Claims:We Claim:

1. A cooling system (100) for a vehicle, the system (100) comprising:
a first circuit (1) comprising;
a condenser (13);
a compressor (15); and
a heat exchanger (5) coupled to the condenser (13) for receiving a refrigerant;
a second circuit (2) coupled to the heat exchanger (5) wherein, a coolant flows through the second circuit (2) and exchanges heat with the refrigerant in the heat exchanger (5);
a third circuit (3) extending from the second circuit (2), the third circuit (3) comprising:
a first pump (6) configured to direct the flow of coolant from the second circuit (2) through the third circuit (3);
a cooler (8), coupled to the first pump (6) to receive the coolant from the second circuit (2) and cool an incoming stream of air for cooling a cabin of the vehicle;
a fourth circuit (4) extending from the second circuit (2), the fourth circuit (4) comprising:
a second pump (7) configured to direct the flow of coolant from the second circuit (2) into the fourth circuit (4);
a battery pack (9) of the vehicle, coupled with the second pump (7) to receive the coolant from the second circuit (2) and manage heat generated in the battery pack (9); and
wherein, at least one of the first pump (6) and the second pump (7) are selectively operated for cooling at least one of the cabin of the vehicle and the battery pack (9) of the vehicle.

2. The system (100) as claimed in claim 1 wherein, the condenser (13) is in fluid communication with the heat exchanger (5), wherein the refrigerant is circulated from the condenser (13) to the heat exchanger (5) and the refrigerant in the heat exchanger (5) absorbs heat from the coolant in the second circuit (2).

3. The system (100) as claimed in claim 1 wherein, the compressor (15) is in fluid communication with the heat exchanger (5), wherein the refrigerant from the heat exchanger (5) is compressed to high pressure and temperature and is directed to the condenser (13).

4. The system (100) as claimed in claim 1 comprising, a three-way valve (17) defined with an inlet (17a), a first outlet (17b) and a second outlet (17c).

5. The system (100) as claimed in claim 3 wherein, the fourth circuit (4) is fluidly connected to the second circuit (2) at one end and the other end of the fourth circuit (4) is fluidly connected to the inlet (17a) of the three-way valve (17).

6. The system (100) as claimed in claim 1 comprising, a re-circulation circuit (16) fluidly connected to the first outlet (17b) of the three-way valve at one end and the other end of the re-circulation circuit (16) is connected to the second circuit (2);

7. The system (100) as claimed in claim 5 wherein, the re-circulation circuit (16) is configured to recirculate the coolant from the fourth circuit (4) to the second circuit (2) bypassing the heat exchanger (5).

8. The system (100) as claimed in claim 1 comprising, a non-return valve (12) configured between the third circuit (3) and the fourth circuit (4) .

9. The system (100) as claimed in claim 1 comprising, a control unit (10) connected to the first pump (6) and the second pump (7) wherein, the control unit (10) selectively operates at least one of the first pump (6) and the second pump (7) for cooling at least one of the cabin of the vehicle and the battery pack (9) of the vehicle.

10. The system (100) as claimed in claim 9 wherein, the control unit (10) operates the second pump (7) and terminates the operation of the first pump (6) when only the battery pack (9) of the vehicle requires to be cooled.

11. The system (100) as claimed in claim 9 wherein, the control unit (10) operates the first pump (6) and the second pump (7) when the Air conditioning system is in the ON condition and the battery pack (9) of the vehicle requires to be cooled.

12. A method of operating a cooling system (100) in a vehicle, the method comprising:
receiving by a control unit (10) at least one signal corresponding to an ON condition of an air conditioning system in the vehicle and a signal corresponding to a temperature of a battery pack (9) in the vehicle;
operating by the control unit (10), a first pump (6) for re-directing a coolant from a second circuit (2) to a third circuit (3) and directing the coolant into a cooler (8), for cooling an incoming stream of air when the control unit (10) receives the signal corresponding to the ON condition of the air conditioning system;
comparing by the control unit (10), the determined temperature of the battery pack (9) with a pre-determined threshold temperature;
operating by the control unit (10), a second pump (7) for re-directing the coolant from the second circuit (2) to a fourth circuit (4) and directing the coolant into the battery pack (9) for cooling the battery pack (9).

13. The method as claimed in claim 12 wherein, the control unit (10) operates a three-way valve (17) for re-directing the coolant from the fourth circuit (4) into a re-circulation circuit (16) when a temperature of the coolant that exits the battery pack (9) is lesser than first pre-determined temperature.

14. The method as claimed in claim 12 wherein, the control unit (10) operates the three-way valve (17) for re-directing the coolant from the fourth circuit (4) into the second circuit (2) when a temperature of the coolant that exits the battery pack (9) is greater than first pre-determined temperature.
, Description:TECHNICAL FIELD

Present disclosure generally relates to a field of automobiles. Particularly, but not exclusively, the present disclosure relates to a cooling system of a vehicle. Further, embodiments of the present disclosure discloses an integrated cooling system for regulating the temperature of a cabin and the temperature of a battery in the vehicle.

BACKGROUND OF THE INVENTION

Increase in vehicle numbers, and emissions emitting from these vehicles, causes significant environmental problems. Hence, there are continuous efforts to reduce fuel consumption and emission from the vehicles. Focus of the automobile manufacturers has been shifted to develop vehicles that can reduce reliance or completely eliminate reliance on internal combustion engines as they require fuel for operation. Vehicles that are capable of running on electricity are currently being developed for this purpose.

Electric vehicles offer alternatives to vehicles that use internal combustion drive trains. One of the principal issues involved in designing an efficient electric drive train may be thermal management. This may be primarily due to the required operating conditions of the battery cells and the need to provide on-demand heating and cooling within the passenger cabin.

The temperature has an influence over battery performance in the electric vehicles. Batteries are preferred to be operated within an optimum temperature range. These batteries may also have to be operated at uniform temperatures as uneven temperature distribution may cause varying charge-discharge behavior. Such varying charge-discharge behavior may lead to electrically unbalanced and unmatched set of batteries and thereby reducing performance. The reduction in performance of the batteries may reduce the range that can be travelled by the electric vehicle. Consequently, vehicles are generally provided with a battery cooling system for regulating the temperature of the batteries.

Also, the temperature may influence the occupant who is using the vehicle. The climate controller in the cabin provides the required thermal comfort for the occupant. Generally, the vehicle is equipped with an air conditioning system for controlling or maintaining the temperature in the cabin at required levels. The required electric charge for operating the air conditioning system may be consumed from the batteries. The consumption of charge from the batteries reduces the range of travel of the electric vehicle.

As described above, the conventional vehicles are generally configured with a separate air conditioning system and a separate battery cooling system. The compressors in the air conditioning system and the battery cooling system procure the required electric current from the battery of the vehicle. Since both the cooling systems are dependent and rely on the battery for operation, the battery is often overloaded by the above-described ancillary devices. Consequently, the available energy to run the vehicle is reduced and the overall range of the vehicle is also reduced.

The present disclosure is directed to overcome one or more limitations stated above, or any other limitation associated with the prior arts.

SUMMARY OF THE DISCLOSURE

One or more shortcomings of the conventional system or device are overcome, and additional advantages are provided through the provision of the method as claimed in the present disclosure.

Additional features and advantages are realized through the techniques of the present disclosure. Other embodiments and aspects of the disclosure are described in detail herein and are considered a part of the claimed disclosure.

In a non-limiting embodiment of the disclosure, a cooling system for a vehicle is disclosed. The system includes a first circuit with a condenser, a compressor and a heat exchanger coupled to the condenser for receiving a refrigerant. A second circuit is coupled to the heat exchanger where, a coolant flows through the second circuit and exchanges heat with the refrigerant in the heat exchanger. A third circuit extends from the second circuit and the third circuit includes a first pump configured to direct the flow of coolant from the second circuit through the third circuit. A cooler is coupled to the first pump to receive the coolant from the second circuit and cool an incoming stream of air for cooling a cabin of the vehicle. A fourth circuit extends from the second circuit and the fourth circuit includes a second pump configured to direct the flow of coolant from the second circuit into the fourth circuit. A battery pack of the vehicle is coupled with the second pump to receive the coolant from the second circuit and manage heat generated in the battery pack. Further, at least one of the first pump and the second pump are selectively operated for cooling at least one of the cabins of the vehicle and the battery pack of the vehicle.

In an embodiment of the disclosure, the condenser is in fluid communication with the heat exchanger, where the refrigerant is circulated from the condenser to the heat exchanger and the refrigerant in the heat exchanger absorbs heat from the coolant in the second circuit.

In an embodiment of the disclosure, the compressor is in fluid communication with the heat exchanger, where the refrigerant from the heat exchanger is compressed to high pressure and temperature and is directed to the condenser.

In an embodiment of the disclosure, a three-way valve is defined with an inlet, a first outlet and a second outlet.

In an embodiment of the disclosure, the fourth circuit is fluidly connected to the second circuit at one end and the other end of the fourth circuit is fluidly connected to the inlet of the three-way valve.

In an embodiment of the disclosure, a re-circulation circuit is fluidly connected to the first outlet of the three-way valve at one end and the other end of the re-circulation circuit is connected to the second circuit.
In an embodiment of the disclosure, the re-circulation circuit is configured to recirculate the coolant from the fourth circuit to the second circuit bypassing the heat exchanger.

In an embodiment of the disclosure, a non-return valve is configured between the third circuit and the fourth circuit.

In an embodiment of the disclosure, a control unit is connected to the first pump and the second pump where, the control unit selectively operates at least one of the first pump and the second pump for cooling at least one of the cabins of the vehicle and the battery pack of the vehicle.

In an embodiment of the disclosure, the control unit operates the second pump and terminates the operation of the first pump when only the battery pack of the vehicle requires to be cooled.

In an embodiment of the disclosure, the control unit operates the first pump and the second pump when the Air conditioning system is in the ON condition and the battery pack of the vehicle requires to be cooled.

In a non-limiting embodiment of the disclosure, a method of operating a cooling system in a vehicle is disclosed. The method includes aspects of receiving by a control unit, at least one signal corresponding to an ON condition of an air conditioning system in the vehicle and a signal corresponding to a temperature of a battery pack in the vehicle. The control unit operates a first pump for re-directing a coolant from a second circuit to a third circuit and directing the coolant into a cooler, for cooling an incoming stream of air when the control unit receives the signal corresponding to the ON condition of the air conditioning system. The control unit compares the determined temperature of the battery pack with a pre-determined threshold temperature. Subsequently, the control unit operates a second pump for re-directing the coolant from the second circuit to a fourth circuit and directing the coolant into the battery pack for cooling the battery pack.

In an embodiment of the disclosure, the control unit operates a three-way valve for re-directing the coolant from the fourth circuit into a re-circulation circuit (16) when a temperature of the coolant that exits the battery pack (9) is lesser than a first pre-determined temperature.

In an embodiment of the disclosure, the control unit operates the three-way valve for re-directing the coolant from the fourth circuit into the second circuit when a temperature of the coolant that exits the battery pack is greater than the first pre-determined temperature.

The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, embodiments, and features described above, further aspects, embodiments, and features will become apparent by reference to the drawings and the following detailed description.

BRIEF DESCRIPTION OF THE ACCOMPANYING FIGURES

The novel features and characteristic of the disclosure are set forth in the appended claims. The disclosure itself, however, as well as a preferred mode of use, further objectives and advantages thereof, will best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying figures. One or more embodiments are now described, by way of example only, with reference to the accompanying figures wherein like reference numerals represent like elements and in which:

Figure 1 illustrates a cooling system for a vehicle, in accordance with an embodiment of the present disclosure.

Figure 2 is a flowchart illustrating a of method operating the cooling system from the Figure 1, in accordance with an embodiment of the present disclosure.

The figure depicts embodiments of the disclosure for purposes of illustration only. One skilled in the art will readily recognize from the following description that alternative embodiments of a cooling system of a vehicle without departing from the principles of the disclosure described herein.

DETAILED DESCRIPTION

The foregoing has broadly outlined the features and technical advantages of the present disclosure in order that the description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which form the subject of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiment disclosed may be readily utilized as a basis for modifying or designing other system for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the disclosure. The novel features which are believed to be characteristic of the disclosure, as to its organization, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.

In the present document, the word "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any embodiment or implementation of the present subject matter described herein as "exemplary" is not necessarily to be construed as preferred or advantageous over other embodiments.

While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described below. It should be understood, however that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.

The terms “comprises”, “comprising”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system that comprises a list of components does not include only those components but may include other components not expressly listed or inherent to such mechanism. In other words, one or more elements in the device or mechanism proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the mechanism.

The following paragraphs describe the present disclosure with reference to Figs. 1 to 5. In the figures, the same element or elements which have same functions are indicated by the same reference signs. It is to be noted that, the vehicle including powertrain and the chassis is not illustrated in the figures for the purpose of simplicity. One skilled in the art would appreciate that the cooling system as disclosed in the present disclosure may be used in any vehicles that including but not be limited to, light duty vehicles, passenger vehicles, commercial vehicles, and the like.

Figure 1 illustrates a cooling system (100) [hereinafter referred to as the system] for a vehicle. The system (100) may include a first circuit (1). The first circuit (1) may be configured to facilitate the flow of a refrigerant. The first circuit (1) may include a condenser (13) with at least one condenser fan (14). The refrigerant may be circulated throughout the condenser (13). The fan (14) in the condenser (13), may cool the refrigerant from a high pressure, high temperature state to a high pressure and a moderate temperature state. The first circuit (1) may also include at least one expansion valve (19) [hereinafter referred to as the expansion valve]. The expansion valve (19) may be fluidly connected to the condenser (13). The refrigerant that has been cooled to a moderate temperature by the condenser (13), exits the condenser (13) and travels into the expansion valve (19). As the refrigerant travels into the expansion valve (19), the expansion valve (19) removes or lowers the pressure from the refrigerant and allows the expansion of the refrigerant. The high-pressure and moderate temperature liquid refrigerant entering the expansion valve (19) may be quite warm. Further, due to expansion of the refrigerant inside the expansion valves (19), the refrigerant leaving the expansion valve (19) drops to very low temperatures and the pressure of the refrigerant also drops. The first circuit (1) may also include a heat exchanger (5) and the low pressure and low temperature refrigerant is further circulated from the expansion valves (19) to the heat exchanger (5). The heat exchanger (5) may facilitate the heat exchange between the low temperature refrigerant and a coolant that is also circulated through the heat exchanger (5). The low temperature refrigerant absorbs the heat from the coolant and cools the coolant. As the refrigerant absorbs heat from the coolant, the refrigerant gets heated up to a moderate level and this moderate temperature refrigerant is further circulated to a compressor (15). The refrigerant in the compressor (15) is compressed to high pressure and high temperatures and is further directed to the condenser (13) for being cooled. The compressor (15) may be connected to a control unit (10) and the control unit (10) may operate the compressor (15) based on the required rate of cooling the refrigerant. A pressure sensor (20) may also be configured to the first circuit (1). The pressure sensor (20) may be positioned between the condenser (13) and the expansion valve (19). The pressure sensor (20) may be connected to the control unit (10) and the control unit (10) may be configured to receive signals from the pressure sensor (20) which corresponds to the pressure in the first circuit (1). The control unit (10) may selectively operate the compressor (15) for regulating the flow of the refrigerant in the first circuit (1). For instance, if the pressure in the first circuit (1) drops below or exceeds a pre-determined limit, the control unit (10) may selectively increase or decrease the operational speed of the compressor (15) for regulating the flow of refrigerant and for stabilizing the pressure in the first circuit (1). In an embodiment, the flow of refrigerant between the heat exchanger (5), the compressor (15), the condenser (13) and the expansion valve (19) may be facilitated by a refrigerant flow line.

The system (100) may also include a second circuit (2). The second circuit (2) may facilitate the flow of the coolant. The second circuit (2) may be configured to extend through the heat exchanger (5). The coolant flowing through the second circuit (2) may be cooled in the heat exchanger (5) by the refrigerant flowing through the first circuit (1) in the heat exchanger (5). The refrigerant in the first circuit (1) may absorb the heat from the coolant in the second circuit (2) and the heat exchanger (5) may facilitate this exchange of heat between the refrigerant and the coolant. Consequently, the coolant that exits the heat exchanger (5) in the second circuit (2) may be at low temperatures. In an embodiment, the second circuit (2) may also include a coolant flow line for facilitating the flow of coolant.

The system (100) may include a third circuit (3) that extends from the second circuit (2) and connects to the second circuit (2). The third circuit (3) may be configured with a first pump (6) and a cooler (8). The cooler (8) may also include a fan (11) which directs air onto the cooler (8). The fan (11) may be connected to the control unit (10) and the fan (11) may be selectively operated by the control unit (10). The first pump (6) may also be connected to the control unit (10) and the control unit (10) may selectively operate the first pump (6) based on several operational parameters which are illustrated below in detail. The first pump (6) in an operational condition may be configured to direct the coolant from the second circuit (2) to the third circuit (3). The coolant in the third circuit (3) may flow into the cooler (8). The fan (11) may be configured to blow or direct a stream of the atmospheric air or recirculated air from a cabin of the vehicle onto the cooler (8). As this air from the fan (11) is circulated through the cooler (8), heat exchange takes place between the incoming stream of air and the low temperature coolant that is being circulated through the cooler (8). The low temperature coolant absorbs the heat from the incoming stream of air and cools the incoming stream of air. The incoming stream of air which is cooled by the low temperature coolant inside the cooler (8), is further circulated to the passenger cabin of the vehicle by suitable air ducts. As the coolant absorbs heat from the incoming stream of air, the coolant gets heated up to a moderate level. The third circuit (3) is further configured to be fluidly connected to the second circuit (2). The spent coolant that exits the cooler (8) is further circulated from the third circuit (3) back to the second circuit (2). The coolant entering the second circuit (2) from the third circuit (3) is further circulated into the heat exchanger (5) for re-cooling.

The system (100) may further include a fourth circuit (4) that is fluidly connected to the second circuit (2). The fourth circuit (4) may extend from the second circuit (2) and may be re-merged with the second circuit (2). The fourth circuit (4) may include a second pump (7). A battery pack (9) may be provided in the vehicle and the fourth circuit (4) may be fluidly coupled to the battery pack (9). The battery pack (9) may be defined with an internal cooling system and the fourth circuit (4) may be configured to supply the coolant to the internal cooling system of the battery pack (9). The second pump (7) may be connected to the control unit (10) and the control unit (10) may selectively operate the second pump (7) based on several operational parameters which are illustrated below in detail. The second pump (7) in an operational condition may be configured to direct the coolant from the second circuit (2) to the fourth circuit (4). The battery pack (9) generates heat during an operational condition. The coolant in the fourth circuit (4) may flow into the battery pack (9) and may absorb the heat generated in the battery pack (9) during the operational condition of the battery pack (9). The fourth circuit (4) is further configured to be fluidly connected to the second circuit (2). The spent coolant that exits the battery pack (9) is further circulated from the fourth circuit (4) back to the second circuit (2). The coolant entering the second circuit (2) from the fourth circuit (4) is further circulated into the heat exchanger (5) for re-cooling.

The second circuit (2) of the system (100) may also include a non-return valve (12). The non-return valve (12) may be configured to the second circuit (2). The non-return valve (12) may be configured on the second circuit (2) between a point where the third circuit (3) extends from the second circuit (2) and a point where the fourth circuit (4) extends from the second circuit (2). The non-return valve (12) may prevent the back flow of the coolant from the fourth circuit (4) to the third circuit (3).

The second circuit (2) of the system (100) may also include a re-circulation circuit (16). The re-circulation circuit (16) may be fluidly coupled to an outlet of the fourth circuit (4) at one end. The other end of the re-circulation circuit (16) may be fluidly coupled to a point on the second circuit (2) that lies between the non-return valve and the point where the fourth circuit (4) extends from the second circuit (2). The re-circulation circuit (16) may be configured to receive the spent coolant exiting the battery pack (9) and the coolant may further be re-circulated to the second circuit (2) such that the re-circulated coolant may further be re-directed into the fourth circuit (4).

The system (100) may further include a three-way valve (17). The three-way valve (17) may be defined with an inlet (17a), a first outlet (17b) and a second outlet (17c). The three-way valve (17) may be connected to a control unit (10) and the control unit (10) may selectively operate the three-way valve based on various parameters which are explained below. The inlet (17a) of the three-way valve (17) may be fluidly coupled to the outlet of the fourth circuit (4). The inlet (17a) of the three-way valve (17) may be configured to receive the coolant from the battery pack (9). Further, the first outlet (17b) of the three-way valve (17) may be configured to an inlet of the re-circulation circuit (16) whereas, the second outlet (17c) of the three-way valve (17) may be configured to the second circuit (2).

In an embodiment, a temperature sensor may be configured inside the battery pack (9) and the temperature sensor may be connected to the control unit (10). The control unit (10) may receive signals corresponding to the temperature of the battery pack (9). Based on the received signal form the temperature sensor in the battery pack (9) and based on the corresponding temperature of battery pack (9), the control unit (10) may selectively operate the second pump (7) for re-directing the coolant into the battery pack (9) and for cooling the battery pack (9). In an embodiment, the system (100) may include a temperature sensor which is positioned proximal to a region where the coolant exits the battery pack (9). This sensor may be connected to the control unit (10) and the sensor may send signals to the control unit (10) which correspond to the temperature of the coolant exiting the battery pack (9). In an embodiment, the control unit (10) may also receive signals corresponding to an operational condition of an air conditioning system in the vehicle. For instance, the control unit (10) may receive a signal from at least one sensor when the user operates a switch in the cabin to operate the air conditioning system of the vehicle. Based on the received signal from the air conditioning system, the control unit (10) may selectively operate the second pump (7) for directing the coolant into the cooler and for cooling the incoming stream of air.

The method of operation of the above-described system (100) is explained in detail below with reference to the Figure 2. The first step (300) involves the aspect of the control unit (10) receiving signals from the plurality of sensors which indicate the operational state of the air conditioning system [hereinafter referred to as the AC system] and, the temperature of the coolant exiting the battery pack (9) and the temperature of the battery pack (9). Further, the control unit (10) may operate the second pump (7) in the fourth circuit (4). Consequently, the coolant may flow from the second circuit (2) into the fourth circuit (4). The coolant may further be directed into the battery pack (9). The coolant may be directed into the battery cooling system of the battery pack (9) for absorbing the heat from the battery pack (9). Once the coolant is circulated through the battery pack (9), the coolant is re-circulated to the three-way valve (17). The coolant may enter the three-way valve (17) through the inlet (17a) of the three-way valve (17). The control unit (10) may herein operate the three-way valve (17) by opening the first outlet (17b) and closing the second outlet (17c). The coolant is thus re-directed into the re-circulation circuit (16). The coolant may flow in the re-circulation circuit (16) and may be re-merged with the second circuit (2). Since the control unit (10) also operates the second pump (7), the coolant is re-directed into the fourth circuit (4) for cooling the battery pack (9). Thus, the control unit (10) operates the second pump (7) and the three-way valve (17) to ensure that the coolant is re-circulated into the fourth circuit (4) during the starting stage or in the first step of 300.

Further, a scenario where the AC system of the vehicle is in an ON condition (operational condition) whereas the battery pack (9) is in an OFF condition (non-operational condition) is described below. The control unit (10) may initially receive a signal which corresponds to at least one of the ON/OFF conditions of the AC system, the temperature of the coolant exiting the battery pack (9) and the temperature of the battery pack (9). Subsequently, the control unit may check if the AC system is in the ON condition at the step 302. When a user in the cabin actuates the AC system, the control unit (10) receives a corresponding signal and interprets this signal as the ON condition of the AC system. Subsequently, the control unit (10) proceeds to step 302. The control unit (10) may actuate the first pump (6). Consequently, the coolant flows from the second circuit (2) into the third circuit (3). The coolant in the third circuit (3) is further directed into the cooler (8). The control unit (10) may selectively vary the speed of the fan (11) based on the required cooling rate. For instance, the control unit (10) may operate the fan at high speeds to direct excessive air towards the cooler (8) when the user in the cabin operates the AC system to deliver maximum cooling. The coolant in the third circuit (3) may flow into the cooler (8). The fan (11) may direct the stream of the atmospheric air or recirculated air from a cabin of the vehicle onto the cooler (8). As this air from the fan (11) is circulated through the cooler (8), heat exchange takes place between the incoming stream of air and the low temperature coolant that is being circulated through the cooler (8). The low temperature coolant absorbs the heat from the incoming stream of air and cools the incoming stream of air. The incoming stream of air which is cooled by the low temperature coolant inside the cooler (8), is further circulated to the passenger cabin of the vehicle by suitable air ducts. As the coolant absorbs heat from the incoming stream of air, the coolant gets heated up to a moderate level. Since, the third circuit (3) is fluidly connected to the second circuit (2), the spent coolant that exits the cooler (8) is further circulated from the third circuit (3) back to the second circuit (2). The coolant entering the second circuit (2) from the third circuit (3) is further circulated into the heat exchanger (5) for re-cooling. The condenser (13) may also be operated by the control unit (10). The control unit (10) may operate the compressor (15) at a speed that is suitable for only cooling the cabin of the vehicle. The control unit (10) may consider may aspects including but not limited to heat exchange losses, refrigerant fluid heat absorption efficiency, temperature losses in the condenser (13) etc. Subsequently, the control unit (10) may be configured to operate the compressor (15) at the speed which is sufficient to reduce the temperature/cool the refrigerant to an extent where the cabin is also cooled to satisfy the demand from the user. The moderate temperature of the coolant that exits the third circuit (3) is circulated through the second circuit (2) into heat exchanger (5). The refrigerant that exits the expansion valve (19) is at low temperature and the refrigerant also enters the heat exchanger (5). The refrigerant absorbs the heat from the coolant in the heat exchanger (5). The low temperature coolant that exits the heat exchanger (5) is further re-circulated to the third circuit (3).

The control unit (10) may further proceed to the step 303. The control unit (10) in the step 303 may receive input signals from the temperature sensor that is positioned proximal to the exit of the battery pack (9). The temperature sensor may be configured to detect the temperature of the coolant that exits the battery pack (9). The control unit (10) may receive inputs signals form the temperature sensor that correspond to the temperature of the coolant that exits the battery pack (9). The control unit (10) in the step 303 may compare the detected temperature of the coolant from the battery pack (9) with a first pre-determined temperature. The first pre-determined temperature may herein range from 33°C to 35°C and is preferably 34°C. The control unit (10) may determine if the temperature of the coolant is greater or lesser than the first pre-determined threshold temperature. In this preferable and exemplary embodiment, the control unit (10) may determine if the temperature of the coolant that exits the battery pack (9) is greater or lesser than the first pre-determined temperature of 34°C. If the temperature of the coolant that exits the battery pack (9) is lesser than the first pre-determined temperature of 34°C, the control unit (10) may interpret the battery pack (9) to be in a stable condition or the non-operational condition. Subsequently, the control unit (10) may proceed to the step 304. The control unit (10) in the step 304 may operate the first pump (6) to maintain the flow of the coolant into the third circuit (3) from the second circuit (2). Consequently, the AC system is maintained in the ON state or the operational condition. Further, the control unit (10) may also operate the second pump (7) in the fourth circuit (4). Consequently, the coolant may flow from the second circuit (2) into the fourth circuit (4). The coolant may further be directed into the battery pack (9). The coolant may be directed into the battery cooling system of the battery pack (9) for absorbing the heat from the battery pack (9). Once the coolant is circulated through the battery pack (9), the coolant is re-circulated to the three-way valve (17). The coolant may enter the three-way valve (17) through the inlet (17a) of the three-way valve (17). The control unit (10) may herein operate the three-way valve (17) by opening the first outlet (17b) and closing the second outlet (17c). The control unit (10) may open the first outlet (17b) and close the second outlet (17c) when the temperature of the coolant that exits the battery pack (9) is lesser than the first pre-determined temperature of 34°C. The coolant is thus re-directed into the re-circulation circuit (16). The coolant may flow in the re-circulation circuit (16) and may be re-merged with the second circuit (2). The re-circulation circuit (16) is configured to re-merge with the second circuit (2) at a point that lies between the non-return valve (12) and fourth circuit (4). Since the control unit (10) also operates the second pump (7), the coolant is re-directed into the fourth circuit (4) for cooling the battery pack (9). Thus, the control unit (10) operates the second pump (7) and the three-way valve (17) to ensure that the coolant is re-circulated into the fourth circuit (4) when the temperature of the coolant that exits the battery pack (9) is lesser than the first pre-determined temperature of 34°C.

Further, when the user turns the AC system to a non-operational condition, the control unit (10) may not receive any signal and the control unit (10) may interpret this state as OFF/non-operational condition of the vehicle at the step 301. Subsequently, the control unit (10) may compare the detected temperature of the coolant from the battery pack (9) with a first pre-determined temperature of 34°C in the step 303. As described above, if the temperature of the coolant that exits the battery pack (9) is lesser than the first pre-determined temperature of 34°C, the control unit (10) proceeds to the step 304. The above illustrated state is a condition where the AC system is in OFF/non-operational condition and the battery pack (9) is also in the non-operational condition.

The below scenario details a condition where the AC system of the vehicle is in the ON/ operational condition and the battery pack (9) is in the operational condition. As described above, the control unit (10) may determine the operational condition of the AC system at the step 301. The control unit (10) may further proceed to the step 302. As described above in the step 302, the first pump (6) is operated to re-direct the coolant from the second circuit (2) into the third circuit (3). The coolant is directed through the cooler (8) and the incoming stream of air is cooled and is directed into the cabin as described above. Subsequently, the control unit (10) may proceed to the step 303 where the control unit (10) compares the temperature of the coolant that exits the battery pack (9) with the first pre-determined temperature of 34°C. If the temperature of the battery pack (9) is found to be greater than the first pre-determined temperature of 34°C, the control unit (10) may proceed to the step 305. The control unit (10) in the step 305 may operate the first pump (6) to maintain the flow of the coolant into the third circuit (3) from the second circuit (2). Consequently, the AC system is maintained in the ON state or the operational condition. The control unit (10) may operate the compressor (15) at a speed that is suitable for only cooling the cabin of the vehicle. The control unit (10) may be configured to operate the compressor (15) at the speed which is sufficient to reduce the temperature/cool the refrigerant to an extent where the cabin is also cooled to satisfy the demand from the user. Further, the control unit (10) may also operate the second pump (7) in the fourth circuit (4). Consequently, the coolant may flow from the second circuit (2) into the fourth circuit (4). The coolant may further be directed into the battery pack (9). The coolant may be directed into the battery cooling system of the battery pack (9) for absorbing the heat from the battery pack (9). Once the coolant is circulated through the battery pack (9), the coolant is re-circulated to the three-way valve (17). The coolant may enter the three-way valve (17) through the inlet (17a) of the three-way valve (17). The control unit (10) may herein operate the three-way valve (17) by opening the second outlet (17c) and closing the first outlet (17b). The control unit (10) may open the second outlet (17c) and close the first outlet (17b) when the temperature of the coolant that exits the battery pack (9) is greater than the first pre-determined temperature of 34°C. The coolant is thus re-directed into the second circuit (2). The coolant from the fourth circuit (4) may flow and re-merge with the coolant in the second circuit (2). The coolant is further re-directed into the heat exchanger (5) where the coolant exchanges heat with the refrigerant in the first circuit (1). The low temperature coolant that exits the heat exchanger (5) is further circulated into the third circuit (3) and the fourth circuit (4) by the first pump (6) and the second pump (7) respectively. The control unit (10) may selectively operate the first pump (6) and the second pump (7) such that the coolant in an embodiment is equally circulated into the third circuit (3) and the fourth circuit (4). In an embodiment, the coolant circulation to the third circuit (3) and the fourth circuit (4) through the second circuit may not be equal. For instance, when the cooling demand for the cabin by the user is greater the demand for cooling the battery pack (9), the control unit (10) may operate the first pump (6) at speeds that are greater than the speed of the second pump (7). Consequently, the quantity of the coolant that is directed into the third circuit (3) is greater than the quantity of the coolant that is directed into the fourth circuit (4) for ensuring the required cooling demand is satisfied.

The control unit (10) may further proceed to the step 306 after executing the step 305 in the above-described manner. The control unit (10) may be configured to receive signals from the temperature sensor that is positioned in the battery pack (9). The control unit (10) in the step 306 may compare the temperature of the battery pack (9) with a second pre-determined temperature. The second pre-determined temperature may herein range from 36°C to 38°C and is preferably 37°C. If the control unit (10) determines that the temperature of the battery pack (9) is lesser than the first pre-determined temperature of 37°C, the control unit (10) may revert to the step 305. The above-described operational parameters in the step 305 may be maintained if the temperature of the battery pack (9) is lesser than the first pre-determined temperature of 37°C. However, if the temperature of the battery pack (9) is greater than the first pre-determined temperature of 37°C, the control unit (10) may proceed to the step 307.

The control unit (10) in the step 307 may operate the components in the system (100) in a manner that is similar to the step 305. The control unit (10) in the step 305 may operate the first pump (6) to maintain the flow of the coolant into the third circuit (3) from the second circuit (2). Consequently, the AC system is maintained in the ON state or the operational condition. The coolant that exits the third circuit (3) is re-circulated into the second circuit (2) and is further directed into the heat exchanger (5). Further, the control unit (10) may also operate the second pump (7) in the fourth circuit (4). Consequently, the coolant may flow from the second circuit (2) into the fourth circuit (4). The coolant may further be directed into the battery pack (9). The coolant may be directed into the battery cooling system of the battery pack (9) for absorbing the heat from the battery pack (9). Once the coolant is circulated through the battery pack (9), the coolant is re-circulated to the three-way valve (17). The coolant may enter the three-way valve (17) through the inlet (17a) of the three-way valve (17). The control unit (10) may herein operate the three-way valve (17) by opening the second outlet (17c) and closing the first outlet (17b). The control unit (10) may open the second outlet (17c) and close the first outlet (17b) when the temperature of the battery pack (9) is greater than the second pre-determined temperature of 37°C. The coolant is thus re-directed into the second circuit (2). The coolant from the third circuit (3) and the fourth circuit (4) may flow and re-merge with the coolant in the second circuit (2). The coolant is further re-directed into the heat exchanger (5) where the coolant exchanges heat with the refrigerant in the first circuit (1). The low temperature coolant that exits the heat exchanger (5) is further circulated into the third circuit (3) and the fourth circuit (4) by the first pump (6) and the second pump (7) respectively. The control unit (10) may selectively operate the first pump (6) and the second pump (7) such that the coolant is circulated into the third circuit (3) and the fourth circuit (4). The control unit (10) may operate the compressor (15) at high speeds that is suitable for cooling the cabin of the vehicle and for cooling the battery pack (9). The control unit (10) may be configured to operate the compressor (15) at high speeds or at maximum operational capacity when the temperature of the battery pack (9) is greater than the second pre-determined temperature of 37°C. The control unit (10) may operate the compressor (15) at high speeds for ensuring the required demand in cooling the cabin is satisfied and for ensuring the temperature of the battery pack (9) is also regulated to a temperature below 37°C. When the compressor (15) is operated at heigh speeds, the rate at which the refrigerant absorbs the heat from the coolant in the heat exchanger (5) is increased. Consequently, the cooling demand from the Ac system is satisfied and the battery pack (9) is also regulated to the required temperatures.

The below detailed condition is with regards to the AC system in the non-operational condition and the battery pack in the operational condition. As described above, the control unit (10) may initially check for the operational condition of the AC system at the step 301. When the control unit (10) fails to receive the signal which is indicative of the AC system being operated by the user, the control unit (10) interprets that the AC system is in the OFF condition. Subsequently, the control unit (10) checks if the temperature of the coolant that exits the battery pack (9) is greater than the first pre-determined temperature of 34°C. If the condition in the step 303 is found to be true, the control unit (10) proceeds to the step 305 and the operational parameters of the step 305 have been described above. Further, the control unit (10) checks if the temperature of the battery pack (9) is greater than the first pre-determined temperature of 37°C at the step 306. If the condition in the step 306 is found to be true, the control unit (10) proceeds to the step 307 and the operational paraments of the step 307 have been described above.

In an embodiment, the refrigerant used in the first circuit may be any refrigerant including but not limited to R152a, R134a etc. In an embodiment, the above-described system (100) may be preferably employed in electric vehicles however, the same must not be considered as a limitation. In an embodiment, the above illustrated system (100) is an integrated cooling system (100). The above-described system (100) provides a configuration where the AC system and the battery cooling system in the pack (9) of the vehicle are operated by a single integrated system (100). The configuration of the first circuit (1) with the heat exchanger (5) enables the system (100) to include a single circuit for regulating the refrigerant. The configuration of the third circuit (3) for the AC system and the fourth circuit (4) for cooling the battery pack (9) also enable a unified operational circuit (the second circuit (2)). The configuration of the coolant in the second circuit (2) being cooled by the refrigerant in the first circuit (1) further eliminates the usage of multiple ancillary components such as the compressor, the condenser etc. Consequently, the overall energy consumed in operating the AC system and in operating the battery coolant system of the battery pack (9) is recued. Thus, the overall energy available in the battery for driving the vehicle is increased and the overall range of the vehicle is also increased.

Equivalents

With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.

It will be understood by those within the art that, in general, terms used herein, are generally intended as "open" terms (e.g., the term "including" should be interpreted as "including but not limited to," the term "having" should be interpreted as "having at least," the term "includes" should be interpreted as "includes but is not limited to," etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding the description may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should typically be interpreted to mean "at least one" or "one or more"); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to "at least one of A, B, and C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, and C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to "at least one of A, B, or C, etc." is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., "a system having at least one of A, B, or C" would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "A or B" will be understood to include the possibilities of "A" or "B" or "A and B."

While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated in the description.

Referral Numerals:

Referral numerals Description
1 First circuit
2 Second circuit
3 Third circuit
4 Fourth circuit
5 Heat exchanger
6 First pump
7 Second pump
8 Cooler
9 Battery pack
10 Control unit
11, 14 Fan
12 Non-return valve
13 Condenser
15 Compressor
16 Re-circulation circuit
17 Three-way valve
17a Inlet
17b First outlet
17c Second outlet
18 Insulated reservoir
19 Expansion valve
20 Pressure sensor
100 System