Thermal Management System For Range Extender Vehicle

DOCUMENT ID DATE PUBLISHED

US 11505030 B2 2022-11-22

INVENTOR INFORMATION
NAME CITY STATE ZIP CODE COUNTRY Healy;
Thomas
Austin TX N/A US Sexton; Austin
Patrick TX
N/A US Butler; Robert Liberty Hill TX N/A
US Schoolcraft; Cedar Park TX N/A US
Brian

APPLICANT INFORMATION
NAME CITY STATE ZIP CODE COUNTRY AUTHORITY
Hyliion Inc. Cedar Park TX N/A US N/A
TYPE
assignee

ASSIGNEE INFORMATION
NAME CITY STATE ZIP CODE COUNTRY TYPE CODE
HYLIION INC. Cedar Park TX N/A US 02

APPLICATION NO DATE FILED

17/238871 2021-04-23

DOMESTIC PRIORITY (CONTINUITY DATA)

us-provisional-application US 63019676 20200504

us-provisional-application US 63014790 20200424

US CLASS CURRENT:

1/1

CPC CURRENT
TYPE CPC DATE
CPCI B 60 H 1/00278 2013-01-01
CPCI B 60 H 1/025 2013-01-01
CPCI B 60 L 50/62 2019-02-01
CPCI B 60 H 1/03 2013-01-01
CPCI B 60 H 1/00378 2013-01-01
CPCI B 60 H 1/00392 2013-01-01
CPCI B 60 H 1/3205 2013-01-01
CPCI B 60 H 1/00485 2013-01-01
CPCA B 60 H 2001/00307 2013-01-01
CPCA B 60 H 2001/3255 2013-01-01
CPCA B 60 H 2001/3285 2013-01-01
 KWIC Hits

APPLICANT GROUP
Hyliion Inc. Cedar Park TX US

ASSIGNEE NAME (USPAT, PGPUB)

HYLIION INC.

Abstract

An electric drivetrain for installation in a vehicle chassis. A generator coupled to an engine generates
electric power for charging an array of batteries. The vehicle, including components and subsystems,
may be powered electrically from the batteries, allowing the engine and generator to be easily
replaced or customized for an industry, geographic region, fuel type, or a set of emission
requirements. A thermal management system may determine a battery temperature for the set of
batteries and cause one or more of a coolant system, a refrigerant system, an exhaust gas system or
an ambient air heat exchanger to add heat to the set of batteries or transfer heat away from the set of
batteries.

Background/Summary

PRIORITY CLAIM
(1) The present application claims priority to U.S. Provisional Patent Application
Ser. No. 63/014,790, filed Apr. 24, 2020 and to U.S. Provisional Patent Application Ser. No.
63/019,676, filed May 4, 2020, which are incorporated by reference herein in their entirety.

BACKGROUND

Field of the Disclosure

(1) This disclosure relates generally to vehicles and, more particularly, to a wheeled vehicle configured
for use with different types of engines.

Description of the Related Art

(2) Large vehicles may be used to efficiently transport cargo. Large, wheeled vehicles pull trailers to
transport large volumes of cargo on land, wherein the combination of the vehicle and the trailer can
weigh between 30,000 pounds up to 140,000 pounds for a tandem loaded trailer. These vehicles may
be referred to as “powered semi-tractors”, “semi-tractors”, “semis”, or “trucks.” Trucks may be used on
roads such as highways and in urban areas but may also be used on unimproved roads or uneven
terrain. In a traditional truck with an internal combustion engine, the internal combustion engine may
be sized in the range of 15 liters to provide enough power to propel the vehicle and the trailer.

SUMMARY

(3) A vehicle may be configured with unique configurations capable of integrating one of several
different types of engines to generate electric power for charging an array of batteries under a plurality
of operating conditions.

(4) A wheeled vehicle such as a truck may be configured with unique configurations capable of
integrating an existing chassis with one of several different types of engines.

(5) In one aspect, a truck comprises a chassis having a frame, a cab, an engine compartment and a
plurality of axles coupled to the frame, a generator for coupling to an engine, a sealed battery
compartment containing an array of batteries, a battery management system including a battery
temperature control system configured to maintain an operating temperature of the batteries within a
range of operating temperatures. The truck also comprises a control system including a processor
configured to monitor the operating temperature of the batteries, monitor one or more environmental
conditions, monitor a set of operating parameters of an engine coupled to the generator, and operate
one or more of the engine and the batteries based on the operating temperature of the batteries, the
one or more environmental conditions and the set of operating parameters of the engine coupled to
the generator.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) For a more complete understanding of the present invention and its features and advantages,
reference is now made to the following description, taken in conjunction with the accompanying
drawings, in which:

(2) FIGS. 1A and 1B depict top and side partial views of one embodiment of a wheeled vehicle
capable of transporting cargo over an extended range;

(3) FIG. 2 depicts a schematic diagram of one embodiment of the vehicle depicted in FIGS. 1A and
1B;

(4) FIG. 3 depicts a schematic diagram of components of one embodiment of a thermal management
system;

(5) FIGS. 4A-4E depict configurations of the thermal management system of FIG. 3;

(6) FIG. 5 depicts a block diagram of a thermal management system communicatively coupled to an
electric, inline heater for heating a fluid to add heat to battery system; and

(7) FIG. 6 depicts a perspective view of a battery with a thermoelectric pad coupled to the battery for
adding or removing heat relative to the battery.

DESCRIPTION OF PARTICULAR EMBODIMENT(S)

(8) In the following description, details are set forth by way of example to facilitate discussion of the
disclosed subject matter. It should be apparent to a person of ordinary skill in the field, however, that
the disclosed embodiments are exemplary and not exhaustive of all possible embodiments.

(9) For the purposes of this disclosure, embodiments are described as they pertain to a truck having a
chassis, a cab, an engine compartment and a battery enclosure storing a plurality of batteries.
Embodiments may also pertain to other wheeled vehicles with more or fewer axles and other vehicles
including marine vehicles.

(10) Particular embodiments may be best understood by reference to FIGS. 1A-1B, 2, 3 and 4A-4E,
wherein like numbers are used to indicate like and corresponding parts.

(11) Turning now to the drawings, FIGS. 1A and 1B depict top and side partial views of a wheeled
vehicle 10, such as a truck or semi-tractor used to pull one or more trailers with cargo.

(12) As shown in FIGS. 1A and 1B, components of vehicle 10 may include, but are not limited to,
chassis 12, which may support multiple axles 14, cab 16, engine compartment 22 containing engine
24 and generator 26, an array of batteries 30 and motor/generator 32 coupled to at least one axle 14.
Vehicle 10 may further include rear pack 34 containing fuel tanks (not shown) for engine 24 or other
equipment.

(13) Chassis 12 may be formed with two frame members such as C-channels arranged parallel to
each other. Axles 14 coupled to chassis 12 may include front axle 14A located under engine
compartment 22 and rear axles 14B and 14C located behind cab 16.

(14) Engine compartment 22 includes mounts (not shown) for supporting engine 24 and generator 26.
During operation, generator 26 receives rotational power from engine 24 to generate electric power.
Engine compartment 22 further contains radiator 28 positioned at the front of engine compartment 22
for cooling engine 24. Coolant such as glycol or some other anti-freeze liquid may be circulated
through radiator 28 and engine 24 to remove heat from engine 24 and transfer the heat to the ambient
air.

(15) An array of batteries 30 may be positioned in various locations on vehicle 10. In some
embodiments, batteries 30 may be located on chassis 12. In some embodiments, batteries 30 may be
located between, under or around the rails of chassis 12. The array of batteries 30 may be connected
in series, parallel or some combination. Electric power generated by generator 26 may be used to
charge the array of batteries 30.

(16) Motor/generator 32 may/be coupled to at least one axle 14. In some embodiments,
motor/generator 32 may be integrated with axle 14 as an e-axle configuration or located in a hub of a
wheel coupled to axle 14 as a hub motor/generator configuration. Embodiments of vehicle 10 may
include motor/generator 32 coupled to gear boxes or differentials. For example, as depicted in FIG.
1A, motor/generator 32 may be coupled to a three-speed centralized gear box 37 with a two-speed
rear differential 39 to provide six discrete gear ratios.

(17) In some embodiments (not shown), vehicle 10 may be configured with a plurality of
motor/generators 32, with a motor/generator 32 coupled to each wheel or pair of wheels.

(18) Behind cab 16, rear pack 34 may be configured to hold one or more fuel tanks 36 for use by
engine 24.

(19) Turning to FIG. 2, cab 16 includes system controller 18 for monitoring systems on vehicle 10 and
one or more environmental control units (ECU) 20 having air conditioning and heating options. As
depicted in FIG. 2, front area 16A may have a ECU 20A for managing cab temperatures and rear area
16B may have secondary ECU 20B for managing rear area temperatures. ECUs 20A, 20B may be
fluidly coupled to compressor 42 and refrigerant heat exchanger 44 as part of an air conditioning
system for cab 16 and thermal management system for batteries 30, discussed in greater detail below.

(20) Engine compartment 22 contains engine 24 and a coolant system including radiator 28 for cooling
engine 24, wherein coolant may flow through engine 24 and radiator 28 to remove heat from engine
24 to the ambient air.

(21) Vehicle 10 may further include ambient air heat exchanger 38 for heat exchange between
batteries 30 and the ambient air, exhaust heat exchanger 40 for extracting heat from exhaust gases to
heat batteries 30.

(22) Vehicle Configuration is Agnostic to Engine

(23) Vehicle 10 may be configured with engine 24 coupled only to generator 26 such that engine 24 is
used to generate electric power only. In these embodiments, vehicle 10 may be agnostic to engine 24
such that engine 24 may be a conventional type of engine such as an internal combustion (IC) engine
(also referred to as an ICE) that may be configured to operate using gasoline, diesel, natural gas (NG)
including compressed natural gas (CNG), liquid natural gas (LNG) and renewable natural gas (RNG),
or other types of engine including, but not limited to gas turbines and fuel cells, which may operate on
hydrogen, natural gas, propane or some other fuel source. The selection of which engine 24 to install
on vehicle 10 may be based on a fuel type.

(24) Ease of Installation, Servicing and Removal of Engine

(25) Vehicle 10 configured with engine 24 may be coupled only to generator 26 may facilitate
installation of high density engines 24 with smaller displacements. For example, embodiments may
utilize a conventional diesel engine with a displacement between 6-12 liters instead of a 15 liter
displacement. A smaller engine 24 may be configured to operate at higher engine speeds for greater
burn efficiency and generate more heat per volume of air.

(26) Decontented Engine

(27) In some embodiments, vehicle 10 may be configured with a decontented engine 24, whereby
engine 24 may be mechanically coupled only to generator 26 and any power needed by accessories
comprises electrical power drawn from batteries 30 or generated by generator 26. In some
embodiments, engine 24 may be decontented such that engine 24 is mechanically coupled only to
generator 26 and any power needed by all components including a water pump and any accessories
comprises electrical power drawn from batteries 30 or generated by generator 26. By way of
background, in a traditional drivetrain for vehicle, an ICE is mechanically coupled to a water pump and
the ICE is further coupled to accessories via a belt. The accessories may include an air conditioning
(A/C) compressor, an alternator, a power steering pump and an air compressor. Thus, the ICE in a
traditional drivetrain needs to be large enough to propel the vehicle and provide rotational power to the
water pump and all accessories associated with the belt. The additional power demands result in the
ICE being engineered to operate over a wide range of operating speeds and loads, adding cost and
complexity.

(28) In some embodiments, vehicle 10 may be configured with engine 24 coupled to generator 26
such that generator 26 replaces the alternator and power generated by generator 26 operates a water
pump and any accessories. Using this arrangement, the displacement and overall size associated with
engine 24 may be reduced and components and accessories may be located elsewhere in engine
compartment 22 or elsewhere on chassis 12 of vehicle 10. Furthermore, engine 24 coupled to only
generator 26 and configured to provide rotational power only to generator 26 may be able to operate
within a preferred or optimal operating range. In some embodiments, a decontented engine 24
coupled to only generator 26 may be easier to start using batteries 30 providing electric power to
generator 26 such that generator 26 performs the functionality usually associated with a starter
motor/generator. Elimination of a starter motor/generator may further reduce the overall size
associated with engine 24 and may simplify installation and removal of engine 24 from engine
compartment 22.

(29) Reduced Load on Engine

(30) Embodiments of vehicle 10 utilizing engine 24 vehicle 10 configured with engine 24 coupled only
to generator 26 such that engine 24 is used to generate electric power only may allow engine 24 to
operate within a preferred operating range. Generator 26 coupled to engine 24 may be sized based on
an operating range of engine 24. For example, a turbine engine 24 may have an operating range of
40,000-120,000 RPM and generator 26 may be sized to generate electric power efficiently for that
operating range. As another example, vehicle 10 may be outfitted with a diesel engine 24 having a
preferred operating range of 1200-2400 RPM and generator 26 may be sized to generate electric
power efficiently for that operating range. The ability to operate engine 24 within a preferred operating
range may increase the efficiency and/or service life of engine 24. In some embodiments, vehicle 10
may use a decontented engine 24 with a lower rating or durability by operating engine 24 within a
smaller operating range. For example, the diesel engine 24 mentioned above may have an operating
range of 800-6000 RPM, a preferred operating range of 1200-2400 RPM and an optimal operating
range of 1500-1800 RPM.

(31) Vehicle Configurable for Different Modes of Operation

(32) Embodiments of vehicle 10 configured with all components and subsystems capable of drawing
power from an array of batteries 30 allows vehicle 10 to operate in different modes. For example, in a
normal (driving) mode, vehicle 10 may be moving and engine 24 may be turned on or off as needed to
generate power to charge batteries 30 or supply electric power directly to motor/generator 32. In an
auxiliary power unit (APU) mode, engine 24 may be turned off and power may be drawn from batteries
30. APU mode may be used to supply power to a trailer for refrigeration of contents in the trailer or to
operate a pump on the trailer. APU mode may be available when vehicle 10 is not moving, such as
when a driver is tired or is required to pull over and rest. In some embodiments, engine 24 may
generate electric power to support power take-off (PTO) needs and batteries 30 may supply power to
support PTO needs or some other need. In some embodiments, engine 24 comprises a mechanical
PTO and system controller 18 may operate engine 24 in a preferred range of operation and use
excess power to charge batteries 30. In an emergency operation (EO) mode, vehicle 10 may or may
not be moving and engine 24 may generate electric power for use on systems outside of vehicle 10 or
systems may operate off battery power in APU mode or PTO mode. In some embodiments, vehicle 10
may be coupled with a trailer configured with a secondary battery compartment for additional driving
range or extended operation in one or more of APU mode, PTO mode or EO mode. In some
embodiments, a charging port for batteries 30 may be used to couple an external battery pack to
vehicle 10 for additional driving range or extended operation.

(33) Battery Management System

(34) A battery management system facilitates vehicle 10 operating under a range of environmental,
economic and regulatory conditions. A battery management system (BMS) may control when charging
can occur and may communicate with a driver when to plug in to a charging port, when to operate
engine 24 and when to operate using batteries 30.

(35) In some embodiments, vehicle 10 configured with a BMS may anticipate future power needs and
operate engine 24 to charge batteries 30 or adjust an operating temperature of batteries 30, discussed
below in more detail.

(36) In some embodiments, system controller 18 may determine a weight of vehicle 10. Determining a
weight of vehicle 10 may include system controller 18 performing one or more of: determining if a
trailer is coupled to vehicle 10, receiving an input from a driver or communicating over a network with a
weigh station or other external source to receive a vehicle weight. Determining a weight of vehicle 10
may also include system controller 18 indirectly determining the weight, such as by determining a load
on engine 24 or batteries 30, determining a fuel consumption rate by engine 24, determining a
discharge rate of batteries 30, or determining a temperature increase of batteries 30. In some
embodiments, system controller 18 may compare weight estimations against information input from a
driver or received from a weigh station or other external source to calibrate sensors or determine when
maintenance is needed.

(37) Information associated with the weight of vehicle 10 may be used to manage the operating
temperature and performance of batteries 30 and engine 24. For example, system controller 18 may
determine the weight of vehicle 10 is at or near a maximum weight and calculate, based on the
maximum weight, how much power is needed to move vehicle 10 on a highway at a desired speed. In
some embodiments, system controller 18 may determine a weight of vehicle 10 and calculate how
much energy may be regenerated using a regenerative braking system. In some embodiments,
system controller 18 may determine the weight of vehicle 10, analyze the route or terrain, and
determine when to charge batteries 30 or if engine 24 is needed to provide direct power to assist
motor/generator 32. In some embodiments, system controller 18 may determine the weight of vehicle
10, analyze the route or terrain, and determine how much regenerative power is available to charge
batteries 30 including coast down charging. In some embodiments, system controller 18 may receive
an input from a driver or communicate over a network with a server to identify a route and charge
batteries 30 based on the route, including terrain on the route. In some embodiments, system
controller 18 analyzes topographical data and adjusts the performance, the state of charge (SOC) and
the operating temperature of batteries 30 and/or the performance of engine 24 based on the
topographical data.

(38) System controller 18 may also monitor system performance to determine component
performance. For example, system controller 18 may analyze power compared with vehicle speed to
determine an efficiency of motor/generator 32 or engine 24. Information may be used to determine
when to service vehicle 10 including engine 24, motor/generator 32, batteries 30, axles 14, a
refrigerant system or a coolant system. In some embodiments, system controller 18 may determine an
ambient air temperature and calculate how much power vehicle 10 will need to cool batteries 30 below
a threshold level based on the ambient air temperature. Information may be stored in memory on
vehicle 10 or communicated using a network to a main server for predicting maintenance needs.

(39) Operation of Engine Based on Environmental Conditions

(40) A battery management system (BMS) may monitor operating conditions and control when
charging can occur and may communicate with a driver when to plug in to a charging port, when to
operate engine 24 and when to operate using batteries 30. In some embodiments, if the ambient air
temperature is below a minimum temperature such that batteries 30 perform poorly or below a
minimum threshold, a BMS may configure vehicle 10 such that heat is added to batteries 30 to
maintain an operating temperature of batteries 30 above a minimum temperature threshold. In some
embodiments, system controller 18 may monitor the operating temperature of batteries 30 and turn on
engine 24 and open a coolant system to add heat to batteries 30. In some embodiments, system
controller 18 may determine vehicle 10 is in a high pollution area and operate on battery power or
manage how or when engine 24 is used to charge batteries 30 based on pollution levels.

(41) Sealed Battery Housing

(42) To protect batteries 30 from physical damage as well as damage due to extreme temperatures,
batteries 30 may be sealed in a battery compartment. The number of batteries 30 in a battery
compartment may depend on a desired range of vehicle 10 using only battery power.

(43) In some embodiments, all batteries 30 in an array of batteries 30 are contained in a single sealed
case. In other embodiments, one or more batteries 30 in a set of batteries 30 are contained in a sealed
case or a sealed portion of a case. A sealed case may include connections for coupling to ambient air
heat exchanger 38, exhaust heat exchanger 40, a refrigerant system and a coolant system, discussed
below in more detail. In some embodiments, a connection may be a quick-disconnect connection for
quickly installing or removing batteries 30 when configuring or reconfiguring vehicle 10.

(44) Thermal Management System

(45) Referring back to FIG. 2, cab 16 may be configured with front area 16A with system controller 18
communicatively coupled to a plurality of sensors for monitoring temperatures of the set of batteries
30, exhaust gases, the ambient air, coolant and refrigerant systems on the vehicle and environmental
control unit 20A having air conditioning and heating options. Cab 16 may also have a rear area 16B
with a bed, a secondary environmental control unit 20B for heating or cooling rear area 16B, and a
microwave, mini-refrigerator or other appliance (not shown) for allowing the driver to eat, sleep or
otherwise take breaks from driving.

(46) Referring to FIGS. 2 and 3, vehicle 10 may comprise battery system 120 comprising battery
system pump 122 for circulating a fluid through a sealed compartment (not shown), ambient air heat
exchanger 38 and exhaust heat exchanger 40. Battery system 120 may further include refrigerant
system battery heat exchanger 124 configured for transferring heat to or from refrigerant system 130
and coolant heat exchanger 126 configured for transferring heat to or from coolant system 140. In
some embodiments, generator 26 may include a generator coolant system (not shown), wherein a
thermal management system may use the generator coolant system to heat or cool batteries. In some
embodiments, system controller 18 may communicate over a network to receive a weather forecast
and pre-heat or pre-cool cab 16 for higher efficiency of batteries 30.

(47) Refrigerant System

(48) Referring to FIG. 3, in some embodiments, refrigerant system 130 comprises compressor 42 in
fluid communication with a plurality of valves 132A-132C for controlling the flow of refrigerant, thermal
expansion valves 134A-134D for controlling phase changes in the refrigerant, cab heat exchanger 136
for transferring heat to or from cab 16 and refrigerant system external refrigerant system external heat
exchanger 138 for transferring heat to or from the ambient environment.
(49) Valve 132A may be a four-way valve to allow refrigerant system 130 to operate in a first mode to
remove heat from cab 16 and/or battery system 120, a second mode to add heat to cab 16 and/or
battery system 120 and a third mode to transfer heat between cab 16 and battery system 120.
Thermal expansion valves 134A-134D may control phase changes in the refrigerant in a first flow
direction and bypass valves 135A-135D associated with each thermal expansion valve 134A-134D
may allow refrigerant to flow in an opposite direction.

(50) Valve 132A and valves 132B-132C may be opened or closed to route refrigerant through one or
more fluid loops. A first fluid loop may be configured to circulate refrigerant through refrigerant system
external heat exchanger 138 and refrigerant system battery heat exchanger 124 to cool or heat
batteries 30 based on ambient air conditions. A second fluid loop may be configured to circulate
refrigerant through refrigerant system external heat exchanger 138 and cab heat exchanger 136 to
cool cab 16 based on ambient air conditions, which may include cooling front area 16A and/or rear
area 16B. A third fluid loop may be configured to circulate refrigerant through cab heat exchanger 136
and refrigerant system battery heat exchanger 124 to cool batteries 30 and heat cab 16, which may
include heating front area 16A and/or rear area 16B.

(51) Coolant System

(52) Coolant system 140 may comprise radiator 28 in fluid communication with engine 24 for removing
heat from engine 24, thermostat 142 for opening or closing a fluid loop, and valves 144A, 144B for
controlling the flow of coolant in coolant system. Coolant system 140 may also include a water pump
(not shown) for circulating a coolant through coolant system 140. In some embodiments, a water pump
may be integrated with engine 24, with generator 26 (not shown in FIG. 3), or as a stand-alone
component electrically powered by generator 26 or batteries 30.

(53) Valves 144A-144B may be opened or closed to prevent the flow of coolant or to route coolant
through one or more fluid loops. A first fluid loop may be configured to circulate coolant through engine
24 and radiator 28. A second fluid loop (not shown) may be configured to circulate coolant through
engine 24 and a heat exchanger in cab 16. A third fluid loop may be configured to circulate coolant
through engine 24 and heat exchanger 126.

(54) Thermal Management System—Operation

(55) Thermal management system 100 may be configured for cold start operation, normal operation,
auxiliary power unit (APU) operation, and emergency operation (EO) of vehicle 10. Referring to FIGS.
4A-4E, thermal management system 100 for vehicle 10 may transfer heat using one or more of
ambient air heat exchanger 38, exhaust heat exchanger 40, refrigerant system 130 and coolant
system 140. Embodiments of thermal management system 100 may be configured to operate pump
122 to circulate fluid in a sealed compartment around batteries 30 and operate one or more valves
152A-152B associated with exhaust gas heat exchanger 40, operate compressor 42 and one or more
valves 132A-132C in refrigerant system 130 and operate a water pump and one or more valves 144A-
144B in coolant system 140 to manage operating temperatures of batteries 30 and engine 24 and a
temperature of cab 16. In some embodiments (not shown) thermal management system 100 may
include a thermo-electric circuit, wherein the thermo-electric circuit may be used to add or extract heat
from batteries 30.

(56) Under some conditions, an ambient air temperature may be extremely cold such that a
temperature of batteries 30 is below a minimum operating temperature of batteries 30. Thermal
management system 100 may be configured to determine an operating temperature of batteries 30
and prevent batteries 30 from operating until an operating temperature of batteries 30 is above a
minimum operating temperature. In some embodiments, thermal management system 100 may
include system controller 18 or some other processor configured to execute a set of instructions to
prevent batteries 30 from operating at temperatures below a minimum operating temperature.

(57) In colder operation conditions, thermal management system 100 may monitor an operating
temperature of each battery 30 in an array of batteries or monitor a collective temperature of an array
of batteries 30. For example, in some embodiments, a battery compartment may contain an array of
batteries 30 submerged in a fluid and a sensor may detect a temperature of the fluid as an indication
of the operating temperature of all batteries 30 in the compartment.

(58) Warming Batteries Using Thermo-Electric Circuit

(59) If thermal management system 100 determines an operating temperature of a first battery 30 or a
set of batteries 30 in a first compartment is below a minimum operating temperature, thermal
management system 100 may operate a thermo-electric circuit using battery power from a second
battery 30 or set of batteries 30 in a second compartment to warm the first battery 30 or a set of
batteries 30. Using battery power to warm batteries 30 may be useful in APU mode, PTO mode of EO
mode. FIG. 5 depicts one embodiment of an in-line electric heater for heating coolant fluid flowing
through coolant system 140. FIG. 6 depicts one embodiment of a thermoelectric pad coupled to
battery 30 for directly heating or cooling battery 30.

(60) Under some conditions, ambient air conditions may be cold enough for embodiments to cool
batteries 30 but too cold for the driver's comfort. For example, the ambient air temperature may be
cold and vehicle 10 may be operating without a trailer attached. In these conditions, fluid circulating
through ambient air heat exchanger 38 may remove heat from a set of batteries 30 and add the heat
to warm cab 16 or remove heat from cab 16 and add heat to the set of batteries. In some
embodiments, thermal management system 100 may operate pump 122 to circulate fluid through
ambient air heat exchanger 38 to cool batteries 30 and warm cab 16. In some embodiments, ambient
air heat exchanger 38 may be configured to allow heat transfer to or from the ambient air.

(61) Warming Batteries Using Exhaust Gases from Power Source

(62) Thermal management system 100 may open or close loops to extract heat from exhaust gases
for warming batteries 30 to a preferred operating temperature before allowing batteries 30 to operate.
Under some conditions, an ambient air temperature may be extremely cold such that a temperature of
batteries 30 is below a minimum operating temperature of batteries 30. Thermal management system
may include system controller 18 or some other processor configured to execute a set of instructions
to operate engine 24 and extract heat from one or more of the exhaust gases of engine 24, a coolant
flowing through coolant system 140, refrigerant flowing through refrigerant system 130 or a thermo-
electric circuit to heat batteries 30.

(63) In some embodiments, thermal management system 100 opens or closes fluid loops to extract
heat from exhaust gases for warming batteries 30 to a preferred operating temperature. System
controller 18 may determine an operating temperature of batteries 30 is cooler than a minimum
operating temperature, determine that an ambient air temperature is too low to effectively heat
batteries 30 using ambient air heat exchanger 38, and may determine the temperature of exhaust
gases may efficiently heat batteries 30. Referring to one or more of FIGS. 4A and 4B, system
controller 18 may open valve 152A and close valve 152B. As exhaust gases exit engine 24, the
exhaust gases are routed through exhaust gas heat exchanger 40 to transfer heat to batteries 30. If
batteries are above a minimum operating temperature, system controller 18 may close valve 152A and
open valve 152B (as depicted in one or more of FIGS. 4C-4E) to route exhaust gases through exhaust
gas system to the ambient environment.

(64) Warming Batteries Using Coolant System from Power Source

(65) Thermal management system 100 may open or close loops to extract heat from coolant system
140 for warming batteries 30 to a preferred operating temperature before allowing batteries 30 to
operate. Under some conditions, thermal management system 100 may open or close fluid loops in
coolant system 140 to extract heat from engine 24 for warming batteries 30 to a preferred operating
temperature. System controller 18 may determine an operating temperature of batteries 30 is cooler
than a minimum operating temperature, determine that an ambient air temperature is too low to
effectively heat batteries 30, and may determine the temperature of coolant may efficiently heat
batteries 30. As depicted in FIGS. 4A and 4B, system controller 18 may open valve 144A and close
valve 144B to route coolant through coolant system battery heat exchanger 126 to transfer heat to
batteries 30. As depicted in FIGS. 4C-4E, if batteries are above a minimum operating temperature,
system controller 18 may close valve 144A and open valve 152B to route coolant through radiator 28.

(66) Under some conditions, thermal management system 100 may open or close fluid loops in
refrigerant system 130 to extract heat from cab 16 or the ambient environment for warming batteries
30 to a preferred operating temperature. System controller 18 may determine an operating
temperature of batteries 30 is cooler than a minimum operating temperature and may operate
components of refrigerant system 130 to extract heat from the ambient environment and cab 16 to
heat batteries 30. As depicted in FIGS. 4A and 4B, system controller 18 may open valve 132C, 132
and close valve 144B to route coolant through coolant system battery heat exchanger 126 to transfer
heat to batteries 30. As depicted in FIGS. 4C-4E, if batteries are above a minimum operating
temperature, system controller 18 may close valve 144A and open valve 152B to route coolant
through radiator 28.

(67) Under some conditions, thermal management system 100 opens or closes a fluid loop in a
thermo-electric circuit to add or extract heat from warming batteries 30 to maintain the operating
temperature of batteries 30 within a range of preferred operating temperatures.

(68) Warming Batteries Using Refrigerant System

(69) Thermal management system 100 may open or close loops to extract heat from refrigerant
system 130 for warming batteries 30 to a preferred operating temperature before allowing batteries 30
to operate. In some embodiments, system controller 18 may determine an operating temperature of
batteries 30 is below a minimum operating temperature, determine that an ambient air temperature is
too cold to effectively heat batteries 30 using ambient air heat exchanger 38, and may determine
refrigerant system 130 is already operating to heat cab 16.

(70) System controller may configure valve 132A to allow refrigerant to flow through refrigerant system
130 in a first direction and operate compressor 42 to pump refrigerant through valve 132C and heat
exchanger 124 to extract heat from batteries 30. Refrigerant may flow through thermal expansion
valve 134C and heat exchanger 136 to transfer some heat to cab 16, and may flow through thermal
expansion valve 134D, bypass 135B and heat exchanger 138 to extract heat from batteries 30 to the
ambient air.

(71) Thermal management system 100 may use a thermo-electric circuit, ambient air heat exchanger
38, exhaust gas heat exchanger 40 one or more loops of coolant system 140 and refrigeration system
130 to warm batteries 30 to a desired operating temperature or warm cab 16 to a desired temperature
for the driver.

(72) Cold Start Mode—Battery Heating Only

(73) Under some conditions, engine 24 is cold and batteries 30 are below a desired operating
temperature. In some embodiments, thermal management system 100 determines an operating
temperature of batteries 30 is below a minimum operating temperature and the ambient air
temperature is too low to effectively heat batteries 30. Thermal management system 100 may prevent
operation of batteries 30 and use engine 24 to heat batteries 30 in a cold start mode.

(74) In some embodiments, when system controller 18 sends a signal that vehicle 10 is being started,
thermal management system 100 may be configured to allow a battery 30 to start engine 24 only.
Once started, engine 24 may provide rotational power to generator 26 to provide electric power to
open and close valves 152A, 152B associated with exhaust air heat exchanger 40 and configure one
or more loops in coolant system 140 and refrigerant system 130 to warm batteries 30 to a minimum
operating temperature.

(75) In some embodiments, system controller 18 may determine one or more of exhaust gas heat
exchanger 40, coolant system 140 or refrigerant system 130 operating as a heat pump may efficiently
warm batteries 30.
(76) Referring to FIG. 4A, when engine 24 starts, system controller 18 may open valve 152A and close
valve 152B to route exhaust gases through exhaust heat exchanger 40 to transfer heat to batteries 30.
Initially, thermostat 142 may prevent coolant flow through radiator 28 to allow engine 24 to warm to a
desired operating temperature. In some embodiments, system controller 18 may configure coolant
system 140 to use a first loop in which valve 144A is open and valve 144B is closed, which routes
coolant through heat exchanger 126 to transfer heat to batteries 30. In some embodiments, system
controller 18 may operate compressor 42 and configure valve 132A to allow fluid flow in a first
direction to use refrigerant system 130 as a heat pump. System controller 18 may open valve 132C to
allow refrigerant to flow through heat exchanger 124 to heat batteries 30 and close valve 132B to
prevent refrigerant to flow through heat exchanger 136. Refrigerant may flow through thermal
expansion valves 135C and 135A and heat exchanger 138 to extract heat from ambient air to warm
batteries 30.

(77) As the operating temperature of batteries 30 approach a minimum operating temperature, system
controller 18 may close valve 144A and open valve 144B to route coolant through radiator 28 to
extract heat to the ambient environment, close valve 152A and open valve 152B to route exhaust
gases through exhaust treatment systems, turn off compressor 42 to stop operation of refrigerant
system 130 or close valve 132C and open valve 132B to route refrigerant through heat exchanger
136.

(78) Cold Start Mode—Battery and Cab Heating

(79) Under some conditions, engine 24 is cold and batteries 30 are below a desired operating
temperature and the temperature in cab 16 is cold. In some embodiments, thermal management
system 100 determines an operating temperature of batteries 30 is below a minimum operating
temperature, the temperature of cab 16 is cold and the ambient air temperature is too low to effectively
heat batteries 30 or cab 16. Thermal management system 100 may prevent operation of batteries 30
and use engine 24 to heat batteries 30 in a cold start mode.

(80) In some embodiments, when system controller 18 sends a signal that vehicle 10 is being started,
thermal management system 100 may be configured to allow a battery 30 to start engine 24 only.
Once started, engine 24 may provide rotational power to generator 26 to provide electric power to
open and close valves 152A, 152B associated with exhaust air heat exchanger 40 and configure one
or more loops in coolant system 140 and refrigerant system 130 to warm batteries 30 to a minimum
operating temperature and heat cab 16.

(81) In some embodiments, system controller 18 may determine one or more of exhaust gas heat
exchanger 40, coolant system 140 or refrigerant system 130 operating as a heat pump may efficiently
warm batteries 30 and heat cab 16.

(82) Referring to FIG. 4B, when engine 24 starts, system controller 18 may open valve 152A and close
valve 152B to route exhaust gases through exhaust heat exchanger 40 to transfer heat to batteries 30.
Initially, thermostat 142 may prevent coolant flow through radiator 28 to allow engine 24 to warm to a
desired operating temperature. In some embodiments, system controller 18 may configure coolant
system 140 to use a first loop in which valve 144A is open and valve 144B is closed, which routes
coolant through heat exchanger 126 to transfer heat to batteries 30. In some embodiments, system
controller 18 may operate compressor 42 and configure valve 132A to allow fluid flow in a first
direction to use refrigerant system 130 as a heat pump. System controller 18 may open valve 132C to
configure a first loop of refrigerant system 130 in which refrigerant flows through heat exchanger 124
to transfer heat to batteries 30 and flows through thermal expansion valves 134C and 134C to heat
exchanger 138 to extract heat from ambient air. System controller 18 may open valve 132B to
configure a second loop of refrigerant system 130 in which refrigerant flows through heat exchanger
136 to transfer heat to cab 16 and flows through thermal expansion valves 134D and 134B to heat
exchanger 138 to extract heat from ambient air. Although not depicted in FIG. 9B, thermal
management system 100 may configure a second loop of coolant system 140 in which a valve is
opened to route coolant to a heat exchanger associated with cab 16, wherein heat generated by
engine 24 may be used to heat cab 16.
(83) As the operating temperature of batteries 30 approach a minimum operating temperature, system
controller 18 may close valve 144A and open valve 144B to route coolant through radiator 28 to
extract heat to the ambient environment, close valve 152A and open valve 152B to route exhaust
gases through exhaust treatment systems, or close valve 132C but keep valve 132B open to route
refrigerant through heat exchanger 136.

(84) Normal Operation

(85) Under normal operation, the operating temperature of batteries 30 may increase. To prevent the
operating temperature of batteries 30 from exceeding a maximum operating temperature,
embodiments of thermal management system 100 may close valve 152A associated with exhaust air
heat exchanger 40 and configure one or more loops in coolant system 140 and refrigerant system 130
to maintain the operating temperature of batteries 30 within a range of operating temperatures. Under
normal operation, engine 24 may be on to charge batteries 30, drive vehicle 10 or operate
components on vehicle 10 such that engine 24 is actively generating heat, or engine 24 may be turned
off but still require cooling. Similarly, batteries 30 may be supplying power to drive vehicle 10 or
operate components on vehicle 10 such that batteries 30 are generating heat, or batteries 30 may be
inactive but still require cooling. Normal operation may include operating in auxiliary power unit (APU)
mode, power take-off (PTO) mode and emergency operation (EO) mode.

(86) Referring to FIG. 4C, system controller 18 may operate compressor 42 and configure valve 132A
to allow fluid flow in a second direction to use refrigerant system 130 to extract heat from batteries 30.
System controller 18 may open valve 132C to configure a loop of refrigerant system 130 in which
refrigerant flows through heat exchanger 138 to transfer heat to the ambient air and flows through
thermal expansion valves 134A and 134C to heat exchanger 124 to extract heat from batteries 30.
System controller 18 may close valve 144A of coolant system 140 to prevent coolant from heating
batteries 30. If engine 24 is operating, system controller 18 may close valve 152A and open valve
152B to route exhaust gases through exhaust heat exchanger 40 to transfer heat to batteries 30.

(87) Referring to FIG. 4D, system controller 18 may operate compressor 42 and configure valve 132A
to allow fluid flow in a second direction to use refrigerant system 130 to extract heat from batteries 30
and provide air condition to cab 16. System controller 18 may open valve 132C to configure a first loop
of refrigerant system 130 in which refrigerant flows through heat exchanger 138 to transfer heat to the
ambient air and flows through thermal expansion valves 134A and 134C to heat exchanger 124 to
extract heat from batteries 30. System controller 18 may open valve 132B to configure a second loop
of refrigerant system 130 in which refrigerant flows through heat exchanger 138 to transfer heat to the
ambient air and flows through thermal expansion valves 134B and 134D to heat exchanger 136 to
extract heat from cab 16. System controller 18 may close valve 144A of coolant system 140 to prevent
coolant from heating batteries 30. If engine 24 is operating, system controller 18 may close valve 152A
and open valve 152B to route exhaust gases through exhaust heat exchanger 40 to transfer heat to
batteries 30.

(88) Referring to FIG. 4E, system controller 18 may operate compressor 42 and configure valve 132A
to allow fluid flow in a second direction to use refrigerant system 130 to extract heat from batteries 30
but add heat to cab 16. System controller 18 may open valve 132C to configure a loop of refrigerant
system 130 in which refrigerant flows through heat exchanger 138 to transfer heat to the ambient air
and flows through thermal expansion valves 134A and 134C to heat exchanger 124 to extract heat
from batteries 30. System controller 18 may open valve 132B to configure a second loop of refrigerant
system 130 in which refrigerant flows through heat exchanger 138 to transfer heat to the ambient air.
Refrigerant flows through thermal expansion valves 134B and 134D to heat exchanger 136 to add
heat to cab 16 and flows through thermal expansion valves 134A and 134C to heat exchanger 124 to
extract heat from batteries 30.

(89) The above disclosed subject matter is to be considered illustrative, and not restrictive, and the
appended claims are intended to cover all such modifications, enhancements, and other embodiments
which fall within the true spirit and scope of the present disclosure. Thus, to the maximum extent
allowed by law, the scope of the present disclosure is to be determined by the broadest permissible
interpretation of the following claims and their equivalents, and shall not be restricted or limited by the
foregoing detailed description.

Claims

1. A thermal management system comprising: a refrigerant system battery heat exchanger; a

refrigerant system in fluid communication with the refrigerant system battery heat exchanger, the
refrigerant system comprising: a compressor, a plurality of valves for controlling the flow of refrigerant;
a plurality of thermal expansion valves for controlling phase changes in the refrigerant; a refrigerant
system external heat exchanger for transferring heat to or from and ambient environment; a coolant
system battery heat exchanger; a coolant system in fluid communication with the coolant system
battery heat exchanger, the coolant system comprising: a radiator in fluid communication with an
engine for removing heat from the engine to the ambient environment; a thermostat for opening or
closing a fluid loop; a pump to move a fluid through the coolant system; and a plurality of coolant
valves for controlling the flow of coolant to the engine, the radiator and the coolant system battery heat
exchanger; and a controller configured to: determine a temperature of a set of batteries; determine an
ambient air temperature; send a set of signals to one or more the coolant system and the refrigerant
system to perform one or more of: remove heat from the engine and add heat to the ambient
environment; remove heat from the engine and add heat to the set of batteries; remove heat from the
refrigerant system and add heat to the environment; remove heat from the refrigerant system and add
heat to the set of batteries; an exhaust gas heat exchange system comprising: an exhaust gas heat
exchanger; and a set of exhaust gas heat exchange valves for controlling the flow of exhaust gas
relative to the exhaust gas heat exchanger battery heat exchanger; wherein the set of signals
comprises a signal to the set of exhaust gas valves to open a fluid circuit to remove heat from exhaust
gases from the engine to the exhaust gas battery heat exchanger to add heat to the set of batteries or
remove heat from the set of batteries and add heat to the exhaust gases from the engine.

2. The thermal management system of claim 1, wherein: the set of signals comprises a signal to the
plurality of coolant valves to open a fluid circuit to remove heat from the engine to add heat to the set
of batteries.

3. The thermal management system of claim 1, wherein: the set of signals comprises a signal to the
plurality of refrigerant valves to open a fluid circuit to remove heat from the engine to add heat to the
set of batteries.

4. The thermal management system of claim 1, wherein the refrigerant system comprises: a cab heat
exchanger for transferring heat to or from a cab; and an ambient environment heat exchanger for
transferring heat to or from the ambient environment; wherein controller is configured to: determine a
cab temperature; determine an ambient environment temperature; and communicate a set of signals
to the plurality of refrigerant valves to open a fluid circuit to remove heat from one or more of the cab
and the ambient environment to add heat to the set of batteries or remove heat from the set of
batteries and add heat to one or more of the cab and the ambient environment.

5. A method for cooling a set of batteries in a vehicle, the method performed by a system controller
communicatively coupled to a plurality of sensors, the method comprising: determining a battery
temperature for the set of batteries; determining an ambient air temperature; determining an engine
temperature; determining a cab temperature; and performing one or more of: sending a set of signals
to one or more valves of a plurality of valves of a coolant system to open a fluid circuit including a
coolant system battery heat exchanger, an engine and a radiator to remove heat from the engine and
add heat to the set of batteries, to remove heat from the engine and the set of batteries to the ambient
environment or remove heat from the ambient environment and add heat to the set of batteries;
sending a set of signals to a compressor to cause fluid to flow through a refrigerant system and one or
more valves of a plurality of valves to open a fluid circuit including a refrigerant system battery heat
exchanger, the compressor, a cab heat exchanger and a refrigerant system external heat exchanger
and a plurality of expansion valves to remove heat from the set of batteries and add heat to the cab or
the ambient environment or remove heat from the cab or the ambient environment and add heat to the
set of batteries; determining an exhaust gas temperature; and performing one or more of: sending a
set of signals to one or more valves of a plurality of valves of an exhaust gas system to open a fluid
circuit including an exhaust gas battery heat exchanger and an exhaust gas heat exchanger to remove
heat from exhaust gas and add heat to the set of batteries or to remove heat from the exhaust gas to
the ambient environment.

6. The method of claim 5, further comprising sending a signal to a pump to circulate fluid through one
or more of the coolant system battery heat exchanger, the refrigerant system battery heat exchanger,
an ambient air battery heat exchanger or the exhaust gas battery heat exchanger.

7. A method for cooling a set of batteries in a vehicle, the method performed by a system controller
communicatively coupled to a plurality of sensors, the method comprising: determining a battery
temperature for the set of batteries; if the battery temperature is less than a minimum battery
temperature: determining an ambient air temperature; if the ambient air temperature is greater than
the minimum battery temperature, sending a signal to a battery fluid pump to pump fluid through an
ambient air battery heat exchanger; determining an exhaust gas temperature; if the exhaust gas
temperature is greater than the minimum battery temperature: sending a signal to the battery fluid
pump to pump fluid through an exhaust gas battery heat exchanger; and sending a signal to an
exhaust gas system to open a fluid loop comprising the exhaust gas battery heat exchanger;
determining a coolant temperature; if the coolant temperature is greater than the minimum battery
temperature: sending a signal to a battery fluid pump to pump fluid through a coolant battery heat
exchanger; and sending a signal to a coolant system to open a fluid loop comprising the coolant
battery heat exchanger; determining a cab temperature; and performing one or more of: sending a set
of signals to one or more valves of a plurality of valves of a refrigerant system to open a fluid circuit
including a refrigerant system battery heat exchanger, a compressor, a cab heat exchanger and a
refrigerant system external heat exchanger and a plurality of expansion valves to remove heat from
the set of batteries and add heat to the cab or the ambient environment or remove heat from the cab
or the ambient environment and add heat to the set of batteries.

8. The method of claim 7, wherein the coolant system battery heat exchanger, the refrigerant system
battery heat exchanger, the ambient air heat exchanger and the exhaust gas battery heat exchanger
form a single fluid loop.