Patent Application
20250091406
The present disclosure relates to a thermal management system for cooling or heating a vehicle component. The thermal management system comprises a main thermal control circuit connected to the vehicle component and a secondary thermal control circuit connected to the vehicle component. The thermal management system is configured for being operated in a normal operational state by means of the main thermal control circuit. The disclosure further relates to a method for operating a thermal management system for cooling or heating a vehicle component and a vehicle comprising a thermal management system for cooling or heating a vehicle component.
Vehicle cooling and heating systems are commonly used in vehicle applications for controlling the temperature ranges of different critical vehicle components, such as for example vehicle control units, battery units, power electronics units, and other types of vehicle units or components being part of the vehicle construction. In for example new energy vehicles, such as hybrid or electric vehicles, including battery electric vehicles, fuel-cell electric vehicles and plug-in hybrid electric vehicles, the high voltage battery components used for providing energy to the electric motors as well as power electronic components and control units need to be temperature controlled. In normal conditions, the temperature controlling may depend on for example the driving conditions of the vehicle, the ambient temperature, and the type of components used in the vehicle system. The thermal management system of the vehicle is constructed for cooling or heating the respective vehicle systems.
For new energy vehicles, the thermal management systems need a redesign compared to the systems used in traditional vehicles with internal combustion engines. These systems are often complex in design and construction, involving a high number of components that take up space in the vehicle and increase the weight of the vehicle construction. This leads to component packaging problems and weight issues, and further, the thermal management systems are often expensive and non-flexible in construction.
In new energy vehicle applications, there is a high demand on cooling or heating critical vehicle components, and thermal control circuits with heat transfer fluid are operated to control the temperature levels of the vehicle components. One example of critical vehicle components that need temperature controlling are central processing units (CPU). It is difficult to predict the exact temperature of a CPU, and the functionality of the CPU is not derated with increased temperature. When being overheated, the CPU fails permanently at high costs and risk of functional loss during operation.
Upon increasing temperature of the CPU or other critical vehicle component, it is essential to cool the CPU or vehicle component to a suitable operational temperature. If a thermal control circuit that is controlling the temperature of the vehicle component is malfunctioning or not providing sufficient temperature regulation, there is a high risk for overheating or damaging the vehicle component.
A malfunction of the thermal management system may for example be a leakage or blockage of the thermal control circuit, leading to inefficient cooling of the critical vehicle component. In current systems used, it is however difficult to detect and quickly act upon a leakage or blockage of a thermal control circuit. There is thus a need for improved thermal management systems, where the systems are simple in design and construction with fewer components compared to current systems used. The system should further be designed to act quickly upon temperature regulation needs, such as a malfunctioning thermal control circuit or non-sufficient temperature regulation in order to establish efficient temperature regulation of a critical vehicle component.
An object of the present disclosure is to provide a thermal management system for cooling or heating a vehicle component, a method for operating a thermal management system for cooling or heating a vehicle component, and a vehicle comprising a thermal management system for cooling or heating a vehicle component, where the previously mentioned problems are avoided.
The disclosure concerns a thermal management system for cooling or heating a vehicle component, where the thermal management system comprises a main thermal control circuit connected to the vehicle component and a secondary thermal control circuit connected to the vehicle component. The thermal management system is configured for being operated in a normal operational state by means of the main thermal control circuit, or in a temporary operational state by means of the secondary thermal control circuit. The thermal management system comprises a valve unit. The main thermal control circuit is connected to the vehicle component via the valve unit in the normal operational state, and the secondary thermal control circuit is temporarily connected to the vehicle component via the valve unit in the temporary operational state upon detection of a cooling requirement or a heating requirement of the vehicle component. The thermal management system is configured for temporarily activating the secondary thermal control circuit for cooling or heating the vehicle component in the temporary operational state.
Advantages with these features are that the thermal management system can be made simple in design and construction, and the secondary thermal control circuit is efficiently cooling or heating the vehicle component upon detection of a cooling requirement or a heating requirement of the vehicle component. The system can be designed without necessarily affecting the capability of the main thermal control circuit to provide flow to other vehicle components. The system is enabling efficient temperature regulation if a thermal control circuit that is controlling the temperature of the vehicle component is not providing sufficient temperature regulation, preventing inter alia the risk for overheating or damaging the vehicle component. The thermal management system can be made simple in design and construction using the valve unit, with fewer components compared to traditional systems used. The system is designed to act quickly upon temperature regulation needs, such as non-sufficient temperature regulation in order to establish efficient temperature regulation of a critical vehicle component. By using the secondary thermal control circuit, efficient cooling or heating of the vehicle component is enabled.
In one embodiment, the thermal management system is configured for being operated in the temporary operational state by means of the secondary thermal control circuit upon a boost cooling or heating requirement of the vehicle component. A boost cooling or heating requirement occurs upon detection of inefficient cooling or inefficient heating of the vehicle component. The thermal management system is designed to act quickly upon a boost cooling or heating requirement of the vehicle component. By using the secondary thermal control circuit, efficient cooling or heating of the vehicle component is enabled.
In one embodiment, the thermal management system comprises at least one sensor configured for detecting the boost cooling or heating requirement of the vehicle component. The at least one sensor is a temperature sensor connected to the main thermal control circuit and/or the vehicle component. The at least one sensor is configured to detect the boost cooling or heating requirement in order for the thermal management system to change from the normal operational state to the temporary operational state. The at least one sensor is configured for detecting the boost cooling or heating requirement of the vehicle component. The system is designed to detect and quickly act upon the boost cooling or heating requirement of the vehicle component by the at least one sensor.
In one embodiment, the thermal management system is configured for being operated in the temporary operational state by means of the secondary thermal control circuit upon a malfunction cooling requirement of the main thermal control circuit. The malfunction of the main thermal control circuit is a leakage of heat transfer fluid from the main thermal control circuit or a blockage of heat transfer fluid in the main thermal control circuit. A malfunction cooling requirement thus occurs upon a leakage or blockage of the main thermal control circuit, leading to inefficient cooling of the vehicle component. The thermal management system is designed to act quickly upon a malfunctioning main thermal control circuit. By using the secondary thermal control circuit, efficient cooling of the vehicle component is enabled.
In one embodiment, the thermal management system comprises at least one sensor configured for detecting the malfunction cooling requirement of the main thermal control circuit. The at least one sensor is a pressure sensor, a temperature sensor and/or a flow sensor connected to the main thermal control circuit. The at least one sensor is configured for detecting the leakage or blockage of the main thermal control circuit. When the malfunction occurs, the at least one sensor is configured to detect the malfunction in order for the thermal management system to change from the normal operational state to the temporary operational state. The at least one sensor is configured for detecting the leakage or blockage of the main thermal control circuit. The system is designed to detect and quickly act upon a leakage or blockage of the main thermal control circuit by the at least one sensor. A combination of different types of sensors may be used in the main thermal control circuit for an efficient and fast detection of the malfunction.
In one embodiment, the valve unit is adapted to disconnect the secondary thermal control circuit from fluid communication with the vehicle component in the normal operational state, and the valve unit is adapted to disconnect the main thermal control circuit from fluid communication with the vehicle component in the temporary operational state. The disconnection of the respective circuits is allowing only one circuit for cooling or heating the vehicle component for an efficient operation of the thermal management system, where the main thermal control circuit is used for cooling or heating the vehicle component in the normal operational state and the secondary thermal control circuit is used for cooling or heating the vehicle component in the temporary operational state.
In one embodiment, the thermal management system comprises a further thermal control circuit connected to the vehicle component and to the valve unit. Each one of the main thermal control circuit and the secondary thermal control circuit is connectable to the vehicle component via the valve unit and the further thermal control circuit. The further thermal control circuit is arranged for transporting heat transfer fluid to the vehicle component from the valve unit and from the vehicle component to the valve unit, both in the normal operational state and the temporary operational state. The further thermal control circuit may be formed by conduits, pipes or other suitable connection means for transporting the heat transfer fluid from the valve unit to the vehicle component, and transporting the heat transfer fluid from the vehicle component to the valve unit. The vehicle component suitably comprises flow channels or similar arrangements for cooling or heating the vehicle component with the heat transfer fluid.
In one embodiment, the valve unit comprises a first outlet flow port and a first inlet flow port connected to the vehicle component. The valve unit comprises a second inlet flow port and a second outlet flow port connected to the main thermal control circuit. The valve unit comprises a third inlet flow port and a third outlet flow port connected to the secondary thermal control circuit.
In one embodiment, the valve unit comprises a valve body. The valve body is in the normal operational state arranged in a first valve position, and the valve body is in the temporary operational state arranged in a second valve position. In the first valve position, the second inlet flow port is in fluid communication with the first outlet flow port and the second outlet flow port is in fluid communication with the first inlet flow port. In the second valve position, the third inlet flow port is in fluid communication with the first outlet flow port and the third outlet flow port is in fluid communication with the first inlet flow port. The valve body may have any suitable configuration, such as a rotating valve body, a sliding valve body, or a pivoting flap member.
In one embodiment, in the first valve position the valve body is blocking fluid communication between the third inlet flow port and the first outlet flow port and blocking fluid communication between the third outlet flow port and the first inlet flow port. In the second valve position the valve body is blocking fluid communication between the second inlet flow port and the first outlet flow port and blocking fluid communication between the second outlet flow port and the first inlet flow port.
In one embodiment, the secondary thermal control circuit comprises a storage unit configured for holding a volume of heat transfer fluid. The volume of heat transfer fluid is arranged as a thermal buffer for cooling or heating the vehicle component in the temporary operational state. The storage unit is used as a flow through volume for heat transfer fluid. The volume of heat transfer fluid in the storage unit acts as a thermal buffer for a specific cooling or heating requirement of the vehicle component.
In one embodiment, the secondary thermal control circuit comprises a pump for circulating heat transfer fluid in the secondary thermal control circuit to the vehicle component and through the storage unit in the temporary operational state. The thermal management system is configured for activating the pump upon detection of the cooling requirement or the heating requirement of the vehicle component. The pump may have any suitable configuration for transporting heat transfer fluid, and the flow rate of heat transfer fluid from the pump may be determined depending on for example the volume of heat transfer fluid in the storage unit, the temperature of the heat transfer fluid in the storage unit, and the temperature of the vehicle component.
In one embodiment, in the normal operational state the main thermal control circuit is fully separated from the secondary thermal control circuit by the valve unit, and in the temporary operational state the secondary thermal control circuit is fully separated from the main thermal control circuit by the valve unit. The separation of the respective circuits is preventing flow between the circuits and only allowing the main thermal control circuit for cooling or heating the vehicle component in the normal operational state, and only allowing the secondary thermal control circuit for cooling or heating the vehicle component in the temporary operational state. Depending on the construction of the valve unit, this separation may not necessarily prohibit the respective thermal control circuits to provide flow in its own circuit.
The disclosure further concerns a method for operating a thermal management system for cooling or heating a vehicle component. The thermal management system comprises a main thermal control circuit connected to the vehicle component and a secondary thermal control circuit connected to the vehicle component. The thermal management system is operated in a normal operational state by means of the main thermal control circuit, or in a temporary operational state by means of the secondary thermal control circuit. The method comprises the steps: arranging the main thermal control circuit in fluid communication with the vehicle component via a valve unit in the normal operational state; arranging the secondary thermal control circuit temporarily in fluid communication with the vehicle component via the valve unit in the temporary operational state upon detection of a cooling requirement or a heating requirement of the vehicle component, and temporarily activating the secondary thermal control circuit for cooling or heating the vehicle component in the temporary operational state.
Advantages with these features are that the thermal management system can be made simple in design and construction, and the secondary thermal control circuit is efficiently cooling or heating the vehicle component upon detection of a cooling requirement or a heating requirement of the vehicle component. The system is enabling efficient temperature regulation if a thermal control circuit that is controlling the temperature of the vehicle component is not providing sufficient temperature regulation, preventing inter alia risk for overheating or damaging the vehicle component. The thermal management system can be made simple in design and construction using the valve unit, with fewer components compared to traditional systems used. The system is designed to act quickly upon temperature regulation needs, such as non-sufficient temperature regulation in order to establish efficient temperature regulation of a critical vehicle component. By using the secondary thermal control circuit, efficient cooling or heating the vehicle component is enabled.
In one embodiment, the method further comprises the step: operating the thermal management system in the temporary operational state by means of the secondary thermal control circuit upon a boost cooling or heating requirement of the vehicle component. A boost cooling or heating requirement occurs upon detection of inefficient cooling or inefficient heating of the vehicle component. The thermal management system is designed to act quickly upon a boost cooling or heating requirement of the vehicle component. By using the secondary thermal control circuit, efficient cooling or heating of the vehicle component is enabled.
In one embodiment, the thermal management system comprises at least one sensor, where the at least one sensor is a temperature sensor connected to the main thermal control circuit and/or the vehicle component. The method further comprises the step: detecting the boost cooling or heating requirement of the vehicle component by the at least one sensor. The at least one sensor is configured to detect the boost cooling or heating requirement in order for the thermal management system to change from the normal operational state to the temporary operational state. The at least one sensor is configured for detecting the boost cooling or heating requirement of the vehicle component. The system is designed to detect and quickly act upon the boost cooling or heating requirement of the vehicle component by the at least one sensor.
In one embodiment, the method further comprises the step: operating the thermal management system in the temporary operational state by means of the secondary thermal control circuit upon a malfunction cooling requirement of the main thermal control circuit, where the malfunction of the main thermal control circuit is a leakage of heat transfer fluid from the main thermal control circuit or a blockage of heat transfer fluid in the main thermal control circuit. A malfunction cooling requirement thus occurs upon a leakage or blockage of the main thermal control circuit, leading to inefficient cooling of the vehicle component. The thermal management system is designed to act quickly upon a malfunctioning main thermal control circuit. By using the secondary thermal control circuit, efficient cooling of the vehicle component is enabled.
In one embodiment, the thermal management system comprises at least one sensor, where the at least one sensor is a pressure sensor, a temperature sensor and/or a flow sensor connected to the main thermal control circuit. The method further comprises the step: detecting the leakage or blockage of the main thermal control circuit by the at least one sensor. When the malfunction occurs, the at least one sensor is detecting the malfunction in order for the thermal management system to change from the normal operational state to the temporary operational state. The at least one sensor is configured for detecting the leakage or blockage of the main thermal control circuit. The system is designed to detect and quickly act upon a leakage or blockage of the main thermal control circuit by the at least one sensor. The main thermal control circuit may be designed with a combination of different types of sensors for an efficient and fast detection of the leakage or blockage.
In one embodiment, the method further comprises the steps: disconnecting the secondary thermal control circuit from fluid communication with the vehicle component by the valve unit in the normal operational state; disconnecting the main thermal control circuit from fluid communication with the vehicle component by the valve unit in the temporary operational state. The disconnection of the respective circuits is allowing only one circuit for cooling or heating the vehicle component for an efficient operation of the thermal management system.
In one embodiment, the valve unit comprises a first outlet flow port and a first inlet flow port connected to the vehicle component. The valve unit comprises a second inlet flow port and a second outlet flow port connected to the main thermal control circuit. The valve unit comprises a third inlet flow port and a third outlet flow port connected to the secondary thermal control circuit. The valve unit comprises a valve body. The method further comprises the steps: arranging the valve body in a first valve position in the normal operational state, where in the first valve position the second inlet flow port is in fluid communication with the first outlet flow port and the second outlet flow port is in fluid communication with the first inlet flow port; arranging the valve body in a second valve position in the temporary operational state, where in the second valve position the third inlet flow port is in fluid communication with the first outlet flow port and the third outlet flow port is in fluid communication with the first inlet flow port. The valve body may have any suitable configuration, such as for example a rotating valve body, a sliding valve body or a pivoting flap member.
In one embodiment, the method further comprises the steps: blocking fluid communication between the third inlet flow port and the first outlet flow port and blocking fluid communication between the third outlet flow port and the first inlet flow port by the valve body in the first valve position; blocking fluid communication between the second inlet flow port and the first outlet flow port and blocking fluid communication between the second outlet flow port and the first inlet flow port by the valve body in the second valve position.
In one embodiment, the secondary thermal control circuit comprises a storage unit configured for holding a volume of heat transfer fluid. The volume of heat transfer fluid is arranged as a thermal buffer for cooling or heating the vehicle component in the temporary operational state. The secondary thermal control circuit comprises a pump for circulating heat transfer fluid in the secondary thermal control circuit to the vehicle component and through the storage unit in the temporary operational state. The method further comprises the step: activating the pump upon detection of the cooling requirement or the heating requirement of the vehicle component. The storage unit is used as a flow through volume for heat transfer fluid. The volume of heat transfer fluid in the storage unit acts as a thermal buffer for specific cooling temperature or heating temperature of the vehicle component. The thermal management system is configured for activating the pump upon detection of the cooling requirement or the heating requirement of the main thermal control circuit. The pump may have any suitable configuration for transporting heat transfer fluid.
In one embodiment, the method further comprises the steps: fully separating the main thermal control circuit from the secondary thermal control circuit by the valve unit in the normal operational state; fully separating the secondary thermal control circuit from the main thermal control circuit by the valve unit in the temporary operational state. The separation of the respective circuits is preventing flow between the circuits and only allowing the main thermal control circuit for cooling or heating the vehicle component in the normal operational state and only allowing the secondary thermal control circuit for cooling or heating the vehicle component in the temporary operational state.
The disclosure further concerns a vehicle comprising a thermal management system for cooling or heating a vehicle component described above.
The disclosure will be described in detail in the following, with reference to the attached drawings, in which
Various aspects of the disclosure will hereinafter be described in conjunction with the appended drawings to illustrate and not to limit the disclosure, wherein like designations denote like elements, and variations of the described aspects are not restricted to the specifically shown embodiments, but are applicable on other variations of the disclosure.
The vehicle component 1 may be any critical component or system of a vehicle that needs cooling or heating during operation. Examples of vehicle components 1 that need temperature control are vehicle control units including central processing units (CPU), battery units, power electronics units, and other types of vehicle units or components being part of the vehicle construction. One specific example of a critical vehicle components that need temperature control are CPUs, where it is difficult to predict the exact temperature of a CPU. The functionality of the CPU is not derated with increased temperature and when being overheated, the CPU fails permanently at high costs and risk of functional loss during operation.
As illustrated in for example
The main thermal control circuit may 2 may have any suitable configuration for cooling or heating the vehicle component 1, and in
In normal operational conditions of the vehicle, the thermal management system S is operated in a normal operational state SN by means of the main thermal control circuit 2 for cooling or heating the vehicle component 1, as shown in
The thermal management system S is further configured for being operated in a temporary operational state ST by means of the secondary thermal control circuit 3 upon detection of a cooling requirement or a heating requirement of the vehicle component 1. The temporary operational state ST is schematically illustrated in
The detection of the cooling requirement or heating requirement may occur if the thermal management system S is detecting a need for boost cooling or heating the vehicle component 1, such as when the main thermal control circuit 2 is not capable of cooling or heating the vehicle component to a desired temperature level. The detection of the cooling requirement or heating requirement may further occur upon a malfunction of the main thermal control circuit 2. The thermal management system S suitably further comprises a non-illustrated control unit, and the control unit is steering and controlling the operation of the thermal management system S, such as shifting operational modes between the normal operational state SN and the temporary operational state ST, based on the cooling requirement or heating requirement.
The thermal management system S is configured for being operated in the temporary operational state ST by means of the secondary thermal control circuit 3 upon a boost cooling or heating requirement of the vehicle component 1. A boost cooling or heating requirement occurs upon detection of inefficient cooling or inefficient heating of the vehicle component 1. The thermal management system is designed to act quickly upon a boost cooling or heating requirement of the vehicle component 1, and by using the secondary thermal control circuit 3, efficient cooling or heating of the vehicle component 1 is enabled.
The thermal management system S comprises at least one sensor 7 configured for detecting the boost cooling or heating requirement of the vehicle component 1. The at least one sensor 7 is a temperature sensor connected to the main thermal control circuit 2 or alternatively to the vehicle component 1. The system may comprise more than one sensor 7, such as for example one sensor connected to the main thermal control circuit and one sensor connected to the vehicle component 1 The at least one sensor 7 is configured to detect the boost cooling or heating requirement of the vehicle component 1 in order for the thermal management system S to change from the normal operational state SN to the temporary operational state ST. The at least one sensor 7 is configured for detecting the boost cooling or heating requirement of the vehicle component 1, and the system is designed to detect and quickly act upon the boost cooling or heating requirement of the vehicle component 1 by the at least one sensor 7. It should be understood that also the secondary thermal control circuit 3 may comprise temperature sensors.
The boost cooling or heating requirement may depend on different factors, such as vehicle system conditions or ambient conditions. In very cold climate conditions, it may be desired to heat the vehicle component 1 temporarily by using the boost heating functionality of the thermal management system S. The thermal management system S is then switching mode from the normal operational state SN to the temporary operational state ST for boost heating of the vehicle component 1 by means of the secondary thermal control circuit 3. The boost heating is enabled by the secondary thermal control circuit 3, without the need for engaging the main thermal control circuit 2. In hot load conditions, the system temperatures of the main thermal control circuit 2 may increase to above desired level for a limited period. It may then be desired to cool the vehicle component 1 temporarily by using the boost cooling functionality of the thermal management system S. The thermal management system S is then switching mode from the normal operational state SN to the temporary operational state ST for boost cooling of the vehicle component 1 by means of the secondary thermal control circuit 3. The boost cooling is enabled by the secondary thermal control circuit 3, without the need for engaging the main thermal control circuit 2. It should be understood that the temperature levels of the heat transfer fluid F in the secondary thermal control circuit 3 may be regulated for a desired boost heating or boost cooling functionality.
The thermal management system S is further configured for being operated in the temporary operational state ST by means of the secondary thermal control circuit 3 upon a malfunction cooling requirement of the main thermal control circuit 2. The malfunction of the main thermal control circuit 2 is a leakage of heat transfer fluid F from the main thermal control circuit 2 or a blockage of heat transfer fluid F in the main thermal control circuit 2. A malfunction cooling requirement thus occurs upon a leakage or blockage of the main thermal control circuit 2, leading to inefficient cooling of the vehicle component 1. The thermal management system S is designed to act quickly upon a malfunctioning main thermal control circuit 2. By using the secondary thermal control circuit 3, efficient cooling of the vehicle component 1 is enabled.
The malfunction of the main thermal control circuit 2 is a leakage of heat transfer fluid F from the main thermal control circuit 2 or a blockage of heat transfer fluid F in the main thermal control circuit 2. A leakage of heat transfer fluid F from the main thermal control circuit 2 may for example occur if any of the conduits are leaking, if any of the connections between components and conduits are leaking, or if any of the components are leaking. A leakage may occur if a conduit, a connection, or a components bursts or cracks, or if a seal breaks. A blockage of heat transfer fluid F in the main thermal control circuit 2 is occurring if the flow of heat transfer fluid F is prevented from being transported, and may be caused by a malfunctioning component or if an object or contaminant is obstructing the flow path. A blockage of heat transfer fluid F in the main thermal control circuit 2 may also occur if power supply to a component is not working properly, such as in the case of a power outage or broken fuse. One specific example of blockage is if the power supply to the circulating pump 2a is prevented, which in turn is preventing the heat transfer fluid F from being transported in the main thermal control circuit 2.
As described above, the thermal management system S comprises at least one sensor 7, as shown in for example
It should be understood that the sensor 7 configured for detecting the malfunction of the main thermal control circuit 2 may be the same temperature sensor 7 used for detecting the boost cooling or heating requirement. Alternatively, the sensor 7 configured for detecting the malfunction of the main thermal control circuit 2 may be a separately arranged sensor.
As shown in for example
If, as an example, a malfunction of the main thermal control circuit 2 occurs, a user of the vehicle should have enough time to take action when the secondary thermal control circuit 3 is activated in the temporary operational state ST. The thermal management system S is therefore suitably designed with a volume of heat transfer fluid F in the storage unit 8 and a flow rate of heat transfer fluid F in the secondary thermal control circuit 3 to allow the user to take action and drive the vehicle to a safe location. As a non-limiting example, a realistic reaction time for a user may be at least 2 to 4 minutes, allowing the user to stop safely in most driving scenarios.
The secondary thermal control circuit 3 further comprises a pump 9 for circulating heat transfer fluid F in the secondary thermal control circuit 3 to the vehicle component 1 and through the storage unit 8 in the temporary operational state ST. The thermal management system S is configured for activating the pump 9 upon detection of the cooling requirement or heating requirement of the vehicle component 1. The pump 9 may have any suitable configuration for transporting heat transfer fluid F, and the flow rate of heat transfer fluid F from the pump may be determined depending on for example the volume of heat transfer fluid in the storage unit 8, the temperature of the heat transfer fluid in the storage unit 8, and the temperature of the vehicle component 1. The pump 9 may be arranged in the flow path of the secondary thermal control circuit 3 before or after the storage unit 8 depending on the design of the thermal management system S. The pump 9 may further be arranged in connection to the storage unit 8 as shown in the embodiment illustrated in
In the temporary operational state ST, the secondary thermal control circuit 3 is connected to the vehicle component 1 via the valve unit 4, as illustrated in for example
As described above, the thermal management system S suitably further comprises the non-illustrated control unit, and the control unit is steering and controlling the operation of the components and circuits of the thermal management system S, such as the pump 9 and the valve 4, based on the cooling requirement or heating requirement.
The valve unit 4 is adapted to disconnect the secondary thermal control circuit 3 from fluid communication with the vehicle component 1 in the normal operational state SN, and to disconnect the main thermal control circuit 2 from fluid communication with the vehicle component 1 in the temporary operational state ST. When the main thermal control circuit 2 is connected to and in fluid communication with the vehicle component 1 in the normal operational state SN, the secondary thermal control circuit 3 is prevented from being in fluid communication with the vehicle component 1 by the valve unit 4. In this way, the main thermal control circuit 2 and the vehicle component 1 are forming a closed thermal control circuit that is separated from the secondary thermal control circuit 3 in the normal operational state SN. When the secondary thermal control circuit 3 is connected to and in fluid communication with the vehicle component 1 in the temporary operational state ST, the main thermal control circuit 2 is prevented from being in fluid communication with the vehicle component 1 by the valve unit 4. In this way, the secondary thermal control circuit 3 and the vehicle component 1 are forming a closed thermal control circuit that is separated from the main thermal control circuit 2 in the temporary operational state ST. With this valve configuration, the main thermal control circuit 2 is fully separated from the secondary thermal control circuit 3 by the valve unit 4 in the normal operational state SN, and the secondary thermal control circuit 3 is fully separated from the main thermal control circuit 2 by the valve unit 4 in the temporary operational state ST.
As shown in for example
The valve unit may 4 have any suitable configuration for controlling the flow of heat transfer fluid F to and from the vehicle component 1. As shown in the embodiments illustrated in
The valve unit 4 comprises a valve body 4a, as shown in the embodiments illustrated in
The valve body 4a is in the temporary operational state ST is arranged in a second valve position PV2, as shown in
The valve body 4a of the valve unit 4 is suitably connected to a non-illustrated actuator or similar device for displacing the valve body 4a between the first valve position PV1 and the second valve position PV2. The actuator may be arranged as an electric motor, stepper motor, or other suitable actuating device.
The valve body 4a may be constructed with a flap configuration, where the valve body 4a is configured for pivoting around a shaft structure 4b upon displacement between the first valve position PV1 and the second valve position PV2. Alternatively, the valve body 4a may have a rotating configuration, where the valve body is configured for rotational movement upon displacement between the first valve position PV1 and the second valve position PV2.
The valve unit 4 of the embodiment illustrated in
In the embodiment shown in
In the first valve position PV1 the valve body 4a is arranged in a first angular position, and in the second valve position PV2 the valve body 4a is arranged in a second angular position, as understood from
The valve unit 4 is arranged in the first valve position PV1 as shown in
In an alternative embodiment, the valve unit 4 illustrated in
In the embodiment illustrated in
The valve body 4a is in the normal operational state SN arranged in the first valve position PV1, as shown in
The valve body 4a is in the temporary operational state ST is arranged in a second valve position PV2, as shown in
The valve unit may have other configurations than the ones described. The valve body may instead be arranged as a sliding valve body that is allowing or blocking fluid transportation through the chambers. The valve unit may be arranged with two valves instead of one valve body with two chambers, where each of the two valves is provided with one chamber. The valve unit or valve units may be actuated with fluid pressure or by an actuator, such as an electric motor, stepper motor, or other suitable actuating device. In other alternative embodiments, the valve unit or valve units may be arranged as magnetic flow valves activated through supply of electric current.
When operating the thermal management system S in the normal operational state SN the main thermal control circuit 2 is cooling or heating the vehicle component 1, as shown in
With the configurations of the valve unit 4 illustrated in
When a cooling requirement or heating requirement of the vehicle component 1 occurs, the cooling requirement or heating requirement of the vehicle component 1 is detected by the at least one sensor 7. Upon detection of the cooling requirement or heating requirement by the at least one sensor 7, the thermal management system S is changing from the normal operational state SN to the temporary operational state ST, as shown in
As described above, the valve unit 4 is configured as an actuator operated active valve or a pressure operated passive valve, and the valve unit 4 is operated by the actuator or pressure from circulated heat transfer fluid F in the secondary thermal control circuit 3, upon activation of the secondary thermal control circuit 3 for cooling or heating the vehicle component 1 in the temporary operational state ST. In this way, the valve unit 4 is connecting the secondary thermal control circuit 3 into fluid communication with the vehicle component 1 and disconnecting the main thermal control circuit 2 from fluid communication with the vehicle component 1.
It will be appreciated that the above description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. While specific examples have been described in the specification and illustrated in the drawings, it will be understood by those of ordinary skill in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the present disclosure. Furthermore, modifications may be made to adapt a particular situation or material to the teachings of the present disclosure without departing from the essential scope thereof. Therefore, it is intended that the present disclosure not be limited to the particular examples illustrated by the drawings and described in the specification as the best mode presently contemplated for carrying out the teachings of the present disclosure, but that the scope of the present disclosure will include any embodiments falling within the foregoing description. Reference signs mentioned in the claims should not be seen as limiting the extent of the matter protected by the claims, and their sole function is to make claims easier to understand.
| Number | Date | Country | Kind |
|---|---|---|---|
| 22176520.9 | May 2022 | EP | regional |
| 22194218.8 | Sep 2022 | EP | regional |
This application is a continuation of International Patent Application No. PCT/CN2023/096750, filed May 29, 2023, and claims the benefit of European Patent Application No. 22176520.9, filed May 31, 2022, and European Patent Application No. 22194218.8, filed Sep. 6, 2022, the disclosures of which are incorporated herein by reference in their entireties.
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/CN2023/096750 | May 2023 | WO |
| Child | 18963658 | US |
