Description:METHOD AND SYSTEM FOR INTEGRATED THERMAL MANAGEMENT IN ELECTRIC VEHICLES
DESCRIPTION
Technical Field
[001] This disclosure relates generally to thermal management, and more particularly to a method and system for integrated thermal management in electric vehicles.
Background
[002] Thermal management in an electric vehicle refers to a process of maintaining a temperature of various electric vehicle components within a predefined limit. The various components may be, for example, a battery set, an electric motor, an inverter, a charger, or a cabin unit. The temperature variation within these electric vehicle components may affect a performance and lifespan of the electric vehicle. Therefore, the thermal management plays an essential role in maintaing smooth performance of the electric vehicle. Some of the common thermal management techniques may include using of cooling systems (such as, air or liquid cooling) to dissipate heat, using of thermal insulation to keep heat in or out, and using of heating systems to warm the battery in cold temperatures.
[003] However, the exisitng thermal management techniques may employ complex circuits that may have high consumption of power, thereby making the techniques more costly and unefficient. Therefore, in order to provide solutions to the aforementioned drawback, there exists a need to develop an efficient method and system that provides an integrated thermal management in the electric vehicle by selectively heating or cooling one or more units based on thermal management requirement.
SUMMARY
[004] In one embodiment, a method for integrated thermal management in an electric vehicle is disclosed. In one example, the method may include receiving, by a controller and from a plurality of temperature sensors, an ambient temperature and a current operating temperature of each of a traction unit, a cabin unit, and a battery unit. The method may further include determining a thermal management requirement for one or more of the traction unit, the cabin unit, and the battery unit based on the respective ambient temperature or the respective current operating temperature. The method may further include managing a first flow of liquid coolant through at least one of the traction unit and the cabin unit based on the respective thermal management requirement. The first flow of liquid coolant may be selectively heated by at least one of the liquid coolant heater or the traction unit, and the first flow of liquid coolant may be selectively cooled by a radiator. The method may further include managing a second flow of liquid coolant through the battery unit based on the respective thermal management requirement. The second flow of liquid coolant may be selectively heated by a heat exchanger, and the second flow of liquid coolant is selectively cooled by a chiller unit.
[005] In another embodiment, a system for integrated thermal management in an electric vehicle is disclosed. In one example, the system may include a first tank having a first liquid coolant. The system may further include a first pump or a third pump configured to circulate the first liquid coolant through at least one of a traction unit or a cabin unit by employing at least one of a first flow control valve or a second flow control valve. The system may further include a coolant heater configured to heat the first liquid coolant based on a thermal requirement of at least one of the cabin unit or the battery unit, and the circulation of the first liquid coolant. The system may further include a radiator configured to cool the first liquid coolant based on a thermal requirement of the traction unit and the circulation of the first liquid coolant. The system may further include a second tank having a second liquid coolant. The system may further include a second pump configured to circulate the second liquid coolant through one of a chiller unit or a heat exchanger in a battery unit via a third flow control valve. The chiller unit is configured to cool the second liquid coolant and the heat exchanger is configured to heat the second liquid coolant. The system may further include a controller configured to operate the first flow control valve, the second flow control valve, and the third flow control valve based on a thermal management requirement for one or more of the traction unit, the cabin unit, and the battery unit.
[006] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed. Indicatively
BRIEF DESCRIPTION OF THE DRAWINGS
[007] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[008] FIG. 1 illustrates an environment diagram for integrated thermal management in an electric vehicle, in accordance with some embodiments of the present disclosure.
[009] FIG. 2 illustrates a block diagram of a system for integrated thermal management in an electric vehicle, in accordance with some embodiments of the present disclosure.
[010] FIG. 3 is a flow diagram of a method for integrated thermal management in an electric vehicle, in accordance with some embodiments of the present disclosure.
[011] FIG. 4 is a Table depicting thermal management requirements for electric vehicle at different weather conditions, in accordance with some embodiments of the present disclosure.
[012] FIG. 5 illustrates a block diagram of integrated thermal management system for heating a cabin unit and a battery unit at operating zone of sub 00 C to 00 C, in accordance with some embodiments of the present disclosure.
[013] FIG. 6 illustrates a block diagram of integrated thermal management system for heating a cabin unit and a battery unit at operating zone of sub 00 C to 00 C using waste heat recovery technique, in accordance with some embodiments of the present disclosure.
[014] FIG. 7 illustrates a block diagram of integrated thermal management system for heating a cabin unit and cooling a battery unit at operating zone of 00 C to 250 C, in accordance with some embodiments of the present disclosure.
[015] FIG. 8 illustrates a block diagram of integrated thermal management system for independently heating a cabin unit, cooling a battery unit at operating zone of 00 C to 250 C, and cooling a traction unit at operating zone of above 650 C, in accordance with some embodiments of the present disclosure.
[016] FIG. 9 illustrates a block diagram of integrated thermal management system for cooling the traction unit at operating zone of above 650 C and cooling the battery unit at operating zone of above 250 C, in accordance with some embodiments of the present disclosure.
[017] FIG. 10 illustrates a block diagram of integrated thermal management system for cooling the cabin unit and the battery unit at operating zone of above 250 C, in accordance with some embodiments of the present disclosure.
DETAILED DESCRIPTION
[018] The following description is presented to enable a person of ordinary skill in the art to make and use the invention and is provided in the context of particular applications and their requirements. Various modifications to the embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the invention. Moreover, in the following description, numerous details are set forth for the purpose of explanation. However, one of ordinary skill in the art will realize that the invention might be practiced without the use of these specific details. In other instances, well-known structures and devices are shown in block diagram form in order not to obscure the description of the invention with unnecessary detail. Thus, the invention is not intended to be limited to the embodiments shown but is to be accorded the widest scope consistent with the principles and features disclosed herein.
[019] While the invention is described in terms of particular examples and illustrative figures, those of ordinary skill in the art will recognize that the invention is not limited to the examples or figures described. Those skilled in the art will recognize that the operations of the various embodiments may be implemented using hardware, software, firmware, or combinations thereof, as appropriate. For example, some processes can be carried out using processors or other digital circuitry under the control of software, firmware, or hard-wired logic. (The term “logic” herein refers to fixed hardware, programmable logic and/or an appropriate combination thereof, as would be recognized by one skilled in the art to carry out the recited functions.) Software and firmware can be stored on computer-readable storage media. Some other processes can be implemented using analog circuitry, as is well known to one of ordinary skill in the art. Additionally, memory or other storage, as well as communication components, may be employed in embodiments of the invention.
[020] Referring now to FIG. 1, an environment diagram 100 for integrated thermal management in an electric vehicle is illustrated, in accordance with some embodiment of the present disclosure. The environment diagram 100 may include a controller 102 installed within the electric vehicle to provide integrated thermal management of one or more units in the electric vehicle. The one or more units may be, for example, a traction unit, a cabin unit, and a battery unit (not shown in FIG. 1). It should be noted that the thermal management of the traction unit may be required in case when a current operating temperature of the traction unit may reach above a predefined or preconfigured temperature threshold (for example, during hot summer days when the electric vehicle moves continuously without any halt). Further, the thermal management of the cabin unit may be required in case when a current operating temperature of the cabin unit may reach above and/or below a predefined or preconfigured temperature threshold. Furthermore, the thermal management of the battery unit may be required in case when a current operating temperature of the battery unit may reach above and/or below a predefined or preconfigured temperature threshold.
[021] As will be described in greater detail in conjunction with FIG. 2 to FIG. 9, in order to provide the integrated thermal management in the electric vehicle, initially the controller 102 may receive an ambient temperature and a current operating temperature of each of the traction unit, the cabin unit, and the battery unit via a plurality of temperature sensors 104. Based on the respective ambient temperature or the respective current operating temperature, the controller 102 may further determine a thermal management requirement for one or more of the traction unit, the cabin unit, and the battery unit. Further, based on the respective thermal management requirement, the controller 102 may selectively manage a flow of liquid coolant and a second flow of liquid coolant to provide heating or cooling to the one or more of the traction unit, the cabin unit or the battery unit. In particular, the controller 102 may manage the first flow and the second flow of coolant liquids by operating a first flow control valve 106, a second flow control valve 108, and a third flow control valve 110 based on the thermal management requirement for the one or more of the traction unit, the cabin unit, and the battery unit.
[022] The controller 102 may be communicatively coupled to the plurality of temperature sensors 104, the first flow control valve 106, the second flow control valve 108, and the third flow control valve 110 via a network 112. The network may be any wired or wireless communication network and the examples may include, but may be not limited to, the Internet, Wireless Local Area Network (WLAN), Wi-Fi, Long Term Evolution (LTE), Worldwide Interoperability for Microwave Access (WiMAX), a Controlled Area Network (CAN), Local Interconnect Network (LIN), an Ethernet, and General Packet Radio Service (GPRS).
[023] The controller 102 may include a memory (not shown in FIG. 1). The memory may be a non-volatile memory (e.g., flash memory, Read Only Memory (ROM), Programmable ROM (PROM), Erasable PROM (EPROM), Electrically EPROM (EEPROM) memory, etc.) or a volatile memory (e.g., Dynamic Random Access Memory (DRAM), Static Random-Access memory (SRAM), etc.). The memory 104 may store various data (e.g., ambient temperature, or current operating temperature of each of the traction unit, the cabin unit, and the battery unit, current operating temperature of liquid coolant in each of the traction unit, the cabin unit, and the battery unit, predefined or preconfigured temperature threshold values of each of the traction unit, the cabin unit, and the battery unit, details related to thermal management requirement, etc.) that may be captured, processed, and/or required by the controller 102 for integrated thermal management in the electric vehicle.
[024] In some embodiments, the controller 102 may interact with one or more external devices 118 over the network 112 to render details of the ambient temperature or current operating temperature of the one or more of the traction unit, the cabin unit, and the battery unit to the user or owner of the electric vehicle.
[025] The external devices 118 may include a display 114 having a User Interface (UI) 116 that may be used by the user of the electric vehicle to provide inputs to the controller 102. For example, in some embodiments, the controller 102 may render the user interface 116 of the external devices 118 to enable the user to manually input details of thermal requirement for one or more of the traction unit, the cabin unit, and the battery unit of the electric vehicle. The one or more external devices 118 may include, but may not be limited to, a desktop, a laptop, a notebook, a netbook, a tablet, a smartphone, a remote server, a mobile phone, or another computing system/device attached to a dashboard of the electric vehicle.
[026] Referring now to FIG. 2, a block diagram of a system 200 for integrated thermal management in an electric vehicle is illustrated, in accordance with some embodiments of the present disclosure. The system 200 may include one or more units installed within the electrical vehicle whose temperature needs to be maintained. The one or more units may be a traction unit 202, a cabin unit 204, and a battery unit 206. The traction unit 202 may include an electric drive 202a for driving the electric vehicle. The electric drive 202a may include an electric motor 202b along with a motor control unit (MCU), a direct current to direct current (dc-dc) converter 202c, and a charger 202d. The cabin unit 204 may include a cabin load 204a, and the battery unit 206 may include a set of battery pack 206a.
[027] Therefore, for thermal management of the traction unit 202, the traction unit 202 may include a plurality of legacy/custom temperature sensors to monitor an ambient temperature or a current operating temperature of the electric drive 202a. Additionally, the traction unit 202 may include a first temperature sensor 202e configured to monitor current operating temperature of the liquid coolant flowing through the traction unit. The traction unit 202 may further be coupled with a first tank 202f that stores a first liquid coolant. The traction unit 202 may further be coupled with a first pump 202g configured to circulate a first liquid coolant through the traction unit 202 by employing at least one of a first flow control valve 208 or a second flow control valve 212. The second flow control valve 212 may be a solenoid valve (for example, 1/2 solenoid valve on the cabin unit side and 2/2 solenoid valve on the radiator side). The traction unit 202 may further be coupled with a radiator 202h configured to cool the first liquid coolant based on a thermal requirement of the traction unit 202 and the circulation of the first liquid coolant.
[028] In a similar way, for thermal management of the cabin unit 204, the cabin unit 204 may include a plurality of legacy/custom temperature sensors to monitor an ambient temperature and/or a current operating temperature of the cabin load 204a. Additionally, the cabin unit 204 may include a second temperature sensor 204b configured to monitor current operating temperature of the liquid coolant flowing through the cabin unit 204. In particular, the second temperature sensor 204b may monitor current operating temperature of the liquid coolant flowing through a cabin heat exchanger 204e of the cabin unit 204 The cabin unit 204 may further be coupled with a third pump 204c configured to circulate the first liquid coolant directly through the cabin unit 204 or through the cabin unit 204 via the traction unit 202 by employing at least one of the first flow control valve 208 or the second flow control valve 212. This is further explained in conjunction with FIG. 5 and FIG. 6. The cabin unit 204 may further be coupled with a coolant heater 204d configured to heat the first liquid coolant based on a thermal requirement of the cabin unit 204, the battery unit 206, and the circulation of the first liquid coolant. In some embodiments, the coolant heater 204d may be a Positive temperature coefficient (PTC) heater. The cabin unit 204 may further be coupled with a cabin heat exchanger 204e configured to transfer heat of the first coolant liquid to the cabin load 204a.
[029] Furthermore, for thermal management of the battery unit 206, the battery unit 206 may include a plurality of legacy/custom temperature sensors configured to monitor an ambient temperature and/or a current operating temperature of the set of battery pack 206a. Additionally, the battery unit 206 may include a third temperature sensor 206b configured to monitor current operating temperature of the liquid coolant flowing through the battery unit. The battery unit 206 may further be coupled with a second tank 206c that stores a second liquid coolant. As will be appreciated, the first tank 202f and the second tank 206c in a liquid coolant circuit are more of a filling provision. Therefore, hoses of the liquid coolant may always be in a pre-filled state irrespective of whichever flow control valve is being activated.
[030] The battery unit 206 may further be coupled with a second pump 206d configured to circulate the second liquid coolant through one of a chiller unit 216 or a heat exchanger 210 via a third flow control valve 214. The chiller unit 216 is configured to cool the second liquid coolant and the heat exchanger 210 is configured to heat the second liquid coolant by exchanging heat with the first liquid coolant. It may be noted that the heat exchanger 210 may be a liquid to liquid plate heat exchanger and each of the first liquid coolant and the second liquid coolant may be a combination of glycol and water.
[031] In some embodiments, for integrated thermal management of each of the traction unit 202, the cabin unit 204, and the battery unit 206, the system 200 may further include a controller (analogous to the controller 102 of FIG.1). The controller 102 may be configured to determine a thermal management requirement for one or more of the traction unit 202, the cabin unit 204, and the battery unit 206. Once the thermal management requirement is determined, the controller 102 may further be configured to control the first flow of liquid coolant and the second flow of liquid coolant by operating the first flow control valve 208, the second flow control valve 212, and the third flow control valve 214, respectively.
[032] By way of an example, when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be found below a first predefined or preconfigured temperature threshold, then the controller 102 may operate the first flow control valve 208 and the second flow control valve 212 to pass the first flow of liquid coolant directly through the coolant heater 204d or through the coolant heater 204d via the traction unit 202 for heating the cabin unit 204.
[033] By way of another example, when the ambient temperature or the current operating temperature of the battery unit 206 may be found below a first predefined or preconfigured temperature threshold, then the controller 102 may operate the third flow control valve 214 to pass second flow of liquid coolant through the heat exchanger 210 for heating the battery unit 206.
[034] By way of another example, when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be found between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold, then the controller 102 may operate the first flow control valve 208 and the second flow control valve 212 to pass the first liquid coolant through the coolant heater 204d via the traction unit 202 for heating the cabin unit 204.
[035] By way of another example, when the ambient temperature or the current operating temperature of the battery unit 206 may be found between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold, then the controller 102 may operate the third flow control valve 214 to pass the second liquid coolant through the chiller unit 216 for cooling the battery unit 206.
[036] By way of another example, when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be found above a second predefined or pre-configured temperature threshold, then the controller 102 may operate the first flow control valve 208 and the second flow control valve 212 to pass the first flow of liquid coolant through the radiator 202h via the traction unit 202 for cooling the traction unit 202.
[037] By way of another example, when the ambient temperature or the current operating temperature of the battery unit 206 may be found above a second predefined or pre-configured temperature threshold, then the controller 102 may operate the third flow control valve 214 to pass the second flow of coolant liquid through the chiller unit 216 for cooling the battery unit 206. It should be noted that the chiller unit 216 may be driven by the refrigeration unit of the electric vehicle. It should also be noted that the refrigeration unit may be employed for cooling of the cabin unit 204. The refrigeration unit may be a legacy refrigeration unit for legacy cooling of the cabin unit 204. The refrigeration unit for driving the chiller unit 216 and cooling the cabin unit 204 is illustrated in FIG. 9.
[038] As will be appreciated by one skilled in the art, a variety of processes may be employed for performing integrated thermal management in the electric vehicle. For example, the controller 102 may perform the integrated thermal management by the processes discussed herein. In particular, as will be appreciated by those of ordinary skill in the art, control logic and/or automated routines for performing the techniques and steps described herein may be implemented by the controller 102 either by hardware, software, or combinations of hardware and software. For example, suitable code may be accessed and executed by the controller 102 to perform some or all of the techniques described herein. Similarly, application specific integrated circuits (ASICs) configured to perform some, or all of the processes described herein may be included in the controller 102.
[039] Referring now to FIG. 3, a flow diagram of a method 300 for integrated thermal management in an electric vehicle is illustrated, in accordance with some embodiments of the present disclosure. All the steps 302-308 may be performed by the controller 102 of the integrated thermal management system 200. At step 302, an ambient temperature and a current operating temperature of each of a traction unit, a cabin unit, and a battery unit may be received. It may be noted that the ambient temperature and the current operating temperature may be received by the controller 102 via a plurality of temperature sensors.
[040] In some embodiments, the plurality of temperature sensors may include a plurality of legacy/custom temperature sensors configured to monitor the ambient temperature and/or the current operating temperature of each of the traction unit, the cabin unit, and the battery unit.
[041] Based on the respective ambient temperature or the respective current operating temperature, at step 304, a thermal management requirement may be determined for one or more of the traction unit, the cabin unit, and the battery unit. The thermal management requirement for electric vehicle is illustrated in FIG. 4 via Table 400.
[042] Once the thermal management requirement for one or more of the traction unit, the cabin unit, and the battery unit is determined, further at step 306, a first flow of liquid coolant may be managed through at least one of the traction unit and the cabin unit based on the respective thermal management. It should be noted that the first flow of liquid coolant may selectively heated by at least one of the liquid coolant heater or the traction unit, and the first flow of liquid coolant may be selectively cooled by a radiator.
[043] In some embodiments, the first flow of liquid coolant may be managed by the controller 102 that may control the first flow of liquid coolant through at least one of the traction unit and the cabin unit by employing at least one of a first flow control valve and a second flow control valve. In some embodiments, each of the first flow control valve and the second flow control valve may be a solenoid valve.
[044] At step 308, a second flow of liquid coolant may be managed through the battery unit based on the respective thermal management requirement. It should be noted that the second flow of liquid coolant may be selectively heated by a heat exchanger, and the second flow of liquid coolant is selectively cooled by a chiller unit. In some embodiments, the second flow of liquid coolant may be managed by the controller 102 that may control the second flow of liquid coolant through the battery unit via one of the heat exchanger or the chiller unit by employing a third flow control valve.
[045] In some embodiments, when the ambient temperature or the current operating temperature of the traction unit and the cabin unit may be below a first predefined or preconfigured temperature threshold (for example, at sub 00 C to 00 C), the first flow of liquid coolant may pass directly through the coolant heater or through the coolant heater via the traction unit for heating the cabin unit.
[046] In some embodiments, when the ambient temperature or the current operating temperature of the battery unit may be below a first predefined or preconfigured temperature threshold, the second flow of liquid coolant may pass through the heat exchanger for heating the battery unit. The heat exchanger may be configured to heat the second flow of liquid coolant by exchanging heat with the first flow of liquid coolant.
[047] In some embodiments, when the ambient temperature or the current operating temperature of the traction unit and the cabin unit may be between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold (for example, between 00 C to 250 C), the first flow of liquid coolant may pass through the coolant heater via the traction unit for heating the cabin unit.
[048] In some embodiments, when the ambient temperature or the current operating temperature of the battery unit is between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold (for example, between 00 C to 250 C), the second flow of liquid coolant passes through the chiller unit for cooling the battery unit.
[049] In some embodiments, when the ambient temperature or the current operating temperature of the traction unit and the cabin unit may be above a second predefined or pre-configured temperature threshold (for example, above 250 C), the first flow of liquid coolant may pass through the radiator via the traction unit for cooling the traction unit.
[050] In some embodiments, when the ambient temperature or the current operating temperature of the battery unit may be above a second predefined or pre-configured temperature threshold (for example, above 250 C), the second flow of coolant liquid may pass through the chiller unit for cooling the battery unit.
[051] As will be appreciated, in addition to monitoring the ambient temperature, and the current operating temperature of each of the traction unit, the cabin unit, and the battery unit, the integrated thermal management in the electric vehicle may also be performed based on monitoring a current operating temperature of liquid coolant flowing through each of the traction unit, the cabin unit, and the battery unit. The main objective of monitoring the current operating temperature of the liquid coolant is to protect one or more components of the electric vehicle from overheating. For example, when the liquid coolant with a temperature above a predefined limit is flowing through at least one of the electric drive 202e, the cabin heat exchanger 204e, or the battery pack 206a, then in that case it may heat the one or more components beyond an optimal limit.
[052] In order to perform the integrated thermal management, initially the controller may receive the current operating temperature of liquid coolant flowing in each of the traction unit, the cabin unit, and the battery unit from the plurality of temperature sensors. The plurality of temperature sensors may include: a first temperature sensor configured to monitor current operating temperature of the liquid coolant flowing through the traction unit, a second temperature sensor configured to monitor current operating temperature of the liquid coolant flowing through the cabin unit, and a third temperature sensor configured to monitor current operating temperature of the liquid coolant flowing through the battery unit.
[053] Further, the controller may manage at least one of: the first flow of liquid coolant through at least one of the traction unit and the cabin unit based on the current operating temperature of liquid coolant in the at least one of the traction unit and the cabin unit, or the second flow of liquid coolant through the battery unit based on the current operating temperature of liquid coolant in the battery unit.
[054] Referring now to FIG. 4, a Table 400 depicting thermal management requirements for electric vehicle at different weather conditions, in accordance with some embodiments of the present disclosure. The Table 400 may include a plurality of thermal modes 402 along with corresponding thermal management requirements 404 and operating zones 406 for integrated thermal management of each of the traction unit 202, the cabin unit 204, and the battery unit 206 at different weather conditions. The plurality of thermal modes 402 may include a cabin heating mode, a battery heating mode, a battery cooling mode, a cabin cooling mode, and a traction unit cooling mode. It should be noted that one or more thermal models form the plurality of thermal modes 402 may be selected based on the respective thermal management requirement and the respective ambient temperature or the current operating temperature.
[055] By way of an example, during winters when the ambient temperature or the current operating temperature of the cabin unit 204 is detected to be in the operating zone of low ambient temperature (including sub-zero conditions) and the corresponding thermal management requirement may be, for example, “comfort to user in cold weather conditions” or “defogging windscreen”, then the thermal mode may be set in the cabin heating mode for heating the cabin unit 204.
[056] In a similar manner, when the ambient temperature or the current operating temperature of the battery unit 206 is detected to be in the operating zone of low ambient temperature including sub-zero conditions (typically = -50 C) and the corresponding thermal management requirement may be, for example, “maintaining cells in optimum thermal condition for battery’s life and performance”, then the thermal mode may be set in the battery heating mode for heating the battery unit 206. The block diagram of integrated thermal management system 200 for heating the cabin unit 204 and battery unit 206 at operating zone of sub 00 C to 00 C is illustrated in FIG. 5 and FIG. 6.
[057] Further, when the ambient temperature or the current operating temperature of the battery unit 206 is detected to be in the operating zone of above 00 C and the corresponding thermal management requirement may be, for example, “maintaining cells in optimum thermal condition for battery’s life and performance”, then the thermal mode may be set in the battery cooling mode for cooling the battery unit 206. The block diagram of integrated thermal management system 200 for cooling the battery unit 206 at operating zone above 00 C is illustrated in FIG. 7 to FIG. 9.
[058] Further, when the ambient temperature or the current operating temperature of the traction unit 202 is detected to be in the operating zone of above 650 C and the corresponding thermal management requirement may be, for example, “need to maintain traction unit temperature < 650 C”, then the thermal mode may be set as the traction cooling mode for cooling the traction unit 202. It should be noted that the first flow of liquid coolant may be cooled by the radiator 202h. The block diagram of integrated thermal management system 200 for cooling the battery unit 206 at operating zone of above 250 C is illustrated in FIG. 9.
[059] Further, during summer season when the ambient temperature or the current operating temperature of the cabin unit 204 is detected to be in the operating zone of above 250 C and the corresponding thermal management requirement may be, for example, “Comfort to user in hot weather conditions”, then the thermal mode may be set in the cabin cooling mode for cooling the cabin unit 204. It should be noted that the cabin unit 204 may be cooled by employing a legacy refrigeration unit of the electric vehicle. It should also be noted that the chiller unit 216 may be driven by the refrigeration unit for cooling the battery unit 206. The block diagram of integrated thermal management system 200 for cooling the cabin unit 204, and the battery unit 206 using the refrigeration unit at operating zone of above 250 C is illustrated in FIG. 10.
[060] Referring now to FIG. 5, a block diagram of the integrated thermal management system 200 for heating the cabin unit 204 and the battery unit 206 at operating zone of sub 00 C to 00 C is illustrated, in accordance with some embodiments of the present disclosure. As mentioned earlier, in order to provide integrated thermal management in the electric vehicle, the controller 102 may first receive the ambient temperature or a current operating temperature of each of the traction unit 102, the cabin unit 104, and the battery unit 106. Based on the respective ambient temperature or the current operating temperature, the controller 102 may further manage the first flow of liquid coolant and the second flow of liquid coolant for selectively heating or cooling the traction unit 202, the cabin unit 204, and the battery unit 206.
[061] For example, as shown in FIG. 5, when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be found below a first predefined or preconfigured temperature threshold (i.e., below 00 C or between sub 00 C to 00 C), then the controller 102 may be configured to pass the first flow of liquid coolant directly through the coolant heater 204d for heating the cabin unit 204 via the first flow control valve 208.
[062] Further, when the ambient temperature or the current operating temperature of the battery unit 206 may be found below a first predefined or preconfigured temperature threshold (i.e., below 00 C or between sub 00 C to 00 C), then the controller 102 may be configured to pass the second flow of liquid coolant through the heat exchanger 210 for heating the battery unit 206 via the third flow control valve 214.
[063] Referring now to FIG. 6, a block diagram of the integrated thermal management system 200 for heating the cabin unit 204 and the battery unit 206 at operating zone of sub 00 C to 00 C using waste heat recovery technique is illustrated, in accordance with some embodiments of the present disclosure. In the waste heat recovery technique, the first liquid coolant may be heated by a combination of thermal energy released by the traction unit 202 and a thermal energy of coolant heater 204d in order to heat the cabin unit 204.
[064] Therefore, in waste heat recovery mode, when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be found below a first predefined or preconfigured temperature threshold (i.e., below 00 C or between sub 00 C to 00 C), then the controller 102 may be configured to pass the first liquid coolant through the coolant heater 204d via the traction unit 202 for heating the cabin unit 204 by operating the first flow control valve 208 and the second flow control valve 212, as shown in FIG. 6.
[065] Referring now to FIG. 7, a block diagram of integrated thermal management system 200 for heating the cabin unit 204 and cooling the battery unit 206 when operating zone is between 00 C to 250 C is illustrated, in accordance with some embodiments of the present disclosure. As shown in FIG. 7, for heating the cabin unit 204 when the ambient temperature or the current operating temperature of the traction unit 202 and the cabin unit 204 may be in between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold (i.e., between 00 C to 250 C), the controller 102 may operate the first flow control valve 208 and the second flow control valve 212 in order to circulate the first liquid coolant through the coolant heater 204d via the traction unit 202.
[066] Additionally, for cooling the battery unit 206 when the ambient temperature or the current operating temperature of the battery unit 206 may be in between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold (i.e., between 00 C to 250 C), the controller 102 may operate the third flow control valve 214 in order to circulate the second liquid coolant through the chiller unit 216. The chiller unit 216 may include thermal expansion valve for controlling a flow of refrigerant through the chiller unit 216.
[067] Referring now to FIG. 8, a block diagram of integrated thermal management system 200 for independently heating the cabin unit 204, cooling the battery unit 206 at operating zone of 00 C to 250 C, and cooling the traction unit 202 at operating zone of above 650 C, in accordance with some embodiments of the present disclosure. As will be appreciated, in addition to provide integrated heating or cooling to the traction unit 202, the cabin unit 204, and the battery unit 206, the system 200 may also be conceived to independently achieve heating or cooling of the traction unit 202, the cabin unit 204, and the battery unit 206.
[068] In particular, the system 200 may be configured to independently provide heating to the traction unit 202 when the current operating temperature of the traction unit 202 may be above 650 C. Further, the system 200 may be configured to independently provide heating to the cabin unit 204 when the current operating temperature of the cabin unit 202 may be in between 00 C to 250 C. Furthermore, the system 200 may be configured to independently provide cooling to the battery unit 206 when the current operating temperature of the battery unit 206 may be in between 00 C to 250 C.
[069] Therefore, in order to independently provide cooling to the traction unit 202, the first pump 202g may circulate the first liquid coolant only in the traction unit 202 via the radiator 202h. To achieve this, one of the second flow control valve 212 (i.e., 2/2 solenoid valve on the radiator side) may be in open state and one of the second flow control valve 212 (i.e., 1/2 solenoid valve on the cabin unit side) may be in closed state.
[070] Further, in order to independently provide heating to the cabin unit 204, the third pump 204c may circulate the first liquid coolant only in the coolant heater 204d via the cabin heat exchanger 204e and circulating back to inlet of the third pump 204c via the heat exchanger 210 though the first flow control valve 208, thus achieving independent heating of the cabin unit 204.
[071] Further, in order to independently provide cooling to the battery unit 206, the second pump 204c may circulate the second liquid coolant in battery unit 206 through the chiller 216 and the third flow control valve 214, thus achieving the cooling of battery unit 206.
[072] In an embodiment, the third coolant pump 204c may be configured to independently maintain coolant flow through the cabin heat exchanger 204e and cabin heater 204d for achieving heating of the cabin load 204a, irrespective of the thermal requirements of the battery unit 206 or the traction unit 202. The cabin heat requirement may be estimated by monitoring current operating temperature of liquid coolant flowing in the cabin unit 204 via the second temperature sensor 204b, current operating temperature of the cabin unit 204 via the legacy/custom temperature sensor and the user requirement.
[073] It should be noted that the liquid coolant flowing in first circuit (i.e., the first flow of liquid coolant in the traction unit 202) and the liquid coolant flowing in second circuit (i.e., the second flow of liquid coolant in the battery unit 206) never mixes with each other, thus iavoids any additional heat load transfer on either battery unit from traction unit circuit, or traction unit from battery unit circuit in case of failure of one or more flow control valves.
[074] Referring now to FIG. 9, a block diagram of integrated thermal management system 200 for cooling the traction unit 202 (when operating temperature reaches above 650 C) and cooling the battery unit 206 (when operating temperature reaches above 250 C) is illustrated, in accordance with some embodiments of the present disclosure. As shown in FIG. 8, for cooling the traction unit 202 when the ambient temperature or the current operating temperature of the battery unit 206 may be above a second predefined or preconfigured temperature threshold (i.e., above 650 C for traction unit 202), the controller 102 may operate the first flow control valve 208 and the second flow control valve 212 to pass the first flow of liquid coolant through the radiator 202h via the traction unit 202.
[075] It should be noted that the battery unit 206 of which the ambient temperature or the current operating temperature may reach above 250 C may be cooled in a similar way as described above in conjunction with FIG. 7.
[076] Referring now to FIG. 10, a block diagram of the integrated thermal management system 200 for cooling the cabin unit 202 and the battery unit 206 at operating zone of above 250 C is illustrated, in accordance with some embodiments of the present disclosure. When the ambient temperature or the current operating temperature of the cabin unit 204 reaches above a second predefined or preconfigured temperature threshold (for example, above 250 C) then in that case, the integrated management system 200 may employ a refrigeration unit 902 of the electric vehicle for cooling the cabin unit, as illustrated in present FIG. 10.
[077] The refrigeration unit 902 may be a legacy refrigeration unit that may be used in legacy cooling of the cabin unit 204. Additionally, the refrigeration unit 902 may be coupled to the chiller unit 216 for driving the chiller unit 216. The refrigeration unit 902 may include a first solenoid valve 904 for controlling a flow of refrigerant passing through an evaporator 906 and a second solenoid valve 908 for controlling a flow of refrigerant passing through chiller unit 216.
[078] The evaporator 906 may provide cooling to the cabin load 204a and absorb heat coming out from the cabin load 204a. The refrigeration unit 902 may further include a compressor 910 and a condenser 912. The evaporator 906 may further transfer the absorbed heat to the compressor 908. The condenser 912 rejects heat out through the radiator 202h of the traction unit 202.
[079] As already explained in conjunction with FIGs. 2 and 3, the integrated thermal management in the electric vehicle may also be performed based on monitoring the current operating temperature of liquid coolant flowing through each of the traction unit, the cabin unit, and the battery unit via the plurality of sensors. For example, the first temperature sensor may monitor the current operating temperature of the liquid coolant flowing through the traction unit. The second temperature sensor may monitor the current operating temperature of the liquid coolant in the cabin unit. The third temperature sensor may monitor the current operating temperature of the liquid coolant in the battery unit.
[080] Based on the current operating temperature of liquid coolant in the at least one of the traction unit, the cabin unit, and the battery unit, the controller may operate at least one of the first flow control valve, the second flow control valve, or the third flow control valve, accordingly, to protect the one or more components of the traction unit, the cabin unit and the battery unit from overheating.
[081] By way of an example, the first temperature sensor may monitor temperature of the liquid coolant flowing through traction unit components i.e., charger, DC-DC, MCU and motor to: maintain a temperature of liquid coolant within a predefined limit (e.g., maintain liquid coolant temperature = 10º C, depending on the vehicle and selected components) in order to provide heating to the traction unit components, and to control the first flow control valve’s open direction, since the liquid coolant with temperature above a predefined limit should not be flowing through the traction unit components (e.g., liquid coolant temperature = 65º C, depends on the vehicle and selected components) as it may heat these components beyond the optimal limits. In this case, the liquid coolant may be bypassed and may send to an inlet of the third pump thus limiting circulation in heating circuit of cabin unit only.
[082] By way of another example, the second temperature sensor may monitor temperature of the liquid coolant flowing through the cabin heat exchanger of the cabin unit to maintain liquid coolant temperature within a predefined limit. For example, depending on the current operating temperature of the cabin unit and temperature requirement, heating power may be determined and provided to the coolant heater. The coolant heater may heat the liquid coolant and may achieve the required temperature of the liquid coolant (e.g., 85º C) which is to be provided to the cabin heat exchanger. This is a closed loop control where according to the current operating temperature of the cabin unit (as it increases), the liquid coolant temperature is required to be brought down, thus in turn the heating energy spent may be optimized/reduced.
[083] By way of another example, the third temperature sensor may monitor temperature of the liquid coolant flowing through the battery pack to maintain the liquid coolant temperature within a predefined limit. For example, sudden exposure of battery cells to both high and low temperature liquid coolant may cause thermal shock to chemistry, therefore, the temperature of liquid coolant is required to be maintained to keep temp rise gradual. According to intended liquid coolant temperature requirement, the third flow control valve may be controlled to achieve heating, cooling or mixing of hot and cold liquid coolant.
[084] As will be also appreciated, the above-described techniques may take the form of computer or controller implemented processes and apparatuses for practicing those processes. The disclosure can also be embodied in the form of computer program code containing instructions embodied in tangible media, such as floppy diskettes, solid state drives, CD-ROMs, hard drives, or any other computer-readable storage medium, wherein, when the computer program code is loaded into and executed by a computer or controller, the computer becomes an apparatus for practicing the invention. The disclosure may also be embodied in the form of computer program code or signal, for example, whether stored in a storage medium, loaded into and/or executed by a computer or controller, or transmitted over some transmission medium, such as over electrical wiring or cabling, through fiber optics, or via electromagnetic radiation, wherein, when the computer program code is loaded into and executed by a computer, the computer becomes an apparatus for practicing the invention. When implemented on a general-purpose microprocessor, the computer program code segments configure the microprocessor to create specific logic circuits.
[085] Thus, the disclosed method and system try to overcome the technical problem of thermal management in the electrical vehicle by using simple operating and controlling strategy of a coolant PTC heater, a solenoid valve and flow control valves for variable heating/cooling requirements. The disclosed method and system may provide integrated thermal management in the electric vehicle by selectively operating the first flow control valve, the second flow control valve, and the third control valve based on thermal management requirement.
[086] As will be appreciated by those skilled in the art, the techniques described in the various embodiments discussed above are not routine, or conventional or well understood in the art. The techniques discussed above may be capable of providing integrated thermal management in the electric vehicle that may be suitable for all weather conditions thermal requirements. Further, the techniques disclosed above may provide integrated thermal management of each of the traction unit, the cabin unit, and the battery unit without mixing of battery coolant and traction coolant. Furthermore, the techniques disclosed above for integrated thermal management in the electric vehicle uses waste heat recovery technique for heating the cabin unit, thereby optimum energy is consumed.
[087] In light of the above-mentioned advantages and the technical advancements provided by the disclosed method and system, the claimed steps as discussed above are not routine, conventional, or well understood in the art, as the claimed steps enable the following solutions to the existing problems in conventional technologies. Further, the claimed steps clearly bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[088] The specification has described a system and method for integrated thermal management in the electric vehicle. The illustrated steps are set out to explain the exemplary embodiments shown, and it should be anticipated that ongoing technological development will change the manner in which particular functions are performed. These examples are presented herein for purposes of illustration, and not limitation. Further, the boundaries of the functional building blocks have been arbitrarily defined herein for the convenience of the description. Alternative boundaries can be defined so long as the specified functions and relationships thereof are appropriately performed. Alternatives (including equivalents, extensions, variations, deviations, etc., of those described herein) will be apparent to persons skilled in the relevant art(s) based on the teachings contained herein. Such alternatives fall within the scope and spirit of the disclosed embodiments.
[089] Furthermore, one or more computer-readable storage media may be utilized in implementing embodiments consistent with the present disclosure. A computer-readable storage medium refers to any type of physical memory on which information or data readable by a processor may be stored. Thus, a computer-readable storage medium may store instructions for execution by one or more processors, including instructions for causing the processor(s) to perform steps or stages consistent with the embodiments described herein. The term “computer-readable medium” should be understood to include tangible items and exclude carrier waves and transient signals, i.e., be non-transitory. Examples include random access memory (RAM), read-only memory (ROM), volatile memory, nonvolatile memory, hard drives, CD ROMs, DVDs, flash drives, disks, and any other known physical storage media.
[090] It is intended that the disclosure and examples be considered as exemplary only, with a true scope and spirit of disclosed embodiments being indicated by the following claims.
, Claims:CLAIMS
We Claim:
1. A method (300) for integrated thermal management in an electric vehicle, the method (300) comprising:
receiving (302), by a controller (102) and from a plurality of temperature sensors (104), an ambient temperature, and a current operating temperature of each of a traction unit (202), a cabin unit (204), and a battery unit (206);
determining (304), by the controller (102), a thermal management requirement for one or more of the traction unit (202), the cabin unit (204), and the battery unit (206) based on the respective ambient temperature or the respective current operating temperature;
managing (306), by the controller (102), a first flow of liquid coolant through at least one of the traction unit (202) and the cabin unit (204) based on the respective thermal management requirement, wherein the first flow of liquid coolant is selectively heated by at least one of the liquid coolant heater (204d) or the traction unit (202), and wherein the first flow of liquid coolant is selectively cooled by a radiator (202h); and
managing (308), by the controller (102), a second flow of liquid coolant through the battery unit (206) based on the respective thermal management requirement, wherein the second flow of liquid coolant is selectively heated by a heat exchanger (210), and wherein the second flow of liquid coolant is selectively cooled by a chiller unit (216).

2. The method (300) as claimed in claim 1, wherein managing the first flow of liquid coolant comprises controlling the first flow of liquid coolant through at least one of the traction unit (202) and the cabin unit (204) by employing at least one of a first flow control valve (208) and a second flow control valve (212), and wherein each of the first flow control valve (208) and the second flow control valve (212) is a solenoid valve.

3. The method (300) as claimed in claim 1, wherein managing the second flow of liquid coolant comprises controlling the second flow of liquid coolant through the battery unit (206) via one of the heat exchanger (210) or the chiller unit (216) by employing a third flow control valve (214).

4. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the traction unit (202) and the cabin unit (204) is below a first predefined or preconfigured temperature threshold, the first flow of liquid coolant passes directly through the coolant heater (204d) or through the coolant heater (204d) via the traction unit (202) for heating the cabin unit (204).

5. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the battery unit (206) is below a first predefined or preconfigured temperature threshold, the second flow of liquid coolant passes through the heat exchanger (210) for heating the battery unit (206), and wherein the heat exchanger (210) is configured to heat the second flow of liquid coolant by exchanging heat with the first flow of liquid coolant.

6. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the traction unit (202) and the cabin unit (204) is between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold, the first flow of liquid coolant passes through the coolant heater (204d) via the traction unit (202) for heating the cabin unit (204).

7. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the battery unit (206) is between a first predefined or preconfigured temperature threshold and a second predefined or preconfigured temperature threshold, the second flow of liquid coolant passes through the chiller unit (216) for cooling the battery unit (206).

8. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the traction unit (202) and the cabin unit (204) is above a second predefined or pre-configured temperature threshold, the first flow of liquid coolant passes through the radiator (202h) via the traction unit (202) for cooling the traction unit (202).

9. The method (300) as claimed in claim 1, wherein when the ambient temperature or the current operating temperature of the battery unit (206) is above a second predefined or pre-configured temperature threshold, the second flow of coolant liquid passes through the chiller unit (216) for cooling the battery unit (206).

10. The method (300) as claimed in claim 1, wherein the chiller unit (206) is driven by a refrigeration unit (902) of the electric vehicle, and wherein the refrigeration unit (902) is configured for cooling of the cabin unit (204).

11. The method (300) as claimed in claim 1, comprising:
receiving, by the controller (102) and from the plurality of temperature sensors (104), a current operating temperature of liquid coolant in each of the traction unit (202), the cabin unit (204), and the battery unit (206); and
managing, by the controller, at least one of:
the first flow of liquid coolant through at least one of the traction unit and the cabin unit based on the current operating temperature of liquid coolant in the at least one of the traction unit and the cabin unit; or
the second flow of liquid coolant through the battery unit based on the current operating temperature of liquid coolant in the battery unit.

12. A system (200) for integrated thermal management in an electric vehicle, the system (200) comprising:
a first tank (202f) having a first liquid coolant;
a first pump (202g) or a third pump (204c) configured to circulate the first liquid coolant through at least one of a traction unit (202) or a cabin unit (204) by employing at least one of a first flow control valve (208) or a second flow control valve (212);
a coolant heater (204d) configured to heat the first liquid coolant based on a thermal requirement of at least one of the cabin unit (204) or the battery unit (206), and the circulation of the first liquid coolant;
a radiator (202g) configured to cool the first liquid coolant based on a thermal requirement of the traction unit (202) and the circulation of the first liquid coolant;
a second tank (206c) having a second liquid coolant;
a second pump (206d) configured to circulate the second liquid coolant through one of a chiller unit (216) or a heat exchanger (210) in a battery unit (206) via a third flow control valve (214), wherein the chiller unit (216) is configured to cool the second liquid coolant and the heat exchanger (210) is configured to heat the second liquid coolant; and
a controller (102) configured to operate the first flow control valve (208), the second flow control valve (212), and the third flow control valve (214) based on a thermal management requirement for one or more of the traction unit (202), the cabin unit (204), and the battery unit (206).

13. The system (200) as claimed in claim 12, comprises:
a first temperature sensor (202e) configured to monitor a current operating temperature of the liquid coolant in the traction unit (202);
a second temperature sensor (204b) configured to monitor a current operating temperature of the liquid coolant in the cabin unit (204); and
a third temperature sensor (206b) configured to monitor a current operating temperature of the liquid coolant in the battery unit (206),
wherein the controller (102) is configured to operate at least one of:
the first flow control valve (208) or the second flow control valve (212) based on the current operating temperature of liquid coolant in the at least one of the traction unit (202) and the cabin unit (204); or
the third flow control valve (214) based on the current operating temperature of liquid coolant in the battery unit (206).