DESC:SELECTIVE ACTIVE COOLING OF BATTERY PACK AND POWERTRAIN OF ELECTRIC VEHICLE
CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202321065124 filed on 28/09/2023, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
Generally, the present disclosure relates to a cooling system for an electric vehicle. Particularly, the present disclosure relates to the cooling system of a battery pack and a powertrain for electric vehicles.
BACKGROUND
The usage of electric vehicles (EVs) has rapidly increased in recent years due to growing environmental awareness and advancements in technology. Currently, EVs are offering a cleaner alternative to traditional internal combustion engine vehicles which significantly reducing greenhouse gas emissions and dependence on fossil fuels. As a result, there has been recent push to develop hybrid and fully electric consumer passenger vehicles. The growing availability of charging networks, along with declining battery costs, further accelerates the adoption of EVs, positioning as the future of sustainable transportation.
Generally, the electric vehicles rely on the efficient operation of two primary systems i.e., the battery pack and the powertrain. The battery pack stores electrical energy and delivers the power to the powertrain, which converts electrical energy into mechanical power to drive the vehicle. Moreover, the battery pack, typically composed of numerous battery cells, provides the necessary voltage and current to power the electric motor. Furthermore, the powertrain comprises the motor, a transmission, and related components which are responsible for converting the electrical energy from the battery pack into rotational motion for propelling the vehicle. Furthermore, both the battery pack and powertrain generate significant amounts of heat during operation, particularly under high-load conditions such as acceleration, prolonged driving, or energy recovery through regenerative braking. As a result, the excessive heat generated due to battery pack or powertrain may reduce the efficiency and lifespan of these components, thereby potentially leading to overheating, performance degradation, or even failure. Moreover, the heat is generated during electric vehicle charging primarily due to resistive losses in the battery. Additionally, components like the onboard charger and power conversion systems (AC to DC) experience inefficiencies, further contributing to heat generation. Therefore, thermal management is critical to maintaining optimal performance and reliability in electric vehicles.
Traditionally, the cooling systems often depend on a uniform or continuous cooling approach, where all components, such as the battery pack and powertrain receive the high charging rates at same level of cooling regardless of their specific thermal needs. The different vehicle operation scenarios may have different requirements associated with the cooling. In a regular vehicle operation scenario, the powertrain and the battery pack may simultaneously require cooling depending upon various factors such as ambient temperature, battery pack temperature, powertrain temperature and so on. In certain vehicle operation scenarios, either the powertrain may require cooling or the battery pack may require cooling. In a battery charging scenario, the cooling is primarily required for the battery pack as the high charging rates may result in increased heat generation within the battery pack, which requires an effective thermal management system to dissipate the excess heat. This is critical to prevent thermal damage and ensure the safety and longevity of the battery pack during charging. In such different scenarios, the traditional cooling systems may lead to energy inefficiencies, as cooling resources are wasted on components that may not require cooling at a given moment. Due to which, the unnecessary power is consumed, thereby reducing the vehicle's overall range. Additionally, traditional cooling systems tend to be more complex and bulkier, requiring extensive piping and coolant distribution mechanisms, which leads to increase in manufacturing costs and weight of the cooling system. Moreover, the cooling system may struggle to effectively manage extreme heat during high-performance or fast-charging scenarios.
Therefore, there is a need to provide a improved cooling mechanism that overcomes one or more problems as set forth above.
SUMMARY
An object of the present disclosure is to provide an active cooling system for an electric vehicle.
In accordance with an aspect of present disclosure there is provided an active cooling system for an electric vehicle. The active cooling system of electric vehicle comprises a first coolant flow path configured to selectively extract heat from at least one battery pack, a second coolant flow path configured to selectively extract heat from a powertrain, and a third coolant flow path configured to simultaneously extract heat from the at least one battery pack and the powertrain. A sensor arrangement is configured to determine at least one thermal parameter associated with the at least one battery pack and the powertrain. A control unit is configured to receive the at least one thermal parameter from the sensor arrangement to determine at least one vehicle parameter and a control flow of a coolant between at least one of the first coolant flow path, the second coolant flow path and the third coolant flow path.
The present disclosure provides the active cooling system for the battery pack and powertrain in an electric vehicle. The active cooling system as disclosed by present disclosure is advantageous in terms of selective cooling of the components of the electric vehicle based on the requirement of cooling. The active cooling system as disclosed by present disclosure is advantageous in terms of enhanced performance, range and efficiency of electric vehicle. Beneficially, the system determines the requirement of cooling in particular components of the vehicle during different operational conditions of the vehicle. Advantageously, the system controls the flow of coolant between various components of the electric vehicle including the powertrain and the battery pack. Beneficially, the active cooling system optimizes energy usage and ensures that the cooling resources are utilized only where the cooling is required. Moreover, the active cooling system as disclosed by present disclosure is advantageous in terms of thermal management of the battery pack during charging which targets specific high-heat areas, thereby improving thermal management efficiency. Beneficially, the active cooling system reduces energy consumption. Beneficially, the active cooling system significantly minimizes energy wastage. Furthermore, the active cooling system beneficially controls the temperature during high-demand scenarios, such as fast charging or intense driving conditions. Furthermore, the active cooling system also reduces thermal stress on key elements, such as battery cells and powertrain components. Beneficially, the active cooling system enhance the longevity and reliability of the battery pack and the powertrain. Beneficially, the active cooling system helps to prevent performance degradation, thereby ensuring that both the battery pack and powertrain operate within their ideal thermal ranges. Moreover, the active cooling system beneficially prolongs the lifespan of the battery pack and the powertrain.
Additional aspects, advantages, features and objects of the present disclosure would be made apparent from the drawings and the detailed description of the illustrative embodiments constructed in conjunction with the appended claims that follow.
It will be appreciated that features of the present disclosure are susceptible to being combined in various combinations without departing from the scope of the present disclosure as defined by the appended claims.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
Figure 1 illustrates a block diagram for the active cooling system of electric vehicle, in accordance with an embodiment of the present disclosure.
Figure 2 illustrates a block diagram for the active cooling system of electric vehicle, in accordance with another embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of the active cooling system and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
As used herein, the terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system 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 system. In other words, one or more elements in a system or apparatus preceded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
As used herein, the terms “electric vehicle”, “EV”, and “EVs” are used interchangeably and refer to any vehicle having stored electrical energy, including the vehicle capable of being charged from an external electrical power source. This may include vehicles having batteries which are exclusively charged from an external power source, as well as hybrid-vehicles which may include batteries capable of being at least partially recharged via an external power source. Additionally, it is to be understood that the ‘electric vehicle’ as used herein includes electric two-wheeler, electric three-wheeler, electric four-wheeler, electric pickup trucks, electric trucks and so forth.
As used herein, the term “active cooling system” and “cooling system” are used interchangeably and refer to a system that actively manages the thermal conditions of one or more components by circulating a coolant through designated pathways using mechanical means, such as pumps and valves. In the electric vehicle, the active cooling system comprises components such as coolant flow paths, pumps, heat exchangers, and control units, which work together to extract and dissipate heat from critical components like the battery pack and powertrain.
As used herein, the term “a first coolant flow path” refers to a designated conduit or channel in an active cooling system through which coolant is directed to flow and designed to remove heat from specific components, such as a battery pack. The first coolant flow path path is strategically configured to ensure efficient thermal coolant transfer, facilitating optimal cooling of the target area while maintaining the system’s overall thermal balance.
As used herein, the term “a second coolant flow path” refers to a designated conduit or channel in an active cooling system through which coolant is directed to flow and designed to remove heat from specific components, such as a powertrain. The second coolant flow path path is strategically configured to ensure efficient thermal coolant transfer, facilitating optimal cooling of the target component while maintaining the system’s overall thermal balance.
As used herein, the term “a third coolant flow path” refers to a designated conduit or channel in an active cooling system through which coolant is directed to flow and designed to remove heat simultaneously from the battery pack and the powertrain. The third coolant flow path path is strategically configured to ensure efficient thermal coolant transfer, facilitating optimal cooling of the target component while maintaining the system’s overall thermal balance.
As used herein, the term “battery pack” and “battery” are used interchangeably and refer to an assembly of interconnected battery cells or modules designed to store electrical energy, integrated with a battery management system. The battery management system manages the charging and/or discharging of the interconnected battery cells of the battery pack.
As used herein, the term “powertrain” refers to the assembly of components responsible for generating and transmitting power to the vehicle’s drivetrain. The powertrain includes an electric motor, power electronics, transmission, and associated systems that convert the electrical energy stored in the battery pack into mechanical energy for propulsion of the vehicle.
As used herein, the term “sensor arrangement” refers to the configuration of one or more sensors integrated into the cooling system to monitor key thermal parameters, such as temperature, coolant flow rate, and pressure. These sensors are strategically placed to detect real-time changes in thermal conditions within the system, enabling dynamic adjustment of cooling operations. The sensor arrangement ensures efficient thermal management by facilitating precise control of the cooling mechanisms, thereby optimizing system performance and preventing overheating. The sensor arrangement may be installed with the components that are required to thermally managed. Alternatively, the sensor arrangement may be installed within the cooling system components.
As used herein, the term “control unit” refers to an electronic controller that regulates and manages the operation of the cooling system based on real-time data from sensors. The control unit processes inputs such as temperature, pressure, or flow rates and adjusts cooling parameters, such coolant flow, to maintain optimal thermal conditions. The control unit ensures efficient heat dissipation and system stability, preventing overheating and protecting critical components within the cooling system. Optionally, the control unit includes, but is not limited to, a microprocessor, a micro-controller, a complex instruction set computing (CISC) microprocessor, a reduced instruction set (RISC) microprocessor, a very long instruction word (VLIW) microprocessor, or any other type of processing circuit. Furthermore, the term “processor” may refer to one or more individual processors, processing devices and various elements associated with a processing device that may be shared by other processing devices. Furthermore, the control unit may comprise ARM Cortex-M series processors, such as the Cortex-M4 or Cortex-M7, or any similar processor designed to handle real-time tasks with high performance and low power consumption. Furthermore, the control unit may comprise custom and/or proprietary processors.
As used herein, the term “communicably coupled” refers to a bi-directional connection between the various components of the system. The bi-directional connection between the various components of the system enables exchange of data between two or more components of the system. Similarly, bi-directional connection between the system and other elements/modules enables exchange of data between system and the other elements/modules.
As used herein, the term “plurality of flow directing valves” refers to multiple valves configured to control and regulate the flow of coolant within the cooling system. The plurality of flow valves are strategically positioned to direct, divert, or modulate the coolant flow through specific pathways, ensuring optimal thermal management by distributing coolant to areas requiring temperature control. The flow directing valves may include mechanically controlled valves, electronically controlled valves and so on. Furthermore, the flow directing valves may include two-way valves, three-way valves, four-way valves and so on.
As used herein, the term “heat exchangers” refers to a device configured in the cooling system facilitates the dissipation of excess heat generated during operation or charging by circulating a coolant through the system, thereby maintaining optimal temperature conditions. The heat exchanger enhances thermal management, ensuring system efficiency, safety, and longevity. The heat exchanger may dissipate the excess heat into another medium. The heat exchanger may be a liquid to air heat exchanger, commonly known as radiator.
As used herein, the term “at least one pump” refers to a set of devices configured to circulate coolant through the system by creating a pressure in the active cooling system. The at least one pump to regulates coolant flow and maintain the optimal thermal conditions for efficient cooling and system operation in electric vehicles. The at least one pump may be an inline pump.
As used herein, the term “reservoir” and “coolant reservoir” are used interchangeably and refer to a storage unit configured to store and supply coolant fluid. The reservoir is integrated within the cooling circuit, allowing for the circulation of coolant through the system to absorb and dissipate heat from heat-generating components. The coolant reservoir may act as a buffer storage for the coolant of the active cooling system.
As used herein, the term “at least one battery pack coolant line”, “battery pack coolant line” and “coolant line” are used interchangeably and refer to a conduit configured to transport coolant fluid to and from the battery pack. The battery pack coolant line facilitates the circulation of coolant within the cooling system, ensuring effective heat transfer from the battery pack to maintain optimal operating temperatures.
As used herein, the term “at least one battery pack cooling channel” and “battery pack cooling channel” are used interchangeably and refer to a dedicated pathway inside the battery pack configured to facilitate the circulation of a coolant fluid through the battery pack. The cooling channel is strategically integrated within or around the battery pack to effectively transfer heat away from the cells during charging. The design of the cooling channel optimizes heat exchange and ensures uniform temperature distribution across the battery pack, thereby enhancing thermal management and increasing battery performance and lifespan.
As used herein, the term “at least one powertrain coolant line”, “powertrain coolant line” and “coolant line” are used interchangeably and refer to a conduit configured to transport coolant fluid to and from the powertrain. The powertrain coolant line facilitates the circulation of coolant within the cooling system, ensuring effective heat transfer from the battery pack to maintain optimal operating temperatures.
As used herein, the term “at least one powertrain cooling channel” and “powertrain cooling channel” are used interchangeably and refer to a dedicated pathway inside the powertrain configured to facilitate the circulation of a coolant fluid through the powertrain. The cooling channel is strategically integrated within or around the powertrain to effectively transfer heat away from the powertrain components during the operation of the vehicle. The design of the powertrain cooling channel optimizes heat exchange and ensures uniform temperature distribution across the powertrain, thereby enhancing thermal management and increase powertrain performance and lifespan.
As used herein, the term “at least one combined coolant line” refers to a single conduit that integrates multiple coolant pathways for the circulation of coolant fluid through the battery pack and the powertrain simultaneously. The combined coolant line may be formed by the combination of the battery pack coolant line and the powertrain coolant line. Alternatively, the combined coolant line may be a separate coolant line with distinct conduits.
As used herein, the term “coolant” refers to a fluid medium used to absorb and transfer heat away from critical components, such as the battery pack and powertrain, within an electric vehicle. The coolant circulates through designated coolant flow paths, cooling channels, and heat exchangers, efficiently dissipating thermal energy to maintain optimal operating temperatures. The coolant is typically composed of a thermally conductive liquid, such as water, glycol, or a combination thereof. The coolant ensures effective and reliable thermal management across varying conditions and operating environments.
As used herein, the term “thermal parameter” refers to any measurable variable or characteristic associated with the thermal state of a component within the system, such as a battery pack or powertrain. Thermal parameters may include temperature, rate of temperature change, thermal load, heat flux etc. These parameters are monitored and used by the control unit to optimize the cooling system's performance, ensuring efficient heat dissipation and preventing overheating during various operational conditions.
As used herein, the term “vehicle parameter” refers to any operational variable related to the vehicle that may influence or be influenced by the cooling system. These parameters typically include vehicle speed, vehicle load, operational state and battery state. These vehicle parameters are monitored by the control unit and used to adjust the flow of coolant to optimize the thermal management of the system.
As used herein, the term “ambient environment” refers to the external surroundings or atmospheric conditions outside the vehicle, into which heat is dissipated. The ambient environment serves as the final sink for excess heat, ensuring that the system maintains optimal operating temperatures for critical vehicle components.
Figure 1, in accordance with an embodiment describes an active cooling system 100 for an electric vehicle. The active cooling system 100 of electric vehicle comprises a first coolant flow path 102 configured to selectively extract heat from at least one battery pack 104, a second coolant flow path 106 configured to selectively extract heat from a powertrain 108, and a third coolant flow path 110 configured to simultaneously extract heat from the at least one battery pack 104 and the powertrain 108. A sensor arrangement 114 is configured to determine at least one thermal parameter associated with the at least one battery pack 104 and the powertrain 108. A control unit 116 is configured to receive the at least one thermal parameter from the sensor arrangement 114 to determine at least one vehicle parameter and control the flow of a coolant between at least one of the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110.
The present disclosure provides the active cooling system 100 for the battery pack 104 and powertrain 108 in an electric vehicle. The active cooling system 100 as disclosed by present disclosure is advantageous in terms of selective cooling of the components of the electric vehicle based on the requirement of cooling. The active cooling system 100 as disclosed by present disclosure is advantageous in terms of enhanced performance, range and efficiency of electric vehicle. Beneficially, the system 100 determines the requirement of cooling in particular components of the vehicle during different operational conditions of the vehicle. Advantageously, the system 100 controls the flow of coolant between various components of the electric vehicle including the powertrain 108 and the battery pack 104. Beneficially, the active cooling system 100 optimizes energy usage and ensures that the cooling resources are utilized only where the cooling is required. Moreover, the active cooling system 100 as disclosed by present disclosure is advantageous in terms of thermal management of the battery pack 104 during charging which targets specific high-heat areas, thereby improving thermal management efficiency. Beneficially, the active cooling system 100 reduces energy consumption. Beneficially, the active cooling system 100 significantly minimizes energy wastage. Furthermore, the active cooling system 100 beneficially controls the temperature during high-demand scenarios, such as fast charging or intense driving conditions. Furthermore, the active cooling system 100 also reduces thermal stress on key elements, such as battery cells and powertrain components. Beneficially, the active cooling system 100 enhance the longevity and reliability of the battery pack 104 and the powertrain 108. Beneficially, the active cooling system 100 helps to prevent performance degradation, thereby ensuring that both the battery pack 104 and powertrain 108 operate within their ideal thermal ranges. Moreover, the active cooling system 100 beneficially prolongs the lifespan of the battery pack 104 and the powertrain 108.
It is to be understood that the sensor arrangement 114 is communicably coupled to the control unit 116. The communicable coupling between the sensor arrangement 114 and the control unit 116 may be a wired coupling. The communicable coupling between the sensor arrangement 114 and the control unit 116 may be a wireless coupling.
In an embodiment, the first coolant flow path 102 comprises at least one battery pack coolant line 102a and at least one cooling channel 102b of the battery pack 104. The first coolant flow path 102 configuration facilitates the effective circulation of coolant for battery pack 104 to manage dissipated heat generated during battery operation, particularly during charging and discharging cycles. Beneficially, the first coolant flow path 102 arrangement significantly minimizes the risk of overheating of battery pack 104 and optimizes battery performance and longevity of battery pack 104.
In an embodiment, the second coolant flow path 106 comprises at least one powertrain coolant line 106a and at least one cooling channel 106b dedicated to the powertrain components. The second coolant flow path 106 configuration configured to the efficient circulation of coolant to manage the thermal requirements of the powertrain 108 during operation. The powertrain coolant line 106a beneficially transports coolant to critical heating areas for powertrain components, while the cooling channel 106b ensures an even distribution of coolant throughout the powertrain 106, thereby maintaining optimal operating temperatures in powertrain 108.
In an embodiment, the third cooling flow path 110 comprises at least one combined coolant line 110a, the at least one cooling channel 102b of the battery pack 104, and the at least one cooling channel 106b of the powertrain 108. The at least one combined coolant line 110a connects the at least one cooling channel 102b of the battery pack 104 and the at least one cooling channel 106b of the powertrain 108 with the cooling system 100. The combined coolant line 110a allows for simultaneous thermal management across both the battery pack 104 and powertrain 108, thereby optimizing cooling efficiency and system performance by using a single coolant flow to manage the thermal loads of both the battery pack 104 and the powertrain 108.
In an embodiment, the active cooling system 100 comprises a plurality of flow directing valves 112. The plurality of flow directing valves 112 may be positioned at inlet of the battery pack 104 and powertrain 108, outlet of the battery pack 104 and powertrain 108 and in between the flow paths of the battery pack 104 and powertrain 108 of the active cooling system 100. The plurality of flow directing valves 112 are controlled by the control unit 116, which dynamically adjusts the flow rate and distribution of coolant based on real-time thermal parameter collected from the battery pack 104 and powertrain 108. Beneficially, the plurality of flow directing valves 112 are configured for thermal management in active cooling system 100 by regulating the coolant flow to the components that require the most cooling, such as high-temperature in the battery pack 104 or the powertrain 108 during intense operation. Beneficially, the plurality of flow directing valves 112 enable selective cooling of the battery pack 104 or the powertrain 108.
In an embodiment, the control unit 116 is configured to control the plurality of flow directing valves 112 based on the at least one thermal parameter and the at least one vehicle parameter to control flow of the coolant. Furthermore, during high-speed or heavy load driving conditions, battery pack 104 and the powertrain 108 generates significant heat. The control unit 116 detects the elevated thermal parameters and adjusts the plurality of flow directing valves 112 to increase coolant flow to both the battery pack 104 and powertrain 108, ensures that heat is dissipated effectively. Furthermore, during charging, the battery pack 104 may experience a significant increase in temperature due to high current input. The control unit 116 adjusts coolant flow through the cooling channels 102b of the battery pack 104 via the plurality flow directing valves 112. Similarly, during discharge events, such as high acceleration, the thermal stress acts on the powertrain 108 which causes increase in temperature of powertrain 108. The control unit 116 increases coolant flow to prevent thermal stress on powertrain 108. Also, during discharging under high load conditions, the battery pack 104 generates heat along with the powertrain 108. The active cooling system 100 manages thermal stress by directing coolant flow to the battery pack 104 and powertrain 108 to prevent overheating. Furthermore, during regenerative braking scenarios, the electric motor reverses its function to act as a generator, converting kinetic energy into electrical energy, which recharges the battery pack 104. The regenerative process generates additional heat, particularly in the battery pack 104. The control unit 116 responds by directing coolant through dedicated paths to dissipate heat efficiently, thereby preventing overheating and maintaining optimal performance. Beneficially, the control unit 116 provides intelligent, real-time management of the cooling system which allows the precise control of coolant flow based on current operational conditions of electric vehicle.
In an embodiment, the active cooling system 100 comprises at least one pump 118 connected to the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110. The pump 118 is configured for circulating coolant through the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110, thereby ensuring efficient thermal management across the battery pack 104 and powertrain 108. Beneficially, the at least one pump 118 may be controlled by the control unit 116 to increase or decrease of flow rate of the coolant in the system 100. The active cooling system 100 also comprises a coolant reservoir 120, which is connected to the pump 118 and the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110. Beneficially, the reservoir 120 stores coolant and maintains an adequate supply for continuous circulation of coolant throughout the active cooling system 100. Additionally, a heat exchanger 122 is connected to the pump 118 and the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110. Beneficially, the pump 118 ensures that the coolant is consistently distributed across the battery pack 104 and powertrain 108. Moreover, the heat exchanger 122 removes excess heat from the active cooling system 100.
In an embodiment, the at least one pump 118 is controlled by the control unit 116 to regulate the flow rate of the coolant in at least one of the first coolant flow path 102, the second coolant flow path 106, or the third coolant flow path 110. Furthermore, the control unit 116 monitors thermal and vehicle parameters, such as temperature, battery charge/discharge rates, and powertrain load, to dynamically adjust the pump operation by controlling the flow rate with the help of the at least one pump 118. Beneficially, by regulating the at least one pump 118, the control unit 116 optimizes coolant distribution based on the real-time thermal demands of the battery pack 104 and powertrain 108.
In an embodiment, the coolant reservoir 120 is configured to store the coolant and regulate the coolant level based on the dynamic cooling demands in the active cooling system 100. During high thermal demand situations, such as fast battery charging or intense vehicle acceleration, the control unit 116 may open the plurality of flow directing valves 112 simultaneously to direct more coolant from the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110 to both the battery pack 104 and powertrain 108. The transfer of coolant causes a temporary reduction in coolant levels in the reservoir 120 as the coolant circulates through the active cooling system 100. Furthermore, during lower-demand operations, such as low-speed driving, fewer flow paths may be activated which reduces the need for extensive coolant circulation and allowing coolant to return to the reservoir 120. The coolant returns to the reservoir 120 stabilize the coolant level.
In an embodiment, the heat exchanger 122 is configured to transfer heat which is extracted from the at least one battery pack 104 and the powertrain 108 to an ambient environment. Beneficially, the heat exchanger 122 enhances the overall thermal management of the active cooling system 100. The heat exchanger 122 ensures the battery pack 104 and powertrain 108 are maintained in optimal operating temperatures, thereby preventing overheating of battery pack 104 and the powertrain 108, results in improved performance and reliability of the electric vehicle.
In an embodiment, the at least one thermal parameter comprises temperature and the rate of change of temperature. The control unit 116 continuously monitors the at least one thermal parameter to assess the thermal state of critical components, such as the battery pack 104 and powertrain 108. Beneficially, monitoring the at least one thermal parameter enhances the active cooling system 100 responsiveness and efficiency, thereby ensures the optimal thermal management of the overall electric vehicle.
In an embodiment, the at least one vehicle parameter comprises the operational state of the vehicle and the charging or discharging state of the battery pack 104. Beneficially, the charging or discharging state of the battery pack 104 indicates whether the battery is being charged or discharging during vehicle operation, or in a standby mode. Thus, the control unit 116 may adjust coolant flow to optimize the thermal management of the battery pack 104 under above specific conditions.
Figure 2, in accordance with an embodiment describes the active cooling system 100 for the electric vehicle. The active cooling system 100 of electric vehicle comprises the second coolant flow path 106 configured to selectively extract heat from a powertrain 108, and a third coolant flow path 110 configured to simultaneously extract heat from the at least one battery pack 104 and the powertrain 108. The third coolant flow path 110 comprises at least one combined coolant line 110a, which connects to the cooling channel 102b of the battery pack 104 and the cooling channel 106b of the powertrain 108. The combined coolant line 110a functions as the first coolant flow path 102 for the battery pack 104 enabling coolant circulation within the battery pack 104. Additionally, the third coolant flow path 110 facilitates coolant flow between both the battery pack 104 and the powertrain 108, ensures efficient cooling of both the battery pack 104 and the powertrain 108 through a combined coolant line 110a. A sensor arrangement 114 is configured to determine at least one thermal parameter associated with the at least one battery pack 104 and the powertrain 108. A control unit 116 is configured to receive the at least one thermal parameter from the sensor arrangement 114 to determine at least one vehicle parameter and a control flow of a coolant between at least one of the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110. Furthermore, the active cooling system 100 comprises at least one pump 118 for circulating coolant through the first coolant flow path 102, the second coolant flow path 106 and the third coolant flow path 110, the coolant reservoir 120 to store the coolant and the heat exchanger 122 which removes excess heat from the active cooling system 100. Beneficially, the third coolant flow path 110 comprises some portion of the first coolant flow path 102 and the second coolant flow path 106.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “including”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:We Claim:
1. An active cooling system (100) for an electric vehicle, wherein the active cooling system (100) comprises:
- a first coolant flow path (102) configured to selectively extract heat from at least one battery pack (104);
- a second coolant flow path (106) configured to selectively extract heat from a powertrain (108);
- a third coolant flow path (110) configured to simultaneously extract heat from the at least one battery pack (104) and the powertrain (108);
- a sensor arrangement (114) configured to determine at least one thermal parameter associated with the at least one battery pack (104) and the powertrain (108); and
- a control unit (116) configured to:
- receive the at least one thermal parameter from the sensor arrangement (114);
- determine at least one vehicle parameter; and
- control flow of a coolant between at least one of: the first coolant flow path (102), the second coolant flow path (106) and the third coolant flow path (110).
2. The active cooling system (100) as claimed in claim 1, wherein the first coolant flow path (102) comprises at least one battery pack coolant line (102a) and at least one cooling channel (102b) of the battery pack (104).
3. The active cooling system (100) as claimed in claim 1, wherein the second coolant flow path (106) comprises at least one powertrain coolant line (106a) and at least one cooling channel (106b) of the powertrain.
4. The active cooling system (100) as claimed in claim 1, wherein the third coolant flow path (110) comprises at least one combined coolant line (110a), the at least one cooling channel (102b) of the battery pack (104), and the at least one cooling channel (106b) of the powertrain (108).
5. The active cooling system (100) as claimed in claim 1, wherein the system (100) comprises a plurality of flow directing valves (112), wherein the plurality of flow directing valves (112) are controlled by the control unit (116) to control flow of the coolant.
6. The active cooling system (100) as claimed in claim 5, wherein the control unit (116) is configured to control the plurality of flow directing valves (112) based on the at least one thermal parameter and the at least one vehicle parameter to control flow of the coolant.
7. The active cooling system (100) as claimed in claim 1, wherein the system (100) comprises:
- at least one pump (118) connected with the first coolant flow path (102), the second coolant flow path (106) and the third coolant flow path (110);
- a coolant reservoir (120) connected to the at least one pump (118), the first coolant flow path (102), the second coolant flow path (106) and the third coolant flow path (110); and
- a heat exchanger (122) connected to the at least one pump (118), the first coolant flow path (102), the second coolant flow path (106) and the third coolant flow path (110).
8. The active cooling system (100) as claimed in claim 7, wherein the at least one pump (118) is controlled by the control unit (116) to control a flow rate of the coolant in the at least one of: the first coolant flow path (102), the second coolant flow path (106) and the third coolant flow path (110).
9. The active cooling system (100) as claimed in claim 7, wherein the coolant reservoir (120) is configured to store the coolant.
10. The active cooling system (100) as claimed in claim 7, wherein the heat exchanger (122) is configured to transfer heat extracted from the at least one battery pack (104) and the powertrain (108) to an ambient environment.
11. The active cooling system (100) as claimed in claim 1, wherein the at least one thermal parameter comprises: a temperature and a rate of change of temperature.
12. The active cooling system (100) as claimed in claim 1, wherein the at least one vehicle parameter comprises: an operational state of the vehicle, and a charging or discharging state of the battery pack (104).