A vehicle heat FLUX management system and method of operation thereof

Abstract

The present application relates to a vehicle heat flux management system 1 and a method of operating the vehicle heat flux management system. The vehicle heat flux management system comprising a compressor 18, at least one expander 20, an ambient heat exchanger 10 for thermal communication with the ambient environment and a first cabin heat exchanger 12, 14, 16 for thermal communication with a cabin 110 of a vehicle 100. The compressor 18, the at least one expander 20, the ambient heat exchanger 10 and the first cabin heat exchanger 12, 14, 16 are selectively fluidly connectable by a cooling fluid pathway and by a heating fluid pathway. The cooling fluid pathway is arranged to direct a working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the at least one expander 20 and the first cabin heat exchanger 12, 14, 16. The heating fluid pathway is arranged to direct the working fluid sequentially through the compressor 18, the first cabin heat exchanger 12, 14, 16, the at least one expander 20 and the ambient heat exchanger 10. As such, the first cabin heat exchanger 12, 14, 16 is operable to either cool the cabin 110 in the cooling fluid pathway or heat the cabin 110 in the heating fluid pathway.

Description

[0001] A VEHICLE HEAT FLUX MANAGEMENT SYSTEM AND METHOD OF OPERATION THEREOF

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a vehicle heat flux management system and method of operation thereof. Aspects of the invention relate to a vehicle heat flux management system, a method for operating a vehicle heat flux management system and a vehicle.

[0004] BACKGROUND

[0005] Heat flux management systems in vehicles allow the control of the temperature in the cabin of a vehicle. The temperature in the cabin may be increased or decreased using such a system to ensure a driver and any passengers are comfortable. Whilst heat flux management systems may improve user comfort, the use of such systems affect the fuel consumption of internal-combustion-engine vehicles and the range of electric vehicles. Therefore, there is a need to provide a heat flux management system for a vehicle which is both energy efficient and ensures driver and passenger comfort through the cabin of a vehicle.

[0006] It is an aim of the present invention to address one or more of the disadvantages associated with the prior art heat flux management systems.

[0007] SUMMARY OF THE INVENTION

[0008] Aspects and embodiments of the invention provide a vehicle heat flux management system, a method for operating a vehicle heat flux management system and a vehicle as claimed in the appended claims.

[0009] According to an aspect, of the invention there is provided, a vehicle heat flux management system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle; wherein the compressor, the at least one expander, the ambient heat exchanger and the first cabin heat exchanger are selectively fluidly connectable in a first configuration in which the first cabin heat exchanger is operable to cool the cabin and in a second configuration in which the first cabin heat exchanger is operable heat the cabin.

[0010] In the system, the first cabin heat exchanger may therefore be used for both heating and cooling the cabin. This improves the heating and cooling efficiency compared to known systems where a heat exchanger is only used for either heating or cooling, and this is without increasing packaging requirements of the system. Improvements in efficiency are particular advantageous when the system is used in an electric vehicle as the vehicle range may consequently be improved.

[0011] According to an aspect of the invention there is provided, a vehicle heat flux management system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle; wherein the compressor, the at least one expander, the ambient heat exchanger and the first cabin heat exchanger are selectively fluidly connectable in: a cooling fluid pathway arranged to direct a working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the first cabin heat exchanger; and a heating fluid pathway arranged to direct the working fluid sequentially through the compressor, the first cabin heat exchanger, the at least one expander and the ambient heat exchanger, such that the first cabin heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway. In the system, the first cabin heat exchanger may therefore be used for both heating and cooling the cabin. The first cabin heat exchanger is operable as an evaporator in the cooling fluid pathway or operable as a condenser in the heating fluid pathway. This improves the heating and cooling efficiency compared to known systems where a heat exchanger is only used for either heating or cooling, and this is without increasing packaging requirements of the system. Improvements in efficiency are particular advantageous when the system is used in an electric vehicle as the vehicle range may consequently be improved.

[0012] In embodiments of either the above-described aspects of the invention, one or more of the following may apply.

[0013] The system may comprise a controller operable to cause the working fluid flow though one of the cooling fluid pathway and the heating fluid pathway.

[0014] Each of the cooling fluid pathway and the heating fluid pathway may be closed fluid pathways.

[0015] According to one embodiment of the system, the system may comprise a second cabin heat exchanger for thermal communication with the cabin.

[0016] The second cabin heat exchanger may be fluidly connectable to one of the cooling fluid pathway and the heating fluid pathway in parallel with the first cabin heat exchanger such that the second heat exchanger is operable to cool the cabin in the cooling fluid pathway or to heat the cabin in the heating fluid pathway.

[0017] Advantageously, the second heat exchanger may be used in combination with the first heat exchanger thereby improving the efficiency of the system to heat or cool the cabin of the vehicle.

[0018] Optionally, the second cabin heat exchanger may be fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first cabin heat exchanger such that the second heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway.

[0019] Advantageously, the first and second heat exchangers may both be used to heat or cool the cabin of a vehicle thereby improving the efficiency of heat management in the vehicle. This improves heating and cooling efficiency of the system, such improvements may be particularly advantageous in electric vehicles at the vehicle range may consequently be improved. Additionally, packaging requirements are reduced compared to having four separate heat exchangers for heating and cooling.

[0020] Optionally, the first cabin heat exchanger may comprise a heat exchanger for thermal communication with a first part of the cabin and the second cabin heat exchanger may comprise a heat exchanger for thermal communication with a second part of the cabin. The second part of the cabin is a different part of the cabin to the first part of the cabin. As such, the first and second heat exchangers may both be used to heat or cool different parts of the cabin thereby further improving the efficiency of heat management in the vehicle.

[0021] Optionally, in this embodiment, the first cabin heat exchanger may comprise a rear cabin heat exchanger for thermal communication with a rear of the cabin. The rear cabin heat exchanger may be configured to be located behind / rearward of a B-pillar or C-pillar of the vehicle. The rear cabin heat exchanger may be configured to be positioned at a location that longitudinally corresponds to a rear loadspace of the vehicle such a trunk space or a boot space. As used herein, the term “longitudinal” refers to a direction from the front of the vehicle to the rear of the vehicle.

[0022] As such, the system may be used for both heating and cooling the rear of the cabin. Providing a heat exchanger for both heating and cooling the rear of the vehicle is advantageous as it improves temperature control and user comfort at the rear of the cabin without significantly increasing the packaging required for the system.

[0023] The rear of the cabin may include at least a third row of seats in a vehicle comprising three rows of seats. In a vehicle comprising three rows of seats, the rear of the cabin may also include the boot (or trunk). The rear of the cabin may include the boot (or trunk) or the second row of seats in a vehicle having only two rows of seats. Optionally, in this embodiment, the second cabin heat exchanger may comprise a front cabin heat exchanger for thermal communication with a front of the cabin. The first and second heat exchangers may therefore be used to heat or cool the front and rear of the cabin of a vehicle thereby improving the efficiency of heat management in the vehicle. The front cabin heat exchanger may be configured to be located in front of an A-pillar of the vehicle. The front cabin heat exchanger may be configured to be positioned in a location that is frontal to all seats in the vehicle such as (but not limited to) forwardly or underneath the dashboard of the vehicle.

[0024] The front of the cabin may include at least a first row of seats in a vehicle comprising three rows of seats. In a vehicle comprising three rows of seats, the front of the cabin may also include the second row of seats. The front of the cabin may include the first row of seats in a vehicle having only two rows of seats.

[0025] The system may comprise a third cabin heat exchanger for thermal communication with the cabin.

[0026] Optionally, the compressor, the at least one expander, the ambient heat exchanger, the second cabin heat exchanger and the third cabin heat exchanger may be selectively fluidly connectable by a dehumidifying fluid pathway, the dehumidifying fluid pathway being arranged to direct the working fluid sequentially through the compressor, the third cabin heat exchanger, the at least one expander, the ambient heat exchanger, and the second cabin heat exchanger such that the second cabin heat exchanger is operable as a dehumidifier and the third cabin heat exchanger is operable to heat the cabin.

[0027] Advantageously, the third cabin heat exchanger allows air in the cabin to be dehumidified thereby improving user comfort and reducing risk of vehicle windows misting up on the inside. The second cabin heat exchanger is operable as an evaporator and the third cabin heat exchanger is operable as a condenser.

[0028] When the system is in a vehicle, the second and third cabin heat exchangers may be positioned in the vehicle such that air entering the of the cabin is in thermal contact with the second cabin heat exchanger prior to being in thermal contact with the third cabin heat exchanger.

[0029] The third cabin heat exchanger may be for thermal communication with the same part of the cabin as the second cabin heat exchanger. In certain embodiments, the third cabin heat exchanger may comprise a heat exchanger for thermal communication with the second part of the cabin.

[0030] Optionally, the third cabin heat exchanger may comprise a front cabin heat exchanger for thermal communication with a front of the cabin.

[0031] Optionally, the third cabin heat exchanger may be fluidly connectable to the heating fluid pathway in parallel with the first heat exchanger such that the third cabin heat exchanger is operable to heat the cabin in the heating fluid pathway.

[0032] Optionally, the third cabin heat exchanger may be fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first heat exchanger such that the third cabin heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway.

[0033] Advantageously, the third cabin heat exchanger may therefore also used for both heating and cooling the of the cabin. This further improves heating and cooling efficiency of the system, such improvements are particular advantageous in electric vehicles at the vehicle range may consequently be improved.

[0034] The system may comprise a chiller for a traction battery, wherein the chiller is fluidly connectable in parallel with the ambient heat exchanger in the heating fluid pathway. Indeed, the ambient heat exchanger may be completely taken out of the heating fluid pathway so that all the heat delivered by the cabin heat exchanger is provided by the chiller.

[0035] Advantageously, the fraction battery may therefore provide a heat source for the working fluid in the heating fluid pathway. This allows the fraction battery to be cooled and for waste heat from the traction battery to heat the cabin thereby improving the efficiency of the heat management system. Additionally or alternatively, the chiller may be fluidly connectable in parallel with the first cabin heat exchanger in the cooling fluid pathway. The traction battery may therefore be cooled by the chiller. This allows the traction battery to be cooled thereby improving the efficiency of the heat management system.

[0036] In the system, the second cabin heat exchanger fluidly may be connectable to at least one of the cooling fluid pathway and the heating fluid pathway in parallel with the first cabin heat exchanger. As described above, the first cabin heat exchanger may comprise a rear heat exchanger and the second heat exchanger may comprise a front heat exchanger.

[0037] According to another alternative embodiment of the system, the system may comprise a second cabin heat exchanger for thermal communication with the cabin; wherein the compressor, the at least one expander, the ambient heat exchanger, the first cabin heat exchanger and the second cabin heat exchanger may be fluidly connectable by a dehumidifying fluid pathway arranged to direct the working fluid sequentially through the compressor, the second cabin head exchanger, the at least one expander, the ambient heat exchanger, and the first cabin heat exchanger such that the first cabin heat exchanger is operable as an dehumidifier and the second cabin heat exchanger is operable to heat the cabin.

[0038] The second cabin heat exchanger allows air in the cabin to be dehumidified thereby improving user comfort and reducing risk of vehicle windows misting up on the inside. The first cabin heat exchanger is operable as an evaporator and the second cabin heat exchanger is operable as a condenser.

[0039] When the system is in a vehicle, the first and second cabin heat exchangers may be positioned in the vehicle such that air entering the of the cabin is in thermal contact with the first cabin heat exchanger prior to being in thermal contact with the second cabin heat exchanger.

[0040] The first and second cabin heat exchangers may be for thermal communication with the same part of the cabin.

[0041] Optionally, in this embodiment, the first cabin heat exchanger may comprise a front cabin heat exchanger for thermal communication with a front of the cabin.

[0042] Optionally, the second cabin heat exchangers may comprise a front cabin heat exchanger for thermal communication with the front of the cabin.

[0043] Optionally, the second cabin heat exchanger may be fluidly connectable to the heating fluid pathway in parallel with the first heat exchanger such that the second cabin heat exchanger is operable to heat the cabin in the heating fluid pathway.

[0044] Optionally, the second cabin heat exchanger may be fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first heat exchanger such that the second cabin heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway.

[0045] The second cabin heat exchanger may therefore also used for both heating and cooling the of the cabin. This further improves heating and cooling efficiency of the system, such improvements are particular advantageous in electric vehicles at the vehicle range may consequently be improved.

[0046] The system may comprise a chiller for a traction battery, wherein the chiller is fluidly connectable in parallel with the ambient heat exchanger in the heating fluid pathway.

[0047] The traction battery may therefore provide a heat source for the working fluid in the heating fluid pathway. This allows the traction battery to be cooled and for waste heat from the fraction battery to heat the cabin thereby improving the efficiency of the heat management system.

[0048] Additionally or alternatively, the chiller may be fluidly connectable in parallel with the first cabin heat exchanger in the cooling fluid pathway. The traction battery may therefore be cooled by the chiller. This allows the fraction battery to be cooled thereby improving the efficiency of the heat management system.

[0049] The system may comprise a third cabin heat exchanger for thermal communication with the cabin; wherein the third cabin heat exchanger is fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first cabin heat exchanger such that the third heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway. Advantageously, the first and third heat exchangers may both be used to heat or cool the cabin of a vehicle thereby improving the efficiency of heat management in the vehicle. This improves heating and cooling efficiency of the system, such improvements may be particularly advantageous in electric vehicles at the vehicle range may consequently be improved. Additionally, packaging requirements are reduced compared to having four separate heat exchangers for heating and cooling.

[0050] Optionally, the first cabin heat exchanger may comprise a heat exchanger for thermal communication with a first part of the cabin and the third cabin heat exchanger may comprise a heat exchanger for thermal communication with a second part of the cabin. The second part of the cabin is a different part of the cabin to the first part of the cabin. As such, the first and third heat exchangers may both be used to heat or cool different parts of the cabin thereby further improving the efficiency of heat management in the vehicle.

[0051] Optionally, the third cabin heat exchanger may comprise a rear cabin heat exchanger for thermal communication with a rear of the cabin.

[0052] As such, the system may be used for both heating and cooling the rear of the cabin. Providing a heat exchanger for both heating and cooling the rear of the vehicle is advantageous as it improves temperature control and user comfort at the rear of the cabin without significantly increasing the packaging required for the system.

[0053] The rear of the cabin may include at least a third row of seats in a vehicle comprising three rows of seats. In a vehicle comprising three rows of seats, the rear of the cabin may also include the boot. The rear of the cabin may include the boot or the second row of seats in a vehicle having only two rows of seats.

[0054] According to an aspect of the invention, there is provided a vehicle comprising the above-described system. The vehicle may comprise the front and rear cabin heat exchangers in the locations of the vehicle which they are described above as being configured to be located at.

[0055] According to an aspect of the invention, a method is provided for operating a vehicle heat flux management system, the system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle, method comprising selectively operating the system in a cooling mode and a heating mode; wherein the cooling mode cools a cabin of a vehicle with the first cabin heat exchanger; and wherein the heating mode heats the cabin of the vehicle with the first cabin heat exchanger.

[0056] In the method, the first cabin heat exchanger may therefore be used for both heating and cooling the cabin. This improves the heating and cooling efficiency compared to known methods where a heat exchanger is only used for either heating or cooling, and this is without increasing packaging requirements of the system. Improvements in efficiency are particular advantageous when used in an electric vehicle as the vehicle range may consequently be improved.

[0057] According to an aspect of the invention, a method is provided for operating a vehicle heat flux management system, the system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle, method comprising selectively operating the system in a cooling mode and a heating mode; wherein the cooling mode comprises directing a working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the first cabin heat exchanger to cool a cabin of a vehicle; and wherein the heating mode comprises directing the working fluid sequentially through the compressor, the first cabin heat exchanger, the at least one expander and the ambient heat exchanger to heat the cabin of the vehicle.

[0058] In the method, the first cabin heat exchanger may therefore be used for both heating and cooling the cabin. The first cabin heat exchanger operates as an evaporator in the cooling mode or operates as a condenser in the heating mode. This improves the heating and cooling efficiency compared to known methods where a heat exchanger is only used for either heating or cooling, and this is without increasing packaging requirements of the system. Improvements in efficiency are particular advantageous when used in an electric vehicle as the vehicle range may consequently be improved.

[0059] In embodiments of either the above-described aspects of the invention, one or more of the following may apply.

[0060] According to an embodiment of the method, , the cooling mode may comprise selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and a second cabin heat exchanger in thermal communication with the cabin to cool the cabin of the vehicle.

[0061] The heating mode may comprise selectively directing the working fluid sequentially through the compressor, the second cabin heat exchanger, the at least one expander and the ambient heat exchanger to heat the cabin of the vehicle.

[0062] Advantageously, the second heat exchanger may be used in combination with the first heat exchanger thereby improving the efficiency of the system to heat or cool the cabin of the vehicle.

[0063] The first cabin heat exchanger may comprise a heat exchanger for thermal communication with a first part of the cabin and the second cabin heat exchanger may comprise a heat exchanger for thermal communication with a second part of the cabin. The second part of the cabin is a different part of the cabin to the first part of the cabin. As such, the first and second heat exchangers may both be used to heat or cool different parts of the cabin thereby further improving the efficiency of heat management in the vehicle.

[0064] In this embodiment, the first cabin heat exchanger may be a rear cabin heat exchanger in thermal communication with a rear of the cabin such that the cooling mode comprises cooling the rear of the cabin and the heating mode comprises heating the rear of the cabin.

[0065] In this embodiment, the second cabin heat exchanger may be a front cabin heat exchanger in thermal communication with a front of the cabin such that the cooling mode comprises cooling the front of the cabin and the heating mode comprises heating the front of the cabin.

[0066] Optionally, the method may comprise selectively operating the system in a dehumidifying mode. The dehumidifying mode may comprise directing the working fluid sequentially through the compressor, a third cabin head exchanger in thermal communication with the cabin, the at least one expander, the ambient heat exchanger, and the second cabin heat exchanger such that the second cabin heat exchanger operates as an dehumidifier and the third cabin heat exchanger operates to heat the cabin.

[0067] Advantageously, the third cabin heat exchanger allows air in the cabin to be dehumidified thereby improving user comfort and reducing risk of vehicle windows misting up on the inside. The second cabin heat exchanger is operable as an evaporator and the third cabin heat exchanger is operable as a condenser.

[0068] Optionally, the cooling mode may comprise selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the third cabin heat.

[0069] Optionally, the heating mode may comprise selectively directing the working fluid sequentially through the compressor, the third cabin heat exchanger, the at least one expander and the ambient heat exchanger.

[0070] The third cabin heat exchanger may therefore also used for one or both of heating and cooling the of the cabin. This further improves heating and cooling efficiency of the system, such improvements are particular advantageous in electric vehicles at the vehicle range may consequently be improved.

[0071] According to an alternative embodiment of the method, the method may comprise selectively operating the system in a dehumidifying mode. The dehumidifying mode may comprise directing the working fluid sequentially through the compressor, a second cabin head exchanger in thermal communication with the cabin, the at least one expander, the ambient heat exchanger, and the first cabin heat exchanger such that the first cabin heat exchanger operates as an dehumidifier and the second cabin heat exchanger operates to heat the cabin.

[0072] Advantageously, the dehumidifying mode may improve user comfort and reducing risk of vehicle windows misting up on the inside. The first and second cabin heat exchangers may be for thermal communication with the same part of the cabin.

[0073] In this embodiment, the first and second cabin heat exchangers may be a front cabin heat exchangers in thermal communication with a front of the cabin.

[0074] Optionally, the cooling mode may comprise selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the second cabin heat.

[0075] Optionally, the heating mode may comprise selectively directing the working fluid sequentially through the compressor, the second cabin heat exchanger, the at least one expander and the ambient heat exchanger.

[0076] The second cabin heat exchanger may therefore also used for one or both of heating and cooling the of the cabin. This further improves heating and cooling efficiency of the system; such improvements are particular advantageous in electric vehicles at the vehicle range may consequently be improved.

[0077] Optionally, the cooling mode may comprise selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and a third cabin heat exchanger in thermal communication with the cabin to cool the cabin of the vehicle.

[0078] Optionally, the heating mode may comprise selectively directing the working fluid sequentially through the compressor, the third cabin heat exchanger, the at least one expander and the ambient heat exchanger to heat the cabin of the vehicle.

[0079] The third cabin heat exchanger may be for thermal communication with a different part of the cabin to the first and second heat exchangers.

[0080] Including the third cabin heat exchanger may improve efficiency and passenger comfort in the vehicle by enable temperature control in an additional part of the vehicle rear of the vehicle.

[0081] In this embodiment, the third cabin heat exchanger may be a rear cabin heat exchangers in thermal communication with a rear of the cabin.

[0082] For either of the above-described embodiments of the method, the heating mode may comprise selectively directing the working fluid sequentially through the compressor, the first cabin heat exchanger, the at least one expander and a chiller for a traction battery the vehicle.

[0083] Advantageously, the traction battery may therefore provide a heat source for the working fluid in the heating mode. This allows the traction battery to be cooled and for waste heat from the traction battery to heat the cabin thereby improving the efficiency of the method.

[0084] For either of the above-described embodiments of the method, the cooling mode may comprise directing a working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the chiller to cool a traction battery of the vehicle.

[0085] As such, the method may allow the traction battery to be cooled thereby improving the efficiency of the heat management in the vehicle.

[0086] Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and / or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and / or features of any embodiment can be combined in any way and / or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and / or incorporate any feature of any other claim although not originally claimed in that manner.

[0087] BRIEF DESCRIPTION OF THE DRAWINGS

[0088] One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows a schematic representation of a heat flux management system in accordance with an embodiment of the invention.

[0089] Figure 2 shows a schematic representation of a vehicle in accordance with an embodiment of the invention; and

[0090] Figure 3 shows a method in accordance with an embodiment of the invention DETAILED DESCRIPTION

[0091] Figure 1 shows a heat flux management system 1 for a vehicle 100 according to an embodiment of the invention. Figure 2 shows a vehicle 100 comprising the heat flux management system 1 . The system 1 may be for use within an electric vehicle. As such, the vehicle 100 may be an electric vehicle comprising a traction battery. However, the system 1 is not limited to use in electric vehicles. The system 1 may be for use in, for example, a hybrid electric vehicle or internal-combustion-engine vehicles.

[0092] The system 1 is for exchanging heat between a cabin 110 of the vehicle 100 and an ambient environment surrounding the vehicle 100 to manage the temperature within the cabin 110. The system 1 therefore comprises an ambient heat exchanger 10 for thermal communication with the ambient environment and at least one cabin heat exchanger 12, 14, 16 for thermal communication with the cabin 110 of the vehicle 100. The system 1 further comprises a compressor 18 and at least one expander 20 (i.e. 20a, 20b, 20c, etc.). The compressor 18 may drive a working fluid, such as a refrigerant, around the system 1 during use. The at least one expander 20 is configured to cause a reduction in the pressure of the working fluid as the working fluid passes through the expander 20. The expander 20 may be variable such that the change in pressure difference across the expander 20 may be varied. The at least one expander 20 may comprise an expansion valve. During use, the expansion valve may be fully opened, closed or at any intermediate position (i.e. partly open). However, any suitable expander 20 may be used.

[0093] In the system 1 , the ambient heat exchanger 10, the cabin heat exchanger 12, 14, 16, the compressor 18 and at least one expander 20 are selectively fluidly connectable by both a cooling fluid pathway and a heating fluid pathway. During use, the working fluid may be directed through either the cooling fluid pathway or the heating fluid pathway during use.

[0094] The cooling fluid pathway is arranged to direct the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the at least one expander 20 and the cabin heat exchanger 12, 14, 16. The heating fluid pathway is arranged to direct the working fluid sequentially through the compressor 18, the at least one cabin heat exchanger 12, 14, 16, the at least one expander 20 and the ambient heat exchanger 10. Each of the cooling fluid pathway and the heating fluid pathway is a closed fluid pathway.

[0095] The cooling and heating fluid pathways enable the cabin heat exchanger 12, 14, 16 to act as an evaporator in the cooling fluid pathway and as a condenser in the heating fluid pathway. Therefore, the cabin heat exchanger 12, 14, 16 is operable to either cool the cabin 110 in the cooling fluid pathway or heat the cabin 110 in the heating fluid pathway. The cabin heat exchanger 12, 14, 16 provides two different functions which may improve heating and cooling efficiency of the vehicle 100 compared to systems where a heat exchanger is configured to only operate as a condenser or an evaporator, and this is without increasing packaging requirements of the system 1 .

[0096] In the non-limiting embodiment shown in Figure 1 , the system 1 comprises three cabin heat exchangers 12, 14, 16 (i.e. first, second and third cabin heat exchangers) each for thermal communication with the cabin 110 of the vehicle 100. Each of the cabin heat exchangers 12, 14, 16 are selectively fluidly connectable to both the cooling fluid pathway and the heating fluid pathway such that each cabin heat exchanger 12, 14, 16 is independently operable to heat or cool the cabin 110. At least two of the cabin heat exchangers 12, 14, 16 may be for thermal communication with different parts of the cabin 110 of the vehicle 100. As such, the cabin heat exchangers 12, 14, 16 may be used to manage the temperature in different parts of the cabin 110.

[0097] In the embodiment in Figure 1 , the system 1 comprises a rear cabin heat exchanger 12 and two front cabin heat exchangers 14, 16. The rear heat exchanger 12 is a heat exchanger for thermal communication with a rear of the cabin 110 of the vehicle 100. The rear of the cabin 110 includes at least a third row of seats in a vehicle 100 comprising three rows of seats. In a vehicle comprising three rows of seats, the rear of the cabin 110 may also include the boot (trunk). The rear of the cabin 110 may include the boot or the second row of seats in a vehicle having only two rows of seats. When the system 1 is within the vehicle 100, the rear cabin heat exchanger may be positioned at the rear of the vehicle 100.

[0098] The front cabin heat exchangers 14, 16 of the system 1 are for thermal communication with a front of the cabin 110. The front of the cabin 110 includes at least a first row of seats in a vehicle comprising three rows of seats. In a vehicle comprising three rows of seats, the front of the cabin 110 may also include the second row of seats. The front of the cabin 110 may include the first row of seats in a vehicle having only two rows of seats. For ease of reference in the following description, the two front cabin heat exchangers are referred to as a primary front cabin heat exchanger 14 and a secondary front cabin heat exchanger 16. When the system 1 is within the vehicle 100, the two front cabin heat exchangers 14, 16 may be positioned at the front of the vehicle 100. When the system 1 is in a vehicle 100, the front cabin heat exchangers 14, 16 may be positioned such that air entering the cabin 110 is in thermal contact with the primary front cabin heat exchanger 14 prior to being in thermal contact with the secondary front cabin heat exchanger 16.

[0099] In the embodiment shown in Figure 1 , the ambient heat exchanger 10, the at least one expander 20, the compressor 18 and the cabin heat exchangers 12, 14, 16 are fluidly connected by a plurality of fluid lines 22 or pipes 22 (i.e. 22a, 22b, 22c, etc.). The system 1 comprises a plurality of control valves 24 (i.e. 24a, 24b, 24c, etc.) operable to selectively connect different components of system 1 . That is, the control valves 24 may be opened to allow fluid to flow through the valve 24 and closed to stop fluid from flowing through the valve 24. The pressure of the working fluid may remain substantially the same as it passes through the control valves 24 during use. The control valves 24 may be two-way, three-way or four-way valves.

[0100] The skilled person will appreciate that the ambient heat exchanger 10, the at least one expander 20, the compressor 18 and the cabin heat exchangers 12, 14, 16 may be fluidly connected in many different ways to provide the cooling and heating fluid pathways in the system 1. One such way is described below and shown in Figure 1 . However, the invention is not limited to the specific arrangement of expanders 20, fluid lines 22 and valves 24 or the number of cabin heat exchangers in the embodiment of the system 1 in Figure 1 .

[0101] In the embodiment in Figure 1 , to connect the ambient heat exchanger 10 and the compressor 18, an output 10b of the ambient heat exchanger 10 may be selectively connectable to an input 18a of the compressor 18 by a fluid line 22a. The fluid line 22a may be arranged such that fluid flows directly to the compressor 18 from the ambient heat exchanger 10. The system 1 may comprise a first control valve 24a adjacent to the output 10b of the ambient heat exchanger 10 and connected to the fluid line 22a. The first control valve 24a is operable to control the flow of working fluid from the ambient heat exchanger 10 into the fluid line 22a. The system 1 may comprise a second control valve 24b adjacent to the input 18a of the compressor 18 and connected to the fluid line 22a. The second control valve 24b is operable to control the flow of working fluid from the fluid line 22a into the compressor 18. The output 10b of the ambient heat exchanger 10 is therefore selectively fluidly connectable to the input 10a of the compressor 18.

[0102] As shown in Figure 1 , an input 10a of the ambient heat exchanger 10 may be selectively connectable to an output 18b compressor 18 by a fluid line 22b. The system 1 may comprise a third control valve 24c adjacent to the output 18b of the compressor 18 and connected to the fluid line 22b. The third control valve 24c may be operable to control the flow of working fluid from the compressor 18 into the fluid line 22b. The output 18b of the compressor 18 is therefore selectively fluidly connectable to the input 10a of the ambient heat exchanger 10.

[0103] As described above, the system 1 comprises at least one expander 20. As shown in the embodiment in Figure 1 , the system 1 may comprise an expander 20a associated with the ambient heat exchanger 10. The expander 20a, or ambient expander 20a, is arranged such that the ambient expander 20a may be used to cause a pressure drop in the working fluid prior to the working fluid entering the ambient heat exchanger 10. In the embodiment shown in Figure 1 , the ambient expander 20a is therefore positioned on the fluid line 22b that extends between the output 18b of the compressor 18 and the input 10a of the ambient heat exchanger 10. The ambient expander 20a is arranged upstream of the ambient heat exchanger 10. When used herein, the terms “upstream” and “downstream” are the relative positions of one or more components relative to the fluid flow direction through the system 1 in which the component(s) are positioned. The expansion of the working fluid caused by the ambient expander 20a may be variable. As such, the ambient expander 20a may be opened such that there is substantially no pressure change in the working fluid as it passes through the ambient expander 20a. Alternatively, the system 1 may be configured (differently to as shown in Figure 1) to bypass the ambient expander 20a such that there may be substantially no pressure change in the working fluid when it flows from the compressor 18 to the ambient heat exchanger 10 along the fluid line 22b.

[0104] As described above, the system 1 in the embodiment shown in Figure 1 comprises the rear cabin heat exchanger 12, the primary front cabin heat exchanger 14 and the secondary front cabin heat exchanger 16.

[0105] The system 1 may comprise an expander 20b associated with the rear cabin heat exchanger 12. The expander 20b, or rear expander 20b, may be configured to cause a pressure drop in the working fluid prior to the working fluid entering the rear cabin heat exchanger 12. As such, the rear expander 20b may be arranged upstream of the rear cabin heat exchanger 12. The system 1 may comprise an expander 20c associated with the primary front cabin heat exchanger 14 (i.e. a primary front expander 20c) and an expander 20d associated with the secondary front cabin heat exchanger 16 (i.e. a secondary front expander 20d). The expanders 20c, 20d may be configured to cause a pressure drop in the working fluid prior to the working fluid entering the respective front cabin heat exchanger 14, 16. The primary front expander 20c may be arranged upstream of the primary front cabin heat exchanger 14. The secondary front expander 20d may be arranged upstream of the secondary front cabin heat exchanger 16. The secondary front expander 20d may be variable. As such, the secondary front expander 20d may be opened such that there is substantially no pressure change in the working fluid as it passes through the secondary front expander 20d. Alternatively, the system 1 be configured to bypass the secondary front expander 20d.

[0106] In the system 1 of Figure 1 , each of the cabin heat exchangers may be configured to receive fluid from the compressor 18 or from the ambient heat exchanger 10.

[0107] To receive the working fluid from the compressor 18, an input 12a, 14a, 16a of each of the cabin heat exchangers 12, 14, 16 may be selectively connectable to the output 18b of the compressor 18. In the embodiment of the system 1 shown in Figure 1 , the cabin heat exchangers 12, 14, 16 are selectively connectable to the output of the compressor 18 in parallel with each other. The rear cabin heat exchanger 12, the primary front cabin heat exchanger 14 and the secondary front cabin heat exchanger 16 and their respective expanders 20b, 20c, 20d may therefore be on separate fluid lines 22. As shown in Figure 1 , an input fluid line 22c may be connected to the input 12a of the rear cabin heat exchanger 12 and an output fluid line 22d may be connected to the output 12b of the rear cabin heat exchanger 12. The rear expander 20b is on the input fluid line 22c of the rear cabin heat exchanger 12. The inputs 14a, 16a and outputs 14b, 16b of the primary and second front cabin heat exchangers 14, 16 and the primary and secondary expanders 20c, 20d may be connected to fluid lines 22e, 22f, 22g, 22h in the same manner as the rear cabin heat exchanger 12 and the rear expander 20b. As described above for the ambient expander 20, the expanders 20b, 20c, 20d associated with the cabin heat exchangers 12, 14, 16 may be variable such that the expanders 20 may be opened to allow fluid may pass through the expanders with substantially no pressure change. Alternatively, the system 1 be configured to bypass the expanders, 20b, 20c, 20d associated with each cabin heat exchanger 12, 14, 16.

[0108] As shown in Figure 1 , each of the input fluid lines 22c, 22e, 22g of the cabin heat exchangers 12, 14, 16 may be selectively fluidly connectable to the output 18b of the compressor 18 by a fluid line 22s. As such, during use working fluid leaving the compressor 18 may flow in parallel through the cabin heat exchangers 12, 14, 16. The fluid line 22s may be connected to the output 18b of the compressor 18 at the third control valve 24c. The third control valve 24c is operable such that working fluid is directed from the output 18b of the compressor 18 along either the fluid line 22b to the ambient heat exchanger 10 or the fluid line 22s to the cabin heat exchangers 12, 14, 16. As such, the third valve may be a 3-way control valve 24c.

[0109] The system 1 may be configured such that one or more of the cabin heat exchangers 12, 14, 16 may receive working fluid from the compressor 18 at the same time. As shown in Figure 1 , the system 1 may comprise a fourth control valve 24d and a fifth control valve 24e arranged to control the flow of working fluid from the compressor to the cabin heat exchangers 12, 14, 16. In the embodiment shown in Figure 1 , the fluid line 22s from the compressor 18 is connected to the input fluid line 22g of the secondary front cabin heat exchanger 16 at the fourth control valve 24d. The input fluid lines 22c, 22e of the rear and front primary cabin heat exchangers 12, 14 are connected to the fifth control valve 24e. A further fluid line 22j connects the fourth and fifth control valve 24d, 24e. The fourth and fifth control valves 24d, 24e are three-way valves. The fourth and fifth control valves 24d, 24e may be operable, alongside the third control valve 20c, to control the flow of working fluid from the compressor 18 to the cabin heat exchangers 12, 14, 16. In a non-limiting example, during use the fourth control valve 24d may be operated to allow working fluid to flow from the compressor 18 to enter the secondary front cabin heat exchanger 16 whilst stopping the working fluid from flowing from the compressor to the rear cabin heat exchanger 12 and the primary from cabin heat exchanger. In an alternative example, during use the fifth control valve 24e may be operated to allow working fluid to flow to one of the rear and primary front cabin heat exchangers 12, 14 and stop working fluid flow to the other of the rear and primary front cabin heat exchangers 12, 14. In a further alternative example, during use the fourth and fifth control valves 24d may be operated to allow working fluid to flow from the compressor 18 to each of the cabin heat exchangers 12, 14, 16 at the same time.

[0110] To receive working fluid from the ambient heat exchanger 10, each of the input fluid lines 22c, 22e, 22g of the cabin heat exchangers 12, 14, 16 may be selectively connectable to the output 10b of the ambient heat exchanger 10 by a fluid line 22i. As shown in Figure 1 , the fluid line 22i may be connected to the output 10b of the ambient heat exchanger 10 at the first control valve 24a. The fluid line 22i may be connected to the input lines 22c, 22e, 22g of the cabin heat exchangers 12, 14, 16 via the fifth control valve 24e. The system 1 may be configured such that one or more of the cabin heat exchangers 12, 14, 16 may receive working fluid from the ambient heat exchanger 10 at one time. The fourth and fifth control valves 24d, 24e may be operable, alongside the first control valve 24a, to control the flow of working fluid from the ambient heat exchanger 10 to the cabin heat exchangers 12, 14, 16. As such, working fluid leaving the ambient heat exchanger 10 may flow in parallel through one or more of the cabin heat exchangers 12, 14, 16. In a non-limiting example, the control valves 24a, 24c, 24d, 24e may also be operated during use such that the rear and primary cabin heat exchangers 12, 14, receive fluid from the ambient heat exchanger 10 whilst the secondary cabin heat exchanger 16 does not receive working fluid from the ambient heat exchanger 10.

[0111] In the system 1 of Figure 1 , the compressor 18 or the ambient expander 20 are configured to receive fluid from each of the cabin heat exchangers 12, 14, 16.

[0112] For the compressor 18 to receive working fluid from the cabin heat exchangers 12, 14, 16, each of the output fluid lines 22d, 22f, 22h of the cabin heat exchangers 12, 14, 16 may be selectively fluidly connectable to the input 18a of the compressor 18 by a fluid line 22k. The fluid line 22k may be connected to the second control valve 24b which controls the flow of working fluid into the compressor 18.

[0113] For the ambient heat exchanger 10 to receive fluid from the cabin heat exchangers 12, 14, 16, each of the output fluid lines 22d, 22f, 22h of the cabin heat exchangers 12, 14, 16 may be selectively connectable to the input 10a of the ambient heat exchanger 10 via a fluid line 22I. As shown in Figure 1 , the fluid line 22I is connected at a sixth control valve 24j to the fluid line 22b which extends from the output 18b of the compressor 18 to the input 10a of the ambient heat exchanger 10

[0114] The system 1 may be configured such that one or more of the cabin heat exchangers 12, 14, 16 may output working fluid to the compressor 18 or the ambient heat exchanger 10 at the same time. The system 1 comprises a seventh control valve 24f, an eighth control valve 24g and a ninth control valve 24h configured to control the flow of working fluid from the cabin heat exchangers 12, 14, 16 to the compressor 18 and the ambient heat exchanger 10. In the embodiment of Figure 1 , each of the seventh, eighth and ninth control valves 24f, 24g, 24h are three-way valves.

[0115] As shown in Figure 1 , the output fluid lines 22d, 22f of the rear cabin heat exchanger 12 and the primary front cabin heat exchanger 14 may be connected to the seventh control valve 24f. The seventh control valve 24f may be connected by the fluid line 22k to the input 18a of the compressor 18 via a further fluid line 22m and the eighth control valve 24g. The output fluid line 22h of the secondary front cabin heat exchanger 16 may be connected to the ninth control valve 24h. The ninth control valve 24h may be connected to the fluid line 22I connected to the sixth control valve 24j. The ninth control valve 24h may be connected to the fluid line 22k to the input 18a of the compressor 18 via a further fluid line 22n and the eighth control valve 24g. The seventh, eighth and ninth control valves 24f, 24g, 24h may be operable such that working fluid from the output of one or more of the cabin heat exchangers 12, 14, 16 may be directed to the input 18a of the compressor 18 or to the ambient expander 20a. In a non-limiting example, during use the control valves 24f, 24g, 24h may also be operated such that working fluid from the output 12b, 14b of the rear and primary cabin heat exchangers 12, 14 is directed to the input 18a of the compressor 18 whilst working fluid from the output of the secondary cabin heat exchanger 16 receives fluid from the compressor 18 is directed to the ambient heat exchanger 10 via the sixth control valve 24j. In an alternative example, during use the control valves 24f, 24g, 24h may also be operated such that working fluid from the outputs 12b, 14b, 16b of all the cabin heat exchangers is directed to the input 18a of the compressor 18.

[0116] As shown in the embodiment in Figure 1 , the system 1 may comprise a receiver drier 30. The receiver drier 30 may be configured to receive the working fluid in a mixed state and output the working fluid in the liquid state only. That is, the receiver drier 30 may receive both liquid and gaseous working fluid and output only liquid working fluid. The receiver drier 30 may temporarily store the working fluid to accommodate changes in the volume of working fluid required by the system 1 . The receiver drier 30 may be fluidly connected in the system 1 between the ambient heat exchanger 10 and the compressor 18. As shown in the embodiment in Figure 1 , the input 30a of the receiver drier 30 may be connected to the fluid line 22i extending from the output 10b of the ambient heat exchanger 10. The input 30a of the receiver drier 30 may be connected to the output 18b of the compressor via a fluid line 22r extending from the fluid line 22b between from the output 18b of the compressor 18 and the ambient heat exchanger 10. The fluid line 22r may include a tenth control valve 24k configured to control the working fluid flow along the fluid line 22r. As such, the receiver drier 30 may receive working fluid from the ambient heat exchanger 10 or from the compressor 18. The receiver drier 30 may output working fluid to the ambient heat exchanger 10 or to the cabin heat exchangers 12, 14, 16. An output 30b of the receiver drier 30 may be connected to the fluid line 22i extending from the output 10b of the ambient heat exchanger 10 to the cabin heat exchangers 12, 14, 16. The output of the receiver drier 30 may be connected to the fluid line 22b extending from output 18b of the compressor 18 to the ambient heat exchanger 10 via fluid line 22p. An eleventh control valve 24m may be positioned on the fluid line 22p to control the flow of fluid along the fluid line 22p. As shown in Figure 1 , the ambient expander 20a may be positioned on fluid line 22b. Therefore, the working fluid may pass from the receiver drier 30 and through the ambient expander 20a prior to entering the ambient heat exchanger 10.

[0117] As shown in Figure 1 , the fluid line 22b extending from the output 18b of the compressor 18 to the ambient heat exchanger 10 may comprise a twelfth control valve 24I positioned between the fluid line 22r to the input 30a of the receiver drier 30 and the fluid line 22p from the receiver drier 30. The tenth control valve 24k and the twelfth control valve 24I and eleventh control valve 24m may be operable to cause flow of working fluid from the fluid line 22b to flow to or to bypass the receiver drier 30. For example, the tenth control valve 24k and the eleventh control valve 24m may be closed and the twelfth control valve 24I may be opened so that working fluid does not flow along fluid lines 22r and 22p to and from the receiver drier 30.

[0118] As shown in the embodiment in Figure 1 , the system 1 may comprise a chiller 28 for the fraction battery (not shown) of the vehicle 100. As such, the system 1 may be used to cool the traction battery. The system 1 may comprise an expander 20e associated with the chiller 28. The expander 20e, or chiller expander 20e, may be configured to cause a pressure drop in the working fluid prior to the working fluid entering the chiller 28.

[0119] As shown in the system 1 of Figure 1 , the chiller 28 may be configured to receive fluid from the ambient heat exchanger 10 or from the compressor 18. To receive fluid from the ambient heat exchanger 10, the fluid line 22i extending from the output 10b of the ambient heat exchanger 10 to the inputs 12a, 14a, 16a of the cabin heat exchangers 12, 14, 16 comprises a thirteenth control valve 24i to which a fluid line 22o to the input 28a of the chiller 28 is connected. The chiller expander 20e may be on the fluid line 22o to the input 28a of the chiller 28. The thirteenth valve 24i is operable to control the flow of working fluid to the chiller 28. In the embodiment in Figure 1 , the system 1 is configured such that working fluid leaving the ambient heat exchanger 10 may flow in parallel through the cabin heat exchangers 12, 14, 16 and the chiller 28. As shown in Figure 1 , the chiller 28 may be arranged to receive the working fluid from the ambient heat exchanger 10 via the receiver drier 30.

[0120] The chiller 28 may receive working fluid from the compressor 18 via fluid line 22r which extends from the fluid line 22b between from the output 18b of the compressor 18 and the ambient heat exchanger 10. The chiller 28 may be arranged to receive the working fluid from the compressor 18 via the receiver drier 30. That is, the working fluid from the compressor may pass along fluid line 22r, through the receiver drier 30, through the thirteenth valve 24i and then enter the chiller 28.

[0121] As shown in the system 1 of Figure 1 , the compressor 18 may be configured to receive working fluid from the chiller 28. A fluid line 22q extends from the output 28b of the chiller 28 to the second control valve 24b at the input 18a of the compressor 18.

[0122] The system 1 may comprise a controller 26. The controller 26 may be operable to activate one or more of the plurality of control valves 24. The controller 26 may be configured to control the flow and direction of working fluid around the system 1 during use by opening and closing the control valves 24. As shown in Figure 1 , the controller 26 may be operably connected to the system 1 and the components thereof. For the sake of clarity, the connections between the controller 26 and the components of the system 1 are not shown. The controller 26 may be linked to the vehicle central management system (not shown) of the vehicle 100. The controller 26 can be a control unit or a module such as a programmable CPU, which is operable to control the control valves 24 of the system 1 in order to provide the different fluid pathways for the working fluid through the system 1 . As described above, the expanders 20 may be variable. Therefore, the controller 26 may be configured to operate the expanders 20. The controller 26 may also be operably connected to the compressor 18, the cabin heat exchangers 12, 14, 16, the chiller 28 and the receiver drier 30.

[0123] As described above, the system 1 shown in Figure 1 allows the cabin heat exchangers 12, 14, 16 to be operable to either cool the cabin 110 by using a cooling fluid pathway or to heat the cabin 110 using a heating fluid pathway. The control valves 24 may be opened and closed to selectively provide the cooling and heating fluid pathways via the fluid lines 22.

[0124] The cooling fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the rear expander 20b and the rear cabin heat exchanger 12 in order to cool the rear of the cabin 110. In the cooling fluid pathway, the rear cabin heat exchanger 12 is operable as an evaporator and the ambient heat exchanger acts as a heat sink. The cooling fluid pathway may be achieved in the system 1 of Figure 1 by directing the working fluid from the output of the compressor 18, through the third and sixth control valves 24c, 24j, along fluid line 22b, through the twelfth control valve 24I, through the ambient expander 20a, through the ambient heat exchanger 10, through the first control valve 24a, along fluid line 22i, through the receiver drier 30, through the thirteenth control valve 24i, along fluid line 22i, through the fifth control valve 24e, along input fluid line 22c, through the rear expander 20b, through the rear cabin heat exchanger 12, along output fluid line 22d, through the seventh control valve 24f, along fluid line 22m, through the eighth control valve 24g, along fluid line 22k, and through the second control valve 24b into the compressor 18. During use of the rear cabin heat exchanger 12 in the cooling fluid pathway, the rear expander 20b is partly open so that the pressure of the working fluid drops as it passes through the rear expander 20b (i.e. to allow the working fluid to expand). However, the ambient expander 20a may be fully open so that the pressure (and temperature) of the working fluid remains substantially the same as it passes through the ambient expander 20a. In the cooling fluid pathway, the tenth and eleventh control valves 24k, 24m are closed. After compression by the compressor 18, the temperature of the working fluid is increased and heat is shed to the ambient environment by the ambient heat exchanger 10.

[0125] In order to cool the front of the cabin 110, one or both of the primary and secondary heat exchangers 14, 16 may be included in the cooling fluid pathway.

[0126] To include the primary front cabin heat exchanger 14, the cooling fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the primary front expander 20c and the primary front cabin heat exchanger 14. As such, the primary front cabin heat exchanger 14 is operable as an evaporator to cool the cabin 110. To include the primary front cabin heat exchanger 14 in the cooling fluid pathway, working fluid from the fifth control valve 24e may be directed along input fluid line 22e, through the primary front expander 20c, through the primary front cabin heat exchanger 14 and along output fluid line 22f to the seventh control valve 24f. During use of the primary front cabin heat exchanger 14 in the cooling fluid pathway, the primary front expander 20c is partly open so that the pressure of the working fluid drops as it passes through the primary front expander 20c.

[0127] To include the secondary front cabin heat exchanger 16, the cooling fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the secondary front expander 20d and the secondary front cabin heat exchanger 16. As such, the secondary front cabin heat exchanger 16 is operable as an evaporator to cool the cabin 110. To include the secondary front cabin heat exchanger 16 in the cooling fluid pathway, the working fluid from the fifth control valve 24e may be directed along fluid line 22j, along input fluid line 22g, through the secondary front expander 20d, through the secondary front cabin heat exchanger 16, along output fluid line 22h, through the eighth control valve 24h and along fluid line 22n to the to the eighth control valve 24g. During use of the secondary front cabin heat exchanger 16 in the cooling fluid pathway, the secondary front expander 20d is partly open so that the pressure of the working fluid drops as it passes through the secondary front expander 20d.

[0128] The chiller 28 may be included in the cooling fluid pathway in order to cool the fraction battery of the vehicle 100. Therefore, the cooling fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, the chiller expander 20e and chiller 28. To include the chiller 28 in the cooling fluid pathway, working fluid from the thirteenth control valve 24i may be directed along fluid line 22o, through the chiller expander 20e, through the chiller 28, along fluid line 22q and through the second control valve 24b into the compressor 18. During use of the chiller 28 in the cooling fluid pathway, the chiller expander 20e is partly open so that the pressure of the working fluid drops as it passes through the chiller expander 20e.

[0129] In the system 1 shown in Figure 1 , the cabin heat exchangers 12, 14, 16 and the chiller 28 are selectively fluidly connectable in parallel in the cooling fluid pathway. During use one or more of the cabin heat exchangers 12, 14, 16 and the chiller 28 may be used in the cooling fluid pathway at the same time. For example, it is desirable to cool only the front of the cabin, the cooling fluid pathway may be arranged to direct working fluid to the primary front cabin heat exchanger 14 and / or the secondary front cabin heat exchanger 16 and not to the rear cabin heat exchanger 12 or the chiller 28. In another example, if it is desirable to cool the whole cabin the cooling fluid pathway may arranged to direct working fluid through all of the cabin heat exchangers 12, 14, 16. In another example, if it is desirable to only cool the fraction battery, the cooling fluid pathway may arranged to direct working fluid through the chiller 28 and not the cabin heat exchangers 12, 14, 16.

[0130] In order to heat the rear of the cabin 110, the compressor 18, the rear cabin heat exchanger 12, the ambient expander 20a and the ambient heat exchanger 10 may be connectable by the heating fluid pathway. The heating fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the rear cabin heat exchanger 12, the ambient expander 20a and the ambient heat exchanger 10. As such, the rear cabin heat exchanger 12 is operable as a condenser, shedding heat to the rear cabin, and the ambient heat exchanger 10 acts as a heat source, taking heat from the ambient environment. The heating fluid pathway may be achieved in the system 1 of Figure 1 by directing the working fluid from the output 18b of the compressor 18, through the third control valve 24c, along fluid line 22s, through the fourth control valve 24d, along fluid line 22j, through the fifth control valve 24e, along input fluid line 22c, through the rear expander 20b, through the rear cabin heat exchanger 12, along output fluid line 22d, through the seventh control valve 24f, along fluid line 22m, through the eighth control valve 24g, along fluid line 22n, through the ninth control valve 24h, along fluid line 22I, through the sixth control valve 24j, along fluid line 22b, through the tenth control valve 24k, along fluid line 22r, through the receiver drier 30, along fluid line 22p, through the eleventh control valve 24m, through the ambient expander 20a, along fluid line 22b, through the ambient heat exchanger 10, through the first control valve 24a, along fluid line 22a and through the second control valve 24b into the compressor 18. During use of the ambient heat exchanger 10 in the heating fluid pathway, the ambient expander 20a is partly opened so that the pressure of the working fluid drops as it passes through the ambient expander 20a. During use of the rear cabin heat exchanger 12 in the heating fluid pathway, the rear expander 20b may be fully open. In the heating fluid pathway, the twelfth control valve 24I is closed.

[0131] In order to heat the front of the cabin 110, one or both of the primary and secondary front cabin heat exchangers 14, 16 may be used in the heating fluid pathway.

[0132] To include the primary front cabin heat exchanger 14, the heating fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the primary front cabin heat exchanger 14, the ambient expander 20a and the ambient heat exchanger 10. To include the primary front cabin heat exchanger 14 in the heating fluid pathway working fluid from the fifth control valve 24e may be directed along input fluid line 22e, through the primary front expander 20c, through the primary front cabin heat exchanger 14 and along output fluid line 22f to the seventh control valve 24f. During use of the front primary cabin heat exchanger 14 in the heating fluid pathway, the front primary expander 20c may be fully open.

[0133] To include the secondary front cabin heat exchanger 16, the heating fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the ambient expander 20a and the ambient heat exchanger 10. To include the secondary front cabin heat exchanger 16 in the heating fluid pathway working fluid from the fifth control valve 24e may be directed along fluid line 22j, through the fourth control valve 24d, along input fluid line 22g, through the secondary front expander 20d, through the secondary front cabin heat exchanger 16, along output fluid line 22h to the ninth control valve 24h. During use of the front secondary cabin heat exchanger 16 in the heating fluid pathway, the secondary primary expander 20d may be fully open.

[0134] In the system 1 shown in Figure 1 , the rear heat exchanger 12, the primary front cabin heat exchanger 14 and the secondary front cabin heat exchanger 16 are selectively fluidly connectable in parallel in the heating fluid pathway. Therefore, in the same manner as described for the heating fluid pathway, whilst each of the cabin heat exchangers 12, 14, 16 are connectable in the cooling fluid pathway, during use one or more of the cabin heat exchangers 12, 14, 16 may be used in the heating fluid pathway at one time.

[0135] In the heating fluid pathway, the ambient heat exchanger 10 acts as a heat source. The chiller 28 may be used as an additional or an alternative heat source to the ambient heat exchanger 10 in the heating fluid pathway. The ambient heat exchanger 10 and the chiller 28 may be connected in parallel to one another in the heating fluid pathway. As such, during use one or both of the ambient heat exchanger 10 and the chiller 28 may be used as heat sources at one time. To include the chiller 28 in the heating fluid pathway, working fluid may be directed from the receiver drier 30, along fluid line 22i, through the thirteenth control valve 24i, through the chiller expander 20e, through the chiller 28 and then along fluid line 22q to the second control valve 24b at the input 18a of the compressor 18. During use of the chiller 28 in the heating fluid pathway, the chiller expander 20e is partly opened so that the pressure of the working fluid drops as it passes through the chiller expander 20e.

[0136] In the system 1 of Figure 1 , the primary and secondary front cabin heat exchangers 14, 16 may additionally be connected by one or more dehumidifying fluid pathways. During use, the dehumidifying fluid pathway may enable the moisture content of air entering the cabin 110 to be reduced thereby improving user comfort. When the system 1 is arranged in the vehicle 100, the primary and secondary front cabin heat exchanger 16 may be positioned in the vehicle 100 such that air entering the front of the cabin 110 is in thermal contact with the primary front cabin heat exchanger 14 prior to being in thermal contact with the secondary front cabin heat exchanger 16.

[0137] Each of the one or more dehumidifying fluid pathways may be arranged to direct the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the primary front expander 20c, and the primary front cabin heat exchanger 14. The primary and secondary front cabin heat exchangers 14, 16 may be connected in a first dehumidifying fluid pathway arranged to direct the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the ambient expander 20a, the ambient heat exchanger 10, the primary front expander 20c, and the primary front cabin heat exchanger 14. As such, in the first dehumidifying fluid pathway the primary front cabin heat exchanger 14 is operable as a dehumidifier and the secondary front cabin heat exchanger 16 is operable to heat the dehumidified air. The first dehumidifying pathway may be achieved in the system 1 in Figure 1 by the working fluid being directed from the compressor 18, through the third control valve 24c, along fluid line 22s, through the fourth control valve 24d, along input fluid line 22g, through the secondary front expander 20d, through the secondary front cabin heat exchanger 16, along output fluid line 22h, through the ninth control valve 24h, along fluid line 22I, through the sixth control valve 24j, along fluid line 22b, through the twelfth control valve 24I, through the ambient expander 20a, through the ambient heat exchanger 10, through the first control valve 24a, along fluid line 22i, through the receiver drier 30, through the thirteenth control valve 24i, through the fifth control valve 24e, along input fluid line 22e, through the primary front expander 20c, through the primary front cabin heat exchanger 14, along output fluid line 22f, through the seventh control valve 24f, along fluid line 22m, through the eighth control valve 24g and along fluid line 22k into the compressor 18. During use of the ambient heat exchanger 10 in the first dehumidifying fluid pathway, the ambient expander 20a is partly open. During use of the primary front cabin heat exchanger 14 in the first dehumidifying fluid pathway, the primary front expander 20c is partly open. However, the secondary front expander 20d is fully open. In the first dehumidifying fluid pathway, the tenth and eleventh control valves 24k, 24m are closed.

[0138] In the first dehumidifying fluid pathway, the rear cabin heat exchanger 12 may be connected in parallel to the primary front cabin heat exchanger 14 so that the temperature of the rear of the vehicle 100 may be managed. As such, working fluid may be directed from the fifth control valve 24e, along input fluid line 22c, through the rear cabin heat expander 20b, through the rear cabin heat exchanger 12, along output fluid line 22d to the seventh control valve 24f to join the working fluid from the primary front heat exchanger 14. During the use of the rear cabin heat exchanger 12 in the first dehumidifying fluid pathway, the rear expander 20b is partly open.

[0139] In the dehumidifying fluid pathway, the chiller 28 may be connected in parallel to the primary front cabin heat exchanger 14 so that the traction battery may be cooled. As such, working fluid may be directed from the thirteenth control valve 24i, along fluid path 22o, through the chiller expander 20e, through the chiller 28, along fluid path 22q to the second control valve 24b. During use of the chiller 28 in the first dehumidifying fluid pathway, the chiller expander 20e is partly open.

[0140] Alternatively, the primary and secondary front cabin heat exchangers 14, 16 may be connected in a second dehumidifying fluid pathway. The ambient heat exchanger may be omitted from the second dehumidifying fluid pathway. As such, the second dehumidifying fluid pathway may be arranged to direct the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the primary front expander 20c, and the primary front cabin heat exchanger 14. As such, in the second dehumidifying fluid pathway the primary front cabin heat exchanger 14 is operable as a dehumidifier and the secondary front cabin heat exchanger 16 is operable to heat the dehumidified air. The second dehumidifying pathway may be achieved in the system 1 in Figure 1 by the working fluid being directed from the compressor 18, through the third control valve 24c, along fluid line 22s, through the fourth control valve 24d, along input fluid line 22g, through the secondary front expander 20d, through the secondary front cabin heat exchanger 16, along output fluid line 22h, through the ninth control valve 24h, along fluid line 22I, through the sixth control valve 24j, along fluid line 22b, through the tenth control valve 24k, along fluid line 22r, through the receiver drier 30, through the thirteenth control valve 24i, through the fifth control valve 24e, along input fluid line 22e, through the primary front expander 20c, through the primary front cabin heat exchanger 14, along output fluid line 22f, through the seventh control valve 24f, along fluid line 22m, through the eighth control valve 24g and along fluid line 22k into the compressor 18. During use of the primary front cabin heat exchanger 14 in the second dehumidifying fluid pathway, the primary front expander 20c is partly open. However, the secondary front expander 20d is fully open. In the second dehumidifying fluid pathway, the eleventh and twelfth control valves 24m, 24I are closed.

[0141] In the second dehumidifying fluid pathway, the rear cabin heat exchanger 12 may be connected in parallel to the primary front cabin heat exchanger 14 in the same manner as described above for the first dehumidifying fluid pathway. In the dehumidifying fluid pathway, the chiller 28 may be connected in parallel to the primary front cabin heat exchanger 14 in the same manner as described above for the first dehumidifying fluid pathway.

[0142] As described above, the expanders 20 may be variable such that there is substantially no drop in pressure when the working fluid passes through the expander 20. As such, there may be substantially no drop in pressure when the working fluid passes through the ambient expander 20a in the cooling fluid pathway, through the rear expander 20b, primary front expander 20c, secondary front expander 20d in the heating fluid pathway and through the secondary front expander 20d in the dehumidifying fluid pathway. Alternatively, the expanders 20a, 20b, 20c, 2 Od may be bypassed when not required to provide a pressure drop.

[0143] Figure 3 shows a method 1000 according to an embodiment of the invention. The method 1000 is a method of operating a heat flux management system 1 , such as the system 1 illustrated in Figure 1 . The method 1000 may be performed by the controller 26 illustrated in Figure 1 . In particular, controller 26 may comprise a memory and a processor. The memory may comprise computer-readable instructions which, when executed by the processor, perform the method 1000.

[0144] The method 1000 comprises selectively operating the system 1 in a cooling mode 1020 and a heating mode 1030. The method 1000 may comprise the step 1010 of selecting between operating the system 1 in the cooling mode 1020 and the heating mode 1030. In the embodiment of the system 1 shown in Figure 1 , this selection may be performed by the controller 26. The selection may be dependent on the heat management requirements of the vehicle. The selection may be based on a user providing an input to the controller 26. The method 1000 may comprise operating the system 1 in the cooling mode 1020 to cool the cabin 110 or in the heating mode 1030 to heat the cabin 110 based on the selection. To operate the system 1 in one of the modes, the controller 26 may activate the compressor 18.

[0145] The cooling mode 1020 comprises directing the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, an expander 20 associated with one or more of the cabin heat exchangers 12, 14, 16 and the respective cabin heat exchangers 12, 14, 16 to cool a cabin 110 of a vehicle 100. As such, in the cooling mode 1020 the working fluid is directed along the cooling fluid pathway. In the cooling mode, the working fluid may be directed through the receiver drier 30 after the working fluid has left the ambient heat exchanger 10 and before the working fluid enters an expander 20 associated with one of the cabin heat exchangers 12, 14, 16.

[0146] The heating mode 1030 comprises directing the working fluid sequentially through the compressor 18, one or more of the cabin heat exchangers 12, 14, 16, the ambient expander 20 and the ambient heat exchanger 10 to heat the cabin 110 of the vehicle 100. As such, in the heating mode 1030 the working fluid is directed along the heating fluid pathway. In the heating mode, the working fluid may be directed through the receiver drier 30 after the working fluid has left one or more of the cabin heat exchangers 12, 14, 16 and before the working fluid enters the ambient expander 20.

[0147] When the system 1 is operated in the cooling mode 1020 or the heating mode 1030, the working fluid may be directed through one or more of the cabin heat exchangers 12, 14, 16 as required to manage the temperature of the cabin 110. For example, to cool the rear of the cabin 110, the cooling mode 1020 may comprise directing the working fluid through the rear cabin heat exchanger 12. To cool the front of the cabin 110, the cooling mode 1020 may comprise directing the working fluid through the primary and / or secondary front cabin heat exchangers 14. Both the primary and secondary front cabin heat exchangers 14, 16 may be used together in the cooling mode 1020 to rapidly cool the cabin. To cool the entirety of the cabin 110, the cooling mode 1020 may comprise directing the working fluid through the rear cabin heat exchanger 12 and through the primary and / or secondary front cabin heat exchanger 14, 16. In the cooling mode 1020, the working fluid may be directed through one, two or all three of the cabin heat exchangers 12, 14, 16 at any one time depending on the requirements in the vehicle 100. In the same manner, when the system 1 is operated in the heating mode 1030 the working fluid may be directed through one or more of the cabin heat exchangers 12, 14, 16 at any one time as required to manage the temperature of the cabin 110.

[0148] The method 1000 may also comprise directing the working fluid through the chiller 28 in the cooling mode 1020 in order to cool the traction battery. Therefore, the method 1000 may comprise directing the working fluid sequentially through the compressor 18, the ambient heat exchanger 10, chiller expander 20e and the chiller 28. The cooling mode 1020 may direct the working fluid through the chiller in parallel to directing the working fluid through one or more of the cabin heat exchangers 12, 14, 16. The working fluid may be directed through the receiver drier 30 after the working fluid has left the ambient heat exchanger 10 and before the working fluid enters the chiller 28.

[0149] The method 1000 may also comprise directing the working fluid through the chiller 28 in the heating mode 1030 so that the chiller 28 acts as a heat source. Therefore, the method 1000 may comprise directing the working fluid sequentially through the compressor 18, one of the cabin heat exchangers 12, 14, 16, the chiller expander 20e and chiller 28. The heating mode 1030 may direct the working fluid through the chiller in parallel to or as an alternative to directing the working fluid through the ambient heat exchanger 10. In the heating mode, the working fluid may be directed through the receiver drier 30 after the working fluid has left one of the cabin heat exchangers 12, 14, 16 and before the working fluid entering the chiller 28.

[0150] The method may comprise selectively operating the system 1 in a dehumidifying mode 1040. In such embodiments, the method step 1010 may comprise selecting between operating the system 1 in the cooling mode 1020, the heating mode 1030 and the dehumidifying mode 1040. The dehumidifying mode 1040 may comprise directing the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the primary front expander 20c, and the primary front cabin heat exchanger 14. The method may comprise selectively operating the system 1 in a first dehumidifying mode when the working fluid is directed along the first dehumidifying fluid pathway or in a second dehumidifying mode when the working fluid is directed along the second dehumidifying fluid pathway. The first dehumidifying mode may comprise directing the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the ambient expander 20a, the ambient heat exchanger 10, the primary front expander 20c, and the primary front cabin heat exchanger 14. The second dehumidifying mode may comprise directing the working fluid sequentially through the compressor 18, the secondary front cabin heat exchanger 16, the primary front expander 20c, and the primary front cabin heat exchanger 14. The dehumidifying mode 1040 may comprise directing the working fluid through the rear expander 20b and the rear cabin heat exchanger 12 in parallel to the primary front cabin heat exchanger 14 so that the temperature of the rear of the vehicle 100 may be managed. The dehumidifying mode 1040 may comprise directing the working fluid through the chiller expander 20e and the chiller 28 in parallel to the primary front cabin heat exchanger 14 so that the temperature of the traction battery may be managed. Whilst the invention has been described with reference to the system shown in Figure 1 and the method of Figure 2, the skilled person will appreciate that various modifications can be made to the embodiment of the system shown in Figure 1 and the method of Figure 2. In the system 1 of Figure 1 , all of the cabin heat exchangers 12, 14, 16 are operable to heat and to cool the cabin 110 of the vehicle 100. This is achieved by each of the heating exchangers being connectable to the cooling and heating fluid pathways. However, in a modification to the above-described embodiment, only the rear heat exchanger 12 may be connectable to both the cooling fluid pathway and the heating fluid pathway. The primary front cabin heat exchanger 14 may be connectable to the cooling fluid pathway and not to the heating fluid pathway. The secondary front cabin heat exchanger 16 may be connectable to the heating fluid pathway and not to the cooling fluid pathway. During use of such a system, the cooling mode 1020 may direct the working fluid through one or both of the rear cabin heat exchanger 12 and the primary front cabin heat exchanger 14. The heating mode 1030 may direct the working fluid through one or both of the rear cabin heat exchanger 12 and the secondary cabin heat exchanger 16. As such, the rear of the cabin 110 has a heat exchanger that is operable to both heat and cool the rear of the cabin 110 whereas the front of the cabin 110 has a dedicated heat exchanger for cooling the cabin 110 (i.e. the primary front cabin heat exchanger 14) and a dedicated heat exchanger for heating the cabin 110 (I.e. the secondary front cabin heat exchanger 16). The primary and secondary front cabin heat exchangers 14, 16 may be connectable to the dehumidifying fluid pathway. This arrangement may improve the temperature control at the rear of the cabin 110. In an alternative modification to the above-described embodiment, the primary and secondary front cabin heat exchangers 14, 16 may be connectable to both the cooling fluid pathway and the heating fluid pathway. The rear heat exchanger 12 may be connectable to only one of the cooling fluid pathway and the heating fluid pathway. In certain embodiments, the rear cabin heat exchanger 12 may be omitted from the system 1 . This may be advantageous in, for example, a vehicle with only two rows of seats where a rear cabin heat exchanger 12 is not necessarily required. In the above-described embodiment, the system 1 comprises cabin heat exchangers 12, 14, 16 for thermal communication with the front and the rear of the cabin 110. However, the cabin heat exchangers 12, 14, 16 may be for thermal communication with different parts of the vehicle 100. For example, one or more of the cabin heat exchangers 12, 14, 16 may be for thermal communication with a middle of the cabin 110 (i.e. the second row of seats in a vehicle 100 with three rows of seats). Alternatively, the cabin heat exchangers 12, 14, 16 may be for thermal communication with the left-hand side and / or the right-hand side of the cabin 110 of the vehicle 100. Therefore, the system 1 of Figure 1 may be modified such that the rear cabin heat exchanger 12 may be replaced by a cabin heat exchanger for thermal communication with a first part of the cabin 110. The primary and secondary front cabin heat exchangers 14, 16 may be replaced by the primary and secondary cabin heat exchangers 14, 16 for thermal communication with a second part of the cabin 110 where the second part of the cabin 110 is a different part of the cabin 110 to the first part of the cabin 110. As such, the secondary cabin heat exchangers 14, 16 are in thermal communication with the same part of the cabin 110. In the embodiment shown in Figure 1 , the system 1 comprises an expander 20 associated with each cabin heat exchanger 12, 14, 16. However, the skilled person will appreciate that the system 1 may comprise a different number of expanders 20. For example, the system 1 may comprise one or more expanders 20. For example, in an embodiment, one expander 20 may be associated with both the rear cabin heat exchanger 12 and the primary front cabin heat exchanger 14. The skilled person will appreciate that the heating and cooling provided by the system 1 of the embodiment in Figure 1 may be achieved using a different arrangement and number of the fluid lines 22 and of the control valves 14 that those shown in Figure 1 . The system 1 may be for use in an electric vehicle. However, the invention is not limited to use in electric vehicles. The system 1 may be for use in a hybrid electric vehicle or internal-combustion-engine vehicles. When the vehicle is used within a vehicle without a traction battery, the chiller may be omitted from the system.

[0151] As used herein, the term A-pillar can be defined as a structural support member of the vehicle located on either side of a windshield of the vehicle, extending from the base of the windshield to the roof of the vehicle.

[0152] As used herein, the term B-pillar can be defined as a structural support member of the vehicle located between the front and rear passenger doors of the vehicle, extending from the floor to the roof.

[0153] As used herein, the term C-pillar can be defined as a structural support member of a vehicle located behind the rear passenger doors, extending from the base of a rear window of the vehicle to the roof.

Claims

CLAIMS1. A vehicle heat flux management system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle; a second cabin heat exchanger for thermal communication with the cabin; wherein the compressor, the at least one expander, the ambient heat exchanger and the first cabin heat exchanger are selectively fluidly connectable by: a cooling fluid pathway arranged to direct a working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the first cabin heat exchanger; and by a heating fluid pathway arranged to direct the working fluid sequentially through the compressor, the first cabin heat exchanger, the at least one expander and the ambient heat exchanger, such that the first cabin heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway; and wherein the second cabin heat exchanger is fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first cabin heat exchanger such that the second heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway.

2. A system according to claim 1 , wherein the first cabin heat exchanger comprises a rear cabin heat exchanger for thermal communication with a rear of the cabin.

3. A system according to any preceding claim, wherein the second cabin heat exchanger comprises a front cabin heat exchanger for thermal communication with a front of the cabin.

4. A system according to any preceding claim, comprising a third cabin heat exchanger for thermal communication with the cabin; wherein the compressor, the at least one expander, the ambient heat exchanger, the second cabin heat exchanger and the third cabin heat exchanger are selectively fluidly connectable by a dehumidifying fluid pathway, the dehumidifying fluid pathway being arranged to direct the working fluid sequentially through the compressor, the third cabin heat exchanger, the at least one expander, the ambient heat exchanger, and the second cabin heat exchanger such that the second cabin heat exchanger is operable as a dehumidifier and the third cabin heat exchanger is operable to heat the cabin.

5. A system according to claim 4, wherein the third cabin heat exchanger is fluidly connectable to each of the cooling fluid pathway and the heating fluid pathway in parallel with the first heat exchanger such that the third cabin heat exchanger is operable to either cool the cabin in the cooling fluid pathway or heat the cabin in the heating fluid pathway.

6. A system according to claim 1 , comprising a second cabin heat exchanger for thermal communication with the cabin; wherein the compressor, the at least one expander, the ambient heat exchanger, the first cabin heat exchanger and the second cabin heat exchanger are fluidly connectable by a dehumidifying fluid pathway arranged to direct the working fluid sequentially through the compressor, the second cabin head exchanger, the at least one expander, the ambient heat exchanger, and the first cabin heat exchanger such that the first cabin heat exchanger is operable as an dehumidifier and the second cabin heat exchanger is operable to heat the cabin.

7. A system according to any one of the preceding claims, comprising a chiller for a traction battery, wherein the chiller is fluidly connectable in parallel with the ambient heat exchanger in the heating fluid pathway or in series with the ambient heat exchanger in the cooling fluid pathway.

8. A vehicle comprising the system of any one of the preceding claims.

9. A method for operating a vehicle heat flux management system, the system comprising: a compressor; at least one expander; an ambient heat exchanger for thermal communication with the ambient environment; and a first cabin heat exchanger for thermal communication with a cabin of a vehicle, method comprising selectively operating the system in a cooling mode and a heating mode; wherein the cooling mode comprises: directing a working fluid sequentially through the compressor , the ambient heat exchanger, the at least one expander and the first cabin heat exchanger to cool the cabin of the vehicle; and selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander (20) and a second cabin heat exchanger in thermal communication with the cabin to cool the cabin of the vehicle; wherein the heating mode comprises: directing the working fluid sequentially through the compressor, the first cabin heat exchanger, the at least one expander and the ambient heat exchanger to heat the cabin of the vehicle; and selectively directing the working fluid sequentially through the compressor, the second cabin heat exchanger, the at least one expander and the ambient heat exchanger to heat the cabin of the vehicle.

10. A method according to claim 9, wherein the first cabin heat exchanger is a rear cabin heat exchanger in thermal communication with a rear of the cabin such that the cooling mode comprises cooling the rear of the cabin and the heating mode comprises heating the rear of the cabin.

11. A method according to claim 9 or 10, wherein the second cabin heat exchanger is a front cabin heat exchanger in thermal communication with a front of the cabin such that the cooling mode comprises cooling the front of the cabin and the heating mode comprises heating the front of the cabin.

12. A method according to any of claims 9 to 11 , wherein the method comprises selectively operating the system in a dehumidifying mode, the dehumidifying mode comprising directing the working fluid sequentially through the compressor, a third cabin head exchanger in thermal communication with the cabin, the at least one expander, the ambient heat exchanger, and the first or second cabin heat exchanger such that the first or second cabin heat exchanger operates as a dehumidifier and the third cabin heat exchanger operates to heat the cabin.

13. A method according to claim 12, wherein the cooling mode comprises selectively directing the working fluid sequentially through the compressor, the ambient heat exchanger, the at least one expander and the third cabin heat exchanger; and wherein the heating mode comprises selectively directing the working fluid sequentially through the compressor, the third cabin heat exchanger, the at least one expander and the ambient heat exchanger.

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