Patent Application
20250050703
This disclosure relates to a hydraulic architecture for a thermal management system for an electrified vehicle, and more particularly to a hydraulic architecture where all heat exchange between vehicle components, cabin, and ambient air is through coolant.
An electrified vehicle includes a high voltage traction battery pack that powers electric machines and other electrical loads of the electrified vehicle. It is challenging to manage heat transfer between different groups of components in the electrified vehicle without the addition of a significant number of heat exchangers and/or a plurality of valve systems.
A system according to an exemplary aspect of the present disclosure includes, among other things: a coolant system that is in fluid communication with power electronics, a battery pack, and a cabin; and a refrigerant system that only interfaces with coolant from the coolant system, and wherein all cabin heat exchange and all refrigerant heat exchange is through coolant.
In a further non-limiting embodiment of the foregoing system, the system includes a valve that is associated with a first configuration or a second configuration, and wherein: in the first configuration, the valve is in fluid communication with the battery pack, the power electronics, a cooler core, a heater core, at least a first chiller and a second chiller, at least one water cooled condenser, and a low temperature radiator; and in the second configuration, the valve is in fluid communication with the battery pack, the power electronics, a cooler core, a heater core, at least a first chiller, a second chiller and a third chiller, at least a first water cooled condenser and a second water cooled condenser, and a low temperature radiator.
In a further non-limiting embodiment of any of the foregoing systems, the valve comprises the only valve that is used in the first configuration and the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, the valve is operational in a plurality of different valve states, and including a controller that controls the valve to manage heat transfer for the plurality of different valve states based on input from a plurality of sensors.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a DC fast charge mode when the cabin does not have a request for heating or cooling, and wherein: the first chiller and the second chiller are used to cool the battery pack via the refrigerant system when in the first configuration, and the first chiller, the second chiller and the third chiller are used to cool the battery pack via the refrigerant system when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a cabin cooling and battery cooling mode, and wherein: one of the first chiller and the second chiller is used to cool the battery pack and another of the first chiller and the second chiller is used to cool the cabin via the cooler core when in the first configuration; and two of the first chiller, the second chiller and the third chiller are used to cool the cabin via the cooler core, and a remaining chiller of the first chiller, the second chiller and the third chiller is used to cool the battery pack when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a cabin cooling and battery cooling mode, and wherein: one of the first chiller and the second chiller is used to cool the battery pack and another of the first chiller and the second chiller is used to cool the cabin via the cooler core when in the first configuration; and two of the first chiller, the second chiller and the third chiller are used to cool the battery pack, and a remaining chiller of the first chiller, the second chiller and the third chiller is used to cool the cabin via the cooler core when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a cabin cooling and battery recirculation mode, and wherein: the first chiller and the second chiller are used to cool the cabin via the cooler core when in the first configuration; and the first chiller, the second chiller, and the third chiller are used to cool the cabin via the cooler core when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a cabin-active cooling and a battery-passive cooling mode, and wherein: the low temperature radiator is used to cool the battery pack and power electronics, one of the first chiller and second chiller is used to cool the power electronics and battery pack, and the other of the first chiller and the second chiller is used to cool the cabin when in the first configuration; and the low temperature radiator is used to cool the battery pack and power electronics, two of the first chiller, the second chiller and the third chiller are used to cool the cabin via the cooler core, a remaining chiller of the first chiller, the second chiller and the third chiller is used to cool the power electronics and battery pack when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises a dehumidification with battery heating/cooling or cabin heating with battery cooling, and wherein:
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises at least a battery heating and a cabin heating mode if predetermined conditions are satisfied, and wherein: heat is transferred directly from a PTC heater to the battery, or heat recovered from ambient air through the low temperature radiator and power electronics waste heat is transferred through the first and second chillers to the at least one water cooled condenser and then to the heater core and battery when in the first configuration; and heat is transferred directly from the PTC heater, or heat recovered from ambient air through the low temperature radiator and power electronics waste heat is transferred through the first, second and third chillers to the first and second water cooled condensers and then to the heater core and battery, when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, one of the plurality of different valve states comprises cabin and battery heating mode, and wherein: heat from the power electronics circuit to directly heat the battery, heat recovered from ambient air through the low temperature radiator and power electronics waste heat is transferred through the first and second chillers to the at least one water cooled condenser and then to the heater core when in the first configuration; and heat from the power electronics circuit to directly heat the battery, heat recovered from ambient air through the low temperature radiator and power electronics waste heat is transferred through the first, second and third chillers to the first and second water cooled condensers and then to the heater core when in the second configuration.
In a further non-limiting embodiment of any of the foregoing systems, the system includes a plurality of pumps comprising at least a first pump positioned immediately downstream of the battery, a second pump positioned immediately downstream of the heater core, a third pump positioned immediately downstream of the low temperature radiator, and a fourth pump positioned immediately downstream of the cooler core.
A method according to another exemplary aspect of the present disclosure includes, among other things: providing a coolant system that is in fluid communication with power electronics, a battery pack, and a cabin; providing a refrigeration system that only interfaces with coolant from the coolant system; conducting all cabin heat exchange through the coolant; and conducting all refrigerant heat exchange through the coolant.
In a further non-limiting embodiment of the foregoing method, the method includes associating a valve that a first configuration or a second configuration, and further including: in the first configuration, fluidly communicating the valve with the battery pack, the power electronics, a cooler core, a heater core, at least a first chiller and a second chiller, at least one water cooled condenser, and a low temperature radiator; and in the second configuration, fluidly communicating the valve with the battery pack, the power electronics, a cooler core, a heater core, at least a first chiller, a second chiller and a third chiller, at least a first water cooled condenser and a second water cooled condenser, and a low temperature radiator.
In a further non-limiting embodiment of any of the foregoing methods, the valve comprises the only valve that is used in the first configuration and the second configuration.
In a further non-limiting embodiment of any of the foregoing methods, the method includes positioning at least a first pump immediately downstream of the battery, a second pump immediately downstream of the heater core, a third pump immediately downstream of the low temperature radiator, and a fourth pump immediately downstream of the cooler core.
In a further non-limiting embodiment of any of the foregoing methods, the valve is operational in a plurality of different valve states, and the method includes controlling the valve to manage heat transfer for the plurality of different valve states based on input from a plurality of sensors.
In a further non-limiting embodiment of any of the foregoing methods, one of the plurality of different valve states comprises at least a battery heating and a cabin heating mode if predetermined conditions are satisfied, and the method includes: when in the first configuration, transferring heat directly from a PTC heater to the battery, or transferring heat recovered from ambient air through the low temperature radiator and power electronics waste heat through the first and second chillers to the at least one water cooled condenser and then to the heater core and battery; and when in the second configuration, transferring heat directly from the PTC heater to the battery, or transferring heat recovered from ambient air through the low temperature radiator and power electronics waste heat through the first, second and third chillers to the first and second water cooled condensers and then to the heater core and battery.
In a further non-limiting embodiment of any of the foregoing methods, one of the plurality of different valve states comprises cabin and battery heating mode, and the method includes: when in the first configuration, using heat from the power electronics circuit to directly heat the battery, and transferring heat recovered from ambient air through the low temperature radiator and power electronics waste heat through the first and second chillers to the at least one water cooled condenser and then to the heater core; and when in the second configuration, using heat from the power electronics circuit to directly heat the battery, and transferring heat recovered from ambient air through the low temperature radiator and power electronics waste heat through the first, second and third chillers to the first and second water cooled condensers and then to the heater core.
The embodiments, examples, and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible.
The various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows.
This disclosure details a hydraulic architecture for a thermal management system for an electrified vehicle, and more particularly to a hydraulic architecture where all heat exchange is through coolant.
In one example, a cabin cooler core 14 and a heater core 16 are located in a vehicle HVAC module 18. The vehicle 10 may also have a second cooler core and heater core located in a rear of a cabin 20 as an auxiliary climate control system. In one example, power electronics 22 are located under a hood 24 of the vehicle. The power electronics 22 include components such as a charger, DC/DC converter, ISC, drive motor, water cooled transmission cooler, on-board generator, PTC heater, etc. In one example, refrigeration system(s) 26 are also located under the hood 24. In one disclose example, the systems 26 comprise a single box refrigerant system 28 (
The subject disclosure provides various hydraulic modes to support vehicle function using a compact refrigerant system (RTMS) with heat transferred to and from the system only via coolant. In one example, BEV cooling architecture and hydraulic modes utilize coolant as a working medium for thermal transfer to and from components for use in power electronics 22, battery 12, and cabin 20 heating and cooling through one or more valves.
BEV architectures usually employ a complex refrigerant and complex coolant system to transfer heat to and from electrified components, and to and from the cabin 20. In order to reduce the quantity of components, increase the efficiency, and better the functionality of heat transfer within the vehicle 10, the submit disclosure provides a unique hydraulic architecture. The subject system has a reduction of components, complexity, expense, and mass of the refrigerant system. The subject thermal management system does all required heat exchange between the electrified components and the cabin, transferring heat to and from the simplified refrigerant system as required. In one example, the system uses indirect coolant heat exchangers to the refrigerant system, and direct heat exchangers with vehicle components, cabin, and ambient.
In one disclosed example, the system has an initial series of modes required for heat transfer between components and subsystems. The system can then switch between the various moves to achieve the desired heating/cooling functions as needed. The benefits of this system include a substantially simplified refrigerant system which is filled just prior to final vehicle assembly, thus reducing cycle time, rework, and tooling at the final assembly plant. Additional benefits include component count reduction, modularity across vehicles, and better facilitation of thermal responses of the vehicle under various conditions.
In one example, the disclosed architecture allows for the use of one refrigerant systems or two refrigerant systems working together to increase the functional capability of the thermal system, e.g. the single box refrigerant system 28 or the dual box refrigerant system 30. The refrigerant systems may be selected to independently transfer heat from one another or to various systems/components based on the efficiency and loading of the two refrigerant boxes. Each refrigerant box may get a thermal load that is different. The modes disclosed herein describe how the hydraulic system takes advantage of each refrigerant box efficiency based on its thermal load. In vehicles with a single refrigerant box system 28, the same valve(s) can be used as is in the dual box refrigerant system 30, which allows for hardware and function commonality.
As discussed above, coolant is used as the sole heat transfer mechanism across vehicle components. In electrified vehicles, the heat captured from various components is utilized within the refrigerant system to take advantage of the coefficient of performance (COP) of the refrigerant system reducing demand of heat generation from components with a lower COP thus improving the range of the vehicle.
In one example, the power electronics 22 has a maximum of 70 degrees C. inlet temperature to most components such as the charger, DC/DC converter, ISCs, oil coolers, etc. In one example, the battery pack 12 has a maximum inlet temperature of 40 degrees C. to 50 degrees C., and comprises the battery and possibly other electrified components requiring cooling such as an AV computer, for example. In one example, the WCC 46, 58 comprises a heat exchanger that transfers heat to and from refrigerant system 36 and coolant. In one example, the chillers 1a, 1b, 2a comprise a heat exchanger that transfers heat to and from refrigerant system 36 and coolant. In one example, the LTR 56 comprises a heat exchanger that transfers heat to and from coolant and the ambient air 40. In one example, the cooler core 48 comprises a heat exchanger that absorbs heat from the cabin 20 and transfers to coolant. In one example, the heater core 42 comprises a heat exchanger that rejects heat.
The valve body V is subject to a plurality of different state usages. In one example, these valve states include at least:
The mode definition drives what components and systems are required to transfer heat at various vehicle drive cycles under various ambient temperatures.
In one example, the thermal management system 32 has three main “customers” including the battery 12, the power electronics 22, and the cabin 20. These customers experience various states including a fill/maintenance state, a hot state, a cold state, and a humid state, for example. The system is also subject to various ambient conditions such as hot, cold, and mild, for example.
In one example, the valve of the thermal management system 32 comprises the only valve used in each systems 28, 30, such that a single valve body V is able to achieve the different operational functions of each valve state.
The valve V is controlled by a system controller C (
The controller C can include a processor, memory, and one or more input and/or output (I/O) device interface(s) that are communicatively coupled via a local interface including one or more buses and/or other wired or wireless connections, for example. The controller C may be a hardware device for executing software, and can be a custom made or commercially available processor, a central processing unit, an auxiliary processor among several processors associated with the computing device, or generally any device for executing software instructions. The software in the memory may include one or more separate programs, each of which includes an ordered listing of executable instructions for implementing logical functions. The controller C can be configured to execute software stored within the memory, to communicate data to and from the memory, and to generally control operations of the computing device pursuant to the software. Software in memory, in whole or in part, is read by the processor, perhaps buffered within the processor, and then executed.
As shown in the single box refrigerant system 28 of 6A, the power electronics (PE) 22 has an inlet from pump 50d and an outlet to port P3, which connects to port P18 and feeds into chiller 1b. Chiller 1b has an outlet into port P19, which connects to port P14 and enters into the battery 12 and charge port 54. An outlet of the battery 12 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to the LTR 56 via port P2. LTR 56 exhaust to ambient 40. The WCC 46 is in a flow only condition (no heat) and an outlet from the WCC 46 enters port P7 and connects to port P9 which feeds into the PTC 44 and heater core 42. The outlet from the heater core 42 enters port E and is sent into and through pump 50c via ports PF and P10. Port P10 connects to port P2, which then directs flow to the LTR 56 and out to ambient 40. The core cooler 48 has an outlet to port PG that connects to pump 50a via port PH. Output from the pump 50a is directed into port P13 which connects to port P20 to enter chiller 1a Outlet from chiller 1a enters port P21 and connects to LTR 56 via port P2 and LTR 56 exhaust to ambient. Thus, in this mode: the heat from the PE 22 goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the battery 12; the heat from the LTR 56 goes to ambient; the WCC 46 is flow only (no heat); and the chillers 1a, 1b are both flow only (no heat).
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 7A, an outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P20 which feeds into chiller 1a, and the outlet from chiller 1a connects to port P21 which feeds into port P14. Port P14 fees into the battery 12/charge port 54. An outlet from the WCC 46 connects to port P7 which connects to port P2, which feeds into the LTR 56. An outlet from the LTR 56 connects to port P1 which goes into and through pump 50d via ports PA and PB. Port PB connects to port P8 which feeds into the WCC 46. PE 22 has an inlet from pump 50d and an outlet from the PE 22 connects to port P3 which connects to port P2 which feeds into the LTR 56. There is zero flow through the heater core/PTC 42,44 and zero flow through the cooler core 48. Thus, in this mode (DCFC with no cabin cooling): heat from the PE 22 goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the WCC 46; heat from the LTR 56 goes to ambient 40; heat from the WCC 46 goes to the LTR 56; and the chillers 1a, 1b take heat from the battery 12.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 8A, an outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P18 which feeds into chiller 1b, which connects to port P19, which fees back into the battery inlet port P14. The outlet of the PE 22 connects to port P3 which feeds into the LTR 56 via port P2. The outlet from the LTR 56 connects to port P1 which feeds into and through pump 50d via ports PA and PB. Port PB connects to port P8 which feeds into the WCC 46. The outlet from the WCC 46 connects to port P7 which feeds into the LTR 56 via port P2. The outlet from the cooler core 48 connects to port PG which feeds into and through pump 50a via ports PH and P13. Port P13 feeds into port P20 as in inlet to chiller 1a. The outlet from chiller 1a connects to port P21 which connects to port P12 which feeds back into the cooler core 48. An inlet to PE 22 is associated with pump 50d. There is no flow through the heater core 42/PTC 44. Thus, in this mode (cabin and battery cooling): heat from the PE 22 goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the WCC 46; heat from the LTR 56 goes to ambient 40; heat from the WCC 46 goes to the LTR 56; chiller 1a takes heat from the cooler core 48; and chiller 1b takes heat from the battery 12.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 9A, the outlet from the cooler core 48 connects to port PG which feeds into and through pump 50a via ports PH and P13. Port P13 feeds into ports P18 and P20 which feeds into coolers 1a and 1b. The outlets from coolers 1a and 1b respectively feed into ports P21 and P19 which combine and connect to port P12 as an inlet into the cooler core 48. An inlet to PE 22 is associated with pump 50d. The outlet of the PE 22 connects to port P3 which feeds into the LTR 56 via port P2. The outlet from the LTR 56 connects to port P1 which feeds into and through pump 50d via ports PA and PB. Port PB connects to port P8 which feeds into the WCC 46. The outlet from the WCC 46 connects to port P7 which feeds into the LTR 56 via port P2. The outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P14 which feeds back into the battery 12/charge port 54. There is no flow through the heater core 42/PTC 44. There is recirculating flow via the battery 12/charge port 54. Thus, in this mode (AC pull down, recirculate battery): heat from the PE 22 goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the WCC 46; heat from the LTR 56 goes to ambient; heat from the WCC 46 goes to the LTR 56; chiller 1a takes heat from the cooler core 48; and chiller 1b takes heat from the cooler core 48.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 10A, an outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P20 which feeds into chiller 1a, which connects to port P21, which fees back into the battery inlet port P14. An inlet to PE 22 is associated with pump 50d. The outlet of the PE 22 connects to port P3 which feeds into the LTR 56 via port P2. The outlet from the LTR 56 connects to port P1 which feeds into and through pump 50d via ports PA and PB. Port PB connects to port P8 which feeds into the WCC 46. The outlet from the WCC 46 connects to port P7 which feeds into the LTR 56 via port P2. The outlet from the cooler core 48 connects to port PG which feeds into and through pump 50a via ports PH and P13. Port P13 feeds into port P18 as in inlet to chiller 1b. The outlet from chiller 1b connects to port P19 which connects to port P12 which feeds back into the cooler core 48. There is no flow through the heater core 42/PTC 44. Thus, in this mode (cabin and battery cooling): heat from the PE 22 goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the WCC 46; heat from the LTR 56 goes to ambient 40; heat from the WCC 46 goes to the LTR 56; chiller 1a takes heat from the battery 12; and chiller 1b takes heat from the cooler core 48.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 11A, an inlet to PE 22 is associated with pump 50d and the outlet of the PE 22 feeds into port P3 which connects to port P18, which feeds into chiller 1b. The output from chiller 1b feeds into port P19 which connects to the inlet port P14 to the battery 12/charge port 54. The outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P2 which feeds into the LTR 56. The outlet port P1 from the LTR 56 connects to port P1 which feeds into and through pump 50d via ports PA and PB. Port PB connects to port P8 which feeds into WCC 46. The outlet from WCC 46 feeds into port P7 which connects to port P2 to feed into the LTR 56. The outlet from the cooler core 48 feeds into port PG which feeds into and through pump 50a via ports PH and P13. Port P13 connects to port P20 which feeds into chiller 1a. The outlet from chiller 1a feeds into port P21 which connects to port P12 which feeds into the cooler core 48. There is no flow through the heater core 42/PTC 44. Thus, in this mode (cabin active cooling and battery passive cooling): heat from the PE goes to the LTR 56; the LTR 56 takes heat from the PE 22, battery 12, and WCC 46; heat from the LTR 56 goes to ambient; heat from the WCC 46 goes to the LTR 56; chiller 1a takes heat from the cooler core 48; and chiller 1b is flow only or takes heat from the battery 12.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 12A, an inlet to PE 22 is associated with pump 50d and the outlet of the PE 22 feeds into port P3 which connects to port P18, which feeds into chiller 1b. The output from chiller 1b feeds into port P19 which connects to the inlet port P14 to the battery 12/charge port 54. The outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P2 which feeds into the LTR 56. The LTR 56 connects to port P1 which feeds into and through pump 50d via port PA. The pump 50d then feeds into an inlet to the PE 22. The outlet from WCC 46 feeds into port P7 which connects to port P9 to feed into the heater core 42/PTC 44. The outlet of the heater core 42/PTC 44 feeds into port PE which feeds into and through pump 50c via ports PF and P10. Port P10 connects to port P8 which feeds into the WCC 46. The outlet from the cooler core 48 feeds into port PG which feeds into and through pump 50a via ports PH and P13. Port P13 connects to port P20 which feeds into chiller 1a. The outlet from chiller 1a feeds into port P21 which connects to port P12 which feeds into the cooler core 48.
In this Valve State E, in one example, there are three different possible configurations for the single box configuration. In a first configuration there is dehumidification and battery cooling, and so in this mode: heat from the PE goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the battery 12; heat from the LTR 56 goes to ambient; heat from the WCC 46 goes to the heater core 42; chiller 1a takes heat from the cooler core 48; and chiller 1b is flow only or takes heat from the battery 12.
In a second configuration there is dehumidification and battery heating with PE waste heat, and so in this mode: heat from the PE goes to the battery 12; the LTR 56 is “off” (LTR bypass); heat from the WCC 46 goes to the heater core 42; chiller 1a takes heat from the cooler core 48; and chiller 1b is flow only (no heat).
In a third configuration there is cabin heating with battery cooling/energy recovery, and so in this mode: heat from the PE goes to the battery 12 and chiller; the LTR 56 is “off” (LTR bypass); heat from the WCC 46 goes to the heater core 42; chiller 1a is flow only (no heat); and chiller 1b takes heat from the battery 12.
As shown in the dual box refrigerant system 30 of
In this Valve State E, in one example there are three different possible configurations for the dual box configuration. In a first configuration there is dehumidification and battery cooling, and so in this mode: heat from the PE goes to the LTR 56; the LTR 56 takes heat from the PE 22 and the battery 12; heat from the LTR 56 goes to ambient; heat from the WCCs 46, 58 goes to the heater core 42; chiller 1a takes heat from the cooler core 48; chiller 1b takes heat from the cooler core 48; and chiller 2a is flow only or takes heat from the battery 12. In a second configuration there is dehumidification and battery heating with PE waste heat, and so in this mode: heat from the PE goes to the battery 12; the LTR 56 is “off” (LTR bypass); heat from the WCCs 46, 58 goes to the heater core 42; chillers 1a, 1b take heat from the cooler core 48; and chiller 2a is flow (no heat).
In a third configuration there is cabin heating with battery cooling/energy recovery, and so in this mode: heat from the PE goes to the battery 12 and chiller; the LTR 56 is “off” (LTR bypass); heat from the WCCs 46, 58 goes to the heater core 42; chillers 1a, 1b are flow only (no heat); and chiller 2a takes heat from the battery 12.
As shown in the single box refrigerant system 28 of 13A, ambient air 40 drawn in from the LTR 56 feeds into port P1 which is fed into and through pump 50d through port PA. Flow exits the pump 50d and enters an inlet to the PE 22. An outlet from the PE 22 feeds into port P3 which connects to port P18 which feeds into chiller 1b. Chiller 1b feeds into port P19 which connects to port P2 as an inlet to the LTR 56. Port P3 of the PE 22 also connects to port P20 which feeds into chiller 1a. Chiller 1a feeds into port P21 which connects to port P2 as an inlet to the LTR 56. The outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port P8 as an inlet to the WCC 46. The outlet of the WCC 46 feeds into port P7 which connects to port P9 as an inlet to the heater core 42/PTC 44. An outlet from the heater core 42/PTC 44 feeds into port PE which is fed into and through pump 50c via ports PF and P10. Port P10 connects to port P14 as an inlet to the battery 12. There is no flow through the cooler core 48. Thus, in this mode (cabin and battery heating via a heat pump): heat from the PE 22 goes to chillers 1a, 1b and the LTR 56; the LTR 56 takes heat from ambient; heat from the LTR 56 goes to the PE 22 and chillers 1a, 1b; heat from the WCC 46 goes to the heater core 42 and battery 12; and the chillers 1a, 1b take heat from the LTR 56 and PE 22.
As shown in the dual box refrigerant system 30 of
As shown in the single box refrigerant system 28 of 14A, the outlet from the battery 12/charge port 54 feeds into and through pump 50b respectively via ports PC, PD, P15. Port P15 connects to port PA as an inlet to pump 50d. Pump 50d feeds into an inlet to PE 22 that feeds into port P3 which connects to port P 14 as an inlet to the battery 12. Ambient air 40 is drawn in through the LTR 56 and is fed into pump 50a via port PH. Flow exits pump 50a avia port P13 which connects to ports P18 and P20. These ports P18, P20 respectively feed into chillers 1b and 1a, and output from these chillers 1b, 1a respectively feed into ports P19 and P21 which connect to port P2 as an inlet to the LTR 56. The outlet from the WCC feeds into port P7 which connects to port P9 as an inlet into the PTC 44 and then the heater core 42. The outlet from the heater core 42 feeds into port PE and is then fed into and through pump 50c via ports PF and P10. Port P10 connects to port P8 as an inlet to WCC 46. There is no flow through cooler core 48. Thus, in this mode (cabin heating via heat pump, battery heating with PE waste heat or e-drive torque loss): the heat from the PE 22 goes to the battery 12; the LTR 56 takes heat from ambient; heat from the LTR 56 goes to chillers 1a, 1b; heat from the WCC 46 goes to the heater core 42; and the chillers 1a, 1b take heat from the LTR 56.
As shown in the dual box refrigerant system 30 of
Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.
It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure.
The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.
