit 20 and the battery bypass conduit 21. After the outlets of the battery unit 7 and the bypass conduit 21 briefly merge, the coolant flow again diverges and is directed to the inlet of the coolant heater 11. The coolant flowing from the outlet of the coolant heater 11 returns to the control valve arrangement 1 via port J and then enters the first cross flow valve 41 via port 95B and exits via port 95D as described above. The coolant flow again leaves the control valve arrangement 1 via port D and enters the inlet of the first heat exchanger 13. From the outlet of the first heat exchanger 13, the coolant re-enters the control valve arrangement 1 via port C and enters the second cross flow valve 43 via port 115B. The coolant flow exits the valve 43 via port 115D and returns to the inlet of the first pump 53, thereby completing the combination of the first coolant loop 17 and the second coolant loop 18.

[0140] Referring to FIG. 10, the third coolant loop 19 will now be described in the first cross-flow mode of operation. Coolant flows from the outlet of the second pump 55 to the first cross-flow valve 41, entering through port 95A and exiting through port 95C as described above. The coolant flow then remains within the control valve arrangement 1 and travels directly to the second cross-flow valve 43, entering through port 115A and exiting through port 115C as described above. At this point, the coolant flow leaves the control valve arrangement 1 via port H and continues to supply coolant to at least the first drive unit 5-1. The coolant flow exits the first drive unit 5-1 and branches via a Y-junction to either or both of the second heat exchanger supply conduits 26, thus either directing the coolant to the second heat exchanger 15 or bypassing the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The refrigerant flow from the second heat exchanger 15 and the flow from the second heat exchanger bypass piping 27 return to the control valve arrangement 1 via ports B and E, respectively, and join at the second heat exchanger bypass control valve 39. Here, the refrigerant flow is selectively controlled from the second heat exchanger 15, the second heat exchanger bypass piping 27, or a mixture of both. From the second heat exchanger bypass control valve 39, the refrigerant flow returns to the inlet of the second pump 55, thereby completing the third refrigerant loop 19.

[0141] First cross-flow operation mode bypass operation mode [Table 3]

[0142] As noted above, the first heat exchanger 13 can operate in multiple modes depending on the vehicle's operating conditions. For example, the first heat exchanger 13 can be bidirectional and selectively configured to cool the coolant supplied to the battery unit 7 or to receive heat from the external environment to heat the coolant. Alternatively, coolant can be pumped to the coolant side of the first heat exchanger 13, causing the first heat exchanger 13 to operate as a coolant chiller. In another example, the coolant supply can be stopped, reducing or preventing heat exchange in the first heat exchanger 13.

[0143] Some of the above discrete modes, shown in Table 3, may be more useful than others. For example, Modes 1-3 bypass the battery unit 7 and the second heat exchanger 15 and are useful when the vehicle interior and at least one EDU 5-n need to be heated during extremely cold ambient air temperatures (e.g., -40°C to -10°C). In this mode, the first coolant loop 17 focuses on supplying thermal energy to the first heat exchanger 13, where it is transferred to the cabin of the vehicle V, bypassing the battery unit 7 and minimizing heat loss. The source of the thermal energy supplied to the coolant is the HV coolant heater 11, upstream of the first heat exchanger 13. The third coolant loop 19 bypasses the second heat exchanger 15, allowing the coolant to retain thermal energy and enable the EDUs 5-n and electric power unit 29 to self-heat.

[0144] Alternatively, modes 1-4 to 1-7 can be used in a "battery unit 7 warm-up mode." In this mode, heated coolant is supplied to the battery unit 7 at low ambient air temperatures, for example, between -10°C and +5°C. In this mode, the HV coolant heater 11 actively supplies thermal energy to the coolant, which is then sent to the battery unit 7. Importantly, the first heat exchanger 13 is inactive, and thermal energy is supplied almost entirely to the battery unit 7. Another variation of this mode, the "regulation mode," omits the use of the HV coolant heater 11 and allows the battery unit 7 to self-heat by transferring thermal energy to the circulating, uncooled coolant.

[0145] In another example, modes 1-7 are useful for active cooling of battery unit 7, EDUs 5-n, and electric power unit 29 in situations where the ambient temperature is high and / or there is a high load demand on vehicle V. When maximum cooling effect is required, first heat exchanger 13 disposed in first coolant loop 17 operates as a coolant chiller, supplying cooled coolant to battery unit 7 to facilitate cooling. The coolant supplied to EDUs 5-n and electric power unit 29 via third coolant loop 19 passes through second heat exchanger 15 to dissipate heat energy from the coolant.

[0146] As shown in FIG. 11 , the control valve apparatus 1 is shown in the second cross-flow operating mode. The second valve control unit 33 is configured so that the first cross-flow valve body 99 is in the second cross-flow operating mode (shown in FIG. 7B ). The first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are in fluid communication with each other, and the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 43 are also in fluid communication with each other. The second cross-flow valve body 119 is in the second cross-flow valve operating mode (see FIG. 8B ). The first cross-flow port 115A and the third cross-flow port 115C of the second cross-flow valve 43 are in fluid communication with each other, and the second cross-flow port 115B and the fourth cross-flow port 115D of the second cross-flow valve 43 are in fluid communication with each other.

[0147] When the control valve arrangement 1 is configured in the second cross-flow mode of operation, the coolant loops 17, 18, 19 are coupled together such that the entire coolant network of the thermal management system 3 operates in series as one coolant loop.

[0148] In the second cross-flow mode of operation, shown in FIG. 11 , coolant flows from the outlet of the first pump 53 into the battery bypass control valve 37. At this point, the coolant flow exits through either or both of ports A and G of the control valve arrangement 1. As described above, the battery bypass control valve 37 selectively diverts the coolant to the battery supply conduit 20 (and thus to the battery unit 7), the battery bypass conduit 21 bypassing the battery unit 7, or a combined flow path of both. The outlets of the battery unit 7 and the bypass conduit 21 recombine and are directed to the inlet of the coolant heater 11. From the outlet of the coolant heater 11, the coolant returns to the control valve arrangement 1 via port J, and then enters the first cross-flow valve 41 via port 95B and exits through port 95C, as described above. The coolant flow remains within the control valve arrangement 1 and travels directly to the second cross-flow valve 43, entering through port 115A and exiting through port 115C (as described above). At this point, the coolant flow leaves the control valve apparatus 1 through port H and continues to supply coolant to at least the first drive unit 5-1. The coolant flow exits the first drive unit 5-1 and branches via a Y-connection to either or both of the second heat exchanger supply conduits 26, thus either to the second heat exchanger 15 or bypassing the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The coolant flow from the second heat exchanger 15 and the flow from the second heat exchanger bypass conduit 27 return to the control valve apparatus 1 through ports B and E, respectively, and combines at the second heat exchanger bypass control valve 39. Here, the coolant flow is selectively controlled from the second heat exchanger 15, the second heat exchanger bypass conduit 27, or a combination of both. From the second heat exchanger bypass control valve 39, the coolant flow enters the inlet of the second pump 55. Refrigerant flows from the outlet of the second pump 55 to the first cross flow valve 41, entering at port 95A and exiting at port 95D as explained above. The refrigerant flow again exits the control valve arrangement 1 at port D and enters the inlet of the first heat exchanger 13. The refrigerant exits the outlet of the first heat exchanger 13, returns to the control valve arrangement 1 via port C and enters the second cross flow valve 43 via port 115B.The coolant flow exits port 115D of valve 43 and returns to the inlet of first pump 53, completing a larger coolant loop with first, second and third coolant loops 17, 18, 19 connected in series.

[0149] Second cross-flow operation mode bypass operation mode [Table 4]

[0150] Similar to the first cross-flow operating mode, the second cross-flow operating mode also includes preferred discrete modes of operation as shown in Table 4. For example, in Mode 2-3, heat recovery from the EDUs 5-n and the electric power unit 29 to the cabin of the vehicle V is enabled. Thermal energy dissipated from the EDUs 5-n and the electric power unit 29 is transferred to the coolant and transported to the first heat exchanger 13. The first heat exchanger 13 is configured to extract thermal energy from the coolant and transfer it to the vehicle cabin. This bypasses the battery unit 7 and the second heat exchanger to minimize unnecessary heat loss and maximize the supply of thermal energy to the vehicle cabin.

[0151] In mode 2-5, thermal energy is shared between the EDUs 5-n, the electric power units 29, and the battery unit 7 to warm the battery in low ambient temperatures. In this mode, the first heat exchanger is configured to extract heat from the coolant, allowing for simultaneous heating of the vehicle passenger compartment.

[0152] Mode 2-7 is the preferred mode because it provides cooling to all components of the thermal management system 3 that require it. Heat dissipated from the battery unit 7, EDUs 5-n, and electric power unit 29 is transferred to the coolant through the second heat exchanger 15 and then expelled. For maximum cooling effectiveness, the first heat exchanger 13 can be configured to cool the coolant as it passes through. Therefore, if either the first pump 53 or the second pump 55 fails, Mode 2-7 is considered a safe mode because the series configuration of the second crossflow valve mode ensures that coolant continues to flow to all components in the system.

[0153] The control valve apparatus 1 is shown in the third cross-flow operating mode shown in FIG. 12. The second valve control unit 33 is configured so that the first cross-flow valve body 119 is in the third cross-flow operating mode (shown in FIG. 7C). The first cross-flow port 95A and the fourth cross-flow port 95D of the first cross-flow valve 41 are fluidly connected to each other. Also, the second cross-flow port 95B and the third cross-flow port 95C of the first cross-flow valve 43 are fluidly connected to each other. The second cross-flow valve body 119 is in the third cross-flow operating mode (see FIG. 8C). The first cross-flow port 115A and the fourth cross-flow port 115D of the second cross-flow valve 43 are fluidly connected to each other, and the second cross-flow port 115B and the third cross-flow port 115C of the second cross-flow valve 43 are also fluidly connected to each other.

[0154] The effect of configuring the control valve apparatus 1 in the third cross-flow operating mode is to operate the second coolant loop 18 in parallel with the third coolant loop 19. Furthermore, in this configuration, the first heat exchanger 13 in the first coolant loop 17 is connected in series with the third coolant loop 19, along with the second heat exchanger 15 and at least the first drive unit 5-1.

[0155] Referring to the third cross-flow mode of operation shown in FIG. 12 and first describing the second coolant loop 18, coolant flows from the outlet of the first pump 53 to the battery bypass control valve 37. At this point, the coolant flow exits either or both of ports A and G of the control valve arrangement 1. The battery bypass control valve 37 selectively diverts the coolant to the battery supply conduit 20 (and thus to the battery unit 7) or to the battery bypass conduit 21, which bypasses the battery unit 7, or a combination of both, as described above. The outlet of the battery unit 7 and the outlet of the bypass conduit 21 recombine before the coolant flow is directed to the inlet of the coolant heater 11. From the outlet of the coolant heater 11, the coolant returns to the control valve arrangement 1 via port J and then flows into the first cross-flow valve 41, entering at port 95B and exiting at port 95C, as described above. The coolant flow remains within the control valve arrangement 1 and travels directly to the second crossflow valve 43, entering through port 115A and exiting through port 115D (as above). The coolant flow returns from the valve 43 through port 115D to the inlet of the first pump 53, thereby completing the second coolant loop 18.

[0156] 12, now for the combination of first coolant loop 17 and third coolant loop 19, in the third cross-flow mode of operation, coolant flows from the outlet of second pump 55 to first cross-flow valve 41, with coolant entering through port 95A and exiting through port 95D (see above). At this point, the coolant flow leaves port D of control valve arrangement 1 and enters the inlet of first heat exchanger 13. The coolant exits the outlet of first heat exchanger 13, returns to control valve arrangement 1 via port C, enters second cross-flow valve 43 via port 115B, and exits through port 115C as before. At this point, the coolant flow exits control valve arrangement 1 via port H and continues to supply coolant to at least first drive unit 5-1. The coolant flow exits the first drive unit 5-1 and branches via a Y-connection to either or both of the second heat exchanger supply conduits 26, thus either to the second heat exchanger 15 or bypassing the second heat exchanger 15 via the second heat exchanger bypass conduit 27. The coolant flow from the second heat exchanger 15 and the flow from the second heat exchanger bypass piping 27 return to the control valve arrangement 1 via ports B and E, respectively, and combine at the second heat exchanger bypass control valve 39, where the coolant flow is selectively controlled to either the second heat exchanger 15, the second heat exchanger bypass piping 27, or a combination of both. From the second heat exchanger bypass control valve 39, the coolant flow returns to the inlet of the second pump 55, thereby completing the combination of the first coolant loop 17 and the third coolant loop 19.

[0157] Bypass operation mode of the third cross-flow operation mode [Table 5]

[0158] In addition to the first and second crossflow valve operating modes, the third crossflow valve operating mode includes several preferred discrete operating modes of the operating modes shown in Table 5.

[0159] For example, modes 3-5 enable heat recovery from the EDUs 5-n and the electric power unit 29 to the passenger compartment of the vehicle V. This is achieved by bypassing the second heat exchanger 15 in order to transport the thermal energy dissipated by the EDUs 5-n and the electric power unit 29 to the first heat exchanger 13. This thermal energy is then sent as heat to the passenger compartment of the vehicle V. This allows for efficient heating of the passenger compartment of the vehicle V by utilizing thermal energy that would otherwise be wasted at low ambient temperatures. Optionally, the HV coolant heater 11 can be enabled to supply heat to the battery unit 7.

[0160] The three discrete modes for each crossflow operating mode shown in Tables 3, 4, and 5 operate to mix flow between the battery unit 7 or second heat exchanger 15 and the corresponding bypass conduit 21, 27. These modes are useful in situations where full coolant flow is not required, such as when the temperature of the component being cooled approaches a setpoint. Slowing the heat transfer rate improves control of the coolant temperature and prevents unwanted hysteresis in the thermal system.

[0161] When recovering heat from EDUs 5-n and electric power units 29 to the cabin of vehicle V (e.g., modes 2-2, 2-6, 3-2, 3-6), an occupant of vehicle V may wish to select a desired temperature for the cabin. By selectively controlling the proportional mixture flow between second heat exchanger 15 and second heat exchanger bypass 27, the temperature of the coolant passing through first heat exchanger 13 can be controlled, thereby regulating the amount of thermal energy transferred to the cabin of vehicle V.

[0162] In modes 2-4, if some of the heat used to heat the EDUs 5-n and electric power units 29 is transferred to the battery unit 7, it is useful to proportionally control the flow of coolant through the battery unit 7 and the battery unit bypass 21. The amount of heat transferred to the battery unit 7 is proportional to the flow rate through the battery unit 7.

[0163] Next, as shown in FIG. 34, an embodiment of a crossflow valve body 98, consisting of the first crossflow valve 41 and the second crossflow valve 43 belonging to the second valve unit 33, is shown. In this figure, a metering hole, hereinafter referred to as a "bleed hole 90," is shown in the bottommost flat portion of the combined valve body. The purpose of the bleed hole 90 is to allow a portion of the coolant flow from one coolant loop to the other when the coolant network is composed of parallel coolant loops, for example, when the thermal management system 3 is configured in the first or third crossflow operating mode. If the coolant temperature in one coolant loop is higher than the temperature in the other coolant loop, a pressure difference occurs between the coolant loops. This pressure difference causes coolant to flow from one side of the second crossflow valve body 119 to the other, as shown in FIG. 35, resulting in coolant migration from one coolant loop to the other. This condition can occur, for example, when the vehicle is exposed to very low ambient temperatures for an extended period of time and the battery pack needs to be warmed. In this case, the HV coolant heater 11 warms the coolant in the coolant loop containing the battery unit 7, while the temperature of the coolant loop containing the EDUs 5-n is lowered.

[0164] The advantage is that by allowing a constant exchange of coolant between the coolant loops, only one degassing tank 9 needs to be used for the entire coolant network, regardless of the cross-flow operating mode in which the thermal management system 3 is set.

[0165] It will be understood that various changes and modifications may be made without departing from the scope of the present invention.

Claims

1. A control system (150) for controlling a control valve arrangement of an electric vehicle thermal management system (3), the electric vehicle thermal management system (3) comprising: Battery unit (7), first heat exchanger (13), Electric drive units (5-1, 5-2), a second heat exchanger (15), A crossflow valve unit (33), and a coolant network (17, 18, 19); the coolant network (17, 18, 19) supplies coolant to the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), the second heat exchanger (15) and the crossflow valve unit (33); the cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network (17, 18, 19) by partitioning the coolant network (17, 18, 19) into one or more network configurations; the control system (150) includes one or more processors; the one or more processors: receiving data relating to an operating condition of a vehicle; determining a cross-flow valve control signal (CS2) based on the received data, the cross-flow valve control signal being configured to control a cross-flow valve unit (33) such that the network configuration of the coolant network (17, 18, 19) includes a single coolant circulation loop (17, 18, 19) including the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), and the second heat exchanger (15); and and outputting the cross flow valve control signal (CS2) to the cross flow valve unit (33).

2. the electric vehicle thermal management system (3) includes a cross-flow actuator configured to actuate the cross-flow valve unit (33); The control system (150) of claim 1, configured to receive the crossflow valve control signal by the crossflow actuator to control the crossflow valve unit (33).

3. The cross-flow valve unit (33) includes a first cross-flow valve (41) and a second cross-flow valve (43), 3. The control system (150) of claim 2, wherein the first cross-flow valve (41) and the second cross-flow valve (43) are rotary valves offset from each other along a cross-flow valve unit axis and configured to be driven by the cross-flow actuator.

4. The single first coolant circulation loop (17, 18, 19) comprises: a battery supply conduit (20) for supplying coolant to the battery unit (7); a battery bypass conduit (21) for bypassing coolant from the battery unit (7); a battery bypass control valve (37) configured to control the flow of coolant through the battery supply conduit (20) and / or the battery bypass conduit (21); a heat exchanger supply conduit (26) for supplying coolant to said second heat exchanger (15); a heat exchanger bypass conduit (27) for bypassing refrigerant from the second heat exchanger (15); a second heat exchanger bypass control valve (39) configured to control the rate at which refrigerant flows through the heat exchanger supply conduit (26) and / or the heat exchanger bypass conduit (27); The control system (150) of any one of claims 1 to 3, wherein the control system (150) is configured to determine one or more control signals based on the received data to control the battery bypass control valve (37) and / or the second heat exchanger bypass control valve (39).

5. the electric vehicle thermal management system (3) comprises an actuator (49) configured to operate the battery bypass control valve (37) and the second heat exchanger bypass control valve (39); the one or more control signals include actuator control signals for controlling the battery bypass control valve (37) and the second heat exchanger bypass control valve (39); The control system (150) of claim 4.

6. The one or more control signals are: controlling the battery bypass control valve (37) between a bypass position in which coolant flows through the battery bypass conduit (21), a flow position in which coolant flows through the battery supply conduit (20), and a mixed mode position in which coolant flows through the battery supply conduit (20) and the battery bypass conduit (21); 6. The control system (150) of claim 4 or 5, configured to control the ratio control valve (39) between a flow position in which coolant passes through the heat exchanger supply conduit (26), a bypass position in which coolant passes through the heat exchanger bypass conduit (27), and a mixed mode position in which coolant passes through the heat exchanger supply conduit (26) and the heat exchanger bypass conduit (27).

7. 7. The control system (150) of claim 6, wherein the one or more control signals are configured to control the battery bypass control valve (37) to the bypass position of the battery bypass control valve (37) and to control the second heat exchanger bypass control valve (39) to the bypass position of the second heat exchanger bypass control valve (39), thereby bypassing both the battery unit (7) and the second heat exchanger (15).

8. 8. The control system (150) of claim 7, wherein the one or more control signals are configured to control the coolant heater (11) to supply heat to the coolant and to control the first heat exchanger (13) to transfer heat from the coolant to a vehicle cabin.

9. 7. The control system (150) of claim 6, wherein the one or more control signals are configured to control the battery bypass control valve (37) to the flow position of the battery bypass control valve (37) and the second heat exchange bypass control valve (39) to the bypass position of the second heat exchanger bypass control valve (39).

10. 7. The control system (150) of claim 6, configured to control the battery bypass control valve (37) to the second position of the battery bypass control valve (37) and the second heat exchanger bypass control valve (39) to the second position of the second heat exchanger bypass control valve (39) so that the battery unit (7) and the second heat exchanger (15) receive the flow of coolant through the coolant network.

11. To control heat transferred to the battery unit, 7. The control system (150) of claim 6, wherein the one or more control signals control the second heat exchanger bypass control valve (39) to the bypass position of the second heat exchanger bypass control valve (39) and control the battery bypass control valve (37) to the mixed mode position of the battery bypass control valve (37).

12. 12. The control system (150) of claim 1, wherein the electric vehicle thermal management system includes a first pump (53) in the single coolant circulation loop (17, 18, 19) and a second pump (55) in the single coolant circulation loop (17, 18, 19) for circulating coolant through the coolant network.

13. An electric vehicle thermal management system including a control system (150) according to any one of claims 1 to 12.

14. An electric vehicle comprising a control system (150) according to any one of claims 1 to 12.

15. 1. A method for controlling a control valve arrangement in an electric vehicle thermal management system (3), comprising: The electric vehicle thermal management system (3) The system comprises a battery unit (7), a first heat exchanger (13), electric drive units (5-1, 5-2), a second heat exchanger (15), a cross-flow valve unit (33), and a coolant network (17, 18, 19) that supplies coolant to the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), the second heat exchanger (15), and the cross-flow valve unit (33); the cross-flow valve unit (33) is configured to control the flow of coolant through the coolant network (17, 18, 19) by partitioning the coolant network (17, 18, 19) into one or more network configurations; The method comprises: receiving data relating to an operating condition of a vehicle; determining a cross-flow valve control signal (CS2) based on the received data, the cross-flow valve control signal being configured to control the cross-flow valve unit (33) so that the network configuration of the coolant network includes a single coolant circulation loop (17, 18, 19) including the battery unit (7), the first heat exchanger (13), the electric drive units (5-1, 5-2), and the second heat exchanger (15); outputting said cross flow valve control signal (CS2) to said cross flow valve unit (33).

Images