Description:DESCRIPTION
Technical Field
[001] This disclosure relates generally to thermoregulation in a vehicle and more particularly to method and system for maintaining optimal temperature in battery pack and vehicle cabin.

BACKGROUND
[002] In Electric Vehicles (EVs), a single compressor is used by both Heating, Ventilation, and Air Conditioning (HVAC) system and for battery pack cooling. This leads to the division of refrigerant between the HVAC evaporator and the battery chiller, depending on the specific requirements. Solenoid valves are strategically placed at the inlets of both the HVAC evaporator and the chiller to regulate the flow of refrigerant into their respective circuits.
[003] Under the current operational logic, when only the HVAC circuit is activated, the compressor operates at an initial speed. However, when the battery cooling is activated simultaneously with a demand for cooling from both the HVAC and battery cooling circuits, the compressor's speed is increased to its maximum rpm to match the heightened cooling requirements. Despite the provision for compressor speed ramp-up, tests conducted during cabin cooldown at 45 °C reveal a spike in cabin temperature when battery cooling is initiated simultaneously. This temperature increase is attributed to the refrigerant flow being split between the HVAC evaporator and the battery chiller, indicating inadequate refrigerant flow to the HVAC evaporator during battery cooling. It is noteworthy that when both the battery cooling and HVAC evaporator are active, there is a discernible spike in cabin temperature by 2 to 3 degrees Celsius observed due to the splitting of the refrigerant flow.
[004] Therefore, there is a requirement of an effective method and system of maintaining optimal temperature in battery pack and vehicle cabin simultaneously by optimizing the refrigerant distribution.
SUMMARY OF THE INVENTION
[005] In one embodiment, a method of transmitting refrigerant from a condenser of an electrically powered vehicle is disclosed. The method may include activating, by a controller, and upon determining an optimal battery temperature in the battery pack, a first valve and a second valve to allow a simultaneous transmission of refrigerant from the condenser to a refrigerant storage of an HVAC system and to the HVAC system. In an embodiment, the refrigerant storage may be configured to store the refrigerant received from the condenser. The method may further include activating, by the controller and upon determining a non-optimal battery temperature in the battery pack, the first valve, a third valve, and a fourth valve to simultaneously allow transmission of the refrigerant from the condenser to a battery cooling system of the battery pack and to the HVAC system and transmission of the refrigerant from the refrigerant storage to the HVAC system.
[006] In another embodiment, a system for transmitting refrigerant from a condenser of an electrically powered vehicle is disclosed. The system may include a controller, and a memory. The memory may be coupled to the controller, wherein the memory may store a set of instructions, which on execution, causes the controller to activate a first valve and second valve, upon determining an optimal battery temperature in the battery pack. The activation of the first valve and the second valve may allow simultaneous transmission of refrigerant from the condenser to a refrigerant storage of an HVAC system and to the HVAC system. In an embodiment, the refrigerant storage may be configured to store the refrigerant received from the condenser. The controller may be further configured to activate the first valve, a third valve, and a fourth valve, upon determining a non-optimal battery temperature in the battery pack to simultaneously allow transmission of the refrigerant from the condenser to a battery cooling system of the battery pack and to the HVAC system and transmission of the refrigerant from the refrigerant storage to the HVAC system. In an embodiment, the HVAC system may be configured to cool a cabin of the vehicle. In an embodiment, the simultaneous transmission of refrigerant to the battery cooling system and the HVAC system may cool the battery pack and the cabin of the vehicle simultaneously.
[007] It is to be understood that both the foregoing general description and the following detailed descriptions are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWING
[008] 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.
[009] FIG. 1 illustrates a temperature management system for transmitting refrigerant from a compressor of an electrically powered vehicle, in accordance with an embodiment of the present disclosure.
[010] FIG. 2 is a flowchart of a methodology to transmit refrigerant from a compressor of an electrically powered vehicle, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[011] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for conducting 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 scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, 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.
[012] The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[013] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs. 1-2. As summarized above, in one broad aspect, the present invention provides a method and system for transmitting refrigerant from a compressor of an electrically powered vehicle.
[014] Since battery pack cooling is also a critical safety aspect in Electric Vehicles (EVs), a single compressor may be used for cooling of a cabin of the vehicle using the Heating, Ventilation, and Air Conditioning system (HVAC) system and also for the battery pack cooling. In doing so, the effectiveness of cooling by the HVAC system may be reduced in order to prioritize the cooling of the battery pack. It has been observed that when both the battery cooling system and HVAC system are simultaneously in operation, there is a spike in the cabin temperature by approximately 2 to 3 degrees Celsius. The spike in cabin temperature clearly indicates that the split in refrigerant flow impacts the overall cooling effectiveness within the cabin. Therefore, to allow an effective cooling of the battery pack and the cabin simultaneously, the refrigerant flow from the condenser may be intelligently divided between the HVAC evaporator and a battery chiller.
[015] Accordingly, the present disclosure provides a method and system for maintaining optimal temperature in battery pack on simultaneous operation of the HVAC system and battery cooling system. The proposed system aims to address existing limitations in the current system by incorporating valves and a refrigerant storage in the HVAC system. Overall, these enhancements contribute to the efficiency of cooling of the cabin and the battery pack in the EV. It is to be noted that the system may be employed in any EV including but is not limited to a passenger vehicle, a utility vehicle, a commercial vehicle, and any other transportable vehicle. For the sake of clarity, the EV is not shown.
[016] Referring now to FIG. 1, a temperature management system 100 of an electrically powered vehicle is illustrated, in accordance with an embodiment of the present disclosure. The temperature management system 100 may include an electronic control unit (ECU) 104, a heat exchange system 110, an HVAC system 146, a battery cooling system 122. The heat exchange system 110 includes a compressor 102, a condenser 108 coupled with a first fan 107, a radiator 122 and a first pump 116. The battery cooling system 122 includes a sensor unit 103, a chiller 124, a second tank 126 and a second pump 128. It is to be noted that the battery cooling system 122 may be configured to cool the battery pack 130.
[017] The HVAC system 146 may include a second fan 148, and an evaporator 150. It is to be noted that the HVAC system 146 may be configured to cool a cabin 152 of the vehicle. The heat exchange system 110 may be connected to the HVAC system 146 and the battery cooling system 122 via a first valve 132 and a third valve 120 respectively. Further, the temperature management system 100 may include a refrigerant storage 140 that may be connected to the HVAC system 146 via a second valve 136, and a fourth valve 142. It is to be noted that the first valve 132, the second valve 136, the third valve 120 and the fourth valve 142 are communicably and operatively coupled to the ECU 104.
[018] In an embodiment, the ECU 104 may be used to control various aspects of EV’s operation such as, but not limited to, operation of the flow valves, monitoring temperature of the battery pack and the cabin of the vehicle, etc. By way of an example, the ECU 104 may be implemented as an embedded system in automotive electronics that may control one or more of the electrical systems or subsystems in the vehicle. In an embodiment, the ECU 104 includes a controller 105 and a memory 106. In an embodiment, the functions of the controller 105 may interchangeably be performed by a processor (not shown). The memory 106 may store instructions that, when executed by the controller 105, cause the controller 105 to perform various operations in order to transmit refrigerant from a compressor 102 of an electrically powered vehicle (not shown). The memory 106 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may include but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may include but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM).
[019] The ECU 104 may be communicatively connected to the sensor unit 103 and the first valve 132, the second valve 136, the third valve 120, the fourth valve 142, the heat exchange system 110, the battery cooling system 122 and the HVAC system 146 via vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like.
[020] The sensor unit 103 may monitor the temperature of the battery pack 130 via a temperature sensor (not shown) coupled to the battery pack 130. Further, the sensor unit 103 may monitor the temperature in the cabin of the vehicle via a temperature sensor (not shown) provided in the cabin of the vehicle.
[021] In an embodiment, the ECU 103 may determine the real-time temperature of the battery pack 130. Further, the ECU 103 may determine if the real-time temperature of the battery pack 130 is an optimum battery temperature. In an embodiment, the real-time temperature is an optimum battery temperature if the real-time temperature is in a predefined optimum battery temperature range of about 32°C to 42°C. Further, the ECU 103 may activate the battery cooling system 122 in case the real-time temperature of the battery pack is outside the predefined range or is determined as non-optimum. Further, the ECU 103 may also activate the HVAC system 146 in case the temperature in the vehicle cabin is outside a predefined optimum cabin temperature range. In an embodiment, the ECU 103 may also activate the HVAC system 146 based on a user input to activate the HVAC system 146. Accordingly, the battery cooling system 122 and the HVAC system 146 may be activated individually or may be activated simultaneously. In order for the battery cooling system 122 and the HVAC system 146 to work simultaneously, the condenser 108 may supply refrigerant to both the battery cooling system 122 and the HVAC system 146 simultaneously.
[022] In an embodiment, refrigerant in form of high-pressure high temperature (HPHT) refrigerant gas may flow to the condenser 108 from the battery cooling system 122 and the HVAC system 146. The condenser 108 may convert the HPHT refrigerant gas into a HPHT refrigerant liquid by releasing the heat from the HPHT refrigerant gas into the surrounding air, causing the refrigerant to undergo a phase change from the HPHT refrigerant gas to the HPHT refrigerant liquid. In an embodiment, the condenser 108 may allow the HPHT refrigerant gas to dissipate its heat to the ambient air by using the first fan 107. The first fan 107 may blow ambient air through the condenser 108 towards heat exchange system 110. The first tank 114 of the heat exchange system 110 may store a coolant. The first pump 116 may circulate the coolant through the radiator 112. The radiator 112 may act as a heat exchanger that may allow transfer of heat from the coolant to the outside air.
[023] Examples of coolant may include, but are not limited to, glycol-based coolants, water-based coolants, dielectric fluids, hybrid coolants, etc. Accordingly, as the HPHT refrigerant gas begins to lose energy in the radiator 112, causing it to cool and transition from the HPHT refrigerant gas to the HPHT refrigerant liquid, the HPHT refrigerant liquid may be transmitted to the battery cooling system 122 and/or the HVAC system 146. In an embodiment, examples of HPHT refrigerant gas may include, but is not limited to, hydrofluorocarbon (R134a), hydrofluoroolefin (R1234yf), carbon dioxide (R744), hydrofluoroalkane (R152a), etc.
[024] In case the ECU 104 determines real-time temperature in the battery pack 130 as optimal , and the real-time temperature of the vehicle cabin outside the optimal cabin temperature range, the ECU 104 may activate the HVAC system 146. Accordingly, the ECU 104 may activate the first valve 132 and the second valve 136 to allow transmission of the HPHT refrigerant liquid from the condenser 108 to the refrigerant storage 140 of the HVAC system 146 and to the HVAC system 146. In an embodiment, the refrigerant storage 140 may be configured to store the HPHT refrigerant liquid received from the condenser 108. In an embodiment, the refrigerant storage 140 may store a predefined amount of HPHT refrigerant liquid. Further, once the pressure of the HPHT refrigerant liquid in the refrigerant storage 140 becomes equal to the predefined amount the valve 136 may close. Accordingly, when only the HVAC system 146 is operated, the refrigerant storage 140 may be filled with the HPHT refrigerant liquid based on opening of the valve 136 and closure of the valve 142. Further, the activation of the second valve 136 may allow transmission of the HPHT refrigerant liquid via a first flow line 138 from the condenser 108 to the refrigerant storage 140. In an embodiment, the activation of the first valve 132 may allow transmission of the HPHT refrigerant liquid via a second flow line 134 from the condenser 108 to the HVAC system 146.
[025] Further, the evaporator 150 of the HVAC system 146 may receive the HPHT refrigerant liquid from the condenser 108 and convert the HPHT refrigerant liquid to a low pressure low temperature (LPLT) refrigerant liquid and cooling the vehicle cabin 152 of the vehicle. As, the LPLT refrigerant liquid may evaporate inside the evaporator 150 and may be converted to LPLT refrigerant gas and dissipating the excess heat to the surroundings by using the second fan 148. The LPLT refrigerant gas may be further transmitted to the compressor 102 to start the cycle of the refrigerant flow again.
[026] In an embodiment, upon determining the temperature of the battery pack 130 as non-optimal and during the operation of the HVAC system 146, the ECU 104 may activate the first valve 132, the third valve 120, and the fourth valve 142 to allow simultaneous transmission of the HPHT refrigerant liquid from the condenser 108 to the battery cooling system 122 and to the HVAC system 146. In an embodiment, the real-time temperature of the battery pack 130 may be determined as non-optimum in case the temperature is outside the optimum battery temperature range. It is to be noted that the activation of the third valve 120 and the first valve 132 may allow simultaneous transmission of refrigerant from the condenser 108 to the battery cooling system 122 and the HVAC system 146. Accordingly, refrigerant from the condenser 108 may be transmitted to the chiller 124 of the battery cooling system 122 via a fourth flow line 118 from the condenser 108 and simultaneously to the HVAC system 146 via the second flow line 134.
[027] As the refrigerant from the condenser 108 is divided into both the battery cooling system 122 and the HVAC system 146, the efficiency of cooling in cabin may be impacted since the HVAC system 146 may receive lesser amount of refrigerant from the condenser 108. To compensate for the reduced amount of refrigerant from the condenser 108, the ECU 104 may activate the fourth valve 142 to enable transmission of the stored HPHT refrigerant liquid in the refrigerant storage 140 to the HVAC system 146 along with the refrigerant from the condenser 108. Accordingly, the HVAC system 146 may be supplied with refrigerant from both the refrigerant storage 140 and the condenser 108 in order to compensate for the diverted amount of refrigerant to the battery cooling system 122.
[028] It is to be noted the battery cooling system 122 may be configured to cool the battery pack 130 to ensure that the temperature of the battery pack 130 is within the optimum battery temperature range. In an embodiment, the second tank 126 may store a coolant that may be supplied to the battery pack 130 by the second pump 128. The coolant may absorb the heat from the battery pack 130 and then may be circulated to the chiller 124. The chiller 124 may receive the HPHT refrigerant liquid which may be converted to LPLT refrigerant liquid. Further, the LPLT refrigerant liquid may evaporate to turn into LPLT refrigerant gas in the chiller 124 by exchanging heat with the coolant utilized to cool the battery pack 130. Accordingly, the LPLT refrigerant gas may be supplied to the compressor 102 to be turned into HPHT refrigerant gas that may be further transmitted into the condenser 108. The condenser 108 may convert the HPHT refrigerant gas into covert the HPHT refrigerant liquid to start the cycle of the refrigerant flow again.
[029] Accordingly, upon determining the battery pack temperature as non-optimal, the ECU 104 may activate the first valve 132, the third valve 120, and the fourth valve 142 to simultaneously allow transmission of the refrigerant from the condenser 108 to the battery cooling system 122 and to the HVAC system 146 and transmission of the HPHT refrigerant liquid from the refrigerant storage 140 to the HVAC system 146. In an embodiment, the activation of the first valve 132 and the fourth valve 142 may allow transmission of the HPHT refrigerant liquid via the second flow line 134 from the condenser 108 to the HVAC system 146 and via a third flow line 144 from the refrigerant storage 140 to the HVAC system 146 simultaneously.
[030] In an embodiment, the third flow line 144 and the first flow line 138 may be smaller than the second flow line 134 and the fourth flow line 118 so that the HPHT refrigerant liquid may be diverted at lower flow rate to avoid any impact on the HVAC system 146. In an embodiment, the transmission of the HPHT refrigerant liquid from the refrigerant storage 140 to the HVAC system 146 may compensate the mass flow rate reduction that may happen at the evaporator 150 due to divergence of the HPHT refrigerant liquid to the battery cooling system 122.
[031] Referring now to FIG. 2, a flowchart 200 depicting a methodology to transmit refrigerant from a compressor 102 of an electrically powered vehicle, in accordance with an embodiment of the present disclosure. It is to be noted that the ECU 104 may perform the steps of the flowchart 200.
[032] At step 202, the ECU 104 may determine a real-time temperature of the battery pack 130 via the sensing unit 103. At step 204, the ECU 104 may then determine if the temperature of the battery pack 130 is optimal or non-optimal. In an embodiment, the temperature of the battery pack 130 may be determined as optimal in case the temperature is within the predefined optimum battery temperature range of about 32°C to 42°C.
[033] Further at step 206, upon determining the battery pack temperature as optimal, the ECU 104 may activate the first valve 132 and the second valve 136 to allow simultaneous transmission of the HPHT refrigerant liquid from the condenser 108 to the refrigerant storage 140 of the HVAC system 146 and to the HVAC system 146. In an embodiment, the refrigerant storage 140 may be configured to store the HPHT refrigerant liquid received from the condenser 108. In an embodiment, the activation of the first valve 132 and the second valve 136 may allow transmission of the HPHT refrigerant liquid via a first flow line 138 from the condenser 108 to the refrigerant storage 140. Further, the activation of the first valve 132 may also allow simultaneous transmission of the HPHT refrigerant liquid via a second flow line 134 from the condenser 108 to the HVAC system 146.
[034] Accordingly, the HVAC system 146 may cool the cabin 152 of the vehicle based on the refrigerant received from the condenser 108. In order to cool the cabin 152, the evaporator 150 of the HVAC system 146 may receive the HPHT refrigerant liquid from the condenser 108 and convert the HPHT refrigerant liquid to a low pressure low temperature (LPLT) refrigerant liquid and cooling the vehicle cabin 152 of the vehicle. As, the LPLT refrigerant liquid may evaporate inside the evaporator 150 and may be converted to LPLT refrigerant gas and dissipating the excess heat to the surroundings by using the second fan 148. The LPLT refrigerant gas may be further transmitted to the compressor 102 to start the cycle of the refrigerant flow again.
[035] Further at step 208, upon determining the temperature of the battery pack 130 as non-optimal, the ECU 104 may activate the first valve 132, the third valve 120, and the fourth valve 142 to allow transmission of the HPHT refrigerant liquid from the condenser 108 to the battery cooling system 122 of the battery pack 130 and to the HVAC system 146. In an embodiment, the real-time temperature of the battery pack 130 may be determined as non-optimum in case the temperature is outside the optimum battery temperature range. It is to be noted that the activation of the third valve 120 and the first valve 132 may allow simultaneous transmission of refrigerant from the condenser 108 to the battery cooling system 122 and the HVAC system 146. Accordingly, refrigerant from the condenser 108 may be transmitted to the chiller 124 of the battery cooling system 122 via a fourth flow line 118 from the condenser 108 and simultaneously to the HVAC system 146 via the second flow line 134. The activation of the fourth valve 142 by the ECU 104 may enable transmission of the stored HPHT refrigerant liquid in the refrigerant storage 140 to the HVAC system 146 along with the refrigerant from the condenser 108. Accordingly, the HVAC system 146 may be supplied with refrigerant from both the refrigerant storage 140 and the condenser 108 in order to compensate for the diverted amount of refrigerant to the battery cooling system 122.
[036] It is to be noted the battery cooling system 122 may be configured to cool the battery pack 130 to ensure that the temperature of the battery pack 130 is within the optimum battery temperature range. The battery cooling system 122 may be activated until the temperature of the battery pack 130 is maintained as an optimal battery temperature and the ECU 104 may continue to determine the temperature of the battery pack 130 at step 202.
[037] It is to be noted that, the activation of the first valve 132 and the fourth valve 142 may allow transmission of the HPHT refrigerant liquid via the second flow line 134 from the condenser 108 to the HVAC system 146 and via a third flow line 144 from the refrigerant storage 140 to the HVAC system 146 simultaneously.
[038] In an embodiment, the third flow line 144 and the first flow line 138 may be smaller than the second flow line 134 and the fourth flow line 118 so that the HPHT refrigerant liquid may be diverted at lower flow rate to avoid any impact on the HVAC system 146. In an embodiment, the transmission of the HPHT refrigerant liquid from the refrigerant storage 140 to the HVAC system 146 may compensate the mass flow rate reduction that may happen at the evaporator 150 due to divergence of the HPHT refrigerant liquid at the battery cooling system 122.
[039] Thus, the disclosed method and system tries to overcome the technical problem of the ineffective cooling of the cabin 152 of the vehicle when the refrigerant transmission is divided between the HVAC system 146 and the battery cooling system 122. The temperature management system 100 through the integration of the valves 136, 142 and the refrigerant storage 140 allows to supplement the loss of refrigerant supply to the HVAC system 146 when the temperature of the battery pack 130 is determined to be non-optimal. The incorporation of valves enhances the flow of refrigerant from the compressor 102 to the refrigerant storage 140, allowing for the refrigerant storage 140 to store the refrigerant. Thus, the supply of the refrigerant from the refrigerant storage 140 compensates for the mass flow rate reduction and reduces the spike seen in cabin temperature of the electrical vehicle when the battery cooling system 122 is simultaneously activated.
[040] As will be appreciated by those skilled in the art, the design described in the various embodiments discussed above are not routine, or conventional, or well-understood in the art. The techniques discussed above provide the integration of flow valves and the replacement of the pressure switch with a more advanced pressure sensor.
[041] 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 bring an improvement in the functioning of the device itself as the claimed steps provide a technical solution to a technical problem.
[042] The specification has described method and system maintaining optimal temperature in battery pack and vehicle cabin. 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 purpose 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.
[043] It is intended that the disclosure and examples be considered as exemplary only, with a true scope of disclosed embodiments being indicated by the following claims.
, C , Claims:1. A method (200) of transmitting refrigerant from a condenser (108) of an electrically powered vehicle, the method (200) comprising:
upon determining (202) an optimal battery temperature in the battery pack:
activating (204), by a controller (105), a first valve (132) and a second valve (136) to allow a simultaneous transmission of the refrigerant from the condenser (108) to a refrigerant storage (140) of an HVAC system (146) and to the HVAC system (146),
wherein the refrigerant storage (140) is configured to store the refrigerant received from the condenser (108); and
upon determining (202) a non-optimal battery temperature in the battery pack:
activating (206, 208), by the controller (105), the first valve (132), a third valve (120), and a fourth valve (142) to simultaneously allow:
transmission of the refrigerant from the condenser (108) to a battery cooling system (122) of the battery pack (130) and to the HVAC system (146); and
transmission of the refrigerant from the refrigerant storage (140) to the HVAC system (146).

2. The method (200) as claimed in claim 1, wherein the activation of the first valve (132) and the second valve (136) allows transmission of refrigerant via a first flow line (138) from the condenser (108) to the refrigerant storage (140).

3. The method (200) as claimed in claim 2, wherein the activation of the first valve (132) allows transmission of refrigerant via a second flow line (134) from the condenser (108) to the HVAC system (146).

4. The method (200) as claimed in claim 1, wherein the activation of the first valve (132) and the fourth valve (142) allows transmission of refrigerant via the second flow line (134) from the condenser (108) to the HVAC system (146) and via a third flow line (144) from the refrigerant storage (140) to the HVAC system (146) simultaneously.

5. The method (200) as claimed in claim 7, wherein the activation of the third valve (120) allows transmission of refrigerant via a fourth flow line (118) from the condenser (108) to the battery cooling system (122) of the battery pack (130).

6. A system (100) for transmitting refrigerant from a condenser (108) of an electrically powered vehicle, comprising:
a controller (105); and
a memory (106) coupled to the controller (105), wherein the memory (106) stores a set of instructions, which, on execution, causes the controller (105) to:
upon determining an optimal battery temperature in the battery pack (130):
activate a first valve (132) and a second valve (136) to allow a simultaneous transmission of refrigerant from the condenser (108) to a refrigerant storage (140) of an HVAC system (146) and to the HVAC system (146),
wherein the refrigerant storage (140) is configured to store the refrigerant received from the condenser (108); and
upon determining a non-optimal battery temperature in the battery pack (130):
activate the first valve (132), a third valve (120), and a fourth valve (142) to simultaneously allow:
transmission of the refrigerant from the condenser (108) to a battery cooling system (122) of the battery pack (130) and to the HVAC system (146); and
transmission of the refrigerant from the refrigerant storage (140) to the HVAC system (146),
wherein the HVAC system (146) is configured to cool a cabin of the vehicle, and
wherein the simultaneous transmission of refrigerant to the battery cooling system (122) and the HVAC system (146) cools the battery pack (130) and the cabin of the vehicle simultaneously.

7. The system (100) as claimed in claim 6, wherein the activation of the first valve (132) and the second valve (136) allows transmission of refrigerant via a first flow line (138) from the condenser (108) to the refrigerant storage (140).

8. The system (100) as claimed in claim 7, wherein the activation of the first valve (132) allows transmission of refrigerant via a second flow line (134) from the condenser (108) to the HVAC system (146).

9. The system (100) as claimed in claim 6, wherein the activation of the first valve (132) and the fourth valve (142) allows transmission of refrigerant via the second flow line (134) from the condenser (108) to the HVAC system (146) and via a third flow line (144) from the refrigerant storage (140) to the HVAC system (146) simultaneously.

10. The system (100) as claimed in claim 9, wherein the activation of the third valve (120) allows transmission of refrigerant via a fourth flow line (118) from the condenser (108) to the battery cooling system (122) of the battery pack (130).