Phase change material PCM heat exchanger on electric motorcycle

Abstract

A PCM heat exchanger for an electric vehicle battery is disclosed. The system comprises an enclosure. The system comprises a coolant flow system disposed in the enclosure, the coolant flow system comprising a coolant input, a plurality of coolant channels and a coolant output. The system comprises a coolant, wherein the coolant is configured t flow from the coolant input and through the plurality of coolant channels and exit from the coolant output. The system comprises a phase change material disposed in the enclosure wherein the phase change material is positioned at least partially between the coolant flow system and the electric vehicle battery.

Description

Title: PHASE CHANGE MATERIAL PCM HEAT EXCHANGER ONELECTRIC MOTORCYCLEInventors: Prahit DubeyEdward Putman Reams Karlo Galvan Shashwat Bakhshi David Arft Criswell ChoiAssignee: Skyline Mobility. Inc.Cross-Reference to Related Application

[0001] This application claims priority to, and the benefit of, U.S. Provisional Patent Application No. 63 / 553,215, filed February' 14, 2024, and entitled “PHASE CHANGE MATERIAL PCM HEAT EXCHANGER ON ELECTRIC MOTORCYCLE ’, U.S. Provisional Patent Application No. 63 / 572.694, filed April 1. 2024, and entitled “HYBRID THERMAL SYSTEM FOR ELECTRIC MOTORCYCLES”, U.S. Provisional Patent Application No. 63 / 683,493, filed August 15, 2024, and entitled “SYSTMS, DEVICES, AND METHODS FOR THERMAL MANAGEMENT BY A FRAME,” and U.S. Provisional Patent Application No. 63 / 684.677, filed August 19, 2024. and entitled “ONBOARD CHARGER AND CELLS WITH PHASE CHANGE MATERIAL,” which are hereby incorporated by reference herein.Field of Invention

[0002] The present disclosure relates generally to batteries for Electric Vehicles (“EV” or “eV”), such as EV scooters, EV motor bikes, and other EV vehicles, particularly to thermal management systems for EV batteries and components of EVs to manage temperatures during EV charging and discharging.Background

[0003] The subject matter discussed in the background section should not be assumed to be prior art merely as a result of its mention in the background section. Similarly, a problem mentioned in the background section or associated with the subject matter of the background section should not be assumed to have been previously recognized in the prior art. The subjectmater in the background section merely represents different approaches, which in and of themselves may be inventions.

[0004] Two or Three Wheeled EVs, such as electric two wheelers (“e2Ws”), e-Scooters, electric bikes, e-Motorcycles, e-Mopeds, or trikes comprise EV bateries which can be charged and discharged many times during their lifespan. EV bateries may be charged using various systems. Many charging stations, such as Level 1 and Level 2 AC charging stations, provide an alternating current (“AC7’) power supply to an EV, and the EV comprises converters to convert the power from AC to direct current (“DC”) which is usable by the EV motor. EV vehicles that use AC charging stations require large converters that are fairly slow. Two or Three Wheeled EVs are often too small to include converters large enough to quickly convert power from AC to DC. Some charging stations, such as Level 3 charging stations or DC Fast Chargers (“DCFC”), comprise large converters which take the AC power supply and convert to it to DC, which is then provided directly to the EV batery. DCFC stations comprise large converters including to convert the AC input to a high-power DC output. Due to the size constraints of Two or Three Wheeled EVs, these vehicles may be charged much quicker and more efficiently with DCFC systems. However, DCFC can also cause EV bateries to reach high temperatures during charging. EV Batery Management System (“BMS”) may slow down charging to ensure unsafe temperatures are not reached by the EV batery. However, this may, especially in hot climates, cause charging to slow or stop.

[0005] Many full size EVs contain advanced cooling systems to ensure EV bateries do not overheat during charging. However, particularly in smaller EVs, such as Two or Three Wheeled EVs, they do not have the space available for these bulky and expensive cooling systems. Two or Three Wheeled EVs primarily use air cooling systems during charging to prevent temperature rise during charging. However, air cooling systems may not sufficiently cool the EV batery during charging to prevent parasitic losses and overheating of the batery. Conventional methods of cooling EVs are inefficient at cooling and therefore limit the rate at which the batery can be charged due to thermal and safety7or reliability7implications.

[0006] Accordingly, there is a need for new cooling and thermal management systems for Two or Three Wheeled EVs.Brief Description of the Drawing Figures

[0007] Additional aspects of the present disclosure will become evident upon reviewing the non-limiting embodiments described in the specification and the claims taken inconjunction with the accompanying figures, wherein like numerals designate like elements, and:

[0008] FIG. 1A illustrates an exemplary EV charging system, in accordance with various embodiments;

[0009] FIG. IB illustrates a schematic of an EV charging system comprising a thermal management system, in accordance with various embodiments;

[0010] FIG. 2 illustrates a schematic view of a hybnd thermal management system, in accordance with various example embodiments;

[0011] FIGs. 3A-3C illustrate views of an exemplary PCM heat exchanger comprising a coolant flow sy stem, in accordance with various embodiments;

[0012] FIG. 3D illustrates a side view of an exemplary PCM heat exchanger comprising a coolant flow system, in accordance with various embodiments;

[0013] FIG. 3E illustrates a perspective view of a coolant flow system of a PCM heat exchanger, in accordance with various embodiments;

[0014] FIGs. 4A-4C illustrate perspective cross-section views of exemplary PCM heat exchanger pipes, in accordance with various embodiments;

[0015] FIG. 5 illustrates a perspective view of an exemplary PCM heat exchanger comprising a coolant flow system, in accordance with various embodiments;

[0016] FIGs. 6A-6C illustrate perspective views of exemplary multilayer PCM heat exchangers, in accordance with various embodiments;

[0017] FIGs. 7A-7E illustrate views of exemplary multilayer PCM heat exchangers, in accordance with various embodiments;

[0018] FIG. 8 illustrates a frame comprising a thermal management system with battery cells, in accordance with various embodiments;

[0019] FIG. 9 illustrates an EV comprising a frame with PCM heat exchanger, in accordance with various embodiments;

[0020] FIG. 10 illustrates a frame comprising a hybrid thermal management system, in accordance with various embodiments;

[0021] FIG. I l illustrates an onboard charger, in accordance with various example embodiments;

[0022] FIG. 12 illustrates another onboard charger with a coolant flow system, in accordance with various example embodiments:

[0023] FIG. 13 illustrates a perspective view of an example onboard charger, in accordance with various example embodiments;

[0024] FIG. 14 illustrates a side section view of an example onboard charger immersed in phase change material, in accordance with various example embodiments;

[0025] FIG. 15 illustrates a side section view of an example onboard charger with a cold plate, in accordance with various example embodiments;

[0026] FIG. 16 illustrates an example battery7cell and cooling system, in accordance with various example embodiments;

[0027] FIG. 17 illustrates a side section view of an example battery cell immersed in phase change material, in accordance with various example embodiments;

[0028] FIG. 18 illustrates a side section view of an example battery7cell with thermal management system comprising PCM encapsulated in thermally conductive material, in accordance with various example embodiments; and

[0029] FIG. 19 illustrates a hybrid thermal management system with PCM heat exchanger, in accordance with various embodiments.Detailed Description

[0030] Reference will now be made to the exemplary embodiments illustrated in the drawings, and specific language will be used herein to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Alterations and further modifications of the inventive features illustrated herein, and additional applications of the principles of the disclosure as illustrated herein, which would occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the disclosure.

[0031] In various embodiments, cooling and thermal management systems are disclosed herein. In accordance with an example embodiment, an EV, such as a Two or Three Wheeled EV, may comprise an EV battery and cooling and thermal management system. The EV battery may be charged using a DCFC or any suitable charging system which provides power to the EV battery. In various embodiments, a thermal environment for an EV battery may be managed and / or controlled. In an example embodiment, a battery for an EV may be charged using a DC power source or other power source and the charging may increase temperatures (e.g., above a temperature threshold) of the battery during charging. Charging via DCFC can generate an even larger temperature increase of a battery7of an EV relative to alternative charging methods. Temperature management and / or control of a battery for an EV can be particularly challenging in smaller EVs. such as Two or Three Wheeled EVs due to their size and costs associated with advanced cooling systems. Therefore, in various embodiments,cooling, and thermal management systems primarily for Two or Three Wheeled EVs are disclosed, which aim to manage temperatures of EV batteries and EVs during charging. Although disclosed herein as including Two or Three Wheeled EVs, the present disclosure is not limited in this regard. For example, smaller EVs that utilize alternatives to wheels, such as continuous tracks, conveyors, or the like are within the scope of this disclosure.

[0032] In various embodiments, the hybrid thermal management systems are disclosed for managing thermal temperatures of EV batteries and related components. The hybrid thermal management systems may comprise a liquid coolant loop and a thermal management system, such as a PCM heat exchanger. In various embodiments, hybrid thermal management system may allow the cells of the EV battery to be charged at a relatively fast rate (3C or 15 min), while limiting the temperature rise of the cells above that of the ambient environment. The excessive heat generated from the batteries is absorbed by the PCM heat exchanger coupled in the liquid coolant loop. In various embodiments, hybrid thermal management system may comprise a radiator and / or fan to dissipate the remaining heat from liquid coolant loop.

[0033] In various embodiments, phase change material (PCM) may include a suitable material that may change phase. A PCM may comprise a substances that can absorb, store, and release heat energy as they change from one physical state to another, such as from a solid to a liquid. The PCMs used herein may comprise organic, inorganic, or a combination of both. The PCMs may comprise a phase shift temperature from solid to liquid of about 30 to 45 degrees Celsius, although any suitable phase change transition temperature may be used. In various embodiments, the PCMs may comprise waxes, oils, salts, paraffins, etc. In various embodiments, the PCM used may have different phase transition temperatures depending on the specific composition. In various embodiments, the preferred PCM may vary' depending on the geographical location and use case of the product.

[0034] The PCM may be liquified by the battery', and then solidified using the same liquid coolant loop, which is used to cool the thermal management system. Put another way, the liquid coolant loop is configured to cool the battery and the PCM heat exchanger.

[0035] In various embodiments, the hybrid thermal management system allows continuous high-power operation of the battery and EV while limiting peak temperatures and reducing parasitic losses and integration complexity. Limiting peak temperatures allows for increased charge and discharge rates while minimizing impact on battery' longevity' and safety7. Further, the PCM heat exchanger allows for reduction or elimination of an onboard conventional cooling system consisting of a vapor compression system. In various embodiments, the hybrid thermal management system may comprise two of more PCM heat exchangers, wherein onemay be positioned near the batery and a second for cooling the liquid coolant loop. In various embodiments, the thermal management system may be selected based on application, region, performance, etc., to allow for different use cases. In various embodiments, multiple PCM heat exchangers may be used within the same system to address different use cases or functions for the same vehicle. In various embodiments, the thermal management system may comprise PCM filled within the grooves of the cold plate or in the space in the vehicle frame between two modules. In various embodiments, the PCM heat exchanger may also be filled directly inside of the batery enclosure.

[0036] In various embodiments, the hybrid thermal management system may provide the added benefit of improved performance and quality of product through enhanced thermal management of bateries. The hybrid thermal management system may allow for more efficient and safe fast charging for motorcycles and other two and three wheeled EVs.

[0037] In various embodiments, cooling and thermal management systems may include PCM heat exchangers. As described herein, PCM heat exchangers may include, for example, cooling plates, cold plates, or cooling pipes or tubes. In various embodiments, the heat exchanger may comprise a PCM. In various embodiments, the PCM may absorb and release heat by phase transitioning. Further, in various embodiments, the PCM heat exchanger may comprise a cooling flow system with a liquid coolant to cool the PCM heat exchanger. In various embodiments, the coolant may cool the PCM from a liquid state to a solid state. Further, in various embodiments, the coolant may cool the batery. It can be appreciated that the PCM heat exchanger comprising a PCM, and coolant flow system may compensate for lower thermal conductivity of solid PCM to facilitate heat transfer. In various embodiments, the PCM heat exchanger may absorb heat from the EV batery, and / or other heat generating components of an electric motorcycle (motor controller, DCDC, etc.).

[0038] In various embodiments, the PCM heat exchanger may absorb heat from batery cells during a fast charge event. In various embodiments, the PCM heat exchanger may provide the benefit of minimizing or eliminating parasitic electrical load on the components of the EV.

[0039] In various embodiments, the PCM heat exchanger comprising PCM may be positioned in direct or indirect contact with the batery to enable continuous high-power operation while limiting peak temperatures and reducing parasitic losses and integration complexity. Limiting peak temperatures by the PCM heat exchanger allows for increased charge and discharge rates while minimizing impact on batery longevity and safety. The use of the PCM heat exchanger allows for reduction or elimination of an onboard conventional cooling system. The PCM may be selected based on application, region, performance, etc. toallow for different use cases. In various embodiments, multiple PCMs may be used within the same PCM heat exchanger system to address different use cases or functions for the same vehicle.

[0040] In various embodiments, the PCM heat exchanger dissipates heat from the battery without the need for complex and large thermal systems. For example, the PCM heat exchanger optimizes space to absorb high heat loads from the battery. Further, the PCM heat exchanger may change state at optimum temperatures through the assistance of the coolant flow system. The coolant flow system may, after the PCM is in a liquid state, change it back to a solid state. In various embodiments, a coolant may flow through the coolant flow system and cool the PCM during vehicle rest or non-aggressive operation. In various embodiments, during fast charge or aggressive power discharges, the coolant may absorb the heat from the battery and transfer it to the PCM. In various embodiments, the PCM may absorb heat dissipated by the battery either directly through the battery cells or via coolant that has collected heat from the battery.

[0041] In various embodiments, the thermal management systems may be integrated into the frame of the EV. A large EV typically has a dedicated liquid coolant loop with a liquid reservoir as a separate and distinct component. In various embodiments, Two or Three Wheeled EVs have limited space for a thermal management system relative to typical EVs (e.g., cars and trucks). In this regard, disclosed herein is a frame for an EV comprising a thermal management system disposed therein. The frame can comprise a monolithic structure (i.e., formed from a single piece of material) with the hybrid thermal management system disposed therein. In other embodiments, the frame provides a conduit for tubing, pipes, or the like of the thermal management system. In various embodiments, the frame disclosed herein can facilitate a substantial heat absorption from the heat generating components of an EV. such as the battery and related charging electronics, during charging, without adding substantial weight or costs to the EV. In various embodiments, the hybrid thermal management system is configured to buffer a heat rise of a plurality of cells in a battery7module configured to power the EV during charging of the battery module. In various embodiments, the thermal management system disclosed herein comprises heat transfer material (e.g., a PCM, a thermal mass, or the like) disposed therein.

[0042] In various embodiments, the frame of the EV may comprise a thermal management system and PCM heat exchangers disclosed herein. The thermal management systems may comprise a heat transfer material, such as a PCM. In various embodiments, the frame may comprise a hybrid thermal management system including the thermal management systemand / or heat exchangers. In various embodiments, the frame may comprise a coolant flow system which comprises a coolant moving through the frame and heat exchangers. In various embodiments, the frame may comprise one or more pipes for forming the frame. In various embodiments, the pipes of the frame may comprise a heat exchanger pipe, configured to absorb heat. In various embodiments, a coolant flow system may flow through the PCM heat exchanger pipes.

[0043] In accordance with various example embodiments, thermal management systems may be positioned in proximity to EV batteries and / or onboard chargers.

[0044] In an example embodiment, the onboard power electronics are thermally managed by thermal management systems disclosed herein to provide short term mitigation of fast charging. For example, onboard printed circuit boards for power electronics may be commanded to operate for a short time period beyond their rated clock rates to allow fast charging, and the PCM may absorb the excess heat temporarily (sufficient to prevent overheating during the duration of the fast charging session for the smaller EV). In various embodiments, the onboard power electronics, including Printed Circuit Board Assemblies (PCBAs), may be immersed in PCM to further absorb heat.

[0045] The thermal management systems disclosed herein assist with lowering cost and increasing performance of onboard chargers and battery systems. For example, the heat generation from the PCBA (e.g., a PCBA containing lOx silicon carbide chips) and the voltage transformer may, in one example embodiment, hit the component maximum temperature in about 5 minutes of charging. However, with the thermal management systems disclosed including PCM, heat can be diverted from these critical components and may allow, in this example embodiment, for up to 15 minutes of operation at this higher rate. The cooling systems disclosed herein allow the power conversion assembly of the PCBA to be operating above specifications, or overclocked, for a short period of time. Thus, the thermal management system is configured to extend the length of time that a PCBA can fast charge, or increase the rate of charging, beyond charging specifications for that PCBA through use of a PCM that provides a thermal buffer (or stated otherwise, provides a temporary additional heat sink).

[0046] In various embodiments, these cooling systems may further be configured to cool battery cells. For example, battery cells may be positioned in proximity to, or immersed in, PCM to transfer heat from the battery to the thermal management system and PCM during charging and use as described in reference to various embodiments described herein. In various embodiments, the cooling systems may allow for charging of battery cells at higher rates than specified. For example, battery cells may be charged at higher than specified operationalcharging rates due to cooling systems and thermal management systems disclosed herein. In various embodiments, the thermal management systems disclosed herein allow for charging of EV batteries at a higher rate.

[0047] In various embodiments, cooling systems for onboard charging circuitry and / or battery cells may comprise coolant flow systems. In an example embodiment, the coolant flow system may be configured to cool the PCM and / or other components. For example, the PCM may change from a solid state to a liquid state during charging and the coolant flow system may assist with cooling the PCM back to a solid state. In various embodiments, the cooling of the PCM by the coolant flow system happens at a rate that is slower than the rate the PCM receives heat from the PCBA. In further example embodiments, the coolant flow system may be configured to provide cooling to the PCBA and / or the batteries under both normal operating conditions and charging conditions. In this example embodiment, the cooling system alone is not sufficient to cool the PCBA and / or batteries during fast charging as disclosed herein, but the PCM absorbs heat from the coolant flow system and the PCBA and / or batteries. Then the coolant flow system may cool the PCM back to a solid from a liquid over time after charging is complete.

[0048] In various embodiments, the thermal management system may allow the PCBA to include smaller and less expensive components, such as smaller expensive capacitors, processor chips, magnetics, etc. as well as less robust circuitry. The thermal management system may handle higher heat generation of the PCBA and related components. Further, the higher dielectric strength of the PCM may help with electromagnetic compatibility of the components.

[0049] In accordance with an example embodiment, and with reference to FIG. 1 A, an EV charging system 100 (e.g., an EV charging ecosystem) is illustrated. The EV charging system 100 comprises an EV 110 and a charging station 120. In various embodiments, the charging station 120 can be configured to charge one or more of the EV 110. For example, the charging station 120 includes a power source 124 (e.g., a battery7, a supercapacitor, an electrical grid, or the like) configured to be electrically coupled to an EV 110 to facilitate charging of the EV 110. In various embodiments, the charging station 120 can include a separate power source 124 for each of an EV 110 the charging station 120 is configured to charge, or a single power source (e.g., power source 124) for all of the EVs (e.g., a plurality7of the EV 110) the charging station 120 is configured to charge. The present disclosure is not limited in this regard.

[0050] The power source 124 of the charging station 120 is suitable for charging an EV 110. For example, the power source 124 can comprise a battery, a supercapacitor, an electricalgrid, or the like. In various embodiments, the charging station 120 may be a direct current fast charger or other suitable charging system. In various embodiments, the charging station 120 may provide high-power DC to the EV 110. ‘'High-power DC” as referred to herein includes a charging power of greater than 120 kW, or between 120 kW and 600 kW, or between 120 kW and 500 kW. In other example embodiments, the charging station 120 may comprise a power source 124 that is an AC power source for providing AC power to the EV 110.

[0051] The charging station 120 can further comprise a controller 122. The controller 122 can be configured to control a charging sequence of the charging station 120. In this regard, in various embodiments, the controller 122 can comprise one or more processors. The controller 122 may be integrated into a computer system of the charging station 120 (e.g., by controlling a current flow from the power source 124). In various embodiments, the controller 122 may be configured as a central network element or hub to various systems and components of the charging station 120. In various embodiments, the controller 122 may comprise a processor. In various embodiments, controller 122 may be implemented as a single processor and associated memory. In various embodiments, the controller 122 may be implemented as one or more processors and / or memories (e.g., a mam processor and local processors for various components, a decentralized network of main processors, or the like). The controller 122 can include a general-purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programable gate array (FPGA) or other programable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The controller 122 may comprise a processor configured to implement various logical operations in response to execution of instructions, for example, instructions stored on a non- transitory, tangible, computer-readable medium (e.g., memory) configured to communicate with the controller 122 (e.g.. charging instructions, charging sequences, or the like).

[0052] System program instructions and / or controller instructions may be loaded onto a non-transitory, tangible computer-readable medium having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations, such as operations described herein. The term “non-transitory” is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

[0053] In various embodiments, the charging station 120 may further comprise a graphical user interface (GUI) 126. In various embodiments, the GUI 126 can be configured to facilitate user inputs for charging of the EV 110 (e.g., payment information, charging specific information, or the like). For example, in various embodiments, a user can utilize the GUI 126to provide payment (e.g.. via a credit card or the like) and initiate a charge sequence for the EV 110. In other example embodiments, the GUI 126 may be implemented via a portable electronic device, such as a cell phone, running an application.

[0054] In various embodiments, the charging station 120 may further comprise a charging connector 128 that is configured to electrically couple a charger (e.g., the power source 124 of the charging station 120) to a battery 132 of the EV 110 in response to coupling the charging connector 128 to the EV 110. In this regard, the charging station 120 is configured to connect and disconnect from the EV 110 to facilitate charging of the batten 132 of the EV 110.

[0055] In various embodiments, the EV 110 may include an EV that is relatively smaller than typical EVs. For example, the EV 110 can comprise a Two or Three Wheeled EV. an e2W. an eScooter, an electric bike, an eMotorcycle, an eMoped, a hoverboard, a trike, or the like, in accordance with various embodiments. In contrast with typical EVs (e.g., electric cars, electric boats, and electric planes), space is significantly limited in smaller EVs. In various embodiments, the EV 110 comprises one or more wheels, such as a front wheel 193 and a rear wheel 183. Other wheel configurations may be used, and the number of wheels may vary. The present disclosure is not limited in this regard.

[0056] The EV 110 comprises a frame 111 and an electric power system 130. In various embodiments, the electric power system 130 is disposed at least partially within the frame 111. However, the present disclosure is not limited in this regard. For example, components of the electric power system 130 can be disposed external to the frame 111 and still be within the scope of this disclosure. The electric power system 130 is configured to provide electrical power to the EV 110 and propel the EV 110. The electric power system 130 comprises a battery 132, onboard charger 140 and a thermal management system 134.

[0057] In various embodiments, the battery’ 132 is at least partially disposed within the frame 11 1. The EV 1 10 can further comprise a seat 191 coupled to the frame 111, the seat configured to allow a rider to sit thereon. In various embodiments, the EV 110 further comprises handlebars 192. The handlebars 192 can be operably coupled to a front wheel 193 of the EV 110. In this regard, the handlebars 192 are configured to steer the EV 110 during operation of the EV 110. The handlebars 192 are disposed at a forward end of the frame 111 and coupled to the frame 111. Although described herein with a seat 191 and handlebars 192, the EV 110 disclosed herein is not limited in this regard. For example, the EV 110 can comprise an electrically powered vehicle without handlebars 192 and / or without a seat 191, such as a hoverboard, and still be within the scope of this disclosure.

[0058] In various embodiments, the EV 110 may comprise an onboard charger 140. In various embodiments, the onboard charger 140 may comprise various electrical components. In various embodiments, the onboard charger 140 may receive power from the power source 124 and provide power to the batten 132 during charging. The onboard charger 140 may comprise a converter, transformer and / or other additional components. The onboard charger 140 may generate heat during the charging of the battery’ 132. In various embodiments, the onboard charger 140 may be implemented on a printed circuit board assembly (PCBA). The onboard charger 140 may be configured to receive power from the power source 124 at a power input 112 (i.e., a charging port) and output power at a power output 114 to the battery’ 132.

[0059] In various embodiments, the thermal management system 134 is configured to manage a thermal environment of the battery 132 (e.g., a temperature within each cell of the battery 132, and / or a temperature within the battery 132, or the like), particularly during charging of the battery 132. For example, the thermal management system 134 can be configured to transfer and / or absorb heat from the battery' 132 during charging and / or during operation. In various embodiments, the thermal management system 134 may further be configured to cool the onboard charger 140 during charging. Moreover, the thermal management system 134 may7be configured to manage the temperature of the battery 132 and / or onboard charger 140 during charging and / or during driving of the EV 110.

[0060] With reference now to FIG. IB, in accordance with an example embodiment, a schematic view of system 100 (e.g., an EV charging ecosystem) with thermal management system 134 is shown. In various embodiments, the battery 132 can comprise a suitable rechargeable battery’ including lithium ion, lithium iron phosphate (LFP), silver oxide, or nickel zinc, among other types of rechargeable batteries. In various embodiments, the battery' 132 can be charged and discharged multiple times. In various embodiments, the battery 132 is configured to power the EV 110. In various embodiments, the battery 132 is configured to be electrically’ connected with the charging station 120. In various embodiments, the charging station 120 is configured to provide power to the battery7132.

[0061] In various embodiments, the EV 110 may comprise an electric load 136 (e.g., an electric motor or the like). In various embodiments, the electric load 136 can be any suitable electric load configured to be powered by’ a battery 132 and configured to propel an EV 110. For example, the electric load 136 can comprise a motor that receives power from the battery 132 to power the EV 110. In various embodiments, the electric load 136 can be an electric motor, a DC motor, a brushless DC motor, a hub motor, a magnetic motor, or any suitable electric load 136 to be driven by the battery 132.

[0062] In various embodiments, the EV 110 comprises the thermal management system 134. In various embodiments, the thermal management system 134 can be used to control the temperature of the battery 132 and / or OBC 140 during charging or discharging. For example, when the battery 132 is connected to the charging station 120, without the thermal management system 134, fast charging of the battery can cause the temperature of the battery 132 to exceed a threshold temperature. Accordingly, the thermal management system 134 can be used to manage the temperature of the battery 132 during charging. Additionally, when the battery 132 is providing powerto the electric load 136, the temperature of the battery 132 may increase. Accordingly, the thermal management system 134 may be used to manage the temperature of the battery 132 during operation of the EV 110 (e.g., during discharge of the battery 132 to power the electric load 136).

[0063] For example, charging of the battery 132 may cause a sudden spike in temperature of the batten 132, which if not managed by the thermal management system 134, the battery 132 could exceed a threshold temperature. In various embodiments, the charging rate of the battery 132 may cause typical thermal management systems for a battery to exceed the recommended temperature threshold. In various embodiments, the thermal management system 134 may be configured to facilitate a higher charging rate of the batten 132 where the thermal management system 134 is configured to absorb heat from the battery' 132 and manage the temperature of the battery 132.

[0064] In various embodiments, the thermal management system 134 is configured to manage a thermal environment of the battery 132 (e g., a temperature gradient within each cell of the battery' 132, a temperature gradient within the battery' 132, or the like) and / or a thermal environment within the frame 111 of the EV 110 (e. g. , to prevent the frame 111 from becoming too hot, or the like). For example, the thermal management system 134 can be configured to cool the batten' 132 during operation, to heat or cool the battery' 132 during charging from the charging station 120, to cool the frame 111 during operation, or the like. Although described primarily as cooling the battery' 132 during charging of the battery' 132, the present disclosure is not limited in this regard. One skilled in the art may recognize various ways to heat and / or cool a battery 132 with the thermal management system 134 disclosed herein and would still be within the scope of this disclosure.

[0065] With reference now to FIG. 2, a hybrid thermal management system 200 is shown in accordance with various embodiments. In various embodiments, the hybrid thermal management system 200 may comprise a thermal management system 202. In various embodiments, the hybrid thermal management system 200 may further comprise a coolant flowsystem, which may comprise a pump 210, a reservoir 214 and / or a heat exchanger 216. In various embodiments, the hybrid thermal management system 200 may further comprise PCM device 204.

[0066] In accordance with various example embodiments, a liquid (also described herein as a “coolant”) may flow in a liquid coolant loop 201. The liquid may flow from the heat exchanger 216 to reservoir 214 (201a), from the reserv oir 214 to pump 210 (201b), from pump 210 to thermal management system 202 (201c), from thermal management system 202 to PCM device 204 (201d), and from PCM device 204 to heat exchanger 216 (201e) completing the coolant loop 201. The liquid may comprise water, glycol, or any suitable coolant fluid. The liquid my flow in pipes, or through any suitable structure for conveying the liquid. In various embodiments, one or more of the components 216, 214. 210, 202, and 204 may be omitted and / or combined, or the order of these components may be changed, the present disclosure is not limited in this regard. Moreover, one or more functions of these components may be integrated into the coolant loop pipes / structure.

[0067] In accordance with various example embodiments, the thermal management system 202 may be located in thermal contact with the battery 132. It should be appreciated that the function of the thermal management system 202 may be equally applicable both an onboard charger 140 (not shown in FIG. 2) and the battery 132. In various example embodiments, thermal management system 202 is configured to: (1) transfer heat away from the battery 132, and / or (2) absorb heat from the battery 132.

[0068] Various example embodiments of thermal management system 202 are described herein in connection with other figures. However, in various example embodiments, thermal management system 202 is a cold plate configured to be proximate the battery' 132, onboard charger 140, and / or other heat generating components. In various embodiments, the cold plate may be a plate configured to transfer heat away from the battery 132. The plate may be made of metal or any material suitable for good thermal conductivity. In various embodiments, the liquid coolant loop 201 may flow through the cold plate of the thermal management system 202. In accordance with an example embodiment, the thermal management system 202 may receive a cooled coolant, at a coolant input, from the reservoir 214 via a pump 210. In various embodiments, the reservoir 214 may not be included in the thermal management system 202. The coolant may receive heat as it passes through a cold plate of thermal management system 202. The thermal management system may then output a warmed liquid at a coolant output. As set forth in greater detail herein, the liquid passing through the cold plate may not be able to transfer heat away from the heat generating components sufficiently fast during fastcharging. Thus, in various embodiments, the thermal management system 202 may further comprise a PCM to absorb heat. The PCM may provide a heat transfer buffer supplementing the liquid’s heat removal from the heat generating components. V arious example embodiments of thermal management system 202 are described herein with reference to FIGs. 3A-3D, 5-8, 10, and 16-19.

[0069] In various embodiments, the hybrid thermal management system 200 may comprise a PCM device 204. For example, the coolant may leave the thermal management system 202 and enter a PCM device 204. In various embodiments, liquid coolant loop 201 may flow through the PCM device 204. In various embodiments, the PCM heat exchanger may comprise a structure configured to contain a phase change material, to transfer heat between the PCM and the coolant. During fast charging, or during any situation where heat generating components such as the battery or onboard controller are generating heat at a rate that is too high for the coolant system to keep below a thermal threshold, the PCM may be configured to absorb the heat in the coolant (the liquid). The PCM may absorb the heat from the coolant bychanging phase from a solid PCM to a liquid PCM. This provides a short thermal buffer sufficient to finish charging, when the rate of heat generation drops, the coolant is gradually cooled, and the PCM can return to a solid (passing the absorbed heat back to the coolant). In this manner, the PCM device 204 may be configured to cool the coolant of the hybrid thermal management system 200.

[0070] Moreover, in other example embodiments, the PCM device 204 may be further configured to receive heat directly from a heat generating component, such as the onboard charger, a battery- pack, or the like, as described in connection with thermal management system 202. Moreover, in other example embodiments, the PCM device 204 may be further configured to transfer heat between the environment and one or more of the coolant and the PCM device’s PCM, as described in connection with heat exchanger 216.

[0071] In various embodiments, the thermal management system 202 may comprise heat exchanger pipes or tubes. Although described herein as pipes or tubes, the description is not so limited and any suitable fluid conveyance structure is included in this description. In an example embodiment, the pipes conveying the coolant in coolant loop 201 may be configured to not only convey the flowing coolant, but to transfer heat between a PCM and the coolant. Various example embodiments of pipes comprising a PCM are described with reference to FIGs. 4A-4C. In these example embodiments, the PCM in the pipes is configured to provide a thermal heat removal buffer to assist in removing heat from the heat generating components in the EV.

[0072] Moreover, in other example embodiments, the PCM device 204 may be further configured to: (1) transfer heat between the environment and the coolant, as described in connection with heat exchanger 216. Moreover, in other example embodiments, the PCM device 204 may be further configured to transfer heat between the PCM and the environment.

[0073] In an example embodiment, heat exchanger 216 comprises a structure for cooling the coolant as it flows from the thermal management system 202 to the reservoir 214. In an example embodiment, the heat exchanger 216 is a radiator, configured to transfer heat between the coolant and the environment around the EV. Moreover, heat exchanger 216 may be any suitable structure and material suitable for exchanging heat between a coolant and an environment around the EV. In one example embodiment, the heat exchanger 216 is a forced air heat exchanger, comprising a fan forcing air over a surface(s) of the heat exchanger. In other example embodiments, the heat exchanger 216 is a passive heat exchanger, where air flows over the surface(s) of the heat exchanger when the EV is moving.

[0074] In various embodiments, the heat exchanger 216 may comprise a PCM or other suitable heat absorbing materials. In various embodiments, heat exchanger 216 may be configured to absorb or transfer heat dissipated by the components of the EV 110. and / or assist in cooling the coolant of the coolant flow system. For example, the coolant may exit the thermal management system 202 in a hot state, and the heat exchanger 216 may assist in reducing the temperature of the coolant. In various embodiments, the heat exchanger 216 may be part of or internal to the frame of the EV (e.g., an integral part of the pipes or tubes of the frame of the EV). In various embodiments, the heat exchanger 216 may be integrated into the chassis or frame of the EV 110 or a separate body component attached to the EV 110. In various embodiments, the heat exchanger 216 may be positioned on the rear side of the frame as described with reference to FIG. 9, and / or may be located at the front of the EV 110 as a front radiator heat exchanger 1030 as described with reference to FIG. 10. In various embodiments, the heat exchanger 216 may comprise one or more of the heat exchangers described herein.

[0075] In one example embodiment, the reserv oir 214 merely serves as a source of coolant for the coolant loop 201. However, in various embodiments, the reservoir 214 may further comprise a PCM to absorb heat from the coolant. For example, the heat exchanger 216 may remove an amount of heat from the coolant, which then flows from the heat exchanger 21 to the reserv oir 214 (as shown by arrow 201a), the reservoir 214 may further cool the coolant (by the PCM absorbing more heat from the coolant), and the coolant may then be pumped out of the reservoir 214 back to the thermal management system 202 via the pump (as shown by arrow201b). In various embodiments, the pump 210 may receive the coolant from the reservoir 214 and pump the coolant into the thermal management system 202 (as shown by arrow 201c). In various embodiments, the pump 210 may be configured to flow the coolant through the liquid coolant loop 201 of the thermal management system 202.

[0076] In various embodiments, a coolant may flow through the liquid coolant loop 201. In various embodiments, the coolant may change temperatures as the coolant flows through the liquid coolant loop 201. The coolant may be cooled by thermal management system 202, heat exchanger 216, and / or other suitable heat exchangers or cooling means. In various embodiments, the coolant may be configured to transfer heat to and from a PCM in the hybrid thermal management system 200. In various embodiments, the PCM may change phase from a solid state to a liquid state when the PCM is heated by the battery or the hot coolant. In various embodiments, the PCM may change from a liquid state to a solid state when the PCM is cooled by the coolant. Heated coolant may flow to the heat exchanger 216 (as shown by arrow 201 e). In various embodiments, the heat exchanger 216 may cool the coolant through thermal heat transfer. For example, a fan may cool the coolant or other suitable means. The cooled coolant may then flow to the resen' oir 214 (as shown by arrow 201a).

[0077] In an example embodiment, the hybrid thermal management system 200 and / or the thermal management system 202 are wholly or partially integrated into the frame of the EV 110. For example, the coolant flow system including the liquid coolant loop 201 may be included at least partially within the frame of the electric vehicle, as described with more detail with reference to FIG. 10. In another example embodiment, the battery 132 and the thermal management system 202 are integrated together in a battery' pack / assembly.

[0078] With reference now to FIGs. 3A-3E, a PCM heat exchanger 300 comprising a coolant flow system 330 is shown, in accordance with various embodiments. In various embodiments, the thermal management system 202 as shown with reference to FIG. 2 may comprise a PCM heat exchanger 300, as shown with reference to FIGs. 3A-3E. For example, the PCM heat exchanger 300 may be a plate design, such as a rectangular prism. The PCM heat exchanger 300 may comprise a metal structure, or any suitable material with desirable heat transfer properties.

[0079] In various embodiments, the PCM heat exchanger 300 may be positioned in proximity to a battery, an onboard controller, or other heat source on the EV to cool and / or absorb heat from the momentary heat source (e.g. during charging). The PCM heat exchanger 300 may be configured to cool the battery or onboard charger by at least one of: (1) temporarily absorbing heat and (2) transferring heat to the coolant flow system.

[0080] In an example embodiment, and with reference to FIGs. 3A-3B, the PCM heat exchanger 300 may comprise an enclosure 310. a coolant input 312 and a coolant output 314. PCM heat exchanger 300 may further comprise a coolant flow system 330 (see FIGs. 3C-3E) connecting the coolant input 312 and coolant output 314. In various embodiments, the coolant flow system 330 may be connected to a liquid coolant loop (such as liquid coolant loop 201 as described with reference to FIG. 2) and other components which may change the temperature of the coolant. As described with reference to FIG. 2, a coolant may flow through the liquid coolant loop 201 and into the coolant flow system 330 to cool the cold plate and / or to cool the PCM 320.

[0081] With reference to FIG. 3B, in an example embodiment, the PCM heat exchanger 300 may further comprise a PCM 320. In an example embodiment, not shown, the PCM 320 may be contained in a PCM structure inside the enclosure 310. In other example embodiments, the PCM 320 is disposed around the coolant flow system 330.

[0082] With reference now to FIG. 3C, in various embodiments, the PCM heat exchanger 300 may comprise an enclosure 310. For example, the enclosure 310 may house the coolant flow system 330 and the PCM 320. In various embodiments, the PCM 320 may be disposed in the enclosure 310 of the PCM heat exchanger 300. In various embodiments, the PCM 320 may be disposed around the coolant flow system 330. In an example embodiment, the coolant flow system 330 may comprise a structure to direct the flow of a coolant to allow cooling of the PCM 320. In various embodiments, the coolant flow system 330 may comprise a coolant input 312 and a coolant output 314, wherein a coolant is received by the coolant input 312 and outputted by the coolant output 314. In various embodiments, the coolant flow system 330 may comprise pipes, channels, or other structures to direct and disperse the coolant to increase the cooling of the PCM 320. In various embodiments, the coolant may flow through coolant flow system 330. In various embodiments, the coolant is configured to flow from the coolant input 312, through the plurality of coolant channels, and exit from the coolant output 314. In various embodiments, the coolant may be a liquid coolant, engine coolant, or other suitable coolant.

[0083] In various embodiments, the coolant flow system 330 may comprise one or more channels 332. In various embodiments, the coolant channels 332 may be parallel to each other, although any suitable arrangement of coolant channels 332 may be used. In various embodiments, the plurality of coolant channels 332 may be configured for increasing the heat transfer between the coolant and the enclosure 310. cold plate and / or PCM 320. The coolant flow system 330 may comprise an input header for receiving fluid from the coolant input 312,channels 332 extending across the cold plate, an output header for receiving fluid from the input header via the channels 332 and for providing the coolant to the coolant output 314. The PCM 320 may be located between the channels 332.

[0084] With reference now to FIG. 3D, which is a side section cut view of the PCM heat exchanger 300 illustrated in FIGS. 3A-3C, may comprise an enclosure 310 and the PCM 320 may fill the space surrounding the coolant flow system 330 within the enclosure 310. For example, the coolant flow system 330 may comprise channels 332 and the PCM 320 may at least partially fill the space between the channels 332. The PCM 320 may fill the space in the enclosure 310 surrounding the coolant flow system 330. In various embodiments, each of the channels 332 may be connected by one or more plates to allow the PCM 320 to be positioned at least partially between the channels 332.

[0085] FIG. 3E illustrates an example the coolant flow system 330, described above, without the enclosure 310.

[0086] In these various example embodiments, the PCM heat exchanger 300 may comprise a coolant flow system 330, wherein a coolant may flow through the coolant flow system 330. In one example embodiment, the coolant may be configured to cool the enclosure 310 or cold plate. In another example embodiment, the coolant may be configured to cool the PCM 320. In an example embodiment, during charging of the EV, the coolant flow' system 330 may be insufficient on its own to adequately cool the battery, but the PCM 320 may absorb sufficient heat to assist the coolant flow system 330 in keeping the battery temperature below a desired temperature threshold. Then, the coolant may cool the PCM 320 during vehicle rest, noncharging, or non-aggressive operation. In various embodiments, the battery may be cooled due to both the coolant flowing in the coolant flow' system 330 and the PCM 320.

[0087] Thus, in accordance with various example embodiments, the PCM heat exchanger 300 is configured to absorb additional heat from the coolant during peak heating conditions such as DC fast charging of the battery. The cooling system may be configured to provide sufficient cooling on average, such that it can eventually ‘catch up’ and transfer sufficient heat from the battery. However, during peak heating times, such as DC fast charging, the PCM is configured to absorb additional heat from the cooling fluid as the PCM changes phase from solid to liquid. Then when the cooling system has caught up with the heat transfer desired for the batten-, the PCM will have cooled sufficiently to change phase from liquid back to solid to be ready to perform again at the next peak heating cycle.

[0088] With reference now to FIGs. 4A-4C, various heat exchanger pipes are shown in accordance with various embodiments. In various embodiments, the hybrid thermalmanagement system 200 as shown with reference to FIG. 2 may comprise heat exchanger pipes 400A-400C, as shown with reference to FIGs. 4A-4C. For example, the liquid coolant loop 201 of FIG. 2 may further comprise a heat exchanger pipe, e.g. one of heat exchanger pipes 400A-400C as shown in FIGs. 4A-4C. The heat exchanger pipes 400A-400C, may be implemented in the frame as the heat exchanger pipes 1060 as described with reference to FIG. 10. The heat exchanger pipes 400A-400C may be referred to as heat exchanger pipes or PCM heat exchanger pipes when PCM is enclosed within the pipes.

[0089] Further, in various embodiments, heat exchanger pipes 400A-400C may comprise a PCM 420A-420C and a coolant flow system 430A-430C. The heat exchanger pipes 400A- 400C may comprise an outer enclosure 410A-410C. In various embodiments, a coolant may flow through the coolant flow system 430A-430C transferring heat between the coolant and the PCM 420A-420C. Thus, during charging, the hybrid thermal management system 200 may transfer heat away from the battery and / or onboard charger, converting the PCM from a solid to a liquid, to provide a buffer allowing the thermal management system time to expel the heat to the environment. Because the charging session is of short duration, the PCM can absorb sufficient heat to assist the thermal management system in keeping the battery and the onboard charger within recommended specifications, despite fast charging the EV battery. After charging, during operation of the EV, the heat exchangers and / or the heat exchanger pipes 400A-400C can transfer heat to the environment and the coolant can cool the PCM from a liquid back to a solid, preparing it for subsequent charging sessions.

[0090] As shown with reference to FIG. 4A, the heat exchanger pipe 400A may include PCM 420A in a tubular shaped structure with one or more fins 412A. For example, the heat exchanger pipe 400A may comprise an outer enclosure 410A, wherein the outer enclosure 410A is an outer tubular structure, such as a metal or plastic pipe. In various embodiments, the heat exchanger pipe 400A may further comprise a center tube 416A. In various embodiments, the fins 412A may extend radially and define one or more channels 414A. For example, the one or more channels 414A may be positioned between the fins 412A, on the sides, and between the center tube 416A and the outer enclosure 410A. The center tube 416A may be positioned concentric about the center of the heat exchanger pipe 400A, interior of the fins 412A and extend the length of the heat exchanger pipe 400A. In various embodiments, the channels 414A may hold a PCM 420A. For example, the fins 412A may aid in transferring heat from the coolant to the PCM 420A. In various embodiments, the fins 412A extend into the PCM 420A providing a greater surface area for heat transfer from the coolant or cooling fluid to the PCM 420 A. In various embodiments, the coolant flow system 430A may comprisea coolant flow system 430A. For example, the coolant flow system 430A may comprise the center tube 416A and allow a coolant to flow through the center tube 416A. In various embodiments, the coolant flow system 430A may cool the fins 412A by flowing a coolant through the center tube 416A. In addition, in various embodiments, the coolant flow system 43 OA may cool the PCM 420 A positioned in the channels 414A. In various embodiments, the coolant flow system 430A may cool the PCM 420A positioned in the channels 414A. In various embodiments, the coolant flow system 430A may cool the PCM 420A positioned in the channels 414A during vehicle rest or non-aggressive operation. In various embodiments, during fast charge or aggressive operation, coolant, after absorbing heat from the battery7, may transfer it to the PCM 420A for cooling the coolant.

[0091] With reference to FIG. 4B, the heat exchanger pipe 400B may be tubular shaped, with a plurality of discs 412B. In various embodiments, the discs 412B may be configured to hold PCM 420B. For example, the discs 412B may be a structure configured to hold apreferred amount of PCM 420B, wherein a plurality of discs 412B may be used across the tubular shaped heat exchanger pipe 400B. In various embodiments, the heat exchanger pipe 400B may further comprise a center tube 416B. The center tube 416B may be positioned at the center of the heat exchanger pipe 400B and extend the length of the heat exchanger pipe 400B. In various embodiments, the heat exchanger pipe 400B may comprise a coolant flow system 430B. For example, the coolant flow system 430B may comprise the center tube 416B and allow a coolant to flow through the center tube 416B. In an example embodiment, each disc 412B may be configured to contain an amount of PCM 420B. In various embodiments, the coolant flow system 430B may be configured to heat or cool the PCM 420B in the discs 412B.

[0092] With reference now to FIG. 4C, the heat exchanger pipe 400C may be tubular shaped (or other various cross-sections such as circular or rectangular) and may comprise a plurality of tubular coolant flow systems 430C and an outer enclosure 410C. For example, coolant flow system 430C may be configured to flow coolant through coolant flow systems 430C. In various embodiments, the heat exchanger pipe 400C may comprise a PCM 420C. For example, the PCM 420C may be positioned inside the outer enclosure 410C and outside of the tubular coolant flow systems 430C, where a coolant may flow in the heat exchanger pipe 400C through the tubular coolant flow- systems 430C and heat / cool the PCM 420C. The coolant flow7system 430C may comprise a coolant input 412C and a coolant output 414C. In various embodiments, the coolant may flow through the tubes of the coolant flow system 430C and the PCM 420C may be positioned around the tubes of the coolant flow system 430C.

[0093] With reference now to FIG. 5, a PCM heat exchanger 500 is shown in accordance with various embodiments. In various embodiments, PCM heat exchanger 500 is similar in design and function to that of PCM heat exchanger 300 described herein. In various embodiments, the thermal management system 202, as shown with reference to FIG. 2, may comprise a PCM heat exchanger 500, as shown with reference to FIG. 5.

[0094] In various embodiments. PCM heat exchanger 500 may comprise a coolant flow system 530 and a PCM 520. In various embodiments, the PCM heat exchanger 500 may comprise an enclosure 510 that houses the coolant flow system 530 and the PCM 520. The coolant flow system 530 may comprise a coolant input 512 and a coolant output 514. In various embodiments, the PCM heat exchanger 500 may comprise a plurality of structures 522 configured to hold the PCM 520. For example, the structures 522 may be used to disperse the PCM 520 and allow for a greater surface area for cooling by the coolant flow system 530. In various embodiments, channels 532 may be between the structures 522 and the enclosure 510. In various embodiments, the channels 532 may allow the coolant to flow' through the coolant flow system 530 and cool the PCM 520. For example, a coolant may flow into the coolant flow system 530 and heat or cool the PCM 520 inside of the structures 522. In various embodiments, a coolant may flow into the coolant flow system 530 and cool the PCM 520 inside of the structures 522 during vehicle rest or non-aggressive operation. In various embodiments, during fast charge or aggressive operation, coolant, after absorbing heat from the battery, may transfer it to the PCM 520 to assist in cooling the battery.

[0095] With reference now to FIGs. 6A-6C, a heat exchanger 600 is shown in accordance with various embodiments. The heat exchanger 600 is similar in design and function as to PCM heat exchanger 300 described herein. In various embodiments, the thermal management system 202 as shown with reference to FIG. 2 may comprise a heat exchanger 600, as shown with reference to FIGs. 6A-6C.

[0096] In various embodiments, the heat exchanger 600 may comprise one or more layers including a top plate 642, a bottom plate 644, and coolant flow' system 630. In various embodiments, the coolant flow system 630 may comprise channels or tubes for carrying coolant similarly to that of coolant flow system 330 discussed with reference to FIGs. 3A-E. For example, as shown in FIG. 6B, the coolant flow' system 630 may comprise multiple pipes, tubes or channels which disperse a coolant across a large surface area.

[0097] With reference to FIG. 6A, a heat exchanger 600 comprising the full body 610, is shown. The body 610 may comprise a top plate 642 and a bottom plate 644. In various embodiments, the top plate 642 and / or bottom plate 644 may comprise one or more channels646. In various embodiments, the channels 646 may be configured to hold a PCM 620. For example, the PCM 620 may be positioned in or around the channels 646. In various embodiments, the body 610 may be configured to hold the PCM 620.

[0098] As shown in FIG. 6B, the heat exchanger 600 may comprise a layer comprising the coolant flow system 630. In various embodiments, the coolant flow system 630 may comprise a coolant input 612 and a coolant output 614. In various embodiments, a coolant may flow through the coolant flow system 630 and heat or cool the PCM 620.

[0099] With reference now to FIG. 6C, a layer comprising a PCM 620 is shown. In various embodiments, the PCM 620 may be positioned in the top plate 642 and / or bottom plate 644. With reference back to FIGs. 6A-6C. the heat exchanger 600 may comprise a plurality of layers comprising coolant flow system 630 and PCM 620.

[0100] With reference to FIGs. 7A-7E, a multilayer PCM heat exchanger 700 is shown in accordance with various embodiments. In various embodiments, the thermal management system 202 as shown with reference to FIG. 2 may comprise a multilayer PCM heat exchanger 700, as shown with reference to FIGs. 7A-7E. In various embodiments, multilayer PCM heat exchanger 700 is similar in design and function to heat exchanger 600 and PCM heat exchanger 300 as described herein. In various embodiments, the multilayer PCM heat exchanger 700 may comprise one or more layers including a top plate 742, a bottom plate 744, and a coolant flow system 730.

[0101] In various embodiments, the body 710 may comprise a top plate 742 and a bottom plate 744. In various embodiments, the body 710 may be configured to hold a PCM 720. In various embodiments, the top plate 742 and / or bottom plate 744 may comprise one or more channels 746, as shown in FIG. 7B. In various embodiments, the coolant flow- system 730 is positioned between the channels 746 of the top plate 742 and the channels 746 of the bottom plate 744, as shown with reference to FIG. 7E. In various embodiments, the body 710 and channels 746 may be configured to hold a PCM 720. In various embodiments, the PCM 720 may at least partially fill the channels 746. In various embodiments, the PCM 720 may be positioned in the top plate 742 and / or bottom plate 744.

[0102] With reference now to FIGs. 7C-7E, a multilayer PCM heat exchanger 700 comprising a coolant flow- system 730 is shown. In various embodiments, the coolant flow system 730 may comprise a coolant input 712 and a coolant output 714. In various embodiments, a coolant may flow through the coolant flow system 730 and cool the PCM 720. The multilayer PCM heat exchanger 700 may comprise a plurality’ of layers consisting of coolant flow system 730 and PCM 720. For example, the PCM 720 may be cooled by thecoolant flow system 730. In various embodiments, the coolant flow system 730 may comprise channels or tubes for carrying coolant similarly to that of coolant flow system 330 discussed with reference to FIGs. 3A-E. For example, as shown in FIG. 7C, the coolant flow system 730 may comprise multiple parallel pipes or tubes which disperse a coolant across a large surface area. In various embodiments, multilayer PCM heat exchanger 700 may be shaped to be placed next to the electric vehicle battery. In various embodiments, multilayer PCM heat exchanger 700 may be shaped to be placed under a seat of an electnc vehicle.

[0103] With reference to FIG. 8, a frame 111 comprising thermal management system 800 is shown in accordance with various embodiments. In an example embodiment, the frame is an EV frame. In an example embodiment, the frame is suitable for providing structural support for a rider, the eV components, the battery, and motor of the EV and the like, for a two or three wheel EV. The thermal management system 800 may comprise a heat exchanger 810. The heat exchanger 810 may comprise an enclosure which is mounted on, or built as part of, the frame 111. In various embodiments, the heat exchanger 810 may comprise a PCM. In various embodiments, battery cells of the battery may be in the enclosure of the heat exchanger 810. In various embodiments, the battery cells may be immersed in the PCM of the heat exchanger 810. For example, the heat exchanger 810 may be similar in design and function to heat exchangers as described with reference to FIGs. 16-18. In various embodiments, heat exchanger 810 may comprise a cold plate in proximity to a battery. The heat exchanger 810 may provide structural rigidity to the frame of the EV while further providing cooling and heat absorption from the battery. The thermal management system 202 as shown in FIG. 2 may comprise heat exchanger 810, wherein battery 132 may be inside the enclosure of heat exchanger 810 as described. Alternatively, in various embodiments, heat exchanger 810 may be a separate heat exchanger 216 or PCM device 204 that is a component of the hybrid thermal management system 200, as shown in FIG. 2.

[0104] With reference now to FIG. 9, an EV 910 comprising a heat exchanger 916 is shown, in accordance with various embodiments. In various embodiments, the heat exchanger 916 may be referred to as a multilayer heat exchanger, PCM heat exchanger or just heat exchanger. It can be appreciated that the shape of heat exchanger 916 is configured to be mounted on the side of the EV 910. For example, heat exchanger 916 may be removably attached to the frame of the EV 910. The heat exchanger 916 may be similar in design and function to heat exchanger 600, as described with reference to FIGs. 6A-6C. In various embodiments, the heat exchanger 916 may comprise one or more layers, wherein the layers may include a PCM, housing for the PCM, a cold plate, and a coolant flow system.

[0105] In various embodiments, heat exchanger 916 may be connected to the hybrid thermal management system 200 as described with reference to FIG. 2. In various embodiments, the battery (not shown) may be positioned inside the frame of the EV 910, and the heat exchanger 91 may be positioned adjacent to the battery. For example, the battery may be positioned in the rear frame of the EV 910 and the heat exchanger 916 positioned next to the battery to absorb heat transfer and provide cooling to the battery.

[0106] In an example embodiment, the heat exchanger 916 may contain a PCM or suitable heat transfer material. In various embodiments, the heat exchanger 916 may be positioned such that greater auxiliary' cooling is provided as it is located on the external facing portion of the EV 910. In various embodiments, the battery (not shown) may be positioned inside the frame of the EV 910. and the heat exchanger 916 may be positioned adjacent or at a distance from the battery to improve packaging. For example, the liquid-cooled battery may be positioned in the rear of the frame of the EV 910 and the heat exchanger 916 may be positioned next to the rear of the frame. As the coolant flows through the batten,', it will absorb heat from the battery and will become hot. In various embodiments, hot coolant from the battery may transfer the heat from the coolant to the PCM of the heat exchanger 916 resulting in reducing the temperature of the coolant, thus cooling the battery. During vehicle rest or non-aggressive operation, a coolant may flow through the coolant flow system of the PCM heat exchanger and cool the PCM of the heat exchanger 916. In various embodiments, the cooling fluid may flow between the battery (or thermal management system) and the heat exchanger through a portion of the frame of the EV 910.

[0107] With reference now to FIG. 10, a hybrid thermal management system 1000 is shown in accordance with various embodiments. In various embodiments, hybrid thermal management system 1000 may comprise hybrid thermal management system 200 as shown and described with reference to FIG. 2. In various embodiments, the hybrid thermal management system 1000 may contain a heat exchanger 1010, a heat exchanger 1020, heat exchanger 1030 as well as additional heat exchangers as discussed herein. For example, the hybrid thermal management system 1000 may comprise a plurality of heat exchangers which may be positioned in connection with the frame 111 as well as incorporated into the frame 111 as structural components thereof.

[0108] The hybrid thermal management system 1000 may comprise a coolant flow loop comprising a pump 1033 configured to pump coolant through one or more of the heat exchangers.

[0109] In various embodiments, heat exchanger 1010 may be similar in design and function to heat exchanger 810 as described with reference to FIG. 8. In various embodiments, the heat exchanger 1010 may be positioned on the frame 111 of the EV. In various embodiments, heat exchanger 1010 may be in proximity to or comprise the battery. The heat exchanger 1010 may comprise an enclosure wherein the battery is immersed in the PCM. In various embodiments, the heat exchanger 1010 may comprise a coolant input 1012 and a coolant output 1014. The coolant input 1012 may be configured to receive a coolant from the coolant flow system and the coolant output 1014 may be configured to output the coolant to the coolant flow system.

[0110] In various embodiments, heat exchanger 1020 may be positioned on the frame 111 of the EV. The heat exchanger 1020 may be in proximity to or comprise the onboard charger 140 as described with reference to FIGS. 1A and IB. As discussed, the onboard charger 140 may generate heat particularly during charging of the EV. In various embodiments, the heat exchanger 1020 may be configured to absorb heat dissipated by the onboard charger 140. In various embodiments, the heat exchanger 1020 may comprise a coolant input 1022 and a coolant output 1024. The coolant input 1022 may be configured to receive a coolant from the coolant flow system and the coolant output 1024 may be configured to output the coolant to the coolant flow system.

[0111] In various embodiments, the hybrid thermal management system 1000 may further comprise heat exchanger 1030. In various embodiments, heat exchanger 1030 may be positioned on the front of the frame 111 of the EV and configured to cool the coolant fluid similar to a radiator. In various embodiments, one or more of the heat exchangers 101 , 1020 and 1030 may comprise a PCM or other suitable heat transfer material, as described herein in other example embodiments.

[0112] The liquid coolant loop of the hybrid thermal management system 1000 may be configured to pump, by a pump 1033, a coolant into the coolant inputs (e.g., 1012, 1022) of the heat exchangers (e.g., 1010, 1020, 1030) and out of the coolant outputs (e.g., 1014, 1024) of the heat exchangers (e.g., 1010, 1020, 1030). Although not shown, each of the heat exchangers may comprise coolant inputs and coolant outputs and be included in a coolant flow system. The coolant may flow between the pump 1033 and the heat exchangers through the frame 111 of the EV. Thus, in an example embodiment, the frame 111 of the EV comprises openings through which the coolant may flow between the interior portion of the frame 111 and the heat exchangers. In another example embodiment, the frame 111 comprises inlet / outlet ports configured to be paired with respective inlets / outlets of the heat exchangers. In an example embodiment, the coolant may flow through the frame 111, wherein the coolant flows througha pipe located inside the frame 111, or alternatively the coolant flow channel is integrated in the frame 111 (referred generally herein as a heat exchanger pipe 1060).

[0113] The hybrid thermal management system 1000 may further comprise heat exchanger pipes 1060. In various embodiments, the heat exchanger pipes 1060 may be configured to absorb heat. In various embodiments, the heat exchanger pipes 1060 may comprise a PCM or other heat absorbing components. The heat exchanger pipes 1060 may be integrated into the coolant flow system with the heat exchanger 1010, heat exchanger 1020 and / or heat exchanger 1030. For example, the coolant of the coolant flow system may be connected to one or more of the heat exchangers by a plurality of heat exchanger pipes 1060. The heat exchanger pipes 1060 may be connected to the coolant inputs 1012, 1022 and coolant outputs 1014, 1024 of the heat exchangers 1010, 1020. The heat exchanger pipes 1060 may be configured to receive the coolant from the coolant outputs 1014, 1024 of the heat exchanger 1010 and / or heat exchanger 1020. In various embodiments, the heat exchanger pipes 1060 may be configured to provide coolant to the coolant inputs 1012, 1022 of the heat exchanger 1010 and / or heat exchanger 1020. In various embodiments, the heat exchanger pipes 1060 may be in communication with the heat exchanger 1010 and / or heat exchanger 1020. In an example embodiment, the heat exchanger pipes 1060 may be configured similar to embodiments described with reference to FIGs 4A-4C.

[0114] With reference to FIG. 11, an onboard charger system 1100 is shown in accordance with various embodiments. The onboard charger system 1100 may be similar in design and function to OBC 140 as described in FIGs. 1 A and IB. In various embodiments, the onboard charger system 1100 may be configured to receive powder from the powder source 124 and output power via a power output 114. The onboard charger system 1100 may comprise a PCBA 1130 which includes a power conversion assembly 1110. In various embodiments, the power conversion assembly 1 110 may be configured to convert the power from power source 124 to an output power at a power output 114. The power conversion assembly 1110 may comprise a converter 1122 and / or transformer 1124. In various embodiments, the PCBA 1130 may be in proximity to a PCM 1120. The PCM 1120 may absorb heat from the PCBA 1130 during operation of the power conversion assembly 1 110.

[0115] In various embodiments, the power source 124 may be a high voltage DC power supply. For example, the power source 124 may generally be 250V to 400V DC. In various embodiments, the transformer 1124 of the power conversion assembly 1110 may reduce the voltage of the power source 124 and provide an output power at a power output 114. For example, the power output 114 may be low voltage DC power output, such as 80 to 100V DC.

[0116] In various embodiments, the power source 124 may be an AC power supply and the power conversion assembly 1110 comprises an AC / DC converter 1122 for converting the AC power supply to the power output 114. In various embodiments, the power conversion assembly 1110 may further convert the converted AC power supply (i.e., the DC power output from the converter 1122) to a lower voltage power output 114. In various embodiments, the power output 114 may be a low-voltage DC power output. For example, the power output 114 may be 80 to 100V DC.

[0117] In various embodiments, the PCM 1 120 may be configured to slow down the temperature rise of components on the PCBA 1130. For example, the PCM 1120 may convert the heat generated in on-board AC / DC conversion of the power conversion assembly 1110 into the solid to liquid phase change of the PCM 1120. In one example embodiment, the PCM 1120 may be contained in a housing, wherein the housing is configured to contain the PCM 1 120 and facilitate heat transfer between the PCBA 1130 and the PCM 1120. The housing may therefore comprise an aluminum or other material suitable for both containing the PCM 1120, but also providing a desirable thermal conductivity. In an example embodiment, the PCM housing is in contact with the PCBA 1 130.

[0118] With reference to FIG. 12, an onboard charger system 1200 is shown. The onboard charger system 1200 may be similar in design and function to onboard charger system 1100, as described with reference to FIG. 11. The onboard charger system 1200 may be similar in design and function to OBC 140 as described in FIGs. 1 A and IB. The onboard charger system 1200 may further comprise a coolant flow system 1230 and a PCM structure 1 140. In an example embodiment, the PCM structure 1140 may comprise the PCM, and a fluid inlet and fluid outlet, which are connected in a loop to the coolant flow system 1230. In this example embodiment, the coolant flow system 1230 may be configured to cool the PCM of the PCM structure 1 140 by cooling a fluid passing through coolant flow system 1230, providing the cooled fluid to the fluid inlet of PCM structure 1140, cooling the PCM in PCM structure 1140, and sending the warmed-up fluid from the fluid outlet of PCM structure 1140 back to the coolant flow system 1230.

[0119] With reference now to FIG. 13, a perspective view of an onboard charger system 1300 is shown, in accordance with various embodiments. The onboard charger system 1300 may be similar in design and function to OBC 140 as described in FIGs. 1A and IB. The onboard charger system 1300 may comprise a housing 1310 including the PCBA 1130. The converter 1122 and transformer 1124 may be positioned on the PCBA 1130 and within the housing 1310. In various embodiments, the PCM 1320 may be in the housing 1310 andconfigured to fill over the PCBA 1130 and absorb heat from the PCBA 1130. In various embodiments, all heat generating components may be positioned on the same side of the PCBA 1130. For example, the converter 1122 and transformer 1 124 may be positioned on the PCBA 1130 such that the heat generating components are on the bottom side of the PCBA 1130, and other non-heat generating components may be placed on the opposite side (e.g., top side) of the PCBA 1130. In various embodiments, the heat generating components may comprise transistors, such as MOSFET. resistors and other components in the transformer 1124 and / or converter 1122. In various embodiments, the heat generating components may be positioned spaced out on the PCBA 1130 to allow for better cooling and contact with the PCM 1320.

[0120] With reference to FIG. 14, example onboard charger 1400 immersed in PCM 1420 is shown in accordance with various example embodiments. The onboard charger 1400 may be similar in design and function to OBC 140 as described in FIGs. 1A and IB. In various embodiments, the PCBA 1130 may be in direct contact or immersed in the PCM 1420. For example, the PCM 1420 may be positioned in the housing 1310 to the PCM fill line 1442. In this embodiment, the PCBA 1130 may be submerged below the PCM fill line 1442. In other example embodiments, the PCBA 1 130 and at least a portion of the components thereon are below the PCM fill line 1442. In various embodiments, the PCM 1420 may be configured to cool the PCBA 1130. In various embodiments, the heat generating components of the PCBA 1130 may be positioned on the bottom of the PCBA 1130 and be in contact with the PCM 1420.

[0121] In various embodiments, a lid 1412 may be attached to the housing 1310 and configured to hold the PCM 1420 within a cavity between the housing 1310 and the lid 1412, particularly when the PCM 1420 is in a liquid state. In various embodiments, the lid 1412 may be configured to push the PCBA 1130 into the PCM 1420. In various embodiments, the lid 1412 and / or the housing 1310 may be made of aluminum or any other suitable material for heat transfer. In various embodiments, the lid 1412 and / or the housing 1310 may be made of stamped or cast aluminum, and / or the like.

[0122] In various embodiments, the housing 1310 may be connected to heat pins 1410. The heat pins 1410 may be configured to direct heat through the PCM 1420 and out of the onboard charger 1400 to the environment surrounding the onboard charger 1400. The heat pins 1410, in various embodiments, may be positioned in the housing 1310 to increase thermal contact with the PCM 1420, and / or external to the housing 1310 to increase thermal transfer to the environment surrounding the onboard charger 1400.

[0123] With reference now to FIG. 15, an example onboard charger 1500 with cold plate 1502, is shown in accordance with various embodiments. The onboard charger system 1500may be similar in design and function to OBC 140 as described in FIGs. 1 A and IB. In various embodiments, the coolant flow system 1530 (similar to coolant flow system 630) may be configured to flow coolant through the cold plate 1502.

[0124] In various embodiments, the PCBA 1130 may be positioned within a housing 1310 with the PCM 1520 as described with reference to FIG. 14. The lid 1412 may be attached to the housing 1310 and configured to hold the PCM 1520 within a cavity between the housing 1310 and the lid 1412, particularly when the PCM 1520 is in a liquid state, similarly to onboard charger 1400 as described with reference to FIG. 14.

[0125] In various embodiments, the cold plate 1502 may be a thin metallic material, or other suitable surface for absorbing heat. In various embodiments, the cold plate 1502 may be positioned in proximity to the heat generating side of the PCBA 1130.

[0126] In various embodiments, the PCM 1520 may be encapsulated in a thermally conductive material. For example, the PCM 1520 may be encapsulated in a thermally conductive material, such as a pouch, or Mylar packet. In various embodiments, the encapsulated PCM 1520 may be in contact with the onboard charger 1500. In various embodiments, the PCM 1520 may be micro-encapsulated, such as encapsulated in a polymer shell or coating or spherical-like ball or powder material. In various embodiments, the encapsulated PCM 1520 may be used in various embodiments described herein.

[0127] With reference now to FIG. 16 a thermal management system 1600 for battery cells 1634 is shown, in accordance with various example embodiments. The thermal management system 1600 may comprise a PCM heat exchanger 1650 for cooling and / or absorbing heat from battery cells 1634. The PCM heat exchanger 1650 may comprise a cold plate 1630. The cold plate 1630 may comprise a coolant flow system which may be configured to flow coolant through the cold plate 1630. The cold plate 1630 may comprise a coolant flowing through a channel, positioned in proximity to the PCM housing 1620. In various embodiments, the PCM heat exchanger 1650 may comprise a PCM housing 1620 and a plate 1602. In various embodiments, the PCM housing 1620 may be positioned between the plate 1602 and the cold plate 1630. In various embodiments, the plate 1602 may be in proximity to battery cells 1634.

[0128] In various embodiments, the plate 1602 may comprise a thin metallic cold plate. The plate 1602 may be attached to the PCM housing 1620 or a part of the PCM housing 1620. In various embodiments, the plate 1602 may be a thin metallic surface, or other suitable surface for heat transfer between the battery cells 1634 and the PCM housing 1620. In various embodiments, PCM housing 1620 may comprise an infused composite. In various embodiments, the PCM housing 1620 may comprise a metallic or high thermal conductivityfoam which may be filled or infused with a PCM material forming a matrix. For example, the foam may be made of high conductivity materials such as Al, Cu, Ni, polymer, or other suitable polymer material with high thermal conductivity. In various embodiments, the foam infused or filled with PCM may further improve the heat conduction through the PCM housing 1620 and improve the overall heat transfer from the batten,' cells 1634 to the PCM heat exchanger 1650. In various embodiments, a matrix formed with high thermal conductivity foam infused with PCM can be contained in the PCM housing 1620 with the coolant flow system and plate 1602 to form one cohesive unit. The plate 1602 may be positioned between the battery cells 1634 and the PCM housing 1620. In various embodiments, the cold plate 1630 may be positioned between the plate 1602 and the PCM housing 1620.

[0129] In various embodiments, the battery cells 1634 may be spaced to reduce heat generated and increase heat absorption by the PCM heat exchanger 1650. In various embodiments, the battery cells 1634 may receive a power input when the cells are charging. For example, the battery cells 1634 may receive the power output from the power conversion assembly thus charging the battery cells 1634. As stated above, the battery cells 1634 may be safely charged at a charging rate greater than a charging rate that would otherwise be specified (for a non-PCM system). In an example embodiment, battery cells 1634 may be charged at a charging rate that w ould (but for the PCM) exceed the ability7of the cold plate 1630 to remove the heat to protect the battery cells 1634. In this example embodiment, the PCM within the PCM housing 1620 may absorb a sufficient amount of heat to keep the battery cells 1634 from exceeding a threshold temperature, so long as the charging is of a limited duration. In one example embodiment, the limited duration is equal to or less than the time it takes for the fast charging heat load to change the phase of all of the PCM of the PCM housing 1620 from solid to liquid.

[0130] With reference now to FIG. 17, a thermal management system 1700 comprising battery^ cells 1634 immersed in PCM 1720, is shown in accordance with various embodiments. The battery cells 1634 and the PCM 1720 may be contained in the housing 1310, wherein the PCM 1720 is configured to immerse the battery cells 1634. In various embodiments, the battery cells 1634 may be spaced to allow PCM 1720 between each of the battery cells 1634. In accordance with various example embodiments, the battery cells 1634 are at least partially immersed in the PCM 1720. In an example embodiment, the thermal management system 1700 further comprises a lid 1412 configured to mate with the housing 1310 to seal the battery cells 1634 and housing 1310 within a cavity formed therein. In an example embodiment, the housing 1310 may further comprise heat pins 1410 extending from the housing 1310 to provideincreased heat transfer surface area for removing heat from the PCM 1720 and / or from the housing 1310. The thermal management system 1700 may further comprise a cold plate, not shown, attached to the housing 1310 opposite the battery cells 1634. In various embodiments, the PCM 1720 may be encapsulated in a thermally conductive material, similarly in design and function to PCM 1520 as described with reference to FIG. 15. In various embodiments, the encapsulated PCM 1720 may be in contact with the battery cells 1634.

[0131] With reference now to FIG. 18, a thermal management system 1800 comprising PCM encapsulated in thermally conductive material, is shown. The thermal management system 1800 may comprise battery cells 1634 and a PCM cell holder 1820. The encapsulated PCM cell holder 1820 may comprise the PCM encapsulated in a thermally conductive material. The PCM cell holder 1820 may comprise conductive materials configured to fit between the interstitial spaces betw een battery cells 1634. The battery cells 1634 may be partially or fully in contact with the PCM of the PCM cell holder 1820. For example, the PCM cell holder 1820 may comprise spaces to fit the battery cells 1634, such that the battery7cells 1634 are partially or fully inserted into the PCM cell holder 1820. The PCM cell holder 1820 may comprise a solid PCM which is configured to transition phase at least partially from solid to liquid phase when absorbing a sufficient quantity7of heat. In various embodiments, the battery cells 1634 may be inserted partially or fully into the PCM cell holder 1820, wherein the PCM makes close contact with the battery cells 1634. In various embodiments, the PCM cell holder 1820 may transfer heat from the circumferential surface of the battery cells 1634 to the PCM. In various embodiments, the thermal management system 1800 may comprise a cold plate 1830 (which may be similar to cold plate 1502). In various embodiments, the cold plate 1830 may be positioned on the top and / or bottom of the battery cells 1634. In various embodiments, the cold plate 1830 may be configured to provide heat transfer from the battery cells 1634 and / or heat transfer from the PCM of the PCM cell holder 1820.

[0132] With reference now to FIG. 19, a hybrid thermal management system 1900 with PCM heat exchanger 1950 is shown in accordance with various embodiments. In various embodiments, PCM heat exchanger 1950 may comprise battery cells 1634, and PCM 1904. In various embodiments, the PCM 1904 may7be within a housing or enclosure. In various embodiments, the housing or enclosure for holding the PCM 1904 may be thermally conductive and / or insulative. As shown, the battery7cells 1634 may be immersed in the PCM 1904 and / or in direct contact with the PCM 1904. The PCM heat exchanger 1950 may comprise a cell holder 1936. The cell holder 1936 may hold the battery cells 1634 in place. The cell holder 1936 may comprise a PCM. The PCM in the cell holder 1936 may be configured to absorbheat from the batten- cells 1634. The PCM heat exchanger 1950 may comprise a cold plate 1902. The cold plate 1902 may be positioned under the battery cells 1634 and cell holder 1936, as shown. The cold plate 1902 may be configured to transfer heat from the battery cells 1634. The PCM heat exchanger 1950 may be connected to a liquid coolant loop, similarly in design and function as liquid coolant loop 201 as described with reference to FIG. 2. In various embodiments, the radiator / fan 1919 may be any suitable heat exchanger or heat transfer device. The coolant may enter the coolant input of the PCM heat exchanger 1950 in a cooled state and cool the PCM 1904 and / or the battery cells 1634. The coolant may exit the coolant output of the PCM heat exchanger 1950 in a heated state and be cooled by the radiator / fan 1919. The hybrid thermal management system 1900 may further comprise a pump for circulating the coolant through the cold plate 1902 and radiator / fan 1919.

[0133] In the present disclosure, the following terminology will be used: The singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Thus, for example, reference to an item includes reference to one or more items. The term “ones” refers to one. two, or more, and generally applies to the selection of some or all of a quantity. The term “plurality” refers to two or more of an item. The term “about” means quantities, dimensions, sizes, formulations, parameters, shapes, and other characteristics need not be exact, but may be approximated and / or larger or smaller, as desired, reflecting acceptable tolerances, conversion factors, rounding off, measurement error and the like and other factors known to those of skill in the art. The term “substantially” means that the recited characteristic, parameter, or value need not be achieved exactly, but that deviations or variations, including, for example, tolerances, measurement error, measurement accuracy limitations and other factors known to those of skill in the art, may occur in amounts that do not preclude the effect the characteristic was intended to provide. Numerical data may be expressed or presented herein in a range format. It is to be understood that such a range format is used merely for convenience and brevity and thus should be interpreted flexibly to include not only the numerical values explicitly recited as the limits of the range, but also interpreted to include all of the individual numerical values or sub-ranges encompassed within that range as if each numerical value and sub-range is explicitly recited. As an illustration, a numerical range of “about 1 to 5” should be interpreted to include not only the explicitly recited values of about 1 to about 5, but also include individual values and sub-ranges within the indicated range. Thus, included in the numerical range are individual values such as 2, 3 and 4 and sub-ranges such as 1-3, 2-4 and 3-5. etc. The same principle applies to ranges reciting only one numerical value (e.g., “greater than about 1”) and should apply regardless of the breadth of the range or thecharacteristics being described. A plurality of items may be presented in a common list for convenience. However, these lists should be construed as through each member of the list is individually identified as a separate and unique member. Thus, no individual member of such list should be construed as a de facto equivalent of any other member of the same list solely based on their presentation in a common group without indications to the contrary'. Furthermore, where the terms “and” and “or” are used in conjunction with a list of items, they are to be interpreted broadly, in that any one or more of the listed items may be used alone or in combination with other listed items. The term “alternatively” refers to selection of one of two or more alternatives and is not intended to limit the selection to only those listed alternatives or to only one of the listed alternatives at a time, unless the context clearly indicates otherwise.

[0134] It should be appreciated that the particular implementations shown and described herein are illustrative of the example embodiments and their best mode and are not intended to otherwise limit the scope of the present disclosure in any way. Furthermore, the connecting lines shown in the various figures contained herein are intended to represent exemplary functional relationships and / or physical couplings between the various elements. It should be noted that many alternative or additional functional relationships or physical connections may be present in a practical device.

[0135] As one skilled in the art will appreciate, the mechanism of the present disclosure may be suitably configured in any of several ways. It should be understood that the mechanism described herein with reference to the figures is but one exemplary embodiment of the disclosure and is not intended to limit the scope of the disclosure as described above.

[0136] It should be understood, however, that the detailed description and specific examples, while indicating exemplary’ embodiments of the present disclosure, are given for purposes of illustration only and not of limitation. Many changes and modifications within the scope of the instant disclosure may be made without departing from the spirit thereof, and the disclosure includes all such modifications. The corresponding structures, materials, acts, and equivalents of all elements in the claims below are intended to include any structure, material, or acts for performing the functions in combination with other claimed elements as specifically claimed. The scope of the disclosure should be determined by the appended claims and their legal equivalents, rather than by the examples given above. For example, the operations recited in any method claims may be executed in any order and are not limited to the order presented in the claims. Moreover, no element is essential to the practice of the disclosure unless specifically described herein as “critical” or “essential.”Statements of the Inventions

[0137] The following statements of the invention comprise exemplary- embodiments as disclosed herein. The following is not limiting to particular embodiments. A PCM heat exchanger for an electric vehicle battery, comprising: an enclosure; a coolant flow system disposed in the enclosure, the coolant flow system comprising a coolant input, a plurality- of coolant channels, and a coolant output; a coolant, wherein the coolant is configured to flow from the coolant input and through the plurality of coolant channels and exit from the coolant output; and a phase change material disposed in the enclosure, wherein the phase change material is positioned at least partially between the coolant flow system and the electric vehicle battery. The device further comprising, wherein the enclosure comprises a first end and a second end, the first end comprising the coolant input, the second end comprising the coolant output. The device further comprising, wherein the enclosure is a tubular shape. The device further comprising, wherein the enclosure is a partially flat structure. The device further comprising, wherein the phase change material is configured to fill the enclosure between the plurality of coolant channels. The device further comprising, wherein the phase change material is configured to change from a solid state to a liquid state as the electric vehicle battery is charged. The device further comprising, wherein the PCM heat exchanger comprises one or more phase change material layers comprising the phase change material and one or more coolant layers comprising the plurality of coolant channels, wherein the coolant flows through the plurality of coolant channels.

[0138] A PCM heat exchanger system for an electric vehicle, comprising: an electric vehicle battery-: a PCM heat exchanger in close proximity7to the electric vehicle battery-, and configured to absorb heat emitted from the electric vehicle battery, the PCM heat exchanger comprising; an enclosure; a coolant flow system disposed in the enclosure, the coolant flow system comprising a coolant input, a plurality of coolant channels, and a coolant output; a coolant, wherein the coolant is configured to flow from the coolant input and through the plurality- of coolant channels and exit from the coolant output; and a phase change material disposed in the enclosure, wherein the phase change material is positioned at least partially between the coolant flow system and the electric vehicle battery. The system further comprising, wherein the enclosure comprises a first end and a second end, the first end comprising the coolant input, the second end comprising the coolant output. The system further comprising, wherein the enclosure is a tubular shape. The system further comprising, wherein the enclosure is a partially flat structure. The system further comprising, wherein the phase change material is configured to fill the enclosure between the plurality of coolant channels.The system further comprising, wherein the phase change material is configured to change from a solid state to a liquid state as the electric vehicle battery is charged. The system further comprising, wherein the PCM heat exchanger comprises one or more phase change material layers comprising the phase change material and one or more coolant layers comprising the plurality7of coolant channels, wherein the coolant flows through the plurality7of coolant channels.

[0139] A method of PCM heat exchanging from an electric vehicle battery, comprising: inserting a coolant into a coolant flow system, wherein the coolant flow system is disposed in an enclosure; flowing the coolant through the coolant flow system, wherein the coolant flow system comprises a coolant input, a plurality of coolant channels, and a coolant output, and the coolant flows into the coolant input, through the plurality of coolant channels and exit from the coolant output; cooling, by the coolant flow system, a phase change material; wherein the phase change material is disposed in the enclosure and positioned at least partially between the coolant flow system and the electric vehicle battery7; and absorbing, by the phase change material, heat dissipated by the electric vehicle battery. The method further comprising, wherein the enclosure is a partially flat structure. The method further comprising, wherein the enclosure comprises a first end and a second end, the first end comprising the coolant input, the second end comprising the coolant output. The method further comprising, wherein the phase change material is configured to fill the enclosure between the plurality of coolant channels. The method further comprising, wherein the phase change material is configured to change from a solid state to a liquid state as the electric vehicle battery is charged. The method further comprising, wherein the phase change material comprises one or more phase change material layers comprising the phase change material and one or more coolant layers comprising the plurality of coolant channels, wherein the coolant flows through the plurality of coolant channels.

[0140] A hybrid thermal management device for an electric vehicle, comprising: a battery for powering the electric vehicle; a cold plate configured to cool the battery: a liquid coolant loop in communication with the cold plate; a heat exchanger for cooling the liquid coolant loop: a pump configured to flow a coolant through the liquid coolant loop from the cold plate and through the heat exchanger; and a phase change material in communication with the liquid coolant loop. The device further comprising, wherein the phase change material is in the cold plate. The device further comprising, wherein the phase change material is positioned between the cold plate and the heat exchanger in the liquid coolant loop. The device further comprising, wherein the phase change material is positioned in the heat exchanger. The devicefurther comprising, wherein the heat exchanger comprises one or more coolant channels, and the coolant flows through the coolant channels. The device further comprising a thermal reservoir for cooling the electric vehicle battery. The device further comprising, wherein the phase change material and the battery are positioned in an enclosure, and the phase change material is in direct contact with a plurality of cells of the battery.

[0141] A hybrid thermal management system for an electric vehicle, comprising: an electric vehicle battery; a heat exchanger comprising a phase change material; a liquid coolant loop in communication with the heat exchanger, the liquid coolant loop configured to provide a coolant to the heat exchanger, wherein the liquid coolant loop is configured to transfer heat between the coolant and the electric vehicle battery'; and a pump configured to flow the coolant through the liquid coolant loop. The system further comprising a cold plate. The system further comprising, wherein the phase change material is in the cold plate. The system further comprising, wherein the phase change material is positioned between the cold plate and the heat exchanger in the liquid coolant loop. The system further comprising a thermal reserv oir for cooling the electric vehicle battery. The system further comprising, wherein the heat exchanger comprises one or more coolant channels, and the coolant flows through the one or more coolant channels. The system further comprising, wherein the phase change material is configured to transfer thermal energy' from the electric vehicle battery' as the electric vehicle battery is charging.

[0142] A method of hybrid thermal management of an electric vehicle battery, comprising: pumping, by a pump, a coolant through a liquid coolant loop; and cooling, by the coolant in the liquid coolant loop, a phase change material, wherein the phase change material is disposed within a heat exchanger, and wherein the phase change material receives heat from the electric vehicle battery via the coolant. The method further comprising: absorbing, by the phase change material, thermal energy' from the electric vehicle battery' during charging. The method further comprising, wherein the heat exchanger comprises one or more coolant channels, and the coolant flows through the one or more coolant channels. The method further comprising, wherein the phase change material is located between the plurality of coolant channels. The method further compnsing, wherein the heat exchanger comprises a phase change material layer comprising the phase change material and a coolant layer comprising one or more coolant channels, wherein the coolant flows through the one or more coolant channels. The method further comprising, wherein the phase change material is configured to transfer thermal energy to the liquid coolant loop from the electric vehicle battery as the electric vehicle battery is charging.

[0143] An onboard charger cooling device for an electric vehicle, comprising: a printed circuit board assembly (PCBA) configured to receive a power supply and to output a power output to a battery, wherein the PCBA comprises a power conversion assembly configured to convert the power supply to the power output; and a phase change material configured to absorb the heat dissipated from the PCBA and the power conversion assembly, wherein the phase change material is in thermal contact with the PCBA. The onboard charger cooling device further compnsing, wherein the power conversion assembly, the PCBA, and the phase change material are enclosed in a housing and the phase change material is configured to partially fill the housing such that the PCBA is at least partially immersed in the phase change material. The onboard charger cooling device further comprising, wherein the phase change material is in an enclosure separate from the PCBA and the power conversion assembly, and wherein the enclosure is in thermal contact with the PCBA. The onboard charger cooling device further comprising, wherein the power supply is a high-voltage DC power supply and the power output is a low-voltage DC power output; and the power conversion assembly comprises a transformer for converting the high-voltage DC power supply to the low-voltage DC power output. The onboard charger cooling device further comprising, wherein the power supply is an AC power supply and the power output is a DC power output and the power conversion assembly comprises an AC / DC converter for converting the AC power supply to the DC power output. The onboard charger cooling device further comprising a coolant flow system, the coolant flow system comprising a coolant configured to cool the phase change material. The onboard charger cooling device further comprising, wherein the power conversion assembly is configured to operate above the power conversion assembly’s specifications for a period of time, and the phase change material is configured to absorb heat from the power conversion assembly during the period of time the power conversion assembly is operated above specification.

[0144] An onboard charger cooling system for an electric vehicle, comprising: a housing comprising: a printed circuit board assembly (PCBA) configured to receive a power supply and to output a power output to a battery, wherein the PCBA comprises a power conversion assembly configured to convert the power supply to the power output; and a phase change material configured to absorb the heat dissipated from the PCBA and the power conversion assembly, wherein the phase change material is in thermal contact with the PCBA. The onboard charger cooling system further comprising, wherein the phase change material is configured to partially fill the housing such that the PCBA is at least partially immersed in the phase change material. The onboard charger cooling system further comprising, wherein thephase change material is in an enclosure separate from the PCBA and the power conversion assembly, and wherein the enclosure is in thermal contact with the PCBA. The onboard charger cooling system further comprising, wherein the power supply is a high-voltage DC power supply and the power output is a low-voltage DC power output; and the power conversion assembly comprises a transformer for converting the high-voltage DC power supply to the low- voltage DC power output. The onboard charger cooling system further comprising, wherein the power supply is an AC power supply and the power output is a DC power output and the power conversion assembly comprises an AC / DC converter for converting the AC power supply to the DC power output. The onboard charger cooling system further comprising a coolant flow system, the coolant flow system comprising a coolant configured to cool the phase change material. The onboard charger cooling system further comprising, wherein the power conversion assembly is configured to operate above specifications for a period of time, and the phase change material is configured to absorb heat from the power conversion assembly during the period of time the power conversion assembly is operated above specification.

[0145] A method of cooling an onboard charger for an electric vehicle comprising: initiating a charging session; receiving, by a power conversion assembly that is part of a printed circuit board assembly (PCBA), a power supply; converting, by the power conversion assembly, the power supply to a power output; absorbing, by a phase change material, heat dissipated from the PCBA and the power conversion assembly during the charging session; and terminating the charging session. The method of cooling the onboard charger further comprising, wherein the power conversion assembly comprises a transformer; wherein the converting the power supply to the power output is performed by the transformer; and wherein the power supply is a high-voltage DC power supply and the power output is a low-voltage DC power output.

[0146] The method of cooling the onboard charger further comprising, wherein the power conversion assembly comprises an AC / DC converter; wherein the converting the power supply to the power output is by the AC / DC converter; and wherein the power supply is an AC power supply and the power output is a DC power output. The method of cooling the onboard charger further comprising, wherein the power conversion assembly, the PCBA, and the phase change material are enclosed in a housing and the phase change material is configured to partially fill the housing such that the PCBA is at least partially immersed in the phase change material. The method of cooling the onboard charger further comprising, wherein the phase change material is in an enclosure separate from the PCBA and the power conversion assembly, and transferring at least a portion of the heat generated during charging from thePCBA to the phase change material in the enclosure separate from the PCBA, causing the phase change material to at least partially change from a solid to a liquid. The method of cooling the onboard charger further comprising, wherein the power conversion assembly is configured to operate above specifications for a period of time, and the phase change material is configured to absorb heat from the power conversion assembly during the period of time the power conversion assembly is operated above specification.

[0147] A thermal management device for an electric vehicle, comprising: a plurality of batten cells configured to receive a charge from a power input; and a phase change material configured to absorb the heat dissipated from the battery cells when the battery cells are receiving the charge, wherein the phase change material absorbs the heat by at least partially changing from a solid to a liquid. The thermal management device further comprising, wherein the battery cells and the phase change material are enclosed in a housing with a lid, the phase change material is configured to fill the housing at least partially such that the batten cells are at least partially immersed in with the phase change material. The thermal management device further comprising, wherein the housing comprises heat pins configured to direct heat away from the housing. The thermal management device further comprising, wherein the phase change material is in an enclosure separate from the battery cells, but in thermal connection with the battery' cells. The thermal management device further comprising a cold plate positioned in proximity to the battery cells. The thermal management device further comprising, wherein the battery cells are configured to operate above specifications for a period of time, and the phase change material is configured to absorb heat from the battery cells during the period of time the battery' cells are operated above specification.

[0148] A thermal management system for an electric vehicle, comprising: a plurality of battery cells configured to receive a charge from a power input; and a housing comprising a phase change material configured to absorb the heat dissipated from the battery cells when the battery cells are receiving the charge. The thermal management system further comprising, wherein the battery cells and the phase change material are enclosed in the housing with a lid, the phase change material is configured to partially fill the housing such that the battery cells are immersed in with the phase change material. The thermal management system further comprising, wherein the housing comprises heat pins configured to direct heat away' from the housing. The thermal management system further comprising, wherein the phase change material is in an enclosure separate from the battery cells. The thermal management system further comprising a cold plate positioned in proximity to the battery cells. The thermal management system further comprising, wherein the battery cells are configured to operateabove specifications for a period of time, and the phase change material is configured to absorb heat from the battery cells during the period of time the battery cells are operated above specification.

[0149] A method of thermal management for an electric vehicle comprising: receiving, by a plurality of battery' cells a power input; charging the battery cells by the power input; and absorbing, by a phase change material, heat dissipated from the battery cells during the charging, wherein the phase change material is located in a housing in thermal connection with the battery cells, and wherein absorbing means at least partially changing from a solid to a liquid. The method further comprising, wherein the battery cells and the phase change material are enclosed in the housing with a lid, the phase change material is configured to partially fill the housing such that the battery cells are immersed in with the phase change material. The method further comprising, wherein the housing comprises heat pins configured to direct heat away from the housing. The method further comprising, wherein the phase change material is encapsulated in a thermally conductive material housing configured to fit between the battery cells. The method further comprising: cooling, by a coolant flow system comprising a coolant, the phase change material. The method further comprising, wherein the phase change material is in an enclosure separate from the battery cells. The method further comprising a cold plate positioned in proximity to the battery' cells. The method further comprising a coolant flow system, wherein the battery cells are configured to operate above specifications for a period of time, and the phase change material is configured to absorb heat from the battery cells during the period of time the battery' cells are operated above specification.

[0150] A thermal management system for an electric vehicle, comprising: a frame, the frame supporting a battery and a PCBA, the thermal management system integrated at least partially in the frame; one or more heat exchangers, wherein one or more of the heat exchangers are configured to absorb heat from at least one of the battery and the PCBA; and a coolant flow system and a pump for pumping a coolant through the coolant flow system, the coolant flow system configured to cool one or more of the heat exchangers. The system further comprising, wherein the heat exchanger comprises a heat exchanger pipe integrated into the frame. The system further comprising, wherein the heat exchanger comprises an outer enclosure and a phase change material within the outer enclosure, the phase change material configured to change phase as heat is absorbed from the battery. The system further comprising, wherein the battery is immersed in the phase change material of the heat exchanger. The system further comprising, wherein the PCBA comprises an onboard charger, the onboard charger for receiving a power supply and providing a power output to the battery. The system furthercomprising, wherein the heat exchanger comprises an outer enclosure, and the coolant flow system is configured to flow through the heat exchanger. The system further comprising, wherein the heat exchanger pipes are connected to the coolant flow system.

[0151] A thermal management device for an electric vehicle, comprising: a frame, the frame connected to a battery and a PCBA; and one or more heat exchangers, wherein the one or more heat exchangers are part of the frame of the electric vehicle, and wherein the one or more of the heat exchangers are configured to absorb heat from at least one of the batteries and the PCBA. The device further comprising a coolant flow system and a pump for pumping a coolant through the coolant flow system, the coolant flow system configured to cool the heat exchanger. The device further comprising, wherein the heat exchanger comprises one or more heat exchanger pipes, the heat exchanger pipes integrated into the frame. The device further comprising a coolant flow system, the coolant flow system configured to cool the heat exchanger. The device further comprising, wherein the heat exchanger comprises an outer enclosure and a phase change material within the outer enclosure, the phase change material configured to change phase as heat is absorbed from the battery. The device further comprising, wherein the battery is immersed in the phase change material of the heat exchanger. The device further comprising, wherein the PCBA comprises an onboard charger, the onboard charger for receiving a power supply and providing a power output to the battery7. The device further comprising, wherein the heat exchanger comprises an outer enclosure, and the coolant flow system is configured to flow through the heat exchanger. The device further comprising a coolant flow system, wherein the heat exchanger pipes are connected to the coolant flow system.

[0152] A method of thermal management for an electric vehicle, comprising; charging, by a power source, a battery of the electric vehicle; generating heat by the battery; dissipating heat from the battery to one or more heat exchangers, wherein one or more of the heat exchangers are connected to a frame of the electric vehicle; and cooling, by a coolant flow system comprising a coolant, the heat exchanger, wherein the coolant flow system passes through a portion of the frame of the electric vehicle. The method further comprising, wherein the heat exchanger comprises a phase change material, and the phase change material is configured to change from a solid state to a liquid state when the battery is charging. The method further comprising, wherein the coolant flow system is configured to cool the phase change material from the liquid state to the solid-state during times when the battery7is not charging. The method further comprising: pumping, by a pump, the coolant through the coolant flow system.

Claims

CLAIMSWHAT IS CLAIMED:

1. A hybrid thermal management device for an electric vehicle, comprising: a battery for powering the electric vehicle; and a thermal management system comprising a phase change material, the phase change material in thermal contact with the battery and configured to absorb heat from the battery.

2. The device of claim 1, further comprising a cold plate configured to transfer heat from the battery.

3. The device of claim 1, further comprising an onboard charger, wherein the phase change material is in thermal contact with the onboard charger.

4. The device of claim 1, wherein the thermal management system comprises a heat exchanger, wherein the phase change material is positioned in the heat exchanger.

5. The device of claim 1, further comprising a coolant flow system, wherein a coolant is configured to flow through the coolant flow system and the coolant flow system is in thermal contact ith the phase change material.

6. The device of claim 1 , wherein the thermal management system comprises a heat exchanger and a coolant flow system, wherein the coolant flow system is in thermal contact with the heat exchanger.

7. The device of claim 1, further comprising a thermal reservoir for cooling the battery.

8. The device of claim 1, wherein the thermal management system is part of a frame of the electric vehicle.

9. The device of claim 1, wherein the phase change material is configured to transfer thermal energy from the battery as the battery is charging.

10. The device of claim 1, further comprising a cold plate in proximity to the battery.

11. The device of claim 1, wherein the battery comprises one or more cells and the one or more cells are at least partially immersed in the phase change material.

12. The device of claim 1, further comprising a coolant flow system disposed in an enclosure, the coolant flow system comprising a coolant input, a plurality of coolant channels, and a coolant output.

13. The device of claim 12, further comprising: a coolant, wherein the coolant is configured to flow from the coolant input and through the plurality of coolant channels and exit from the coolant output; and wherein the phase change material is positioned at least partially between the coolant flow system and the battery.

14. A method of hybrid thermal management of an electric vehicle, comprising: absorbing, by a thermal management system, heat dissipated from a battery of the electric vehicle; pumping, by a pump, a coolant through a liquid coolant loop; and cooling, by the coolant in the liquid coolant loop, a phase change material, wherein the phase change material is disposed within a heat exchanger, and wherein the phase change material is cooled by the coolant.

15. The method of claim 14, further comprising: a frame, the method further comprising pumping the coolant through at least a portion of the frame.

16. The method of claim 14, further comprising: transferring, by a cold plate, heat from the batleiy and from the phase change material.

17. The method of claim 14, wherein the battery is at least partially immersed in the phase change material.

18. The method of claim 14, further comprising: absorbing, by the phase change material, heat dissipated by the battery during charging.

19. The method of claim 14, further comprising: flowing the coolant through a coolant flow system, wherein the coolant flow system comprises a coolant input, a plurality of coolant channels, and a coolant output, and the coolant flows into the coolant input, through the plurality of coolant channels and out from the coolant output.

20. The method of claim 14, further comprising: absorbing, by the thermal management system, heat dissipated by an onboard charger, wherein the onboard charger is configured to receive a power supply and provide a power output to the battery.

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