Vehicle multi-mode thermal control system
The multi-mode thermal control system addresses flexibility and efficiency issues by using independent and interconnected thermal loops for battery, powertrain, and cabin, achieving flexible thermal management and reduced power consumption.
Patent Information
- Authority / Receiving Office
- JP · JP
- Patent Type
- Patents
- Current Assignee / Owner
- MASERATI
- Filing Date
- 2022-06-15
- Publication Date
- 2026-06-23
AI Technical Summary
Existing multi-mode thermal control systems for vehicles with electric motors and battery packs have limited flexibility in managing heating and cooling requirements across different vehicle components.
A multi-mode thermal control system with independent and interconnected thermal control loops for the battery, powertrain, and cabin, utilizing circulation pumps, heat exchangers, and valve assemblies to allow parallel, series, and partial bleed-off configurations for fluid flow, enabling flexible thermal management.
Enables efficient and power-efficient thermal control of vehicle components by reducing power consumption and extending range, while maintaining optimal operating temperatures across various ambient conditions and load demands.
Smart Images
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Abstract
Description
Technical Field
[0001] The present invention relates to a multi-mode thermal control system for thermal control of a vehicle having (at least partially) an electric vehicle or a power train equipped with an electric motor, and a supply system having a battery pack adapted to supply power to the electric motor, and a related thermal control method utilizing such a multi-mode thermal control system.
Background Art
[0002] Multi-mode thermal control systems for thermal control of vehicles are known in the prior art of the field.
[0003] For example, US9,758,011B2 shows a thermal control system for an electric vehicle including a battery thermal control loop thermally coupled to a battery pack of the vehicle, a power train thermal control loop thermally coupled to an electric motor of the vehicle, and a cabin thermal control loop thermally coupled to a cabin of the vehicle. Due to the connection method between these three different loops, the prior art has very limited ways of using the thermal control system.
Summary of the Invention
Problems to be Solved by the Invention
[0004] An object of the present invention is to provide a multi-mode thermal control system for a vehicle having an electric motor and a battery pack driving it, which is not troubled by the drawbacks of the prior art, and thus can be used in a plurality of different usage modes according to the heating or cooling requirements of different vehicle components.
Means for Solving the Problems
[0005] This object and other objects are fully achieved according to the present invention by the thermal control system defined in independent claim 1.
[0006] Advantageous embodiments of the thermal control system according to the present invention are defined in the dependent claims, which are understood to be an integral part of the following description.
[0007] In summary, the present invention is based on the idea of providing a multimode thermal control system for a vehicle having a powertrain with an electric motor and a supply system having a battery pack adapted to supply power to the electric motor.
[0008] This thermal control system A battery thermal control loop comprising a first circulation pump and a liquid-air heat exchanger, wherein the first circulation pump is adapted to circulate a heat transfer fluid within the battery thermal control loop, and the battery thermal control loop is thermally coupled to the battery pack of the vehicle. A powertrain thermal control loop comprising a second circulation pump, wherein the second circulation pump is adapted to circulate a heat transfer fluid within the powertrain thermal control loop, and the powertrain thermal control loop is thermally coupled to the electric motor of the vehicle. A first connection branch adapted to allow the passage of heat transfer fluid from the powertrain thermal control loop to the battery thermal control loop, A second connection branch adapted to allow the passage of heat transfer fluid from the battery thermal control loop to the powertrain thermal control loop, A refrigerant loop through which a refrigerant is circulated, comprising: a compressor; a condenser; an evaporator; a first thermal expansion valve adapted to connect the evaporator to the refrigerant loop; and a second thermal expansion valve adapted to connect the liquid-air heat exchanger to the refrigerant loop. A first valve assembly comprising a three-way valve, which is adapted to control the fluid connection between the battery thermal control loop and the powertrain thermal control loop by adjusting the passage of heat transfer fluid within the first or second connection branch, and which is configurable for this purpose to a first mode and a second mode, When the first valve assembly is configured in the first mode, the battery thermal control loop and the powertrain thermal control loop operate in parallel and independently of each other, that is, they do not have fluid communication with each other, meaning that the heat transfer fluid circulating in the battery thermal control loop (12) does not circulate in the powertrain thermal control loop (14). When the first valve assembly is configured in the second mode, the battery thermal control loop and the powertrain thermal control loop are coupled in a partial bleed-off configuration in which only a portion of the flow rate of the heat transfer fluid circulating in the powertrain thermal control loop also circulates in the battery thermal control loop. The thermal control system further, A cabin thermal control loop comprising a third circulation pump and a liquid-air heat exchanger, wherein the third circulation pump is adapted to circulate a heat transfer fluid within the cabin thermal control loop and through the liquid-air heat exchanger, and the cabin thermal control loop provides temperature control for the passenger cabin of a vehicle. A third connection branch adapted to allow the passage of heat transfer fluid from the battery thermal control loop to the cabin thermal control loop, A fourth connecting branch adapted to allow the passage of heat transfer fluid from the cabin heat control loop to the battery heat control loop, A fifth connecting branch adapted to allow the passage of heat transfer fluid from the cabin thermal control loop to the powertrain thermal control loop, It has a sixth connecting branch adapted to allow the passage of heat transfer fluid from the powertrain thermal control loop to the cabin thermal control loop.
[0009] Within the scope of the present invention, as described herein and in the appended claims, when two thermal control loops are said to "operate parallel to each other and independently of each other," it means that they operate in such a way that the heat transfer fluid circulating in one loop does not circulate in the other loop, i.e., there is no sharing of heat transfer fluid flow rates between the two loops. Conversely, when two thermal control loops are said to "operate in series," it means that, provided there is, of course, undesirable leakage, the entire flow rate of heat transfer fluid circulating in one loop also circulates in the other loop. Finally, when two thermal control loops are said to be connected in a "partial bleed-off configuration," it means that the two loops are connected in such a way that only a portion of the heat transfer fluid flow circulating in one loop also circulates in the other loop.
[0010] The configuration of the thermal control system as described in the present invention makes it possible to achieve the objectives of the present invention, and in particular, to provide multiple operating modes including cooling and / or heating of different vehicle components, including electric motors, battery packs, and vehicle cabins.
[0011] Preferably, the first valve assembly consists of a three-way valve.
[0012] Advantageously, the thermal control system may also be adapted to control the fluid connection between the battery thermal control loop and the cabin thermal control loop by adjusting the passage of heat transfer fluid in a third or fourth connection branch, and for this purpose may include a second valve assembly that can be configured in first and second modes. When the second valve assembly is configured in first mode, the battery thermal control loop and the cabin thermal control loop operate in parallel and independently of each other; that is, they are not in fluid communication with each other, i.e., the heat transfer fluid circulating in the battery thermal control loop does not circulate in the cabin thermal control loop. When the second valve assembly is configured in second mode, the battery thermal control loop and the cabin thermal control loop are coupled in series, such that the entire flow rate of heat transfer fluid circulating in the battery thermal control loop also circulates in the cabin thermal control loop. Further advantageously, in this embodiment, the thermal control system is adapted to control the fluid connection between the powertrain thermal control loop and the cabin thermal control loop by adjusting the passage of heat transfer fluid in a fifth or sixth connection branch. For this purpose, a third valve assembly may further be included, which can be configured in a first mode and a second mode, in which case, when the third valve assembly is configured in the first mode, the cabin thermal control loop and the powertrain thermal control loop operate in parallel and independently of each other, i.e., they are not fluidly connected; that is, they are not in fluid communication with each other, and the heat transfer fluid circulating in the powertrain thermal control loop does not circulate in the cabin thermal control loop; when the third valve assembly is configured in the second mode, the cabin thermal control loop and the powertrain thermal control loop are coupled in series, such that the entire flow rate of heat transfer fluid circulating in the cabin thermal control loop also circulates in the powertrain thermal control loop. More advantageously, the cabin thermal control loop may further include an electric heating device adapted to supply heat to the heat transfer fluid circulating in the cabin thermal control loop when switched on.
[0013] Preferably, the powertrain thermal control loop includes a radiator thermally coupled to the condenser of the refrigerant loop. Advantageously, in this embodiment, the powertrain thermal control loop may further include a bypass valve configurable in first and second modes, where, when the bypass valve is configured in first mode, it allows heat transfer fluid circulating within the powertrain thermal control loop to flow through the radiator, and when the bypass valve is configured in second mode, it allows heat transfer fluid circulating within the powertrain thermal control loop to bypass the radiator.
[0014] Furthermore, a further aspect of the present invention relates to a control method for controlling a thermal control system of the present invention, as described below, and particularly as described in claims 9 to 13. [Brief explanation of the drawing]
[0015] Further features and advantages of the present invention will become clearer from the following detailed description, given as non-limiting examples with reference to the accompanying drawings.
[0016] [Figure 1] Figure 1 is a schematic diagram of a thermal control system according to an embodiment of the present invention. [Figure 2] Figure 2 is a schematic diagram of the first operating mode of the thermal control system shown in Figure 1, with the loop branching through which the heat transfer fluid or coolant circulates highlighted. [Figure 3] Figure 3 is a schematic diagram of the second operating mode of the thermal control system shown in Figure 1, with the loop branching through which the heat transfer fluid or coolant circulates highlighted. [Figure 4] Figure 4 is a schematic diagram of the third operating mode of the thermal control system shown in Figure 1, with the loop branching through which the heat transfer fluid or coolant circulates highlighted. [Figure 5] Figure 5 is a schematic diagram of the fourth operating mode of the thermal control system shown in Figure 1, with the loop branching through which the heat transfer fluid or coolant circulates highlighted. [Figure 6]FIG. 6 is a schematic diagram of the fifth operating mode of the thermal control system of FIG. 1, with the loop branches through which the heat transfer fluid or refrigerant circulates highlighted. [Figure 7] FIG. 7 is a schematic diagram of the sixth operating mode of the thermal control system of FIG. 1, with the loop branches through which the heat transfer fluid or refrigerant circulates highlighted. [Figure 8] FIG. 8 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 9] FIG. 9 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 10] FIG. 10 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 11] FIG. 11 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 12] FIG. 12 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 13] FIG. 13 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. [Figure 14] FIG. 14 is a schematic diagram of a thermal control system according to a further embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION
[0017] Referring to the figures, the thermal control system according to the present invention is generally indicated by reference numeral 10. The thermal control system 10 is a multi-mode system, i.e., a system that can be configured in a plurality of different operating modes depending on the type of use (cooling, heating, or neither) required for a plurality of components (electric motors, batteries, cabins, etc.) that are thermally coupled to the system and require thermal control.
[0018] The thermal control system 10 is used for thermal control of a vehicle, in particular a vehicle having a powertrain D having electric motors M and a supply system S having a battery pack B adapted to supply power to the electric motors M. As is obvious, the powertrain D may also consist of a greater number of electric motors M, and the battery pack B may consist of one or more batteries or cells adapted to supply power to one or more electric motors M, but this specification and the appended claims always refer only to a single electric motor M and a single battery pack B for the sake of simplification and brevity, and in a purely illustrative and non-limiting manner.
[0019] The thermal control system 10 comprises a battery thermal control loop 12, a powertrain thermal control loop 14, a cabin thermal control loop 46 through which a heat transfer fluid is circulated, and a refrigerant loop 16 through which a refrigerant is circulated. The thermal control system 10 also comprises first, second, third, fourth, fifth, and sixth connection branches 11, 13, 15, 17, 19, and 21 arranged to enable fluid connections between the battery thermal control loop 12, the powertrain thermal control loop 14, and the cabin thermal control loop 46, as will be described in more detail below.
[0020] The heat transfer fluid consists of a mixture of water and glycol, the proportion of which varies depending on the application. The refrigerant may include, in non-limiting examples, refrigerant R-1234y (according to the designation standards of the American Society of Heating, Refrigerating and Air-Conditioning Engineers), or other types of refrigerants (such as anhydrous carbon dioxide, R-290 refrigerant fluid, and / or R-134a refrigerant fluid according to the same standards mentioned above). According to a preferred embodiment of the present invention, the heat transfer fluid and the refrigerant are different from each other, and according to a more preferred embodiment of the present invention, the heat transfer fluid consists of a mixture of water and glycol, and the refrigerant consists of R-1234y refrigerant and / or R-290 refrigerant and / or R-134a refrigerant according to the standards mentioned above.
[0021] The battery thermal control loop 12 is thermally coupled to the vehicle's battery pack B, i.e., the arrangement and relative configuration of the battery pack B and the battery thermal control loop 12 allows for bidirectional exchange of thermal energy between the battery thermal control loop 12 and the battery pack B, enabling controlled heating or cooling of the battery pack B. In some embodiments of the present invention, as shown in Figures 1 and 13, the battery thermal control loop 12 is also thermally coupled to the vehicle's electronic system E, i.e., the arrangement and relative configuration of the electronic system E and the battery thermal control loop 12 allows for bidirectional exchange of thermal energy between the battery thermal control loop 12 and the electronic system E, enabling controlled heating or cooling of the electronic system E.
[0022] The battery thermal control loop 12 consists of a first circulation pump 18 and a liquid-air heat exchanger 20. The first circulation pump 18 is adapted to circulate a heat transfer fluid within the battery thermal control loop 12 in a manner known in itself. The liquid-air heat exchanger 20 is adapted to enable heat transfer between the battery thermal control loop 12 and the refrigerant loop 16. Advantageously, a thermal expansion valve—a second thermal expansion valve 42 described later—is arranged to control the flow of refrigerant in the liquid-air heat exchanger 20, and thus to control the thermal coupling between the battery thermal control loop 12 and the refrigerant loop 16.
[0023] For example, in a preferred embodiment of the present invention as shown in Figures 11-14, the battery thermal control loop 12 may further include a battery electric heating device 24 adapted to supply heat to a heat transfer fluid circulating within the battery thermal control loop 12 when it is turned on.
[0024] The powertrain thermal control loop 14 is thermally coupled to the powertrain D, in particular to the vehicle's electric motor M, i.e., the arrangement and relative configuration of the electric motor M and the powertrain thermal control loop 14 allows for bidirectional transfer of thermal energy between the powertrain thermal control loop 14 and the electric motor M, enabling controlled heating or cooling of the electric motor M. In some embodiments of the present invention, as shown in Figures 8-12 and 14, the powertrain thermal control loop 14 is also thermally coupled to the vehicle's electronic system E, i.e., the arrangement and relative configuration of the electronic system E and the powertrain thermal control loop 14 allows for bidirectional transfer of thermal energy between the powertrain thermal control loop 14 and the electronic system E, enabling controlled heating or cooling of the electronic system E. Of course, the powertrain thermal control loop 14 can also be thermally coupled to further components of the powertrain D that require thermal control, in ways known in themselves.
[0025] The powertrain thermal control loop 14 further comprises a second circulation pump 26. The second circulation pump 26 is adapted to circulate a heat transfer fluid within the powertrain thermal control loop 14 in a manner known in itself. Advantageously, the powertrain thermal control loop 14 may further comprise a radiator 28 positioned to be thermally coupled to a condenser 30 of the refrigerant loop 16 (described later). Preferably, in this case, the radiator 28 is positioned on a bypassable branch of the powertrain thermal control loop 14. In this case, the powertrain thermal control loop 14 comprises a bypass valve 32 which can be configured in first mode and second mode. When such a bypass valve 32 is configured in first mode, it allows the heat transfer fluid circulating within the powertrain thermal control loop 14 to pass through the radiator 28. Conversely, when the bypass valve 32 is configured in the second mode, it allows the heat transfer fluid circulating within the powertrain thermal control loop 14 to bypass the radiator 28, that is, it diverts the flow of heat transfer fluid circulating within the powertrain thermal control loop 14 onto a branch that bypasses the radiator 28. In embodiments known to the extent, such a bypass valve 32 can be provided as a three-way valve or as a selector valve that can control which of the two outlet branches the inlet heat transfer fluid flow is directed to. In embodiments known to the extent, such a radiator 28 may be associated with an expansion tank 34 into which the heat transfer fluid circulating within the powertrain thermal control loop 14 flows. In embodiments known to the extent, a fan may be associated with the radiator 28.
[0026] The refrigerant loop 16 consists of a compressor 36, an evaporator 38 (also exposed to an airflow represented by three small arrows in the figure), a first thermal expansion valve 40, and a second thermal expansion valve 42, in addition to the aforementioned condenser 30 (exposed to an airflow represented by three small arrows in the figure). The evaporator 38 is positioned to be thermally coupled to the vehicle's cabin. The first thermal expansion valve 40 is adapted to couple the evaporator 38 to the refrigerant loop 16, while the second thermal expansion valve 42 is adapted to couple the liquid-air heat exchanger 20 of the battery thermal control loop 12 to the refrigerant loop 16, enabling heat transfer between the refrigerant circulating within the battery thermal control loop 12 and the heat transfer fluid.
[0027] In a certain operating mode, when the compressor 36 is turned on, the refrigerant is compressed by the compressor 36 and then passes through the condenser 30. In a manner known by itself, a first phase change occurs inside the condenser 30, and thereafter, due to the effect of heat transfer with the airflow to which the condenser 30 is exposed, the refrigerant transitions from a gaseous state to a liquid state. The liquid refrigerant is thus subcooled and made available through the first thermal expansion valve 40 and the second thermal expansion valve 42, which regulate the flow of refrigerant to the evaporator 38 and the liquid-air heat exchanger 20, respectively. At this point, the refrigerant undergoes a second phase change by evaporating through the evaporator 38 by exchanging heat with the outside air and with the heat transfer fluid in the liquid-air heat exchanger 20. The refrigerant that has left the evaporator 38 and the liquid-air heat exchanger 20 is finally returned to the compressor 36, from which the previous cycle begins again.
[0028] For the fluid connection between the battery thermal control loop 12 and the powertrain thermal control loop 14, the thermal control system 10 is also configured, as expected, with a first connection branch 11 positioned to allow the passage of heat transfer fluid from the powertrain thermal control loop 14 to the battery thermal control loop 12, and a second connection branch 13 positioned to allow the passage of heat transfer fluid from the battery thermal control loop 12 to the powertrain thermal control loop 14.
[0029] The thermal control system 10 according to the present invention further comprises a first valve assembly 44 positioned to control the fluid connection between the battery thermal control loop 12 and the powertrain thermal control loop 14, that is, to control or regulate the passage of all or part of the flow rate of the heat transfer fluid circulating within the first connection branch 11 or the second connection branch 13. For this purpose, the first valve assembly 44 is positioned in the first connection branch 11 upstream of the battery B, or in the second connection branch 13 downstream of the battery B. In fact, the first valve assembly 44 can be configured in a first mode and a second mode, depending on the type of functional relationship established between the battery thermal control loop 12 and the powertrain thermal control loop 14. When the first valve assembly 44 is configured in the first mode, the battery thermal control loop 12 and the powertrain thermal control loop 14 operate in parallel and independently of each other; that is, the heat transfer fluid circulating in the powertrain thermal control loop 14 does not circulate in the battery thermal control loop 12, meaning that there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the powertrain thermal control loop 14. On the other hand, when the first valve assembly 44 is configured in the second mode, the battery thermal control loop 12 and the powertrain thermal control loop 14 are coupled in a partial bleed-off configuration, that is, only a portion of the flow rate of the heat transfer fluid circulating in the powertrain thermal control loop 14 also circulates in the battery thermal control loop 12. According to the present invention, such a first valve assembly 44 consists of a three-way valve. More preferably, such a first valve assembly 44 consists of a three-way valve. Finally, and more preferably, the first valve assembly 44 comprises a three-way valve and a connector, and the relative operating mode between the powertrain thermal control loop 14 and the battery thermal control loop 12 (i.e., selection of parallel operating mode or partial bleed-off operating mode) is controlled and regulated solely by the first valve assembly 44, with no further valves, and in particular, no four-way valve for regulating the connector between the powertrain thermal control loop 14 and the battery thermal control loop 12 and the relative operating mode.
[0030] As expected according to the present invention, the thermal control system 10 further comprises a cabin thermal control loop 46. The cabin thermal control loop 46 provides temperature control of the vehicle cabin, i.e., is thermally coupled to the vehicle cabin. The cabin thermal control loop 46 comprises a third circulation pump 48 and a liquid-air heat exchanger 50. The third circulation pump 48 is adapted to circulate a heat transfer fluid within the cabin thermal control loop 46 and is therefore adapted to circulate the heat transfer fluid through the liquid-air heat exchanger 50 in a manner known in itself. Advantageously, the cabin thermal control loop 46 further comprises an electric heating device 52 adapted to supply heat to the heat transfer fluid circulating within the cabin thermal control loop 46 when switched on.
[0031] For the fluid connection between the battery thermal control loop 12 and the cabin thermal control loop 46, as expected, the thermal control system 10 also includes a third connection branch 15 arranged to allow the passage of heat transfer fluid from the battery thermal control loop 12 to the cabin thermal control loop 46, and a fourth connection branch 17 arranged to allow the passage of heat transfer fluid from the cabin thermal control loop 46 to the battery thermal control loop 12.
[0032] The coupling between the cabin thermal control loop 46 and the battery thermal control loop 12 can be adjusted in various ways. For this purpose, in some embodiments shown in Figures 1-10, the thermal control system 10 further includes a second valve assembly 54 positioned to control the fluid communication between the battery thermal control loop 12 and the cabin thermal control loop 46, i.e., to control or adjust the passage of all or part of the flow rate of the heat transfer fluid circulating in the third communication branch 15 or the fourth communication branch 17. In fact, the second valve assembly 54 can be configured in a first mode and a second mode, depending on the type of functional relationship to be established between the battery thermal control loop 12 and the cabin thermal control loop 46. When the second valve assembly 54 is configured in the first mode, the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other; that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the battery thermal control loop 12, meaning that there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. On the other hand, when the second valve assembly 54 is configured in the second mode, the battery thermal control loop 12 and the cabin thermal control loop 46 are connected in a series configuration, where the entire flow rate of the heat transfer fluid circulating in the battery thermal control loop 12 also circulates in the cabin thermal control loop 46. Preferably, such a second valve assembly 54 consists of a first three-way valve 54a located at a third connection branch 15 downstream of the battery B, and a second three-way valve 54B located at a fourth connection branch 17 upstream of the battery B.
[0033] For the fluid connection between the powertrain thermal control loop 14 and the cabin thermal control loop 46, as expected, the thermal control system 10 also includes a fifth connection branch 19 arranged to allow the passage of heat transfer fluid from the cabin thermal control loop 46 to the powertrain thermal control loop 14, and a sixth connection branch 21 arranged to allow the passage of heat transfer fluid from the powertrain thermal control loop 14 to the cabin thermal control loop 46.
[0034] The coupling between the cabin thermal control loop 46 and the powertrain thermal control loop 14 can be adjusted in various ways. For this purpose, in some embodiments as shown in Figures 1-14, the thermal control system 10 further includes a third valve assembly 56 positioned to control the fluid coupling between the powertrain thermal control loop 14 and the cabin thermal control loop 46, i.e., to control or adjust the passage of all or part of the flow rate of the heat transfer fluid circulating within the fifth connection branch 19 or the sixth connection branch 21. For this purpose, the third valve assembly 56 is positioned in the fifth connection branch 19 downstream of the liquid-air heat exchanger 50, or in the sixth connection branch 21 upstream of the liquid-air heat exchanger 50. In practice, the third valve assembly 56 may be configured in a first mode and a second mode, depending on the type of functional relationship to be established between the powertrain thermal control loop 14 and the cabin thermal control loop 46. When the third valve assembly 56 is configured in the first mode, the powertrain thermal control loop 14 and the cabin thermal control loop 46 operate in parallel and independently of each other; that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the powertrain thermal control loop 14, meaning that there is no sharing of the heat transfer fluid flow rate between the powertrain thermal control loop 14 and the cabin thermal control loop 46. On the other hand, when the third valve assembly 56 is configured in the second mode, the powertrain thermal control loop 14 and the cabin thermal control loop 46 are connected in a series configuration in which the entire flow rate of the heat transfer fluid circulating in the powertrain thermal control loop 14 also circulates in the cabin thermal control loop 46. Preferably, such a third valve assembly 56 consists of a first three-way valve 56a.
[0035] At least one of the first valve assembly 44, the second valve assembly 54, and the third valve assembly 56 can be configured to obtain intermediate control conditions by using a proportional motorized three-way valve that allows for the divided passage of a heat transfer fluid or coolant flow.
[0036] The thermal control system 10 according to the present invention can operate in different ways, that is, can be controlled according to different control methods, depending on the type of thermal control (heating, cooling, or neither) required for different components of the vehicle (cabin, battery pack B, powertrain D, etc.) that are thermally coupled to the thermal control system 10. Some of these control methods, or operating modes, will be described with reference to the thermal control system 10 according to the embodiment shown in Figure 1.
[0037] A first operating mode, called the "passive cooling mode for the battery pack," is shown in Figure 2. In this operating mode, the first valve assembly 44 is configured in the second mode, thereby connecting the battery thermal control loop 12 and the powertrain thermal control loop 14 in a partial bleed-off configuration, where only a portion of the flow rate of the heat transfer fluid circulating within the powertrain thermal control loop 14 also circulates within the battery thermal control loop 12. Simultaneously, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the first mode to allow the passage of the heat transfer fluid circulating within the powertrain thermal control loop 14 in the radiator 28. At the same time, the second valve assembly 54 is configured in the first mode so that the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other, i.e., the heat transfer fluid circulating within the cabin thermal control loop 46 does not circulate within the battery thermal control loop 12, i.e., there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in a first mode such that the powertrain thermal control loop 14 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the powertrain thermal control loop 14, that is, the flow rate of the heat transfer fluid is not shared between the powertrain thermal control loop 14 and the cabin thermal control loop 46. At the same time, the electric heater 52 of the cabin thermal control loop 46 is deactivated, i.e., off, and does not supply heat to the fluid circulating in the cabin thermal control loop 46. At the same time, the compressor 36 of the refrigerant loop 16 is inoperable, i.e., off. In this mode, the battery pack B and electric motor M are cooled by the radiator 28, but the compressor 36 is not used, and power consumption is reduced. This operating mode is particularly effective when it is necessary to reduce power consumption, for example, to extend the vehicle's range. This operating mode can be used when the ambient temperature is low to moderate, for example, between approximately 10°C and 30°C, and when the power demand from the electric motor M is low to moderate.Therefore, a typical application is the urban cycle of the currently used WLTP cycle type (World harmonized Light-duty vehicles Test Procedure).
[0038] Figure 3 shows a second operating mode called the "passive heating mode for the battery pack." In this operating mode, the first valve assembly 44 is configured in the second mode, thereby connecting the battery thermal control loop 12 and the powertrain thermal control loop 14 in a partial bleed-off configuration, where only a portion of the flow rate of the heat transfer fluid circulating within the powertrain thermal control loop 14 also circulates within the battery thermal control loop 12. At the same time, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the second mode so that the heat transfer fluid circulating within the powertrain thermal control loop 14 bypasses the radiator 28 and is diverted to a branch that bypasses the radiator 28. Simultaneously, in the first mode, the second valve assembly 54 is configured such that the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the battery thermal control loop 12, that is, there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in the first mode such that the powertrain thermal control loop 14 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the powertrain thermal control loop 14, that is, there is no sharing of the heat transfer fluid flow rate between the powertrain thermal control loop 14 and the cabin thermal control loop 46. Simultaneously, the electric heating device 52 of the cabin thermal control loop 46 is activated, i.e., turned on, and supplies heat to the fluid circulating in the cabin thermal control loop 46. Simultaneously, the compressor 36 of the refrigerant loop 16 is deactivated, i.e., turned off. In this mode, the battery pack B is heated by the excess heat of the electric motor M, while the compressor 36 is not used, reducing power consumption. This operating mode is particularly effective when it is necessary to reduce power consumption, for example, to extend the vehicle's range. This operating mode can be used when the ambient temperature is low, for example, between approximately 0°C and 10°C, and the power demand from the electric motor M is moderate or high.Therefore, a typical application is the urban cycle of the currently used WLTP cycle type (World harmonized Light-duty vehicles Test Procedure). When the thermal control system 10 operates in this operating mode, the battery pack B is kept, for example, in a non-limiting manner, always close to the optimal temperature conditions for operation, within a temperature range including between approximately 25°C and approximately 30°C, depending on the type of cells in the battery pack B.
[0039] A third operating mode, called the "passive heating mode for battery pack B and cabin," is shown in Figure 4. In this operating mode, the first valve assembly 44 is configured in the second mode, thereby connecting the battery thermal control loop 12 and the powertrain thermal control loop 14 in a partial bleed-off configuration, where only a portion of the flow rate of the heat transfer fluid circulating in the powertrain thermal control loop 14 also circulates in the battery thermal control loop 12. Simultaneously, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the second mode so that the heat transfer fluid circulating in the powertrain thermal control loop 14 bypasses the radiator 28 and is diverted onto a branch that bypasses the radiator 28. Simultaneously, in the first mode, the second valve assembly 54 is configured such that the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the battery thermal control loop 12, that is, there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in the second mode such that the powertrain thermal control loop 14 and the cabin thermal control loop 46 are coupled in a series configuration such that the entire flow rate of the heat transfer fluid circulating in the powertrain thermal control loop 14 also circulates in the cabin thermal control loop 46. Simultaneously, the electric heater 52 of the cabin thermal control loop 46 is inactive, i.e., off, and does not supply heat to the fluid circulating in the cabin thermal control loop 46. Simultaneously, the compressor 36 of the refrigerant loop 16 is inactive, i.e., off. In this mode, the battery pack B and the cabin are heated by the excess heat of the electric motor M or kept at ambient temperature, while the compressor 36 is not used, reducing power consumption. This operating mode is particularly effective when it is necessary to reduce power consumption, for example, to extend the vehicle's range. This operating mode can be used when the ambient temperature is low to moderate, for example, between approximately 10°C and 20°C, and the power demand from the electric motor M is moderate to high.Therefore, typical usages include the FTP20 cycle under the EPA regulatory standards currently in effect in the United States, and the WLTP (World harmonized Light-duty vehicles Test Procedure) and RDE cycles under the currently in effect regulatory standards.
[0040] Figure 5 shows a fourth operating mode called the "maximum performance active cooling mode." In this operating mode, the first valve assembly 44 is configured in the first mode, so that the battery thermal control loop 12 and the powertrain thermal control loop 14 operate in parallel and independently of each other. That is, the heat transfer fluid circulating in the powertrain thermal control loop 14 does not circulate in the battery thermal control loop 12, meaning there is no sharing of heat transfer fluid flow between the battery thermal control loop 12 and the powertrain thermal control loop 14. At the same time, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the first mode to allow the heat transfer fluid circulating in the powertrain thermal control loop 14 within the radiator 28 to pass through. Simultaneously, the second valve assembly 54 is configured in a first mode so that the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, so that the heat transfer fluid circulating in the cabin thermal control loop 46 does not also circulate in the battery thermal control loop 12, that is, so that there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in a first mode so that the powertrain thermal control loop 14 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, so that the heat transfer fluid circulating in the cabin thermal control loop 46 does not also circulate in the powertrain thermal control loop 14, that is, so that there is no sharing of the heat transfer fluid flow rate between the powertrain thermal control loop 14 and the cabin thermal control loop 46. Simultaneously, the electric heating device 52 of the cabin thermal control loop 46 is deactivated, i.e., off, and does not supply heat to the fluid circulating in the cabin thermal control loop 46. Simultaneously, the compressor 36 of the refrigerant loop 16 is activated, i.e., turned on. Finally, the second thermal expansion valve 42 is configured to enable heat exchange between the heat transfer fluid circulating within the battery thermal control loop 12 and the refrigerant circulating within the refrigerant loop 16 via the liquid-air heat exchanger 20. In this mode, the battery thermal control loop 12, the powertrain thermal control loop 14, and the cabin thermal control loop 46 are isolated from each other.The battery pack B is cooled by heat transfer guaranteed by the liquid-air heat exchanger 20, the electric motor M is cooled by the radiator 28, and the radiator 28 is cooled by external air (indicated by three small parallel arrows in the figure). This operating mode is particularly useful, for example, when the electric vehicle is in fast-charging mode and thereby the battery pack B is subjected to a large thermal load, or when the power demands on the electric motor M are high or very high, such as in racing or competition, or when the ambient temperature is high, for example, above about 30°C.
[0041] A fifth operating mode, called the "passive cabin heating mode," is shown in Figure 6. In this operating mode, the first valve assembly 44 is configured in the first mode, so that the battery thermal control loop 12 and the powertrain thermal control loop 14 operate in parallel and independently of each other; that is, the heat transfer fluid circulating in the powertrain thermal control loop 14 does not circulate in the battery thermal control loop 12, meaning there is no sharing of heat transfer fluid flow between the battery thermal control loop 12 and the powertrain thermal control loop 14. At the same time, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the second mode, so that the heat transfer fluid circulating in the powertrain thermal control loop 14 bypasses the radiator 28 and is diverted to a branch that bypasses the radiator 28. Simultaneously, in the first mode, the second valve assembly 54 is configured such that the battery thermal control loop 12 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the battery thermal control loop 12, that is, there is no sharing of the heat transfer fluid flow rate between the battery thermal control loop 12 and the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in the second mode such that the powertrain thermal control loop 14 and the cabin thermal control loop 46 are coupled in a series configuration such that the entire flow rate of the heat transfer fluid circulating in the powertrain thermal control loop 14 also circulates in the cabin thermal control loop 46. Simultaneously, the electric heating device 52 of the cabin thermal control loop 46 is activated, i.e., turned on, and supplies heat to the fluid circulating in the cabin thermal control loop 46. Simultaneously, the compressor 36 of the refrigerant loop 16 is deactivated, i.e., turned off. In this mode, the cabin is heated or kept at ambient temperature by the excess heat from the electric motor M, thus minimizing the use of the electric heating system 52, eliminating the need for the compressor 36, and reducing power consumption while maintaining cabin comfort. This operating mode is particularly useful when it is necessary to reduce power consumption, for example, to extend the vehicle's range. This operating mode can be used when the ambient temperature is low or moderate, for example, between approximately -10°C and 20°C, and when the power demand from the electric motor M is moderate or high.Therefore, typical uses include the FTP20 cycle in accordance with the EPA regulatory standards currently in effect in the United States, and the WLTP (World harmonized Light-duty vehicles Test Procedure) and RDE cycles in accordance with the regulatory standards currently in effect. When the thermal control system 10 operates in this operating mode, the battery pack B is kept close to the optimal temperature conditions for operation, for example, within a temperature range depending on the type of cells in the battery pack B, including, for example, not limited to, between approximately 25°C and approximately 30°C.
[0042] A sixth operating mode, called the "active battery heating mode," is shown in Figure 7. In this operating mode, the first valve assembly 44 is configured in the first mode, so that the battery thermal control loop 12 and the powertrain thermal control loop 14 operate in parallel but independently of each other. That is, the heat transfer fluid circulating in the powertrain thermal control loop 14 does not circulate in the battery thermal control loop 12, meaning there is no sharing of heat transfer fluid flow between the battery thermal control loop 12 and the powertrain thermal control loop 14. At the same time, the bypass valve 32 of the powertrain thermal control loop 14 is configured in the second mode, so that the heat transfer fluid circulating in the powertrain thermal control loop 14 bypasses the radiator 28 and is diverted to a branch that bypasses the radiator 28. Simultaneously, in the second mode, the second valve assembly 54 is configured such that the battery thermal control loop 12 and the cabin thermal control loop 46 are connected in series, with the entire flow rate of the heat transfer fluid circulating in the battery thermal control loop 12 also circulating in the cabin thermal control loop 46. Simultaneously, the third valve assembly 56 is configured in the first mode such that the powertrain thermal control loop 14 and the cabin thermal control loop 46 operate in parallel and independently of each other, that is, the heat transfer fluid circulating in the cabin thermal control loop 46 does not circulate in the powertrain thermal control loop 14, that is, there is no sharing of the heat transfer fluid flow rate between the powertrain thermal control loop 14 and the cabin thermal control loop 46. Simultaneously, the electric heating device 52 of the cabin thermal control loop 46 is activated, i.e., turned on, supplying heat to the fluid circulating in the cabin thermal control loop 46. Simultaneously, the compressor 36 of the refrigerant loop 16 is deactivated, i.e., turned off. In this mode, the vehicle's battery pack B is heated by the heat supplied by the electric heating device 52 to heat the battery pack B as quickly as possible. This operating mode is particularly useful when it is necessary to keep the temperature of the battery pack B above a minimum temperature, for example when the ambient temperature is low or very low, for example, below approximately 0°C, and when the electric motor M is switched off.
[0043] Clearly, as will be apparent to those skilled in the art, there are numerous control methods for controlling the thermal control system 10 according to the present invention, and even if not all of them are explicitly described, they can be readily inferred by those skilled in the art from the thermal control methods described as examples in a non-limiting manner, starting from the description of the thermal control system 10.
[0044] Clearly, the application of the thermal control system 10 according to the present invention to a vehicle comprising a powertrain D having at least one electric motor M and a supply system S having a battery pack B adapted to supply power to the powertrain D also forms part of the present invention.
[0045] As will be apparent to those skilled in the art, the present invention has several advantages over the prior art.
[0046] In particular, the configuration of the first valve assembly makes it possible to establish different connection modes between the battery thermal control loop and the powertrain thermal control loop, thereby enabling the establishment of the overall operation of the thermal control system.
[0047] In particular, unlike prior art, by using proportional mechanical valves, multimode thermal control can function not only in the modes described above in an exemplary and non-limiting manner, but also in a series of intermediate modes, which can be managed by thermal sensors placed in the loop and on individual components to ensure maximum energy efficiency and the correct functioning of the system in relation to its functional specifications.
[0048] While the principles of the present invention are certainly understood, the details of the manufacture and the embodiments may vary considerably compared to those described and illustrated only by non-limiting examples, without departing from the scope of the invention as defined in the appended claims.
Claims
1. A multimode thermal control system (10) for a vehicle having a powertrain (D) having an electric motor (M) and a supply system (S) having a battery pack (B) adapted to supply power to the electric motor (M), The multimode thermal control system (10) is A battery thermal control loop (12) comprising a first circulation pump (18) and a liquid-air heat exchanger (20), wherein the first circulation pump (18) is adapted to circulate a heat transfer fluid within the battery thermal control loop (12), and the battery thermal control loop (12) is thermally coupled to the battery pack (B) of the vehicle. A powertrain thermal control loop (14) comprising a second circulation pump (26), wherein the second circulation pump (26) is adapted to circulate a heat transfer fluid within the powertrain thermal control loop (14), and the powertrain thermal control loop (14) is thermally coupled to the electric motor (M) of the vehicle, A first connection branch (11) adapted to allow the passage of heat transfer fluid from the powertrain thermal control loop (14) to the battery thermal control loop (12), A second connection branch (13) adapted to allow the passage of heat transfer fluid from the battery thermal control loop (12) to the powertrain thermal control loop (14), A refrigerant loop (16) through which a refrigerant is circulated, comprising: a compressor (36); a condenser (30); an evaporator (38); a first thermal expansion valve (40) adapted to connect the evaporator (38) to the refrigerant loop (16); and a second thermal expansion valve (42) adapted to connect the liquid-air heat exchanger (20) to the refrigerant loop (16); A first valve assembly (44) comprising a three-way valve, adapted to control the fluid connection between the battery thermal control loop (12) and the powertrain thermal control loop (14) by adjusting the passage of heat transfer fluid within the first connection branch (11) or the second connection branch (13), and configurable in first and second modes, comprises: When the first valve assembly (44) is configured in the first mode, the battery thermal control loop (12) and the powertrain thermal control loop (14) are not in fluid communication with each other, that is, the heat transfer fluid circulating in the battery thermal control loop (12) does not circulate in the powertrain thermal control loop (14), and When the first valve assembly (44) is configured in the second mode, the battery thermal control loop (12) and the powertrain thermal control loop (14) are connected in a partial bleed-off configuration in which only a portion of the flow rate of the heat transfer fluid circulating in the powertrain thermal control loop (14) also circulates in the battery thermal control loop (12). The multimode thermal control system (10) further, A cabin thermal control loop (46) comprising a third circulation pump (48) and a liquid-air heat exchanger (50), wherein the third circulation pump (48) is adapted to circulate a heat transfer fluid within the cabin thermal control loop (46) and through the liquid-air heat exchanger (50), and the cabin thermal control loop (46) controls the temperature of the vehicle's passenger compartment. A third connection branch (15) adapted to allow the passage of heat transfer fluid from the battery thermal control loop (12) to the cabin thermal control loop (46), A fourth connection branch (17) adapted to allow the passage of heat transfer fluid from the cabin heat control loop (46) to the battery heat control loop (12), A fifth connection branch (19) adapted to allow the passage of heat transfer fluid from the cabin thermal control loop (46) to the powertrain thermal control loop (14), It includes a sixth connecting branch (21) adapted to allow the passage of heat transfer fluid from the powertrain thermal control loop (14) to the cabin thermal control loop (46), Multimode thermal control system (10).
2. The multimode thermal control system (10) according to claim 1, characterized in that the first valve assembly (44) is composed of a three-way valve.
3. The present invention further comprises a second valve assembly (54) which is adapted to control the fluid connection between the battery thermal control loop (12) and the cabin thermal control loop (46) by adjusting the passage of heat transfer fluid within the third connection branch (15) or the fourth connection branch (17), and which can be configured in first and second modes. When the second valve assembly (54) is configured in the first mode, the battery thermal control loop (12) and the cabin thermal control loop (46) are not in fluid communication with each other; that is, the heat transfer fluid circulating in the battery thermal control loop (12) does not circulate in the cabin thermal control loop (46). The multimode thermal control system (10) according to claim 1, characterized in that when the second valve assembly (54) is configured in the second mode, the battery thermal control loop (12) and the cabin thermal control loop (46) are connected in a series configuration such that the entire flow rate of the heat transfer fluid circulating in the battery thermal control loop (12) also circulates in the cabin thermal control loop (46).
4. The present invention further comprises a third valve assembly (56) adapted to control the fluid connection between the powertrain thermal control loop (14) and the cabin thermal control loop (46) by adjusting the passage of heat transfer fluid within the fifth connection branch (19) or the sixth connection branch (21), and which can be configured in first and second modes. When the third valve assembly (56) is configured in the first mode, the cabin thermal control loop (46) and the powertrain thermal control loop (14) are not in fluid communication with each other; that is, the heat transfer fluid circulating within the powertrain thermal control loop (14) does not circulate within the cabin thermal control loop (46). The multimode thermal control system (10) according to claim 3, characterized in that when the third valve assembly (56) is configured in the second mode, the cabin thermal control loop (46) and the powertrain thermal control loop (14) are coupled in a series configuration such that the entire flow rate of the heat transfer fluid circulating in the cabin thermal control loop (46) also circulates in the powertrain thermal control loop (14).
5. The multimode thermal control system (10) according to any one of claims 3-4, wherein the powertrain thermal control loop (14) comprises a radiator (28) thermally coupled to the condenser (30) of the refrigerant loop (16).
6. The powertrain thermal control loop (14) further includes a bypass valve (32) that can be configured for a first mode and a second mode. When the bypass valve (32) is configured in the first mode, the bypass valve (32) allows the heat transfer fluid circulating within the powertrain thermal control loop (14) to flow through the radiator (28). The multimode thermal control system (10) according to claim 5, wherein when the bypass valve (32) is configured in the second mode, the heat transfer fluid circulating within the powertrain thermal control loop (14) is allowed to bypass the radiator (28).
7. The multimode thermal control system (10) according to claim 6, further comprising an electric heating device (52) adapted to supply heat to a heat transfer fluid circulating within the cabin thermal control loop (46) when the cabin thermal control loop (46) is turned on.
8. A vehicle comprising a powertrain (D) having at least one electric motor (M) and a supply system (S) having a battery pack (B) adapted to supply power to the powertrain (D), further comprising the multimode thermal control system (10) according to any one of claims 1-7.
9. (a) The step of providing the multimode thermal control system (10) according to claim 7, (b) The step of configuring the second valve assembly (54) in the first mode such that the battery thermal control loop (12) and the cabin thermal control loop (46) do not have fluid communication with each other, and the heat transfer fluid circulating in the battery thermal control loop (12) does not circulate in the cabin thermal control loop (46), (c) A control method for controlling a thermal control system (10), comprising the step of configuring the first valve assembly (44) in the second mode such that the battery thermal control loop (12) and the powertrain thermal control loop (14) are coupled in a partial bleed-off configuration in which only a portion of the flow rate of the heat transfer fluid circulating in the powertrain thermal control loop (14) also circulates in the battery thermal control loop (12).
10. (d) The step of configuring the bypass valve (32) of the powertrain thermal control loop (14) to the first mode, (e) The control method according to claim 9, further comprising the step of turning on the electric heating device (52) of the cabin thermal control loop (46).
11. (a) The step of providing the multimode thermal control system (10) according to claim 7, (f) The step of configuring the second valve assembly (54) to the first mode such that the battery thermal control loop (12) and the cabin thermal control loop (46) do not have fluid communication with each other, that is, the heat transfer fluid circulating in the battery thermal control loop (12) does not circulate in the cabin thermal control loop (46), (g) A control method for controlling a multimode thermal control system (10), comprising the step of configuring the first valve assembly (44) to the first mode.
12. (h) The control method according to claim 11, further comprising the step of turning on the compressor (36) of the refrigerant loop (16).
13. (e) The control method according to claim 11, comprising the step of turning on the electric heating device (52) of the cabin heat control loop (46).