Vehicle Thermal Loop Switching for Battery, Powertrain, and Cabin
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Solution Overview
Problem
Existing multi-mode thermal control systems for electric vehicles are limited in their operational flexibility and efficiency, particularly in managing the thermal needs of the battery pack, powertrain, and cabin, due to restrictive fluidic connections between thermal control loops.
Innovation Solution
A multi-mode thermal control system with independent and parallel operating loops for the battery, powertrain, and cabin, utilizing a three-way valve assembly to adjust fluidic connections and allow for various configurations, including parallel, series, and partial bleed-off modes, enabling flexible thermal management.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Device complexity
If thermal control loops are connected with restrictive fluidic connections, then system structure is simplified, but operational flexibility and efficiency deteriorate
Solution Approach 1:
The patent implements dynamic switching between different operational modes (parallel mode and series mode) through controllable valve assemblies. The first valve assembly switches between parallel connection and partial bleed-off configuration, while the second valve assembly switches between series connection and parallel connection. This dynamic reconfiguration allows the system to adapt to varying thermal management requirements without compromising structural simplicity.
Solution Approach 2:
The thermal control system is segmented into distinct controllable sections with independent valve assemblies. The first valve assembly controls the connection between battery thermal control loop and powertrain thermal control loop, while the second valve assembly controls the connection between powertrain thermal control loop and cabin thermal control loop. This segmentation enables flexible reconfiguration of fluidic paths to optimize thermal management efficiency.
2Ease of operation
If thermal control loops operate independently in parallel, then operational independence is improved, but thermal energy recovery efficiency deteriorates
Solution Approach 1:
The patent converts waste thermal energy from one component into a useful resource for another component. The series connection mode enables the powertrain thermal control loop to transfer excess thermal energy to the cabin thermal control loop for cabin heating, or to the battery thermal control loop for battery thermal management. This transforms otherwise wasted thermal energy into beneficial heating sources, improving overall energy efficiency.
Solution Approach 2:
The thermal control loops are designed with multi-functionality to serve multiple purposes depending on operational conditions. The powertrain thermal control loop can independently cool the powertrain when operating in parallel mode, or transfer thermal energy to heat the cabin or battery when operating in series mode. This universal design allows the same system to adapt to different thermal management scenarios.
3Adaptability or versatility
If multiple valve assemblies are added to enable mode switching, then adaptability is improved, but device complexity increases
Solution Approach 1:
The valve assemblies are designed as dynamic switching components that can change the fluidic connection configuration based on thermal management requirements. The first valve assembly dynamically switches between parallel connection and partial bleed-off configuration, while the second valve assembly dynamically switches between series connection and parallel connection. This dynamic capability enables the system to adapt to varying operational conditions.
4Loss of energy
If series connection is used between thermal control loops, then thermal energy recovery is improved, but operational independence deteriorates
Solution Approach 1:
The system employs dynamic valve control to switch between series connection mode (for thermal energy recovery) and parallel connection mode (for operational independence). The second valve assembly specifically controls the connection between powertrain thermal control loop and cabin thermal control loop, enabling series connection when thermal energy recovery is needed, and parallel connection when independent operation is required.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system provides efficient and adaptable thermal control across different vehicle components, reducing electricity consumption and enhancing the vehicle's range by optimizing thermal management based on ambient conditions and power demands.
Implementation Method 1
a refrigerant-fluid heat exchanger, wherein said first circulation pump is adapted to circulate heat transfer fluid within said battery thermal control loop
Implementation Method 2
a first circulation pump and a refrigerant-fluid heat exchanger, wherein said first circulation pump is adapted to circulate heat transfer fluid within said battery thermal control loop
Implementation Method 3
a refrigerant loop wherein a refrigerant is circulated, and comprising a compressor, a condenser, an evaporator
Implementation Method 4
a refrigerant loop wherein a refrigerant is circulated, and comprising a compressor, a condenser, an evaporator
Implementation Method 5
a first thermal expansion valve adapted to couple said evaporator to said refrigerant loop, and a second thermal expansion valve adapted to couple said refrigerant-fluid heat exchanger to said refrigerant loop
Implementation Method 6
a cabin thermal control loop, which comprises a third circulation pump and a liquid-air heat exchanger
Data Source
AI summary
A thermal control system for a vehicle has a battery thermal control loop having a refrigerant-fluid heat exchanger, a powertrain thermal control loop, a refrigerant loop having a compressor, a condenser, an evaporator, a first valve coupling the evaporator to the refrigerant loop and a second valve coupling the refrigerant-fluid heat exchanger to the refrigerant loop, and a first valve assembly. When the first valve assembly is in a first mode, the battery thermal control loop and the powertrain thermal control loop are not in fluidic connection. When the first valve assembly is in a second mode, the battery thermal control loop and the powertrain thermal control loop are coupled together in partial bleed-off. A cabin thermal control loop with a liquid-air heat exchanger provides temperature control of a cabin of the vehicle. First, second, third, fourth, fifth and sixth connecting branches connect the battery, powertrain and cabin thermal control loops.