US 20190070924A1

( 19) United States

(12)Mancini
PatentetApplication
al.
Publication (10) Pub. No.: US 2019/0070924 A1
(43 ) Pub . Date : Mar. 7 , 2019
(54 ) OPTIMAL SOURCE ELECTRIC VEHICLE B60H 1/32 (2006 .01)
HEAT PUMP WITH EXTREME BOOH 1 /22 ( 2006 . 01)
TEMPERATURE HEATING CAPABILITY B60H 1 / 26 ( 2006 .01)
AND EFFICIENT THERMAL B60L 11/ 18 (2006 . 01 )
PRECONDITIONING (52) U . S . CI.
CPC ..... B60H 1 /00278 ( 2013 . 01 ) ; B60H 1/00392
(71) Applicant: Tesla , Inc., Palo Alto , CA (US ) ( 2013 .01) ; B60H 1/00564 ( 2013 .01); B60H
1/00735 ( 2013 .01 ); B60H 1/ 00907 ( 2013 .01);
(72 ) Inventors: Nicholas Mancini, San Jose , CA (US) ; B60H 1/ 143 ( 2013 .01) ; B60H 2001/ 327
Joseph Stratford Maxwell Mardall , ( 2013 .01 ); B60H 1/ 22 ( 2013 .01); B60H 1 /26
San Francisco , CA (US); Jan Kopitz , ( 2013 .01) ; B60L 11/ 1874 ( 2013 .01 ) ; B60H
Fremont, CA (US ); Curt Raymond 2001/ 00942 ( 2013 .01); B60H 2001/ 2246
O 'Donnell , Erie, PA (US ); Daniel F . ( 2013 .01); B60H 1 /3213 ( 2013 .01)
Hanks, Palo Alto , CA (US) ; Huize Li,
Stanford , CA (US) (57) ABSTRACT
(73) Assignee: Tesla , Inc., Palo Alto , CA (US) A vehicle thermal management system includes a vehicle
heat pump system , a battery system coolant loop , a drive
( 21 ) Appl. No .: 16 / 124 ,285 train coolant loop , and control electronics. The vehicle heat
pump system includes a compressor, a cabin condenser, a
(22) Filed : Sep . 7, 2018 cabin evaporator, a cabin blower, and a chiller. The battery
system coolant loop is in thermal communication with a
Related U .S. Application Data battery system and with the chiller and selectively in thermal
(60 ) Provisional application No.62/ 555,325, filed on Sep . communication with the drive train coolant loop. The con
7 , 2017, provisional application No. 62 /639,915 , filed trol electronics control the components of the vehicle ther
on Mar. 7 , 2018 . mal management system to heat the cabin , cool the cabin ,
heat the battery system , cool the battery system , and cool the
drive train . The control electronics may control the com
Publication Classification pressor to operate in an efficient mode or a lossy mode in
(51) Int . Cl. which the compressor generates heat. The control electron
B60H 1 / 00 (2006 .01) ics may also control the components of the vehicle thermal
B60H 1/14 ( 2006 .01) management system to precondition the battery .

VEHICLE HEAT PUMP SYSTEM

214 COMPRESSOR 7 1202 204
216 BATTERY SYSTEM
CABIN CONDENSER COOLANT LOOP
BATTERY PACK
106 - - - - 2200
CABIN EVAPORATOR
BATTERY SYSTEM COOLANT CHILLER
CABIN BLOWER COOLANT
VALVE SYSTEM
POWERTRAIN LIQUID
COOLED CONDENSER
208 CONTROL
ELECTRONICS
ACCUMULATOR 212
DRIVE TRAIN
COOLANT LOOP 206
230 - COMPRESSOR OUTLET 3-WAY VALVE MOTOR OIL
299 LOW -VOLTAGE ELECTRIC CABIN HEATER COOLING LOOP 226
INTERNAL HVAC CASE
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234 11 RECIRCULATION DOOR /DUCT | DRIVE INVERTER 11 227
L - - - - - - - -

236 RADIATOR - - - - - - - - - - - - - - - -

AMBIENT AIR CABIN AIR L

2104
Patent Application Publication Mar. 7, 2019 Sheet 1 of 36 US 2019/0070924 A1

MDORTIOVRE 102B TRANSMI O 104B

SMTVAHEYNGRICALMET 110 PBATCERKY 106 ELCTRONIS 108 1

.
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Patent Application Publication Mar. 7, 2019 Sheet 2 of 36 US 2019/0070924 A1

200

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214 2165218 2227 228 234
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Patent Application Publication Mar. 7, 2019 Sheet 3 of 36 US 2019/0070924 A1

347 102B 104A

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Patent Application Publication Mar. 7, 2019 Sheet 4 of 36 US 2019/0070924 A1

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Patent Application Publication Mar. 7, 2019 Sheet 5 of 36 US 2019/0070924 A1

ZOOOOOOOOOOOOOOOOOOOOO

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Patent Application Publication Mar. 7, 2019 Sheet 6 of 36 US 2019/0070924 A1

22707777777777777777777777722ZZCZZZ

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Patent Application Publication Mar. 7, 2019 Sheet 7 of 36 US 2019/0070924 A1

ZZZZZZZZZZZZZZZZZZ

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Patent Application Publication Mar. 7, 2019 Sheet 8 of 36 US 2019/0070924 A1

. .. . .

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Patent Application Publication Mar. 7, 2019 Sheet 9 of 36 US 2019/0070924 A1

926 930 934

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Patent Application Publication Mar. 7, 2019 Sheet 10 of 36 US 2019/0070924 A1

9025
INACTIVE MODE
9384 THIRD HEATING MODE FOURTH HEATING MODE 954

940 CABIN CONDENSER CABIN CONDENSER 956

OPERATIONAL OPERATIONAL
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OPERATIONAL OPERATIONAL

944 BATTERY SYSTEM COOLANT COMPRESSOR OPERATED

LOOP EXCHANGES HEAT WITH IN INEFFICIENT MODE TO 964
VEHICLE HEAT PUMP SYSTEM GENERATE HEAT
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I IN INEFFICIENT MODE TO I
950 GENERATE HEAT
- - - - - -
CABIN BLOWER OPERATED
IN INEFFICIENTMODE TO I
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FIG . 9B
Patent Application Publication Mar. 7, 2019 Sheet 11 of 36 US 2019/0070924 A1

102B104A
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Patent Application Publication Mar. 7, 2019 Sheet 13 of 36 US 2019/0070924 A1

B A T ERY SY TEM BA T ER Y S Y T E M
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Patent Application Publication Mar. 7, 2019 Sheet 14 of 36 US 2019/0070924 A1

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Patent Application Publication Mar. 7, 2019 Sheet 15 of 36 US 2019/0070924 A1

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Patent Application Publication Mar. 7, 2019 Sheet 16 of 36 US 2019/0070924 A1

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Patent Application Publication Mar. 7, 2019 Sheet 17 of 36 US 2019/0070924 A1

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Patent Application Publication Mar. 7, 2019 Sheet 21 of 36 US 2019/0070924 A1

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102B 104A
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Patent Application Publication Mar. 7, 2019 Sheet 24 of 36 US 2019/0070924 A1

102B 104A
/
102A 104B
/ MOTOR INVERTER 302
"
348
350
TRANS

3528 ? ? 304
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.

BATTERY POWER
SYSTEM CONVERSION
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Patent Application Publication Mar. 7, 2019 Sheet 25 of 36 US 2019/0070924 A1

.. .....

102B 104A/104B
/
102A MOTOR
TRANS
1 OIL
HXR INVERTER
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348
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POWER

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Patent Application Publication Mar. 7, 2019 Sheet 26 of 36 US 2019/0070924 A1

102A/102B 104A
/104B MOTOR 11 OIL
TRANSA INVERTER 302
"
348
350
#
... .. .

BATTERY
. ... .. .. . .
304
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POWER
2400
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warganegarayang nangyayayayayayaya y ayaya yayamam
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Patent Application Publication Mar. 7, 2019 Sheet 27 of 36 US 2019/0070924 A1

102B
/
102A104A
104B
/ MOTOR
TRANS
| HXR
OIL INVERTER 302
"
348
350 352 .

304
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SYSTEM
POWER
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Patent Application Publication Mar. 7, 2019 Sheet 28 of 36 US 2019/0070924 A1

102A 104A
102B
/ 104B
/ MOTOR
TRANS PHXR
! INVERTER 302
'
348
350 352
304 260
106 BATTERY POWER

S
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Patent Application Publication Mar. 7, 2019 Sheet 29 of 36 US 2019/0070924 A1

.. L
102B
/
102A MOTOR ! OIL INVERTER 302
TRANS HXR
1040/3481046A350
77 .
304
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BATTERY POWER
SYSTEM CONVERSION
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Patent Application Publication Mar. 7, 2019 Sheet 30 of 36 US 2019/0070924 A1

102B 104A/104B
/
102A MOTOR OIL INVERTER 02
"
348
350
TRANS

3528 304
2700
106 BATTERY POWER

SINYA
SYSTEM CONVERSION

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Patent Application Publication Mar. 7, 2019 Sheet 31 of 36 US 2019/0070924 A1

102B104A
/
102A 104B
/ MOTOR
INVERTER 302
TRANS || HXR
352
348
350
À
106 304
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Patent Application Publication Mar. 7, 2019 Sheet 32 of 36 US 2019/0070924 A1

102B 104A/104B
/
102A MOTOR
TRANS INVERTER 302
"
348
350 19-352
304 290
106 BATTERY
SYSTEM
POWER
CONVERSION
ZZZZZZZZZZZZZZZZZZZZZ
wwwwwwwwww w www whole thewhether wwwwwwwwwwwwwwwwwwwww wwww
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Patent Application Publication Mar. 7, 2019 Sheet 33 of 36 US 2019/0070924 A1

ACTUATORS 3234
30 0 1
=
COP
-
6
MODE
5
BATERY3OBA2NT3LER0Y8
C
•
W
H O M
AEP R
S A
T O
E R 3232
SSC•OHUIRLCNEGRE•VOAUPRCAITNOGR.DR•INE3TUC2RIN1ATCL6P.LVHEOAWTER S•COMPRESODR /F•ACLOUMDLIATNOGR •BCOLNTWREOL VALVE
.
REF
WAY
-
3
•
VALVE
WAY
-
5
. ANDCABIN
3222 -
3224
32 6
COP
1
>
BLEND
LIMITERS
CYCLE
•
)
Ps
Td
/
Pd
(
/I(M)NOVETROT3ETRE2MS/
P.EOIRAU0TNRKCES •CYCLEMODEL/MAP- +ECFAPIBELNCTY SPHTUEAMTPE MODE
1
-
3
,
2
MODES
1
=
COP
-
4
MODE
OCANBLIYN
S•COPMERSDOR L•INMTERNASL •NCOSIVDERATHIONS L•OILRIEMTIUTRSN DECREASING EFFICIENCY 30
.
FIG

3218
CURPESGIDEN OP RTSUNIY PACK•COLDERDEFICLETNAY -C•ALHIOLWABELR -H•REQAUTIRNEGD -H•REQAUTIRNEGD
HTCEOATBIANLG
T•DEMUPRCATURETARGETS R•FOIGSINKG 32063206 D•NIASTUPARIOLN BUDGET -O•RPATNIMGAELCHIL ERR•INSAUFNICGENT FORTRIP PROULSIN PROULSIN CHARGIN 3219
CABIN COMFORT
3208 RANGE BATTERY PERFORMANCE
3202 3212
3210
20
3210 MPROAULSPION
setpoint
.
T
•
)
MANY
(
cabin
.
T
•
•
B
S
•
windows •
.
T
L
P O
E W EDR
MODE
S
•
LOAD
O L A R 3204 •ROUTE
/DURATION
HUMIDTY PROXIMTY WEATHER COP UNITD•RIVE
CYCLE
•
/MAPMODEL /MAPMODEL
max
,
Tmin
•
OFC•SHTARTGE
PACKGE DURATION PROXIMTY
ROUTE
•
MAPR•LEIGMEINT 3214
Patent Application Publication Mar. 7, 2019 Sheet 34 of 36 US 2019/0070924 A1

3100
3204 3202 3206
• T.setpoint
• T.cabin (MANY) • CABIN TOTAL HEATING
. T .windows
• BLOWER SPEED
• MODE
• HUMIDITY
COAMBFIRNT • DUCT TEMPERATURE TARGETS
• FOGGING RISK
• SENSITIVITY TO INITIAL CABINT TO
FIG . 31B
• SOLAR LOAD
3210 3208 3218
• ROUTE
• DURATION /PROXIMITY • NATURAL DISSIPATION BUDGET
• WEATHER
• CYCLE COP MODEL /MAP
• DRIVE UNIT MODEL /MAP
RANGE • RANGE-OPTIMAL CHILLER
• INSUFFICIENT RANGE FOR TRIP
• LIFE -ACCEPTABLE INITIAL PACKT

• Tmin ,max • REGEN UPSIDE/OPPORTUNITY COST

• STATE OF CHARGE
• PACK AGE
• ROUTE
• DURATION /PROXIMITY
• LIMIT REGEN MAP
• PROPULSION MAP

3214
PERFOMANCBATERY
3212 3302
• COLDER PACK EFFICIENCY DELTA
• ALLOWABLE CHILLER - PROPULSION
• REQUIRED HEATING - PROPULSION
• REQUIRED HEATING - CHARGING
SENSITIVITY TO INITIAL PACKT

3219
• RECENT DRIVE
• CHARGE IMMINENT
• MOBILE APP • CABIN RECOVERY WORTHWHILE
• RECURRING SPECIFIED
• INFERENCE
• UNCERTAINTY
TIRMINPG • PREPARE ON ~ 1 HOUR TIMELINE
• PREPARE FOR IMMINENT DRIVE
• ENERGY COST CONSTRAINTS
• PLUGGED INTO
CHARGER ?
3304 3308
3306 COST EN RGY
FIG . 31A
Patent Application Publication Mar. 7, 2019 Sheet 35 of 36 US 2019/0070924 A1

FIG . 31B 3100

• COMPRESSOR SPEED
• CYCLE LIMITERS (PD /TD /PS)
• INTERNAL LIMITERS
(MOTOR / INVERTER )
SOURCE /SINK 13220
TEMPERATURES
• CYCLE MODEL/MAP -
CAPABILITY + EFFICIENCY 3232
• NVH CONSIDERATIONS
• OIL RETURN LIMITS
• CHILLER SOURCING
• EVAPORATOR SOURCING
3216 . INTERNAL RECIRC . DUCT
. LV HEATER POWER
3234

HEAT PUMP STATE • COMPRESSOR SPEED ACTUATORS

• COMPRESSOR WASTE HEAT
• ACCUMULATOR /FLOODING
• BLOWER CONTROL
FROM FIG . 31A • 3 -WAY REF . VALVE
• 5 -WAY VALVE
LOW -EFFICIENCY,
HIGH -POWER MODES MODE 5 COP = 1
314
• CABIN AND BATTERY
• DRIVE SOON
• COLD AMBIENT
MODE 6 COP = 1
• BATTERY 3316
• DRIVE SOON
HIGH -EFFICIENCY, • COLD AMBIENT
SLOWER MODES
MODE 8 COP > > 1
• CABIN RECOVERY ( 3318
3310 MODE 7 ? COP>> 1 ] WORTHWHILE
NEXT DRIVE
3312 MODE 1 COP> > 1 MODE 9 COP > > 1 1 < t < 12 HOURS
• CABIN AND BATTERY • CABIN ONLY
. > 1 HOUR • > 1 HOUR
MODEST AMBIENT MODEST AMBIENT
Patent Application Publication Mar. 7, 2019 Sheet 36 of 36 US 2019/0070924 A1

3200
30°C 10°C
+ 0°C
| 10°C
-
+ 20°C
-
+ 30°C
-

-
5
-
COP
TBEAMPRTUYE
-
-
-

10°C
-

,
5
.
2
-
COP
3408 ATCSPMOHBLIACDKENRT
CHARGIN
REGEN
-

0°C
COLDER
SOAKED
PACK
TO
5
.
1
=
COP

|PUREHEATPUMP3402YSPT/OBAUTRCERY
.w w w w
HPONMACUOTLRDKEISVT
10°C
- .

PROPULSION
7
-

m
MBLOEDNE
2
TO
1
=
COP

-
-
-
-
5
.
1
-
COP -

340 1
-

ASHCOEMPARTSEO34067COP=1R
-
2
-
COP
-

30°C
- -
-
32
.
FIG
HEATER
AS
C3406
-
OMPRES OR
.LOAD/DUCTTINECRMAPSISNG
T/ACEMPBIRAETNU
US 2019 /0070924 A1 Mar. 7 , 2019

OPTIMAL SOURCE ELECTRIC VEHICLE and cooler heat transfer medium to flow from the low
HEAT PUMP WITH EXTREME temperature circuit into the high temperature circuit .
TEMPERATURE HEATING CAPABILITY Although this system appears to overcome some of the
AND EFFICIENT THERMAL limitations of the prior systems, it is still relatively complex
PRECONDITIONING due to the interaction of the two heat transfer circuits .
10006 ]. In alternate thermal control systems disclosed in
CROSS -REFERENCES TO RELATED U . S . Pat. Nos . 7 ,789, 176 and 7 ,841, 431 , efficient cooling
APPLICATIONS systems are disclosed that utilize multiple cooling loops and
[0001] The present U . S . Utility patent application claims a single heat exchanger . The cooling loops in at least one
priority pursuant to 35 U . S .C . $ 119(e ) to U .S . Provisional disclosed embodiment include a cooling loop associated
with the battery system , a cooling loop associated with the
Application No . 62/ 555 ,325, entitled “ VEHICLE CABIN HVAC system , and a cooling loop associated with the drive
HEAT PUMP SYSTEM ” , filed Sep . 7 , 2017 , and to U . S . system (e .g., motor ). U .S . Pat. Nos. 8,232,319 and 8 ,448,696
Provisional Application No . 62/639 ,915 , entitled describe other efficient cooling systems that utilize multiple
" VEHICLE THERMAL MANAGEMENT SYSTEM ” , filed cooling loops and a single heat exchanger.
Mar. 7, 2018 , both of which are hereby incorporated herein [0007 ] These prior art thermal control systems were
by reference in their entirety and made part of the present
U .S . Utility patent application for all purposes . focused on the cooling of a passenger compartment but not
on the heating of the passenger compartment. In prior
BACKGROUND electric vehicles, electric heaters were used to heat the
passenger compartment, which heaters consumed relatively
Technical Field large amounts of energy from the servicing batteries, which
could significantly reduce range . An attractive alternative to
[0002 ] The present invention relates to electric vehicles ; passenger compartment heating and cooling would be the
and more particularly to the heating and cooling of vehicle use of a vehicle heat pump system that is capable of both
components , including the cabin of an electric vehicle . heating and cooling. However, conventional vehicle heat
pump systems suffer from low heating capacity in extremely
Description of Related Art cold ambient conditions , e .g ., minus 10 degrees Celsius and
[0003 ] An extremely large percentage of the world 's are not suitable for colder environments .
vehicles run on gasoline using an internal combustion SUMMARY
engine . The use of such vehicles, more specifically the use
of vehicles which rely on fossil fuels, i.e ., gasoline, creates [0008] In order to overcome the above -described short
two problems. First, due to the finite size and limited comings, among other shortcomings, a first embodiment of
regional availability of such fuels, major price fluctuations the present disclosure is directed towards a vehicle thermal
and a generally upward pricing trend in the cost of gasoline management system that includes a vehicle heat pump
are common , both of which can have a dramatic impact at system , a battery system coolant loop , a drive train coolant
the consumer level. Second , fossil fuel combustion is one of loop , a coolant circulation system , and control electronics .
the primary sources of carbon dioxide, a greenhouse gas, The vehicle heat pump system includes a compressor, a
and thus one of the leading contributors to global warming. cabin condenser, a cabin evaporator, a cabin blower , and a
Accordingly , considerable effort has been spent on finding chiller. The battery system coolant loop is in thermal com
alternative drive systems for use in both personal and munication with a battery system . The drive train coolant
commercial vehicles. loop is in thermal communication with at least one drive
[0004 ] Electric vehicles offer one of the most promising train component. The coolant circulation system is config
alternatives to vehicles that use internal combustion drive ured to selectively cause the battery system coolant loop and
trains. One of the principal issues involved in designing an the drive train coolant loop to be in thermal communication
efficient electric drive train as well as a vehicle that is “ user with the chiller. The control electronics are configured to ,
friendly ” is thermal management, primarily due to the based upon at least an ambient temperature , a cabin tem
required configured conditions of the battery system cells perature and a battery system temperature , control the cool
and the need to provide on -demand heating and cooling ant circulation system , and control at least one of the
within the passenger cabin . As a result , the thermal man compressor or the cabin blower to operate in one of an
agement systems used in many electric and hybrid vehicles efficient mode and a lossy mode, wherein in the lossy mode
have limited capabilities and /or are overly complex . For the compressor generates a greater amount of heat than
example , early generation electric vehicles used multiple when in the efficient mode.
independent thermal management subsystems. Such an [0009] The first embodiment of the present disclosure
approach was inherently inefficient as each subsystem provides important benefits as compared to the prior sys
required its own components ( e . g ., pumps, valves, refriger tems. By having a compressor and / or cabin blower that may
ant systems, etc .). operate in a lossy mode , heat is generated for the cabin by
[0005 ] To overcome some of the problemsassociated with the compressor and / or cabin blower without the need of
the use of independent thermal subsystems, U .S . Pat. No. inefficient high - voltage cabin heaters , which reduces cost.
6 , 360 ,835 and related U . S . Pat. No. 6 , 394 , 207 disclose a Further, the compressor and / or the cabin blower may be
thermal management system utilizing multiple heat transfer operated across a range of efficient and inefficient operations
circuits which share the same heat transfer medium . The based upon ambient temperature , battery system tempera
heat transfer circuits are in fluid communication with one ture , drive train component temperatures , and cabin tem
another , thus allowing hot heat transfer medium to flow from perature . As compared to prior heat pump systems, which
the high temperature circuit into the low temperature circuit , were ineffective in very low ambient temperatures, the first
US 2019 /0070924 A1 Mar . 7 , 2019

embodiment supports more efficient heating of the cabin in includes a vehicle heat pump system and control electronics.
very low ambient temperatures. The vehicle heat pump system includes a compressor , a
[0010 ] The first embodiment (and subsequently described cabin condenser, a cabin evaporator, a cabin blower, and a
embodiments ) include aspects, which may be included sin chiller. The control electronics are configured to , based upon
gularly or in any various combination to enhance operations. at least an ambient temperature and a cabin temperature ,
According to a first aspect of the first embodiment, the control the compressor to operate , during a first time inter
coolant circulation system is configured to , in a first mode , val, in an efficientmode , and during a second time interval ,
cause the battery system coolant loop to operate in parallel in a lossy mode in which the compressor generates a greater
with the drive train coolant loop , in a second mode, cause the amount of heat than when in the efficient mode. The second
battery system coolant loop to operate in series with the embodiment provides same/ similar important benefits as
drive train coolant loop, and in a third mode , cause the were described previously herein with reference to the first
battery system coolant loop to be partially in parallel and embodiment.
partially in series with the drive train coolant loop . This first [0018 ] The second embodiment also includes various
aspect of the first embodiment provides the importantbenefit aspects that may be included singularly or in combination .
of using heat stored in the battery and/ or generated by the According to a first aspect of the second embodiment, in
drive train to assist in heating the cabin . Further, this first controlling the compressor to operate in one of the efficient
aspect also supports using the vehicle heat pump system to mode and the lossy mode , the control electronics considers
provide heat and /or to remove heat to /from the battery. at least one of vehicle range , battery performance , and cabin
[0011] According to a second aspect of the first embodi temperature . According to a second aspect of the second
ment, the lossy mode includes a plurality ofsub -lossy modes embodiment, the lossy mode includes a plurality of sub
of differing loss characteristics producing differing respec lossy modes of differing loss characteristics producing dif
tive amounts of heat. This second aspect provides the fering respective amounts of heat. According to a third
important benefit of gradation of usage of the lossy mode to aspect of the second embodiment , the control electronics are
generate heat within the vehicle heat pump system . further configured to , based upon at least an ambient tem
[0012] According to a third aspect of the first embodiment, perature and a cabin temperature , control the cabin blower
the drive train coolant loop includes a motor oil cooling loop to operate , during a first time interval, in an efficient mode ,
in thermal communication with a traction motor and a and , during a second time interval, in a lossy mode in which
transmission and an oil heat exchanger configured to the cabin blower generates a greater amount of heat than
exchange heat between the motor oil cooling loop and the when in the efficient mode .
drive train coolant loop . This third aspect of the first [0019 ] According to a fourth aspect of the second embodi
embodiment supports collecting heat from the traction motor ment, the lossy mode includes a plurality of sub - lossymodes
to assist in cabin and/or battery heating. of differing loss characteristics producing respective
10013 ]. According to a fourth aspect of the first embodi amounts of heat . According to a fifth aspect of the second
ment, in controlling the at least one of the compressor and embodiment, the vehicle heat pump system further includes
the cabin blower to operate in one of an efficientmode and a cabin HVAC case that contains the cabin evaporator and
a lossy mode, the control electronics considers at least one the cabin condenser, the cabin HVAC case configured to
of vehicle range , battery performance, and cabin tempera operate in an air recirculation mode to recirculate air within
ture . Thus, with this fourth aspect of the first embodiment, the cabin and in a fresh air mode that communicates air
the overall efficiency of the vehicle heat pump system may between the cabin and the ambient. According to a sixth
be adjusted based upon heating needs and ambient tempera aspect of the second embodiment, the cabin evaporator and
ture. the cabin condenser are configured in at least one heating
[ 0014 According to a fifth aspect of the first embodiment, mode to operate concurrently . According to a seventh aspect
the vehicle heat pump system further includes a cabin HVAC of the second embodiment, the vehicle heat pump system
case that contains the cabin evaporator and the cabin con further includes at least one inverter to drive at least one of
denser. The cabin HVAC case may be configured to operate the compressor and the cabin blower and the control elec
in an air recirculation mode to recirculate air within the tronics are further configured to control the at least one
cabin or a fresh air mode that communicates air between the inverter to operate , during the first time interval, in an
cabin and the ambient or a combination of these modes . The efficient mode , and during the second time interval, in a
particular operation may be selected based upon ambient lossy mode to generate a greater amount of heat than when
temperature , cabin temperature , and/ or cabin humidity lev in the efficient mode.
els . [0020 ] The first through seventh aspects of the second
[0015] According to a sixth aspect of the first embodi embodiment provide important benefits same/similar to the
ment, the cabin evaporator and the cabin condenser may be benefits described above with reference to the aspects of the
configured in at least one heating mode to operate concur first embodiment. The first through seventh aspects of the
rently . By operating in this heating mode, the vehicle heat second embodimentmay be applied singularly or applied in
pump system is in a positive feedback operation to accel any combination available .
erate cabin heating. [0021] A third embodiment of the present disclosure is
[ 0016 ] The first through sixth aspects of the first embodi directed to a vehicle thermal management system that
ment may be combined to accelerate cabin heating, to includes a vehicle heat pump system , a battery system
manage battery temperature , and to otherwise increase the coolant loop , and control electronics . The vehicle heat pump
efficiency and quality of operation of the vehicle thermal system includes a compressor, a cabin condenser, a cabin
management system . evaporator, a cabin blower , and a chiller. The battery system
[0017 ] A second embodiment of the present disclosure is coolant loop is in thermal communication with a battery
directed to a vehicle thermal management system that system and with the chiller. The control electronics are
US 2019 /0070924 A1 Mar. 7 , 2019

configured to , based upon at least an ambient temperature, a [0026 ] FIG . 2 is a block diagram illustrating a vehicle
cabin temperature and a battery system temperature operate thermal management system of an electric vehicle con
in a first operationalmode and in a second operationalmode . structed according to a described embodiment.
In the first operational mode, the control electronics operate [0027 ] FIG . 3 is a schematic diagram illustrating a vehicle
the compressor in an efficient mode to transfer heat from an thermal management system of an electric vehicle of the
ambient source to the battery system . In the second opera present disclosure configured in a first heating mode .
tional mode , the control electronics operate the compressor [0028] FIG . 4 is a schematic diagram illustrating the
in a lossy mode to generate heat and to transfer the generated vehicle thermal management system of FIG . 3 configured in
heat to the battery system . Benefits provided a second heating mode.
[0022] According to a first aspect of the third embodiment, [0029 ] FIG . 5 is a schematic diagram illustrating the
in controlling the compressor to operate in one of the vehicle thermal management system of FIG . 3 configured in
efficient mode and the lossy mode, the control electronics a third heating mode.
considers at least one of vehicle range , battery performance , [0030] FIG . 6 is a schematic diagram illustrating the
and cabin temperature . According to a second aspect of the vehicle thermalmanagement system of FIG . 3 configured in
third embodiment, the lossy mode includes a plurality of a fourth heating mode .
sub -lossy modes of differing loss characteristics producing [0031] FIG . 7 is a schematic diagram illustrating a vehicle
respective amounts of heat. According to a third aspect of thermal management system of an electric vehicle con
the third embodiment, the control electronics are further structed according to a third described embodiment.
configured to , based upon at least an ambient temperature [0032 ] FIG . 8 is a schematic diagram illustrating a vehicle
and a cabin temperature , control the cabin blower to operate , thermal management system of an electric vehicle con
during a first time interval, in an efficient mode, and , during structed according to a fourth described embodiment.
a second time interval, in a lossy mode in which the cabin [0033] FIGS . 9A and 9B are flow diagrams illustrating
blower generates a greater amount of heat than when in the operation of a vehicle thermal management system of an
efficient mode . According to a sub - aspect of the third aspect, electric vehicle according to a number of described embodi
the lossy mode includes a plurality of sub -lossy modes of ments .
differing loss characteristics producing respective amounts [0034 ] FIG . 10 is a schematic diagram illustrating another
of heat. vehicle thermal management system of a described embodi
ment configured in a first heating mode — pure vehicle heat
[ 0023] According to a fourth aspect of the third embodi pump system mode serving the cabin .
ment, the vehicle heat pump system further includes a cabin 100351. FIG . 11 is a schematic diagram illustrating the
HVAC case that contains the cabin evaporator and the cabin vehicle thermal management system of FIG . 10 configured
condenser. The cabin HVAC case is configured to operate in in a first heating mode pure vehicle heat pump system
an air recirculation mode to recirculate air within the cabin mode with an eight-way valve directing coolant flow serving
or in a fresh air mode that communicates air between the the cabin .
cabin and the ambient. The cabin HVAC may also be [0036 ] FIG . 12 is a schematic diagram illustrating four
configured to operate in a mode in which air is partially differing configurations of an eight-way valve directing
recirculated . According to a fifth aspect of the third embodi coolant flow according to embodiments of the present dis
ment, the cabin evaporator and the cabin condenser are closure .
configured in at least one heating mode to operate concur
rently . According to a sixth aspect of the third embodiment , 10037 ] FIG . 13 is a schematic diagram illustrating the
the vehicle heat pump system further includes at least one vehicle thermal management system of FIG . 10 configured
in a second heating mode sourcing battery heat and uti
inverter to drive at least one of the compressor and the cabin lizing a low voltage electric cabin heater to provide supple
blower and the control electronics are further configured to mental heating to the cabin .
control the at least one inverter to operate , during a first time
interval, in an efficient mode , and during a second time [0038 ] FIG . 14 is a schematic diagram illustrating the
vehicle thermal management system of FIG . 10 configured
interval, in a lossy mode to generate a greater amount ofheat in a second heating mode — blended vehicle heat pump
than when in the efficient mode . system mode extracting some energy from ambient air , and
[ 0024 ] According to a seventh aspect of the third embodi some from the battery to heat the cabin .
ment, the cabin evaporator and the cabin condenser are [0039 ] FIG . 15 is a schematic diagram illustrating the
configured in at least one heating mode to operate concur vehicle thermal management system of FIG . 10 configured
rently . According to an eight aspect of the third embodiment, in a third heating modeblended vehicle heat pump system
the ambient source is the cabin and according to an eighth mode extracting heat from the battery system , using the low
aspect of the third embodiment, the ambient source is voltage electrical heater, and using the evaporator/HVAC
external air . The various aspects of the third embodiment case in an internally recirculating mode .
provide important benefits same/similar to the benefits [0040] FIG . 16 is a schematic diagram illustrating the
described previously above with reference to the aspects of vehicle thermal management system of FIG . 10 configured
the first and second embodiments . in a fourth heating mode — the compressor configured as a
heater to heat the cabin .
BRIEF DESCRIPTION OF THE SEVERAL [0041 ] FIG . 17 is a schematic diagram illustrating the
VIEWS OF THE DRAWINGS vehicle thermal management system of FIG . 10 configured
in a fifth heating mode — the compressor configured as a
[0025 ] FIG . 1 is a block diagram illustrating the compo heater to heat the cabin and the battery system .
nents of a battery powered electric vehicle constructed 0042 ] FIG . 18 is a schematic diagram illustrating the
according to a described embodiment. vehicle thermalmanagement system of FIG . 10 configured
US 2019 /0070924 A1 Mar. 7 , 2019

in a heating mode with recirculating coolantmode using an DETAILED DESCRIPTION OF THE

8 -way valve to heat the cabin and /or battery. DISCLOSURE
[0043 ] FIG . 19 is a schematic diagram illustrating the [0059 ] FIG . 1 illustrates the basic components of a battery
vehicle thermal management system of FIG . 18 with addi powered electric vehicle ( electric vehicle ) 100 . The electric
tional detail regarding the configuration of the 8 -way valve . vehicle 100 includes at least one drive motor (traction
[0044 ] FIG . 20 is a schematic diagram illustrating the motor) 102A and / or 102B , at least one transmission 104A
vehicle thermalmanagement system of FIG . 10 configured and /or 104B coupled to a corresponding drive motor 102A
in a heating mode with recirculating refrigerant to heat the and / or 102B , a battery system 106 and electronics 108
cabin and/or battery . (including drive motor electronics ). Generally, the battery
[0045 ] FIG . 21A is a schematic diagram illustrating the system 106 provides electricity to the electronics 108 of the
vehicle thermal management system of FIG . 10 configured electric vehicle 100 and to propel the electric vehicle 100
in a heating mode with the compressor configured as a boiler using the drive motor 102A and/or 102B . The battery system
to heat the cabin and / or battery . 106 includes an array of individual batteries constructed
[0046 ] FIG . 21B is a schematic diagram illustrating the according to one or more embodiments of the present
vehicle thermalmanagement system of FIG . 21A configured invention . The battery system 106 , in some embodiments ,
in a heating mode with an alternative way of recirculating includes thousands of individual batteries.
refrigerant to heat the cabin and/or battery . [0060] The electric vehicle 100 further includes a vehicle
[0047 ] FIG . 22 is a schematic diagram illustrating the thermal management system 110, which is described herein
vehicle thermal management system of FIG . 10 configured with reference to a number of embodiments. This vehicle
in a sixth heating mode with the compressor configured as thermal management system 110 includes a vehicle heat
a heater for the battery system . pump system 202 that operates to heat and cool a vehicle
cabin . The vehicle thermal management system 110 includes
[0048 ] FIG . 23 is a schematic diagram illustrating the structure and operations that support the collection of heat
vehicle thermal management system of FIG . 10 configured not only from the ambient environment but from other
in seventh and eighth heating modes supporting precondi vehicle components, including the battery system 106 , the
tioning with the battery system by sourcing ambient air via drivemotors 102A / 102B , the transmission 104A / 104B , and /
the cabin evaporator. or the electronics 108 and also the inefficient operations of
[0049 ] FIG . 24 is a schematic diagram illustrating the various system components, e. g ., compressor 214 and /or
vehicle thermal management system of FIG . 10 configured cabin blower 222 motors to generate heat.
in a ninth heating mode supporting preconditioning in [0061] The electric vehicle 100 includes a large number of
efficiently heating the cabin collecting heat via the radiator. other components that are not described herein but known to
[0050 ] FIG . 25 is a schematic diagram illustrating the one or ordinary skill. While the construct of the electric
vehicle thermal management system of FIG . 10 configured vehicle 100 of FIG . 1 is shown to have four wheels, differing
in a tenth heating mode supporting cabin defogging opera electric vehicles may have fewer or more than four wheels .
tions . Further, differing types of electric vehicles 100 may incor
[0051] FIG . 26A is a schematic diagram illustrating the porate the inventive concepts described herein , including
vehicle thermal management system of FIG . 10 configured motor cycles, aircraft, trucks, boats , train engines , among
in an eleventh heating mode supporting frost removal opera other types of vehicles .
tions. [0062 ] FIG . 2 is a block diagram illustrating a vehicle
[0052] FIG . 26B is a schematic diagram illustrating the thermal management system of an electric vehicle con
vehicle thermal management system of FIG . 10 configured structed according to a described embodiment. The vehicle
in a twelfth heating mode supporting efficient dehumidifi thermal management system 200 includes a vehicle heat
cation with reheat. pump system 202, a battery system coolant loop 204 in
thermal communication with a battery system 106 , and a
[0053] FIG . 27 is a schematic diagram illustrating the drive train coolant loop 206 in thermal communication with
vehicle thermal management system of FIG . 10 configured at least one drive train component ( e . g ., 1021 , 102B , 104A ,
in a first cooling mode assisting during supercharging opera and / or 104B ) and selectively in thermal communication with
tions. the battery system coolant loop 204 via a coolant valve
[ 0054 ] FIG . 28 is a schematic diagram illustrating the system 208 . Control electronics 212 control operation of the
vehicle thermal management system configured in a second components of the vehicle thermalmanagement system 200
cooling mode providing peak powertrain performance assist. shown in FIG . 2 and the components of the various embodi
[0055 ] FIG . 29 is a schematic diagram illustrating the ments of the vehicle thermal management system shown in
vehicle thermal management system of FIG . 10 configured FIG . 3 and thereafter. The components of the vehicle thermal
in a third cooling mode to provide quieter HVAC cabin management system 200 interconnect via tubing and / or
pull - down . piping . Generally, tubing describes a structure that supports
[0056 ] FIG . 30 is a block diagram illustrating operation of the transport of refrigerant while piping describes structure
the vehicle thermal management system configured in bal that supports the transport of coolant. Control electronics
ancing competing objectives. 212 control the vehicle heat pump system 202, the battery
system coolant loop 204 , the coolant valve system 208 , the
[0057 ] FIGS. 31A and 31B are block diagrams illustrating drive train coolant loop 206 and cabin air 211 and ambient
operation of the vehicle thermal management system con air 210 ducting via wired and /or wireless communication
figured in a preconditioning mode. paths .
[0058 ] FIG . 32 is a graph illustrating operational states of [0063] The vehicle heat pump system 202 includes a
the vehicle thermal management system . compressor 214 , a cabin condenser 216 , a cabin evaporator
US 2019 /0070924 A1 Mar. 7 , 2019

218 , a plurality of expansion valves ( shown in subsequent example, for short trips, it is energetically favorable to
FIGs.), a battery system 106 coolant chiller 220 , a cabin prioritize heating of the vehicle cabin for immediate comfort
blower 222 , a drive train liquid -cooled condenser 224 , an of the driver/passengers at the expensive of battery system
accumulator 228 , a compressor 214 outlet 3 -way valve 230 , 106 temperature/DC resistance, which requires a significant
a low - voltage electric cabin heater 232 , an internal HVAC number ofmiles driven to amount to a significant range delta
case recirculation duct 234 , and a radiator 236 . Each of the (compared to if you did not withdraw thermal energy from
components of the vehicle thermal management system 200 the battery system 106 ). Therefore, there are energy /capacity
of FIG . 2 is powered by the battery system 106 and tradeoffs that can be made in -situ and according to the
controlled by the control electronics 212 . The coolant valve specific drive context and tendencies of each particular user.
system 208 operates to cause the battery system coolant loop With the vehicle thermalmanagement system 200 of FIG . 2,
204 to operate in parallel with and separate from the drive the vehicle heat pump system 202 opportunistically trades
train coolant loop 206 when in a first mode . Further, the lower- temperature thermal energy stored in the battery sys
coolant valve system 208 operates to cause the battery tem 106 for higher -temperature energy for cabin heating by
system coolant loop 204 to be serially coupled to the drive using the coolant valve system 208 to isolate the battery
train coolant loop 206 when in a second mode . The coolant system 106 from everything except the vehicle heat pump
valve system 208 may be further configured to cause the system 202 .
battery system coolant loop 204 to be partially in parallel 10068 ] The ability of the vehicle heat pump system 202 to
and partially in serial with the drive train coolant loop 206 operate the cabin evaporator 218 and the cabin condenser
when in a third mode. The vehicle thermal management 216 at the same time and to operate the compressor 214 as
system 200 is configured to operate to exchange heat a High Voltage (HV) heater, allows for the removal of
between and among the battery system 106 , the at least one expensive high - voltage cabin heater. The option for the
drive train component 102A / B and a cabin of the vehicle . vehicle heat pump system 202 to run the motor of the
[0064 ] The drive train coolant loop 206 may further compressor 214 in a deliberately inefficient speed vs . slip
include a motor oil cooling loop 226 in thermal communi configured condition further enhances cabin heating capac
cation with a traction motor 102A / B and a transmission ity as needed without adding additional electrical heaters .
104A / B and a drive inverter coolant path 227 . In such The option to run the cabin blower 222 in a deliberately
construction , the drive train coolant loop 206 further inefficient speed vs. slip configured condition further
includes an oil heat exchanger configured to exchange heat enhances the heating power of the vehicle heat pump system
between the traction motor 102 A / B and the drive train 202 . Embodiments described herein with reference to sub
coolant loop 206 . sequent FIGs. build on these configured modes, while add
[0065 ] With one construct of the vehicle thermal manage ing new ones such as “ cabin thermal energy recovery ” which
ment system 200 , the vehicle heat pump system 202 further moves thermal energy from a hot cabin and stores it in the
comprises a cabin HVAC case that contains the cabin battery system 106 (where it is more isolated from ambient)
evaporator 218 and the cabin condenser 216 . In this con and “ Supplemental power train cooling” which uses an
struct, the cabin evaporator 218 and the cabin condenser 216 additional chiller 220 in hot and high -power configured
are configured in at least one heating mode to operate conditions.
concurrently to more rapidly heat the vehicle cabin . Further, [0069 ] FIG . 3 is a schematic diagram illustrating a vehicle
in another operation , a compressor drive circuit drives the thermal management system of an electric vehicle of the
compressor 214 in a lossy mode to generate heat within the present disclosure configured in a first heating mode . The
vehicle cabin . The cabin blower 222 may be operated in both vehicle thermal management system 300 includes a vehicle
an efficientmode and an inefficient mode. In the inefficient heat pump system 202 , a battery system coolant loop 204 in
mode, the cabin blower 222 generates heat at a rate greater thermal communication with the battery system 106 , and a
than a heat generated in the efficient mode , which further drive train coolant loop 206 in thermal communication with
increases a rate of heating within the vehicle cabin . at least one drive train component and selectively in thermal
[0066 ] With the structure of the vehicle thermal manage communication with the battery system coolant loop 204 via
ment system 200 of FIG . 2 , the vehicle heat pump system a coolant valve system 208 . Control electronics (not shown )
202 heat source heat from the drive train coolant loop 206 , control operation of the components of the vehicle thermal
the battery system coolant loop 204 , and / or the ambient . management system 300 shown in FIG . 3 (and subsequent
Further, the manners of running the compressor 214 and FIGS. 4 -32). The components of the vehicle thermal man
cabin blower 222 in inefficient modes also aids in faster agement system 300 interconnect via tubing and / or piping .
cabin heating when required . These components and their Generally, tubing describes structure that supports the trans
operation support less usage or no usage of a high - voltage port of refrigerant while piping describes structure that
cabin heater and adds range to the vehicle due to less battery supports the transport of coolant.
system 106 use for cabin heating . [0070 ] The vehicle heat pump system 202 includes a
[0067] The ability of the vehicle heat pump system 202 to compressor 214 ( electric motor driven ), a cabin condenser
source low - grade waste heat produced naturally or deliber 216 , a cabin evaporator 218 , a plurality of expansion valves
ately by the powertrain (102A / B and /or 104A / B ) and /or the 314 , 316 , 320 , and 326 , a chiller 220 (e.g ., battery system
battery system 106 and / or to run the compressor 214 as an coolant chiller 220 ) , pressure / temperature gauges 330 and
electrical heater in any proportion provides significant effi 332, and a cabin blower 222 . The cabin condenser 216 , the
ciencies for vehicle cabin heating. Initial startup conditions cabin evaporator 218 and the cabin blower 222 may be
(battery system 106 temperature and charge and vehicle contained within an HVAC case 306 within the vehicle
cabin temperature ), ambient/weather data , trip plans, or cabin . The embodiment of FIG . 3 may also include a low
other specific user meta - data are available to inform the voltage electric heater 232 that operates to heat the vehicle
vehicle heat pump system 202 for source optimization . For cabin . In some constructs , the compressor 214 is located
US 2019 /0070924 A1 Mar. 7 , 2019

within the vehicle cabin to assist in heating. The vehicle heat electronics 212 use pressure and temperature data obtained
pump system 202 further includes an ambient cooled con - via pressure /temperature gauges 330 and 332 , battery tem
denser and one -way valve 334 . In a cooling mode, the cabin perature data captured via temperature sensors in the battery
evaporator 218 and the ambient condenser 335 (and external system 106 , drive train temperature sensors mounted upon
fan 324 ) are operational to cool the vehicle cabin . The or within the power conversion electronics 304 , inverter
components of the vehicle heat pump system 202 are 302 , the traction motor 102A / 102B , and /or the transmission
intercoupled by tubing and filled with a suitable refrigerant. 104A / 104B , ambient air temperature sensors, vehicle cabin
[0071 ] The battery system coolant loop 204 includes temperatures sensors, and other data to determine how to
pumps 338 and 340 , a heat exchange structure within battery operate the components of the vehicle thermal management
system 106 , the chiller 220, and piping that intercouples system 300 .
these components . The drive train coolant loop 206 includes [0075 ] In nominal configured conditions where heating is
reservoir 344 , pumps 346 and 347 , tee fitting 349 and piping required , there is typically ample waste heat produced
that circulates coolant through power conversion electronics naturally by the drive train components to heat the vehicle
304 , inverter 302 , and radiator 236 . The tee fitting 349 is cabin . Heat is captured by the drive train coolant loop 206
controllable to direct coolant via bypass path 351 instead of and exchanged with the vehicle heat pump system 202 via
via radiator 236 to preserve heat in the circulated coolant. the battery system coolant loop 204 . However, in low
When excess heat is generated by the battery system 106 ambient conditions , the vehicle heat pump system 202
and /or the drive train components 304 , 302 and/ or 102A / cannot immediately source sufficient heat from the ambient
102B , coolant is directed to the radiator 236 to sink the (air ) or the drive train to heat the cabin . In a typical
excess heat . configured situation , the vehicle 100 has been outside of a
[0072 ] The drive train coolant loop 206 may further heated garage for an hour or two and parked in a very cold
include a motor oil cooling loop 226 in thermal communi ambient, e. g ., negative 10 degrees C . In this one or two-hour
cation with a traction motor 102A /B and a transmission period , the vehicle cabin has equalized with the ambient to
104A / B . In such construction , the drive train coolant loop reach negative 10 degrees C . However, due to the mass and
206 further includes an oil heat exchanger 352 and an oil structure of the battery system 106 , the temperature of the
loop having a pump 350 and piping 348 that passes through battery system 106 is above ambient temperature and , thus ,
the traction motor 102A / B and the transmission 104A / B and has available heat to source for vehicle cabin heating.
circulates oil to collect heat. The oil heat exchanger 352 is [0076 ] Thus, the vehicle thermalmanagement system 300
configured to exchange heat between the traction motor of FIG . 3 efficiently draws heat from both the battery system
102A / B traction motor and transmission 104A / B and the 106 and the drive train components. Specifically, heat is
drive train coolant loop 206 . The components of both the produced by the traction motor 102A / 102B , the transmission
battery system coolant loop 204 and the drive train coolant 104A /B , the inverter 302, and the power conversion elec
loop 206 are filled with a coolant such as an alcohol based tronics 304 . This heat is captured by the drive train coolant
or other coolant. The oil loop is filled with oil that serves loop 206 and exchanged with the vehicle heat pump system
both to lubricate the moving components of the traction 202 via the battery system coolant loop 204 and chiller 220 .
motor 102A / 102B and the transmission 104A / 104B . This heat is then lifted /drawn by the vehicle heat pump
[0073] The coolant valve system 208 couples to both the system 202 via the chiller 220 and then deposited into the
battery system coolant loop 204 and the drive train coolant vehicle cabin by the cabin condenser 216 . Such structure and
loop 206 . The coolant valve system 208 operates , when in a operation cause the vehicle thermalmanagement system 300
first mode , to cause the battery system coolant loop 204 to to efficiently warm the vehicle cabin without having to
operate in parallel with and separate from the drive train accommodate potentially difficult ambient conditions.
coolant loop 206 . When in a second mode , the coolant valve [0077] Thermal energy withdrawn from the battery system
system 208 operates to cause the battery system coolant loop coolant loop 204 negatively impacts battery system 106
204 to be serially coupled to the drive train coolant loop 206 . performance . However, when vehicle cabin and battery
The coolant valve system 208 may be further configured to system 106 heating are both necessary , it is farmore efficient
cause the battery system coolant loop 204 to be partially in to spend energy of the battery system 106 preferentially for
parallel and partially in series with the drive train coolant heating the vehicle cabin . Battery system 106 resistance
loop 206 when in a third mode . The vehicle thermal man improves with temperature, but because the thermal mass of
agement system 200 is configured so that the battery system the battery system 106 is so large , it requires tremendous
coolant loop 204 and the drive train coolant loop 206 energy and time to recover energy spent heating the battery
transfer heat from at least one of the battery system 106 and system 106 . In other words, given a free external heating
the at least one drive train component 102A / B and/ or source , it makes more sense thermodynamically to spend
104A / B to the vehicle heat pump system 202 . this energy preferentially on the vehicle cabin first until all
[0074 ] In a first heating mode illustrated in FIG . 3, the needs are met.
battery system coolant loop 204 and the drive train coolant [0078 ] In an additional operation to accelerate vehicle
loop 206 operate in series via operation of the coolant valve cabin heating, the drive train components can be controlled
system 208 . In the first heating mode, piping shown in solid to generate waste heat by configured in a " waste heatmode”
lines transports coolant, piping shown in dashed lines does in which the stator is powered in a manner to generate heat
not transport coolant, tubing shown in sold lines transports within the traction motor 102A / 102B without driving the
refrigerant, and tubing shown in dashed lines does not traction motor 102A / 102B . Co - pending Patent Application
transport refrigerant. This convention will continue in FIGS . Serial No . PCT/US2017 /03629, filed on Jun . 7 , 2017 and
4 -8 as well. Expansion valves 314 , 316 , 320 , and 326 are entitled ELECTRIC MOTOR WASTE HEAT MODE TO
controlled by control electronics 212 to control not only the HEAT BATTERY describes the waste heat mode operation
flow of refrigerant but also the rate of flow . The control of a traction motor 102A / 102B and is incorporated herein by
US 2019 /0070924 A1 Mar . 7 , 2019

reference in its entirety for all purposes. This heat is on the rotor. These operations are commonly referred to as
exchanged with the drive train coolant loop 206 via oil heat controlling the slip angle , and in theory any motor controller
exchanger 352 . is capable of varying the slip angle for higher (or in the case
100791 One or more enhanced heating modes may be lower ) efficiency . The compressor 214 may be configured to
enacted with the vehicle thermalmanagement system 300 of always drive its discharge temperature to a 130° C . limit,
FIG . 3 . In a compressor as a heater mode, a compressor drive maximizing its heating power. Analogously, the cabin
circuit drives the compressor 214 in a lossy mode to generate blower 222, which is capable of consuming 400 W in some
heat. Further, the cabin blower 222 may be configured to embodiments , may also be deliberately run in an inefficient
operate in both an efficient mode and an inefficientmode that manner to improve heating power. Since the value of any
cause the cabin blower 222 to generate heat at a rate greater heat added early in the warm -up process is very important,
than a heat generated in the efficient mode. these additional features are critical to providing adequate
10080 ] FIG . 4 is a schematic diagram illustrating the warm -up capacity in extremely cold - soaked cabin condi
vehicle thermal management system 300 of FIG . 3 config tions.
ured in a second heating mode. In the second heating mode , 100841. FIG . 5 is a schematic diagram illustrating the
the coolant valve system 208 causes the battery system vehicle thermal management system 300 of FIG . 3 config
coolant loop 204 to operate in series with the drive train ured in a third heating mode . In the third heating mode of
coolant loop 206 . In a modified version of the second FIG . 5 , coolant valve system 208 causes the battery system
heating mode , the coolant valve system 208 causes the coolant loop 204 to operate in parallel with the drive train
battery system coolant loop 204 to operate partially in series coolant loop 206 . Thus, heat for the vehicle heat pump
and partially in parallel with the drive train coolant loop 206 . system 202 is sourced via the battery system 106 . In this
[0081] Further, in the second heating mode, the vehicle third heating mode , the battery system 106 has sufficient
thermal management system 300 of FIG . 4 supports at least heat to support vehicle cabin heating. Further, in this third
one enhanced heating mode to increase a heating rate of the heating mode , the drive train coolant loop 206 utilizes
vehicle cabin . In a first enhanced heating mode, the vehicle bypass path 351 for coolant routing because the coolant
thermal management system 300 causes a compressor drive temperature of the drive train coolant loop 206 is within an
circuit to operate the compressor 214 in a lossy mode to acceptable temperature range .
generate heat, i. e., the electric motor of the compressor 214 0085 ) FIG . 6 is a schematic diagram illustrating the
is operated directly as a high - voltage electrical heater in vehicle thermal management system 300 of FIG . 3 config
extremely cold startup conditions . For example, if the com ured in a fourth heating mode. The fourth heating mode
pressor 214 motor is rated up to 8 kW continuous power illustrated in FIG . 6 is similar to the second heating mode
consumption , in theory, it could be used to deliver 8 kW of illustrated in FIG . 4 . However, with the fourth heating mode,
heating power to the vehicle cabin . the chiller 220 does not exchange heat between the battery
[0082] For further enhanced heating, the cabin evaporator system coolant loop 204 and the drive train coolant loop
218 and cabin condenser 216 operate at the same time. By 206 . Thus , with the fourth heating mode , all heat collected
sourcing heat exclusively from the vehicle cabin , the vehicle by the vehicle heat pump system 202 is collected within the
heat pump system 202 heat source ( cabin evaporator 218 ) HVAC case 306 . Optionally, the low voltage electric heater
has access to the warmest suction conditions as the vehicle 232 may be operated to provide additional heating for the
cabin warms up . The heating process is exponential; the cabin evaporator 218 . Further, the compressor 214 and /or
temperature rise rate is proportional to the heating power the cabin blower 222 may be operated in a lossy mode .
which is in turn proportional to the temperature itself . 10086 ) FIG . 7 is a schematic diagram illustrating a vehicle
During warm - up , the density at the inlet rises which allows thermal management system of an electric vehicle con
the compressor 214 to process more mass flow , which adds structed according to a third described embodiment. The
more heat to the vehicle cabin , which further increases the structure of the vehicle thermal management system 700 of
rise rate . In this operation , the cabin evaporator 218 air inlet FIG . 7 is similar to the structure of the vehicle thermal
temperature is managed by the operation of low voltage management system 300 of FIG . 3 with common /similar
electrical heater 232 to help speed things up , or by manipu components sharing common numbering . Additional com
lating the HVAC case 306 / cabin blower 222 in a particular ponents of the vehicle thermal management system 700 of
way, e. g., withholding and managing cold air exchange . FIG . 7 include a drive train liquid - cooled chiller 702 con
Even with no added heat, the vehicle heat pump system 202 figured to exchange heat between the drive train coolant
cycle will add a significant heating rate to the vehicle cabin , loop 206 and the vehicle heat pump system 202 . The vehicle
rapidly increasing in time. heat pump system 202 includes an additional cabin con
[0083] In some operations, the compressor 214 is used to denser 708 configured to exchange heat between the vehicle
cool the battery system 106 during charging. Thus, the heat pump system 202 and the battery system coolant loop
compressor 214 creates a highly capable refrigeration sys 204 . Four port expansion valves 704 and 706 intercouple
tem (compressor 214 volumetrically sized for supercharg components of the vehicle heat pump system 202. A supple
ing ), which supports rapid vehicle cabin heating in mental coolant heater 710 is integrated with the power
extremely cold conditions. As related above with reference conversion electronics 304 and , when operational, assists in
to FIG . 3, the electric motor of the compressor 214 may be heating the coolant of the drive train coolant loop 206 .
operated to reduce its motor efficiency in an attempt to 10087 ]. With the vehicle thermal management system 700
transfer even more heat to the cabin in extreme cold startup of FIG . 7 , coolant valve system 208 operates to cause the
conditions . This operation causes the electric motor of the battery system coolant loop 204 to operate in parallel with
compressor 214 to be operated at a sub -optimal point, e . g ., the drive train coolant loop 206 . Expansion valve 704
with poor phasing between the rotating magnetic field operates to route refrigerant to the chiller 220 to support the
generated by the stator windings and the permanent magnets capture of heat by the vehicle heat pump system 202 from
US 2019 /0070924 A1 Mar. 7 , 2019

the drive train coolant loop 206 . The vehicle heat pump [0094 ] Still referring to FIG . 9A , in the second heating
system 202 is also operated to support the transfer of heat mode ( step 926 ), the cabin condenser 216 is operational
between the battery system 106 and the vehicle heat pump ( step 928 ) . The battery system coolant loop 204 exchanges
system 202 via cabin condenser 216 . Tee fitting 349 operates heat with the vehicle heat pump system 202 (step 930 ). In
to direct coolant both via the bypass path 351 and through optional steps of the second heating mode (step 926 ), the
the radiator 236 . The structure and configuration of the compressor 214 operates in an inefficient mode to generate
vehicle thermalmanagement system 700 to heat the battery heat ( step 932 ) and /or the cabin blower 222 operates in an
system 106 and the vehicle cabin . Accumulator 703 resides inefficient mode to generate heat within the vehicle cabin
between drive train liquid -cooled chiller 702 and four -way ( step 934 ).
connection just above compressor 214 . [0095 ] Referring now to FIG . 9B , in the third heating
[0088] The vehicle thermal management system 700 of mode ( step 938 ), the cabin condenser 216 is operational
FIG . 7 may be operated in a “ Supplemental power train ( step 940) and the cabin evaporator 218 is operational (step
cooling” which uses the chiller 220 , in hot and high- power 942 ). The battery system coolant loop 204 exchanges heat
configured conditions, to provide additional drive train with the vehicle heat pump system 202 (step 944) and the
cooling using the vehicle heat pump system 202 . drive train coolant loop 206 exchanges heat with the battery
[0089] FIG . 8 is a schematic diagram illustrating a vehicle system coolant loop 204 ( step 946 ). In optional steps of the
thermal management system of an electric vehicle con third heating mode (step 938 ), the compressor 214 operates
structed according to a fourth described embodiment. The in an inefficient mode to generate heat (step 950) and/ or the
structure of the vehicle thermal management system 800 of cabin blower 222 operates in an inefficientmode to generate
FIG . 8 is similar to the structure of the vehicle thermal heat within the vehicle cabin (step 952).
management system 300 of FIG . 3 with common /similar [0096 ] Still referring to FIG . 9B , in the fourth heating
components sharing common numbering. Additional com mode (step 954 ), the cabin condenser 216 is operational
ponents of the vehicle thermal management system 800 of (step 956 ) and the cabin evaporator 218 is operational ( step
FIG . 8 include expansion valves 802 and 804 , tee fitting 806 960 ). In optional steps of the fourth heatingmode (step 954 ),
and tubing that interconnects the vehicle heat pump system the compressor 214 operates in an inefficient mode to
202 with the cabin condenser 216 in an additional manner. generate heat (step 964 ) and /or the cabin blower 222 oper
[0090 ] With the vehicle thermal management system 800 ates in an inefficient mode to generate heat within the vehicle
of FIG . 8 , coolant valve system 208 operates to cause the cabin (step 966 ).
battery system coolant loop 204 to operate in series with the [0097 ] Referring to the prior and subsequent FIGs. herein ,
drive train coolant loop 206 . Vehicle heat pump system 202 a flexible and efficient (Coefficient of Performance (COP)
heats the cabin using expansion valves 802, 804 and 326 to > > 1 ) vehicle heat pump system 202 includes sourcing
route refrigerant from the cabin condenser 216 partially blending of the drive train coolant loop , battery system
through the outdoor condenser 224 serving as an evaporator coolant loop 204 , and an inefficient, low -temperature toler
to source heat from ambient, and partially through the chiller ant, “ electrical” (COP = 1) heat mode provides enhanced
220 to source heat from the battery loop . heating. This allows the vehicle heat pump system 202 to
[0091 ] FIGS. 9A and 9B are flow diagrams illustrating balance multiple concurring constraints, e. g., cabin comfort,
operation 900 of a vehicle thermal management system of an battery performance , and range. The superposition or blend
electric vehicle according to a number of described embodi ing of efficient states (COP > > 1 ) and inefficient states
ments . Referring to both of FIGS . 9A and 9B , operation of (COP = 1 ) is described further herein .
the vehicle thermal management system resides in an inac [0098 ] Using the compressor 214 as a high - voltage heater
tive mode (step 902) until entering a cooling mode (step further enhances heating power/ reduces noise using the
904 ), a first heating mode ( step 912 ), a second heating mode compressor 214 motor and inverter/cabin blower 222 motor
( step 926 ), a third heating mode (step 938 ) , and a fourth in waste heat mode and various thermodynamic recircula
heating mode (step 954 ). Various of these heating modes tion schemes (air, coolant or refrigerant ). These operations
have been described herein with reference to FIGS. 1 - 8 . support the removal of the conventional high voltage cabin
Thus , terminology used with reference to FIGS . 9A and 9B air electricalheater, and instead to repurpose the compressor
may be similar to such previously used terminology . 214 as an electrical (COP = 1 ), e .g . an inefficient heater when
[0092] Referring to FIG . 9A , in the cooling mode (step required . An extreme version of compressor 214 waste heat
904 ), the cabin evaporator 218 is operational ( step 906 ) and mode , which uses the motor/inverter as a boiler, eliminates
the ambient condenser 335 is operational ( step 908 ). Further, the need for recirculating loops.
optionally , in the cooling mode, the battery system coolant [0099] The ability to precondition (heat) the battery sys
loop 204 exchanges heat with the vehicle heat pump system tem 106 before a trip by either efficiently sourcing ambient
202 (step 910 ). air (COP > > 1 ), recovering thermal energy from the cabin
[0093] Still referring to FIG . 9A , in the first heating mode (COP > > 2 ), or generating thermal energy in a “ compressor
( step 912 ), the cabin condenser 216 is operational (step 914 ). 214 as High Voltage heater" (COP = 1) preconditions the
The battery system coolant loop 204 exchanges heatwith the vehicle so that range, driving performance, charging capa
vehicle heat pump system 202 (step 916 ) and the drive train bility , and comfort objectives are maximized . Various of
coolant loop 206 exchanges heat with the battery system these preconditioning operations shift heating loads in new
coolant loop 204 ( step 918 ). In optional steps of the first ways, e. g., heat the battery system 106 in order to later heat
heating mode (step 912 ), the traction motor 102A / 102B the cabin .
operates in a waste heat mode (step 920 ), the compressor [0100 ] The energy required to heat the cabin varies by
214 operates in an inefficient mode to generate heat (step weather and occupant comfort needs , but on -average con
922 ) and / or the cabin blower 222 operates in an inefficient sumes approximately 10 % of the total energy available for
mode to generate heat within the vehicle cabin ( step 924 ). driving. However, even moderately cold weather (0° C .),
US 2019 /0070924 A1 Mar. 7 , 2019

consumption can increase this load to 25 % or more of the multiples of electrical energy , depending on the temperature
total available energy. A vehicle heat pump system 202 levels of the thermal source and heating target. That is , a
consumes a small amount of electrical energy to thermody vehicle heat pump system 202 takes energy that otherwise
namically " upgrade ” low -temperature ( less useful) thermal would have warmed the battery system 106 and trades up ( at
energy to higher -temperature (more useful) thermal energy , small cost ) to a higher temperature to efficiently heat the
making it suitable for occupant comfort. That is, for a given cabin ; a vehicle heat pump system 202 can “ buy low ” and
electricalpower input, a vehicle heat pump system 202 will “ sell high ” .
return 1 to 5 times the usefulheating power, as compared to [0103 ] Although it is useful to heat the battery system 106 ,
an electrical cabin heater 232 that provides 1: 1 in heating particularly when the battery system 106 is very cold , it is
power, and therefore is far less efficient. Conventional often more beneficial from a range perspective to use part or
automotive vehicle heat pump systems using an HFC /HFO all of the available thermal energy (from driving or stored in
refrigerant suffer from low heating capacity in extremely the battery system 106 thermalmass ) to heat the cabin . The
cold ambient conditions, e . g ., minus 10° C . and below . vehicle heat pump system 202 can efficiently source this
Therefore , these conventional systems retain an expensive low - grade thermal energy from the battery system 106 /
high - voltage cabin heater to cover heating deficits whenever powertrain coolant loop to efficiently heat the cabin
the vehicle heat pump system 202 capacity is insufficient. (COP > > 1 ). However, this in -turn would slow down heating
This disclosure describes multiple methods to improve per of the battery system 106 ( or even cool it down ). In other
formance (COP/efficiency and capacity ), and therefore also words, we can trade efficient cabin heating ( improved range )
provides ways to remove a cabin air high voltage PTC against a colder on - average battery system 106 , which has
heater. downsides that depend on context. The trade -off strongly
[0101] The described vehicle heat pump system 202 con depends on the balance between cabin heating needs, dis
ducts thermodynamic arbitrage from a finite thermal sipation available naturally (driving profile ), battery perfor
resource during driving , and has the ability efficiently aug mance requirements (driving profile ), and initial battery
ment said thermal resource between drives. This architecture temperature (stored thermal energy ). The utility of heating
achieves “ efficiency on average ” and “ capacity in corner the battery system 106 is particularly complex , and is a
cases ” at minimal cost and complexity . The novel architec strong function of temperature , drive profile , state of charge ,
ture includes the overall cycle configuration /placement of anticipated charging needs, and age. At the cold extreme, the
key vehicle heat pump system 202 components , the use of battery system 106 will not accept charging (or will charge
existing components in an unconventionalmanner, and the extremely slowly ), has low discharge power capability , low
utilization of unconventional thermal sources . This enables regen capability , higher electrical resistance , and potentially
the vehicle heat pump system 202 source to be either the ages more rapidly . As the battery system 106 warms up ,
power -train coolant loop , e . g ., low -temperature waste heat these issues each diminish separately ; heating the battery
produced naturally , ambient air , the battery system 106 system 106 from 0 to 10° C . requires the same energy as 20°
thermal mass , the cabin thermal mass , or combinations C . to 30° C ., but the impact on driving experience and range
thereof — no other existing system can do this . Further, novel are immensely different . In other words , the sourcing
ways to run the compressor 214 /cycle , compressor 214 scheme must consider many objectives and adjust accord
motor, and cabin blower 222 motor in an effort to improve ingly.
heating power (electrically ) that allows for removal of the [0104 ] It is clear that when both the cabin and the battery
conventional/existing expensive high -voltage cabin heater. system 106 are soaked to extremely cold temperatures, e . g.,
[0102] The thermodynamic value of thermal energy is - 10° C ., both are in dire need of heating and cabin heating
contextual — it depends on the source and target temperature , efficiency (but not comfort ) should be sacrificed in an effort
the performance sensitivity of the source and target to to heat both the battery system 106 and the cabin as quickly
temperature (battery or cabin ), and the time ( used now vs. as possible . However, when the cabin is cold or needs
later ). Currently all “ free ” low - grade/ temperature thermal heating, but the battery system 106 is at an intermediate
energy generated naturally while driving (by the powertrain ) temperature , there are significant opportunities . In cold
goes directly into heating the battery system 106 until a conditions, the battery system 106 ( a massive thermal mass
specific temperature, the passive target, is achieved . Unfor at 85 W -h /° C .) is usually warmer than ambient at the start
tunately, this low - grade thermal energy is not generally hot of the drive because it is relatively well isolated from
enough to directly heat the cabin , unlike an ICE vehicle . It ambient and therefore takes a long time to reach thermal
is also coupled to a rather large thermalmass , and therefore equilibrium . Although the battery system 106 effectively
is not available ” on a suitable comfort timeline . Further, on already serves as a natural thermal reservoir, it can also
longer trips where range is most important, the passive target function as an artificial thermal reservoir . The vehicle heat
is achieved somewhat early in the drive and subsequently all pump system 202 architecture provides a new way to
of the naturally -produced thermal energy, a potential efficiently utilize it as more deliberate energy storage
resource , is discarded to ambient. The naturally -produced medium . The battery temperature can be efficiently
thermal energy (due to driving ), as well as any stored (COP > > 1) topped up and drawn down to provide more
thermal energy in the pack , ought to be a considered a finite efficient cabin warm -ups .
low - grade thermal resource . The 2nd Law of thermodynam [0105 ] FIGS. 10 - 30 illustrate a vehicle thermal manage
ics requires that thermal energy is strictly never equivalent ment system that is similar to the vehicle thermal manage
to purer, more useful (lower entropy ) forms of energy , e . g ., ment systems illustrated in FIGS. 3 - 8 . Same/similar com
electrical, mechanical, etc ., except in the extreme limits of ponents retain common numbering . One difference between
temperature . Therefore, using an appropriate thermody the systems of FIGS. 10 - 30 as compared to the structures of
namic cycle (herein , a typical refrigeration vapor compres - FIGS . 3 - 8 is the inclusion of a super manifold integration
sion system ), thermal energy can be traded or exchanged at 1002 that contains a number of the components of the
US 2019 /0070924 A1 Mar. 7 , 2019

systems. This particular structure is described further in [0108 ] FIG . 11 is a schematic diagram illustrating the
co -pending U . S. Utility patent application Ser. No. 15/688, vehicle thermal management system of FIG . 10 configured
963, entitled “ TECHNOLOGIES FOR MANIFOLDS” , in a first heating mode pure vehicle heat pump system
filed Aug . 14 , 2017 , which is incorporated herein in its mode with an eight-way valve directing coolant flow serving
entirety . Another difference is the cabin internal recircula the cabin . The recirculating coolant variation on compressor
tion door 1004 that supports the one of recirculation of air 214 as a heater mode also adds a new mode wherein the
within the cabin , fresh air ingress into the cabin , or a mixture vehicle heat pump system 202 can source directly from
of recirculation and fresh air ingress . Still another difference ambient without impacting the battery system coolant loop
is the inclusion of the autopilot ECU 1006 and differing 204 . The 8 -way valve 208 position places the chiller 220, a
pumping within the battery system coolant loop ( a portion of pump, a drive train liquid -cooled condenser 224 (inactive )
which is referenced with the numeral 1014 ). Yet another and the radiator 236 in a closed loop . The chiller 220 cools
difference is a slightly different structure of the drive train this loop down until the temperature is less than ambient air
flowing over the radiator 236 . Thermal energy from ambient
coolant loop (a portion of which is referenced with the is therefore sourced from the radiator 236 , flowing into the
numeral 1012 ). A compressor outlet 3 -way valve 230 is new vehicle heatpump system 202. Useful netheating at COP> 1
with the embodiment of FIGS . 10 - 30 . In some of FIGS. flows into the cabin via the cabin condenser 216 . Critically ,
10 - 30 , the valving of the coolant valve system 208 are the valve 208 places the battery system 106 and drive unit
shown in more than one location . The coolant valve system on a separate loop , enabling normal waste heat and natural
208 may be described interchangeably as an 8 -way valve warm - up of the battery system 106 .
hereinafter. Other differences will be apparent upon review [0109 ] FIG . 12 is a schematic diagram illustrating four
of the FIGs. differing configurations of an eight-way valve directing
[0106 ] FIG . 10 is a schematic diagram illustrating another coolant flow according to embodiments of the present dis
vehicle thermal management system of a described embodi closure . A first configuration 1202 is normal parallel, with
ment configured in a first heating modepure vehicle heat the battery system coolant loop 204 and the drive train
pump system . In this first heating mode, the vehicle heat coolant loop 206 operating in parallel. A second configura
pump system 202 draws heat from the battery system tion 1204 is normal series, with the battery system coolant
coolant loop 204 , which is in -turn thermally connected to the loop 204 and the drive train coolant loop 206 operating in
drive train coolant loop 206 , and efficiently (COP > > 1 ) heats series. A third configuration 1206 is a mode in which the
the cabin to maximize range . The battery system 106 and compressor 214 operates as a heater with recirculating
drive train components naturally produce thermal energy coolant. A fourth configuration 1208 is with the heat pump
while driving ; this low - grade thermal energy serves as the operating to source heat from the ambient air via the radiator
primary heat source and is considered to be " free " from a 236 , with the ambient air being modestly cold .
cycle efficiency perspective — it is produced whether or not [0110 ] FIG . 13 is a schematic diagram illustrating the
a vehicle heat pump system 202 is present. The battery vehicle thermal management system of FIG . 10 configured
system 106 , drive unit, and other large components with in a second heating mode — blended vehicle heat pump
thermal connectivity to the coolant loops 204 and 206 also system mode extracting moisture from the cabin . In the
serve as sources whenever they are warmer than ambient in second heating mode of FIG . 13 , the vehicle heat pump
a similarly “ free ” manner . The cabin is the sink , and the load system 202 cycle runs in a blended mode , partly sourcing
is proportional to comfort needs. from the battery system coolant loop 204 as in the first
[0107 ] The battery system coolant loop 204 and the drive heating mode, but also partly using electricalpower directly
train coolant loop 206 are typically placed in series by the from the LV cabin heater 232 . The effective COP of the
coolant valve system 208 when the components of the loops second heating mode of FIG . 13 depends on the relative
204 and 206 are comparable in temperature ; otherwise , the utilization of the chiller 220 (COP > > 1 ) and the LV cabin
valve 208 state is parallel, which isolates the battery system heater 232 (COP = 1 ). The objective is to either provide more
106 from the rest of the coolant loop . Parallel operation of cabin heating than is available from the first mode (e . g .,
the coolant loops 204 and 206 is useful when the battery battery system coolant loop 204 is too cold to meet the
system 106 has been preconditioned or is otherwise warmer comfort heating needs), or to allow the battery system 106
than the rest of the components of the loops. The “ low -side ” to heat up more rapidly by drawing less energy from the
of the vehicle heat pump system 202 cycle cools the battery battery system coolant loop 204 . The configuration is the
system coolant loop 204 via the refrigerant to battery coolant same as the first heating mode, with the exception that the
loop chiller 220 . The vehicle heat pump system 202 cycle LV cabin heater 232 is now active. This mode is also needed
runs in sub -cool control mode, partially filling the accumu whenever the passenger and the driver comfort requests
lator 228 with liquid refrigerantmixed with oil ; this provides differ; the LV cabin heater 232 cores can provide left/right
enhanced chiller 220 performance and oil return . The com differential heating.
pressor 214 operates in a normal, maximum efficiency [0111 ] FIG . 14 is a schematic diagram illustrating the
mode. The “ high - side” of the vehicle heat pump system 202 vehicle thermal management system of FIG . 10 configured
cycle delivers higher -temperature thermal energy to the in a second heating mode - blended vehicle heat pump
cabin via the refrigerant to air cabin condenser 216 . The system mode extracting some energy from ambient air , and
refrigerant 3 -way valve 230 routes all of the compressor 214 some from the battery to heat the cabin . With the alternative
discharge refrigerant to the cabin condenser 216 . The cabin blending mode of FIG . 14 , a cabin evaporator 218 outlet air
internal recirculation door/ duct 234 is closed (nominal extractor resides inside the HVAC case . This enables the
state ), the global recirculation state can be either fresh or vehicle heat pump system 202 to partially source ambient
recirculation , and the cabin blower 222 runs in an efficient air; cold exhaust is rejected to ambient instead of going into
mode . The low -voltage cabin air-heater 232 is off . the cabin . However, since not all of the cold air can be
US 2019 /0070924 A1 Mar. 7 , 2019

diverted (unless a more complex internal ducting scheme is compressor 214 is thermodynamically placed inside the
implemented ), some of it enters the cabin . The portion of the cabin acting as if it were a high - voltage heater, even though
air that is not rejected to ambient essentially contributes at it physically resides outside the cabin ; this permits removal
COP = 1 , or compressor 214 as heater mode . Therefore , this of the high voltage cabin air heater. The sources are the cabin
overall mode is considered to be a blend , where the relative air , the LV cabin heater 232 , and incremental electrical
amounts of cold air rejected to ambient via the new extractor power consumed by either the compressor 214 or the
vs . sent into the cabin sets the blending ratio between compressor 214 and the cabin blower 222 configured in a
COP > > 1 and COP = 1 states . deliberately inefficient state as described above . The cycle
[0112 ] FIG . 15 is a schematic diagram illustrating the configured state is the same as the third heating mode , with
vehicle thermal management system of FIG . 10 configured the exception that the chiller 220 is inactive (no thermal
in a third heating mode - blended vehicle heat pump system connection to the battery system coolant loop 204 ), and the
mode extracting heat from the battery system , using the low compressor 214 / cabin blower 222 are configured in a delib
voltage electrical heater, and using the evaporator /HVAC erately inefficient mode in order to consumemore electrical
case in an internally recirculating mode. In the third heating power to heat the cabin . The internal duct control is critical;
mode of FIG . 15, the vehicle heat pump system 202 cycle too much internal air recirculation could starve the cabin of
builds on the blend capability of the second mode to provide air -flow and lead to a poor comfort experience or fogging,
even more heating power for the cabin . If the LV cabin but too little internal air recirculation could " snuff out” the
heater 232 and the available pure vehicle heat pump system exponential feed -back during startup . The optimal internal
202 chiller 220 sourcing are insufficient, the third heating recirculation maximizes cycle heating power while main
mode activates the cabin evaporator 218 and the internal taining minimum comfort needs during startup . As discussed
recirculation duct in order to consumemore compressor 214 earlier, the accumulator 228 and EXV control maximizes
power ; the net effect is to provide more incremental COP = 1 flooding (within compressor 214 limits ) for max power.
heating to the cabin . The third heating mode is considered a
blend state because there is finite chiller 220 load , which [0114 ] FIG . 17 is a schematic diagram illustrating the
contributes at COP > > 1. Efficiency is compromised in order vehicle thermalmanagement system of FIG . 10 configured
either to help heat the battery system 106 or to meet high in a fifth heating mode — the compressor configured as a
comfort load needs but is still higher than a baseline LV heater to heat the cabin and the battery system . The fifth
cabin heater 232 . The configured state of mode three is the heating mode is similar to the fourth heatingmode; if excess
same as mode two, with the exception that the cabin heating power is available ( cycle not at a limit , comfort
evaporator 218 is active and the internal recirculation duct is needs met ), the drive train refrigerant to drive train liquid
not fully closed . The cabin evaporator 218 cools the incom cooled condenser 224 can be activated to help heat the
ing air stream , which is now a mix of either global fresh / battery system 106 . The objective is to assist battery system
recirculation air from the cabin and cabin condenser 216 106 heating, typically to enable / improve charging or
exhaust. This additional cooling load on the refrigeration improve discharge power/ regen . The cycle configuration is
cycle causes the compressor 214 to consume more power, the same as the fourth heating mode, with the exception of
and both the cabin evaporator 218 cooling and additional the drive train liquid - cooled cabin condenser 216 now
compressor 214 power appear energetically at the cabin active) and the refrigerant 3 -way valve 230 ( splitting hot
condenser 216 . Therefore , the cooling cancels out, leaving refrigerantbetween the cabin and the battery system coolant
only an incremental additional compressor 214 power load loop 204 ). The 3 -way valve 230 is controlled in such a way
to augment cabin heating (at COP = 1 ) . The internal recircu as to ensure sufficient cabin heating, e. g., by only directing
lation duct actuator serves as a metering device , routing hot refrigerant to the liquid - cooled cabin condenser 216
more air internally as needed to move the compressor 214 when excess heating power is present. The internal HVAC
cycle closer to the limit. Sub -cool control is the default cycle case recirculation door /duct 234 and the compressor 214
scheme, but superheat arbitration may be required when the dictate the overall heating power.
temperature levels of the battery system 106 and the cabin [0115 ] FIG . 18 is a schematic diagram illustrating the
differ significantly. vehicle thermal management system of FIG . 10 configured
[0113] FIG . 16 is a schematic diagram illustrating the in a heating mode with recirculating coolant mode using an
vehicle thermal management system of FIG . 10 configured 8 -way valve to heat the cabin and / or battery . The 8 - way
in a fourth heating mode — the compressor configured as a valve 208 is configured in such a way as to place the chiller
heater to heat the cabin . The fourth heating mode configures 220, a pump, the drive train liquid - cooled condenser 224
the vehicle heat pump system 202 cycle in such a way as to (now active ) in series and also bypass the radiator 236 . The
provide COP = 1 heating power without interacting with the chiller 220 cools the recirculating loop , but the cabin con
battery system coolant loop 204 . The objective is to provide denser 216 is controlled (via the three -way refrigerant valve )
high heating capacity to the cabin in extreme ambient in such a way as to exactly cancel this cooling load out. The
conditions , e. g ., when the battery system coolant loop 204 is remaining thermal energy is equal to the compressor 214
so cold that sourcing from it would not be feasible . This electrical power, and this heats the cabin via the cabin
mode isolates the refrigeration cycle ( critically the suction condenser 216 . In order to also heat the battery system 106 ,
side ) from extreme cold and quickly enables high heating the three -way valve is controlled to putmore energy into the
power at COP = 1 . Using the novel internal HVAC case liquid -cooled cabin condenser 216 (beyond the chiller 220
internal recirculation duct, a controllable amount of air- flow draw ) instead of the cabin , and the 8 -way valve operates in
( actuated door) leaving the cabin condenser 216 is directed a partial series /parallel state , mixing a small amount of hot
back to the cabin evaporator 218 . The heating /cooling coolant from the recirculating loop with colder coolant on
partially cancel out and energetically only the compressor the battery system coolant loop 204 and the drive train
214 work is net delivered to the cabin . Therefore, the coolant loop 206 .
US 2019 /0070924 A1 Mar. 7 , 2019

[0116 ] FIG . 19 is a schematic diagram illustrating the power consumption is therefore net heating the battery
vehicle thermal management system of FIG . 18 with addi system coolant loop 204 . The three -way refrigerant valve
tional detail regarding the configuration of the 8 -way valve . 230 directs all refrigerant to the drive train liquid - cooled
As shown, the vehicle heat pump system 202 draws heat condenser 224, and all components inside the cabin are
from the ambient but not from the radiator 236 while driving inactive
the compressor 214 in an inefficientmode so that it adds heat [0121] FIG . 23 is a schematic diagram illustrating the
to the recirculating refrigerant. As is also shown , the battery vehicle thermal management system of FIG . 10 configured
system coolant loop 204 and the drive train coolant loop 206 in seventh and eighth heating modes supporting precondi
operate in series without exchange of heat with the cabin tioning with the battery system by sourcing ambient air via
heap pump system 202 via chiller 220 . the cabin evaporator. The seventh heating mode applies
101171 FIG . 20 is a schematic diagram illustrating the during precondition states, e . g ., before or after a drive. The
vehicle thermal management system of FIG . 10 configured goal is to efficiently heat the battery system 106 by sourcing
in a heating mode with recirculating refrigerant to heat the ambient air via the cabin evaporator 218 (COP > > 2 ) at
cabin and / or battery . The internal refrigerant recirculation relatively low load /pressure ratio . This would likely be used
valve is controlled in such a way as to exactly cancel out the when plugged into a charger but is efficient enough such that
apparent cooling power flowing through the chiller 220 and it could be viable even when not plugged in , e .g., it is still
generate a mixed low -pressure state ranging from a vapor likely a net positive range value add because of the high
quality of 0 .8 to superheated at the compressor 214 inlet. efficiency of the vehicle heat pump system 202 cycle in this
Since the recirculating advective energy flow exactly can low -pressure ratio state . A preheated battery system 106 is
cels the apparent cooling power in the chiller 220 , the inherently useful for battery performance (DC resistance ,
compressor 214 power is left to heat the cabin via the cabin regen , discharge power, charging capability ), but it can also
condenser 216 . The refrigerant three -way valve 230 can also serve as a thermal storage medium to be used as a source to
send some of the available compressor 214 discharge refrig heat the cabin while driving , e . g ., in the first through thirds
erant ( e . g ., net heating power to the drive train liquid heating modes . Ambient air serves as the source , flowing
cooled condenser 224 in order to help heat the battery through the HVAC case ( in fresh ) through the cabin evapo
system 106 . rator 218 (where it is cooled by refrigerant) and exits via the
[ 0118 ] FIG . 21A is a schematic diagram illustrating the air extractors. This places the cabin slightly below ambient
vehicle thermal management system of FIG . 10 configured temperature , so care must be taken to provide enough time
in a heating mode with the compressor configured as a boiler to either flood the cabin with fresh ambient air or initiate a
to heat the cabin and /or battery . High liquid - content refrig cabin preconditioning routine before a driver returns . The
erant over- flows the accumulator 228 and enters the global drive train liquid -cooled cabin condenser 216 serves as the
scroll inlet of the compressor 214 . There , it flows over the sink , which is thermally connected to the battery system
motor/inverter of the compressor 214 which is configured in coolant loop 204 via the 5 -way valve 208 (series ). The
an extreme version of waste heat mode to such an extent that compressor 214 operates in a normal, maximum efficiency
it will fully boil the refrigerantbefore it enters the true scroll mode . The refrigerant 3 -way valve 230 routes all flow to the
inlet of the compressor 214 . The outlet of the compressor drive train liquid - cooled condenser 224 , and the accumula
214 can be routed either to the cabin condenser 216 , the tor 228 is active ( sub - cool mode ).
liquid - cooled cabin condenser 224 (for the battery system [0122 ] The eighth heating mode differs from to the sev
106 ) or a combination of both . enth heating mode in that cabin air is recirculated within the
[0119 ] FIG . 21B is a schematic diagram illustrating the cabin . The eighth heating mode, while nearly identical to the
vehicle thermalmanagementsystem of FIG . 21A configured seventh heating mode , applies transiently after a drive when
in a heating mode with an alternative way of recirculating the cabin is warm and a return trip is not expected for at least
refrigerant to heat the cabin and/ or battery . The configura an hour. The objective is to recover high temperature ther
tion of FIG . 21B is similar to the configuration of FIG . 21A mal energy from a warm cabin and store it in the battery
but with the compressor 214 recirculating refrigerant to the system 106 , rather than letting it quickly escape to ambient.
accumulator 228 . Since the cabin and battery system 106 temperatures are
[0120 ] FIG . 22 is a schematic diagram illustrating the comparable , the efficiency is extremely high . The configured
vehicle thermal management system of FIG . 10 configured state of the vehicle heat pump system 202 cycle is the same
in a sixth heating mode with the compressor configured as as in the seventh heating mode , with the exception that the
a heater for the battery system . As contrasted to the fourth cabin is in a global recirculation mode, sealing in as much
and fifth heating modes, the sixth heating mode focuses thermal energy as possible while the vehicle heat pump
purely on the battery system coolant loop 204 and isolates system 202 transfers it to the battery system 106 . Although
the cabin . The objective is to rapidly heat the battery system the seventh heating mode can generally run in a steady - state
106 in a compressor 214 as heater mode manner. This could manner indefinitely ), the eighth heating mode runs for a
be particularly useful when speed is priority , or when finite period of time, depending on how thoroughly warmed
plugged into a charger in extremely cold ambient conditions. the cabin thermal mass is at the end of the drive . The eighth
The heat source is the refrigerant and the heat sink is the heating mode is effective on time scales between the cabin
battery system coolant loop 204 via chiller 220 ; but the sink and the battery system 106 ; if a return trip is too soon , it may
is the refrigerant to drive liquid -cooled condenser 224 . Since have been better to leave the cabin alone, and if the return
the five -way valve 208 allows the chiller 220 and drive train trip happens much too late ,most of the energy recovered and
liquid - cooled condenser 224 to be thermally connected , this stored in the battery system 106 escapes anyway .
effectively works just as the fourth heating mode. Cooling [0123] FIG . 24 is a schematic diagram illustrating the
from the chiller 220 is delivered to the drive train liquid - vehicle thermal management system of FIG . 10 configured
cooled condenser 224 , cancelling out; the compressor 214 in a ninth heating mode supporting preconditioning in
US 2019 /0070924 A1 Mar. 7 , 2019

efficiently heating the cabin collecting heat via the radiator. during warm cabin dehumidification . During cabin cooling
The ninth heating mode provides an alternative way to conditions of moderate temperature / load , the incoming air
precondition the cabin by directly sourcing ambient ( rather must be cooled to remove humidity for comfort. However,
than indirectly in a two-step process via the battery system it is often the case that the temperature required to remove
106 ) . The objective is to efficiently precondition the cabin humidity is too cold , and so additional energy is expended
when the ambient temperature is modest, because this mode to reheat the air to a higher temperature . Since the vehicle
will result in a battery system 106 that is slightly cooler than heat pump system 202 has a cabin condenser 216 inside the
ambient. The ambient serves as the source via the radiator cabin , the rejection available from cooling /dehumidifying
236 . The battery coolant chiller 220 cools the battery system the air is already available with minimal energy . This mode
coolant loop 204 , which is thermally connected to the drive may have additional degrees of freedom with the internal
train coolant loop via the 5 -way valve. Therefore, the vehicle recirculation duct 1004 . The system runs in essentially a
heat pump system 202 cycle sources ambient by chilling the conventional AC /cooling mode, with the exception that the
coolant at the inlet of the radiator 236 , and ambient air cabin condenser 216 is active for reheat . The refrigerant
warms it back up . The compressor 214 operates in a normal, three -way valve 230 regulates the compressor 214 discharge
efficient mode. The cabin condenser 216 is the sink , pro refrigerant and provides only enough refrigerant to reach the
viding heat to the cabin . The accumulator 228 is filled duct target. Excess refrigerant is sent to the drive train
( sub -cool control) and the 3 -way refrigerant valve routes all liquid - cooled condenser 224 , which is rejected through the
refrigerant to the cabin condenser 216 . A concise way to read radiator 236 .
the diagram : ambient air provides heat to the radiator 236 , [0127 ] FIG . 27 is a schematic diagram illustrating the
which is in - turn sourced by the battery system coolant loop vehicle thermal management system of FIG . 10 configured
204 chiller 220 , and then delivered to the cabin . in a first cooling mode assisting during supercharging opera
[0124 ] FIG . 25 is a schematic diagram illustrating the tions. The first cooling mode 2800 provides additional
vehicle thermal management system of FIG . 10 configured refrigeration cycle rejection capacity in order to boost peak
in a tenth heating mode supporting cabin defogging opera supercharge rates. Since we have an additional cabin con
tions. The tenth heating mode provides an unconventional denser 216 inside the cabin , and an additional air stream
way of removing humidity from the cabin (to avoid fogging ) from the internal HVAC case recirculation door/duct 1004 ,
by deliberately partially freezing the cabin evaporator 218 we have the opportunity to offload rejection when desirable.
core . The objective is to enable global cabin recirculation An obvious case could be supercharging in extreme ambient
mode under conditions where typically fresh mode is conditions , e. g., 43° C . and above . The refrigeration cycle
required . This significantly reduces the advective heat load does not have sufficient rejection capability to sustain nomi
on the cabin ; instead of continuously adding cold /dry air to nal peak charge rates when relying on the drive train
the cabin and then heating it , we stay in recirculation and liquid - cooled condenser 224 and radiator 236 alone . How
continuously remove any new sources of humidity from a ever, if there are no occupants in the cabin (or if peak charge
nearly sealed - off volume. The suction pressure of the cycle rates are desired at all costs ), then the drive train liquid
must be able to run low enough to get under the ambient cooled condenser 224 could be used to help off - load the
dew - point. The battery system coolant loop chiller 220 cabin condenser 216 . The vehicle heat pump system 202
provides net heating , acting as a source . The cabin evapo runs in the same manner as the conventional supercharge
rator 218 inside the cabin is also a source in the compressor cooling mode, with the exception that the cabin condenser
214 as a heater mode sense , and also is a humidity sink in 216 is now active and the cabin blower 222 is running at
this mode. The rest of the system runs in a similarmanner maximum speed and with a fresh global cabin state . The
as heating mode three , with the exception that the global 5 -way valve 208 is in parallel to isolate the battery system
cabin state is recirculation . coolant loop 204 from the rest of the coolant loop . The
[0125 ) FIG . 26A is a schematic diagram illustrating the refrigerant 3 -way valve 230 is controlled in such a way as to
vehicle thermal management system configured in an elev maximize the overall rejection capability of the refrigeration
enth heating mode supporting frost removal operations . The cycle . Given the outside fan speed and temperature , the
eleventh heating mode serves as a means to remove frost cabin blower 222 speed and air -off temperature read from
from the cabin evaporator 218 . Frost accumulation is toler the cabin evaporator 218 , there is an optimal valve setting
able on a finite time- scale until the frost starts to significantly thatmaximizes rejection . After peak supercharge has passed ,
block air -flow and /or impede heat transfer/moisture the cabin blower 222 runs in fresh air mode (with the cabin
removal. The internal recirculation duct 1004 could be condenser 216 off) to cool cabin back down to ambient.
temporarily fully opened to flood the cabin evaporator 218 [0128 ] FIG . 28 is a schematic diagram illustrating the
with a high volume of hot air leaving the cabin condenser vehicle thermal management system configured in a second
216 , melting the frost (which must leave the cabin as liquid coolingmode providing peak powertrain performance assist .
and not get re - entrained into the air), and refreshing the The second cooling mode 2900 improves peak powertrain
cabin evaporator ' s 218 ability to remove moisture from the performance by using the same concepts as in the first
cabin , e .g ., there is snow /ice on occupant's shoes slowly cooling mode 2800 . The cabin condenser 216 could be used
melting. The compressor 214 and cabin blower 222 operate to help cool powertrain components during a performance
in an inefficient state in an attempt to generate as much heat drive , e . g ., Vmax , hill climbing, or at the track . The cycle
as possible and reduces the " thawing” time. The internal state is the same as the first cooling mode , with the exception
recirculation door pops open and regulates air - flow . that the 5 -way valve 208 may be in a blend of series and
[0126 ] FIG . 26B is a schematic diagram illustrating the parallel, depending on which component is limiting.
vehicle thermal management system of FIG . 10 configured [0129 ] FIG . 29 is a schematic diagram illustrating the
in a twelfth heating mode supporting efficient dehumidifi- vehicle thermal management system of FIG . 10 configured
cation with reheat. The twelfth heating mode 2750 applies in a third cooling mode to provide quieter HVAC cabin
US 2019 /0070924 A1 Mar. 7 , 2019
14

pull - down. The third cooling mode 3000 improves the compressor 214 speed (currently done during pull-downs).
cooling power to noise ratio during HVAC cabin pull Battery heating flags for propulsion (e. g., cannot meet the
downs. During HVAC cabin pull - downs, e .g ., cooling a speed / grade profile ) and charging ( e . g ., won 't be able to
cabin after a long soak in the sun on a hot day, there is charge at the end of the trip ) are firm . The vehicle heat pump
typically quite a lot of noise coming from the external fan state module 3216 will default to Mode 1 3222 , and then
324 and the compressor 214 . The vehicle heat pump system work towards progressively more blending in Modes 2 and
202 architecture provides an opportunity to use the battery 3 , 3224 , (COP tending to 1 ) as the needs outstrip themeans.
system 106 as a heat sink in order to reduce external fan Mode 4 , 3226 , is used last. If the battery system 106 also
noise and also compressor 214 RPM /noise. Instead of reject urgently requires heating, either mode 5 , 3228 , or mode 6 ,
ing all of the liquid cooled condenser 224 load to ambient, 3230 , is immediately selected . The mode prescribes the
some of that load could be delivered to the battery system general configured strategy for the hardware actuators .
106 ( if sufficiently cool). This would immediately reduce the Overall , this control loop is executed repeatedly as the
external fan 324 speed /noise, lower the discharge pressure, drive / trip proceeds and adapts . A physics -based , computa
increase the refrigeration specific cooling power, and there tionally efficient module (or a simpler look -up table map )
fore also reduce the compressor 214 speed /noise . The cabin forms the backbone of the feed - forward , predictive optimal
condenser 216 is not operational. The 3 -way valve 230 control scheme. The vehicle heat pump state module 3216
routes all of the refrigerant to the drive train liquid - cooled also controls the various components 3232 of the system via
condenser 224 . The radiator 236 rejects part of the load , and actuators 3234 .
the rest of the load goes to the battery system 106 via the [0132 ] FIGS. 31A and 31B are block diagrams illustrating
5 -way valve 208 ( series ). operation of the vehicle thermal management system con
10130 ] FIG . 30 is a block diagram illustrating operation of figured in a preconditioning mode . FIGS. 31A and 31B will
the vehicle thermal management system configured in bal be referred to jointly herein . The Cabin comfort module
ancing competing objectives. The cabin comfort module 3202 works similarly as before, but now quantifies how the
3202 accepts raw signals 3204 from the HVAC vehicle cabin loads might vary as the initial cabin temperature
controller and produces a target total heating requirement at changes. Next, the battery performance module 3212 now
a target duct temperature 3206 . The cabin comfort module provides a sensitivity to initial pack temperature . Finally, the
3202 also flags fogging risk , which might change how the range module 3208 provides an ideal initial pack tempera
vehicle heat pump system 202 operates. These key outputs ture target based on cell-life constrains . New modules that
are consumed by a range module 3208 , and the vehicle heat describe the energy costs associated with preconditioning ,as
pump system 202 state machine. The range module 3208 well as critical details pertaining to recent or future trips. The
consumes high -level data 3210 describing the trip , cabin trip timing module 3302 accepts information 3304 that
comfort estimates from the cabin comfort module 3202 , and specifies when the next trip might occur and/or provides key
battery performance arguments from a battery performance objectives such as a supercharge event is expected soon ” or
module 3212 . The range module 3208 attempts to quantify “ there was a recent drive and the cabin is hot, it is worth
the optimal chiller 220 /vehicle heat pump system 202 sourc while to attempt to recover this energy ” and produces an
ing profile that balances range arguments from both the output 3308. Energy cost preferences 3306 specified by the
cabin and the battery system 106 , and also flags when the user serve to limit the extent of precondition , this provides
projected range cannot meet the current trip as planned . The an upper bound against uncertainty . Preconditioning rou
battery performance module 3212 consumes raw data 3214 tines can be initiated via the Tesla Mobile App , through a
from the battery system 106 , as well as arguments describing recurring calendar app in -vehicle , or via an adaptive infer
the planned trip and establishes heating /cooling limits 3219 ence scheme. The latter might recognize when you are at
with respect to propulsion and future charging needs . The work and figure out your typical departure times (if
battery performance module 3212 also provides a means to enabled ) .
quantify range impact with respect to regen opportunities [0133] The vehicle heat pump state module 3216 accepts
and baseline DC resistance vs . temperature that is , it helps outputs from the cabin comfort module 3202 , the range
determine the right amount of blending between COP > > 1 module 3208 , the battery performancemodule 3212 , and the
and COP = 1 vehicle heat pump system 202 cycle modes. trip timing module 3302 and selects an appropriate precon
Finally, the battery performance module 3212 flags if it dition mode ormode routine. There are many permutations
needs heating immediately to meet the planned propulsion that span the key input argument space of [ cabin , cabin and
trip profile or if a charge is imminent. battery, battery only ], [Recent trip , Drive in an hour, Drive
[0131 ] A vehicle heat pump state module 3216 parses imminent], [Efficiency, Capacity ]. FIGS. 31A and 31B only
requirements and recommendations 3206 from the cabin show a simplified sub -set of the more common configured
comfort module 3202 , input 3218 from the range module conditions . The most useful and probably common precon
3208 , and heating /cooling limits 3219 from the battery ditioning routine will be used when both the battery system
performance module 3212 . Then , the vehicle heat pump 106 and the cabin require preheating , the ambient is modest
state module 3216 assesses the current state of the sources/ ( - 10° C . or higher ), and there is roughly an hour of time
sinks , the limitations on the refrigeration cycle itself, and the available before the anticipated departure . In this configu
capability /efficiency of the cycle , together 3220 . Based on ration, the vehicle heat pump system 202 executes Mode 7 ,
these inputs , the vehicle heat pump state module 3216 3310 , first, which sources ambient air via the cabin evapo
selects a mode of operation that attempts to honor a hierar rator 218 , and heats the battery system 106 beyond the
chy of requirements , namely that any firm heating requests passive target at COP > > 1 . Next, the vehicle heat pump
ought to be met by trading efficiency for capacity. Cabin system 202 switches to Mode 1 , 3312 , and draws down some
comfort is considered to be firm , unless range is flagged as of the thermal energy from the pack to warm the cabin ,
insufficient for the trip or if NVH considerations limit bringing the pack close to or below the passive target,
US 2019 /0070924 A1 Mar. 7 , 2019
15

depending on how much energy is needed . Another common the drive using an efficient vehicle heat pump system 202
case could be one where a drive is imminent, the ambient is mode . Flexibility of the vehicle heat pump system 202
significantly colder than - 10° C ., and both the cabin and the configured state , a computationally - efficient in - situ module ,
battery system 106 require heating. Here , a high -power, and some expectations of the future will enable a superior
low -efficiency mode 5 , 3314 , is effective , particularly when overall driving experience .
plugged into a line charger. Other modes having COP = 1 10138 ] Extremely cold ambient conditions are unlikely to
include mode 6 , 3316 , and mode 7, 3318 . be encountered for a majority of the miles driven . However,
[0134 ] FIG . 32 is a graph illustrating operational states of these cases generate the highest heating requirements, pos
the vehicle thermal management system . In particular, FIG . ing a severe problem for conventional vehicle heat pump
32 shows how the vehicle thermal management system systems. Adequate heating power in these cases sets the
performs as a function of both ambient temperature (hori worst- case , highest- performance configured point for any
zontal axis ) and battery system 106 temperature (vertical heating system . The compressor 214 is the key component
axis). FIG . 32 also illustrates some key battery temperature of any thermodynamic vapor compression cycle , e. g., a
milestones that indicate step changes in driving experience . vehicle heat pump system 202 . Automotive scroll compres
An operational sourcing strategy considers and optimally sors are inherently volumetric - limited machines; the density
balances competing battery performance / efficiency /life at the compressor inlet generally dictates the heating power
objectives and cabin comfort requirements . The goal is to of the system at a given thermodynamic configured point
always meet cabin comfort requirements , regardless of and compressor 214 speed . Heating the suction side
ambient, by dynamically blending between efficiency increases the refrigerant saturation pressure / density and
(COP > > 1 ) and capacity (COP = 1 ); the latter configured state allows the compressor 214 to " breath ” more refrigerant
is novel and described later. A key point: by drawing from through the cycle and therefore provide heating to the cabin
the battery system coolant loop 204 and from the drive train and battery . For example, heating R134a refrigerant from
coolant loop 206 , the system efficiently warms the cabin minus 30° C . to minus 20° C . increases the vapor inlet
without having to always grapple with extremely cold density to the compressor 214 by 48 % which in turn
ambient conditions, unlike conventional vehicle heat pump increases the cycle flow - rate and therefore heating rate by
systems. Further , by drawing from within (recirculating air, 48 % , to first order. Prior vehicle heat pump systems do not
coolant or refrigerant ), the system provides adequate heating attempt to solve this problem , they retain a high -voltage
power, even if tending towards COP = 1 , in extreme ambient heater; if the ambient or vehicle heat pump system 202
conditions . source is too cold , these systems rely on the high voltage
[ 0135 ] When the vehicle sits for a long time in an heater to provide sufficient capacity . That is , conventional
extremely cold environment, e .g ., more than 12 hours , the vehicle heat pump systemsretain an additionalHV electrical
system is strictly bound by the limitations of ambient heater simply to cover the corner cases . Given that such a
temperature. Therefore , the system ' s ability to deliver effi heater is expensive ($ 152 ) and adds more HV safety require
cient, as well as high - capacity heating is less dependent on ments for the cabin , it is desirable to remove it .
the ambient conditions. Indeed , the vehicle heat pump [0139 ] The present disclosure considers efficiency on
system 202 architecture does not have a dedicated external/ average, e.g ., - 10° C . and above where the majority ofmiles
ambient sourcing cabin evaporator, nor does it use reversing are driven but retains capacity in the extreme by sacrificing
valves to repurpose an externally located cabin condenser efficiency and configured with the COP approaching an
216 ; unusually , it has no purpose -build external sourcing electrical heater . The characteristic range vs. temperature
components . curve will depend on the split between natural waste heat
[ 0136 ] The vehicle thermal management system of the available plus thermal energy in the battery system 106
present disclosure consumes information about the current along with the capability of the vehicle heat pump system
state of the vehicle and thermal system , any available 202 . If there is insufficient natural thermal energy available ,
information from trip planner , and attempts to optimally or the price of sourcing such energy is too high for the
control the cabin heating scheme by evolving the vehicle battery system 106 , then the vehicle heat pump system 202
module forward in time. For a given trip , the particular starts to blend in the use of the compressor 214 as a heater.
trajectory of the battery system 106 temperature vs . time can The essential point is that the system of the present disclo
be optimized knowing when the passive target will be sure can operate in a superposition of purely electrical
achieved , the expected power /regen profile of the route , and heating (COP = 1 ) and efficient vehicle heat pump system 202
if a supercharge event is likely at the end of the drive . A route (COP > > 1) states ; these states favor electrical (COP = 1)
with a longer duration , steady /low cabin heating needs, mode as the battery system coolant loop 204 , cabin , and
significant regen opportunities and relatively higher speed / ambient all concurrently tend towards minus 30° C . It is
battery loads would prioritize letting the battery system 106 important to emphasize that even if it is minus 30° C .
heat up ( driving experience , some range ) and deprioritize outside , the battery system coolant loop 204 might have
efficient cabin heating at first (but still maintain adequate already achieved a passive target of 30° C ., and therefore the
comfort by running in a mode closer to COP = 1 ). vehicle heat pump system 202 can operate in an efficient
10137 ). On the other hand , a shorter drive with unsteady / mode.
higher cabin heating needs , at lower average speed /pow [0140 ] The present disclosure uses low vehicle heat pump
ertrain dissipation , fewer regen opportunities would be bet system 202 capacity in extreme ambient conditions by
ter off prioritizing cabin heating; holding or even drawing configuring the cycle in such a way as to isolate the suction
down the battery system 106 temperature would likely be side from extreme cold and repurpose the compressor 214 as
better because there are fewer advantages to having a warm a high - voltage electrical heater. Generally , we create a
pack , and more upside to efficiently heat the cabin . Further, “ thermodynamic short- circuit connecting the “ high - side” ,
the pack thermal energy can be efficiently replenished after e. g., the hot/ rejecting components of the vehicle heat pump
US 2019 /0070924 A1 Mar. 7 , 2019
16

system 202 cycle to the “ low -side” , e .g., the cold /sourcing can use it as a heating supplement alongside the chiller 220
components ; energetically, this unlocks compressor 214 (COP > 1 ). Recirculating air is technically the most straight
power consumption which can be routed as useful heat. The forward /lowest risk of the three methods but claims themost
thermal link can be established by recirculating air, coolant packaging space . Further, since the suction side is still
or refrigerant; each have different pros and cons, particularly somewhat coupled to the cabin / ambient air itself (particu
when viewed as a whole considering heating power/ramp larly when large amounts of net fresh air are required for
capability , packaging/manufacturing complexity , and noise . defog ), the performance is the lowest. Air to refrigerant heat
This mode is capable of heating either the cabin via a cabin exchangers similarly impose a “ suction pressure tax” , e.g .,
condenser 216 , or the battery system 106 via a liquid -cooled they are not as good as refrigerant to coolant or refrigerant
cabin condenser 216 at an equivalent efficiency as an elec to refrigerant. Finally — the " noise metric ” is similarly the
trical heater (COP = 1 ) . worst of the recirculation methods. The noise improves with
[ 0141] During air recirculation operations, compressor rising suction pressure and also with a larger relative share
214 input power is transferred to a closed system , the cabin , of electrical power consumption by the compressor 214
even though the compressor 214 may be physically outside relative to the total rejection in the cabin condenser 216 .
of the cabin . By sourcing exclusively from a warmer than Recirculating air will run the lowest suction pressure , and
ambient source , this guarantees the vehicle heat pump therefore the highest RPM for a given heat requirement.
system 202 access to the adequate suction conditions as the [0143 ] Counter-intuitively , when configured in pure com
cabin warms up . The process is exponential; the temperature pressor 214 as heater mode (COP = 1 ), it is often better for the
rise rate is proportional to the heating power which is in turn compressor 214 to be less thermodynamically efficient, e .g .,
proportional to the temperature itself . During a very cold to operate at a lower isentropic efficiency . In very cold
startup , even though the initial heating power is small startup conditions, the suction side sets the heating power of
compared to the required needs for cabin comfort , it is the cycle, and consequently , the high -side states are usually
deposited within a nearly closed off, low thermal mass loop ; very far from their limits, e . g ., discharge pressure /tempera
heating occurs rapidly. During warm - up , the density at the ture . Further , the internal components are generally cool
inlet rises which allows the compressor 214 to process more ( because compressor 214 load is low ), e .g ., the stator, rotor,
mass flow , which addsmore heat to the cabin , which further inverter IGBTs and so on . If the isentropic efficiency of the
increases the rise rate . The key is to manage the cabin compressor 214 could be adjusted dynamically , it would
evaporator 218 air inlet temperature either with cheap , low enable the maximum electrical power to be drawn for a
voltage electrical heaters to help speed things up , or by given suction state by driving the cycle to simultaneous high
manipulating the HVAC case / cabin blower 222 in a particu and low - side limits , or internal compressor 214 component
lar way , e .g., withholding and managing cold air exchange . limits (motor stator/rotor, inverter). In other words, for a
Therefore , the vehicle heat pump system 202 needs to given compressor 214 inlet state, we can consume and thus
overcome only corner cases of the corner cases , where both deliver more heat by configured it in a less efficient (but
the cabin and the battery system 106 are soaked completely precisely controlled ) manner. This leverages the compressor
to extremely cold ambient , but only for a short period of 214 as a high voltage heater mode and maximizes the
time. An additional low -voltage cabin heater 232 can pro heating power for a given suction side state.
vide approximately 1 kW of heating power to " spark ” the [0144 ] The present disclosure proposes to deliberately
startup compressor 214 as heater mode process . The suction reduce the motor/inverter efficiency of the compressor 214
side is somewhat linked or tied to conditions inside the in an attemptto transfer even more heat to the cabin in these
cabin , and that the net heating power is always equal to the extreme cold startup conditions — this makes the scheme
power consumed by the compressor 214 . Therefore , it is more robust in colder startup conditions . The upside/ purpose
desirable to be uncoupled to the cold heating target as much stems from the initial positive feedback physics of the
as possible , and for the compressor 214 power input to be as compressor 214 as heater modeany additional heat early
large as possible , relative to the internal ( cancelling out ) on , particularly for a small closed loop , greatly improves
heating/ cooling terms. warm - up speed . This improvement requires the compressor
[0142 ] A key additional/enabling feature for the air recir 214 motor to be operated at a sub - optimal point, e. g ., with
culation method is an internal duct with an actuator inside of poor phasing between the rotating magnetic field generated
the HVAC case that can route a controlled amount of cabin by the stator windings and the permanent magnets on the
condenser 216 exhaust air directly back to the cabin blower rotor. This is commonly referred to as the phase angle , and
222, bypassing the cabin . This significantly reduces thermal in theory any motor controller ought to be able to vary the
mass on the loop ( faster warm -up ), increases air - flow on the slip angle in search of higher ( or in our case lower ) efficiency
cabin evaporator 218 and cabin condenser 216 (provides either by conducting “ field weakening ” ( the generated field
more control of the cycle limits to maximize heating power), partially cancels out the permanent magnets , or “ field
decouples the global cabin recirc / fresh mode (effective for strengthening” (the generated field partially enhances the
defogging ), and provides an additional control degree of permanent magnets . The IGBT's in the inverter can also be
freedom for blend mode. For example, at time , the driven in such a way as to consume more power than
internal door will route almost all of the air directly back to required , up to their internal thermal limits , or more IGBTs
the cabin blower 222 , e.g., bypassing the cabin . However, as can be added for this purpose. The motor and power
the internal loop warms up and heating power is unlocked , electronics are directly cooled by the refrigerant flow , so any
the door starts to close and therefore deliver hot air to the additional heat added here will end up in the cabin . A new
cabin and in turn accepts cold return air from the cabin . By control scheme will drive the discharge temperature to the
controlling the internal recirculation door and the cabin 130° C . limit and /or the discharge pressure to the 26 -bar
evaporator 218 ,we can operate the compressor 214 as heater limit, but also respect any internal component temperature
mode either in pure electrical capacity mode (COP = 1 ) or we limits, e .g., the rotor, stator or inverter FETs .
US 2019 /0070924 A1 Mar. 7 , 2019
17

[0145 ] The baseline compressor 214 as a heater uses still operate at a suction pressure that is “ below ” the mixed
recirculating air changes when waste heatmode is active . In air temperature . Even if no defog /fresh cold air is required ,
one particular example , waste heat capability provides an some air must still be allowed to leave and mix with the
additional 15 % heating power. Since added electrical waste cabin (because this is how the cabin is heated ) and cold air
power in this context essentially comes without an addi enters in return . Further, the cabin blower 222 must run
tional noise penalty , it ' s clear that waste heat also improves faster to provide adequate net air - flow to the cabin — the
the noise per watt ofheating power. In the limit , waste heat more internal recirculation is needed , the faster the cabin
provides all of the heating power and the compressor 214 blower 222 must run to hold minimum net air - flow , and
spins just fast enough to shuttle refrigerant around the loop , therefore themore noise . Air to refrigerant heat exchangers
reducing the noise to nearly that of a conventional ( silent ) air also generate the worst suction pressure for a given tem
PTC heater . perature level — for a given allowable heat exchanger size .
[0146 ] Control of the refrigerant inlet vapor quality maxi The packaging constraints within the HVAC case (as well as
mizes the permissible heating power via compressor 214 pressure drop limitations ) make it difficult to overcome this
waste mode. Since the refrigerant passes over the motor/ limitation .
inverter first before it gets to the actual scroll inlet, and since [0149 ] In an alternative operation , coolant is recirculated
we now propose to add more thermal energy deliberately, directly between the drive train liquid - cooled condenser 224
this means we can tolerate more liquid at the global inlet, and the chiller 220 . Normally, this implies an additional
e . g ., upstream of the actual scroll inlet . The accumulator 228 pump and valve, assuming the valve is managing the pow
provides additional flooding, e .g ., more than what is nor ertrain and battery system coolant loop 204 . An alternative ,
mally permissible , and an EXV prevents damage from more complex 8 -way valve can provide a way to valve off
excessive liquid . Lower inlet quality also increases mass a closed loop consisting of the drive train liquid -cooled
flow -rate ( lower vapor quality means higher density ) which condenser 224 , the chiller 220 and a pump ; this loop is
allows for even more waste energy to be added to the thermally isolated from the battery system 106 , powertrain ,
refrigerant and shifts the enthalpy burden of the cycle from and has low thermal mass . The 8 -way valve can be thought
the chiller 220 /cabin evaporator 218 ( suffering from low of (and schematically depicted ) as two 4 -way valves acting
suction pressure ) to the compressor 214 itself (now acting independently , but likely will be constituted as a single part.
basically as a boiler + compressor 214 ). Higher inlet density / Therefore , the apparent schematic complexity is actually
volumetric heating power for a given compressor 214 RPM constrained to the scope of a slightly larger component.
also implies improved NVH for a given heat load ; we can [0150 ] Suction pressure is only loosely related to the loop
generally run slower across the heating map . In the best temperature at startup , and quickly takes on a value deter
theoretical case, we estimate that deliberate additional flood mined by the relative loads ( internal vs. net ) and UA values
ing and perfect control can increase the electrical waste of the heat exchangers . Most importantly, the suction pres
heating power of the compressor 214 by about a factor of sure does not depend on the cabin temperature nor the
two. That is, for the same extremely low suction pressure , ambient temperature and does not need to change to accom
wemight come close to doubling our COP = 1 heating power , modate defog scenarios. Suction and discharge pressures
assuming all internal compressor 214 components are within settle around an equilibrium internal loop temperature that is
acceptable limits . The baseline compressor 214 as heater much higher than the cabin air or ambient temperature.
using recirculation air might improve with more aggressive Since coolant to refrigerant heat exchangers perform far
waste heat mode capability . If the compressor 214 can waste better than refrigerant or coolant to air , this means the
enough to allow for a 0 .8 global inlet vapor quality, the suction pressure will be rather high very early on in the
overall heating improves by about 50 % and running at a warm -up process. Essentially, recirculating coolant estab
higher suction pressure with more electrical waste heat lishes an independent, walled off thermal zone where the
make- up ( quieter ). Increasing liquid fraction has even more refrigeration loop configured in compressor 214 as heater
waste heat and therefore heating power upside. mode can rapidly reach high power and then release net
[0147 ] Analogously , the HVAC case cabin blower 222 , heating power to the cabin /battery as required .
which is capable of consuming approximately 400 W , can [0151] Another way to “ short circuit ” the high side to the
also be deliberately run in an inefficient manner to improve low side is to implement an additional connection from the
heating power. Lower pressure , intake air is used to cool the compressor 214 outlet to the EXV outlet of the chiller 220
motor and drive electronics . Since the value of any heat and therefore recirculate refrigerant. The recirculating path
added early in the warm - up process is immense , these could be an additional AC valve , but ideally will be inte
additional features are critical to providing adequate warm grated into the super manifold heat exchanger assembly
up capacity in extremely cold -soaked cabin conditions. directly . The idea is to send a precise amount of hot,
[0148 ] Compressor as heater mode thermodynamically high -pressure refrigerant leaving the compressor 214 and
works when the “ high side” is thermally “ short circuited ” to mix it with cold , low - pressure refrigerantbefore it enters the
the “ low -side ” in a controllable way. There are two other chiller 220 . Since the compressor 214 outlet has a low
working fluids, e .g ., possible thermal connections , available ; Joule - Thompson coefficient, it acts similarly to an ideal gas
coolant and refrigerant. One clear downside of recirculating and therefore does not significantly cool upon expansion
air is that it is thermally linked to the cabin ( in recirc.) or the prior to mixing. If the mixing is energetically balanced , the
ambient (when some fresh air is required for defogging). outlet state is all vapor/warm and ready for compression .
That is , recirculating air has some significant limitations on The suction pressure is not dependent on any external
how high the suction pressure and therefore heating power temperature ( besides initial conditions) and the thermalmass
can go as the cabin warms up . For example , even if a is very low , and therefore ought to warm up rapidly . This
significant fraction of hot cabin condenser 216 exhaust is connection requires a valve in order to control the recircu
recirculated back to the inlet, the cabin evaporator 218 must lation power. An advantage of this method is that there is
US 2019 /0070924 A1 Mar. 7 , 2019

actually no low -side cooling occurring mixing hot/cold the spirit and scope of the disclosure . Accordingly , this
refrigerantdirectly is thermally equivalent to extremely high description is to be considered as illustrative and is for the
performing heat exchangers in the other recirculating meth purpose of teaching those skilled in the art the manner of
ods. Therefore , this scheme allows for a relatively high and making and using various embodiments of the disclosed
arbitrary suction pressures. The recirculation valve allows system , method, and computer program product. It is to be
for optimization of total power ; some of the power comes understood that the forms of disclosure herein shown and
from waste mode ( electrical in nature ) and somecomes from described are to be taken as representative embodiments .
the mechanical compression power. Closing off the valve Equivalent elements , materials , processes or steps may be
will result in a lower suction pressure , higher RPM , and substituted for those representatively illustrated and
higher mechanical power. But if waste heat capability is
relatively high , the valve can be more open and raise the described herein . Moreover , certain features of the disclo
sure may be utilized independently of the use of other
suction pressure, reducing the RPM , mechanical power and features , all as would be apparent to one skilled in the art
therefore noise . Heating power and noise change as the
suction pressure increases and more waste heat is available after having the benefit of this description of the disclosure.
from the motor/ inverter. Another potential benefit oil [0155 ] Routines, methods, steps, operations, or portions
return might be enhanced because more oil bypasses the thereof described herein may be implemented through elec
external components after leaving the compressor 214 and tronics , e .g., one or more processors, using software and
flows right back to the inlet. Also , since it is warm , it may firmware instructions. A " processor” includes any hardware
help move cold oil sitting in the low - side components . system , hardware mechanism or hardware component that
[0152 ] An extreme version of compressor 214 waste heat processes data , signals or other information . A processor can
mode is to use themotor /inverter as a high -power refrigerant include a system with a central processing unit, multiple
boiler , e.g ., the global scroll inlet is mostly liquid . If the processing units, dedicated circuitry for achieving function
waste heat capability is strong enough , compressor 214 as ality, or other systems. Some embodiments may be imple
boiler mode can enable a relatively high suction pressure mented by using software programming or code in one or
even when the cabin evaporator 218 /cabin condenser 216 is more digital computers or processors, by using application
exposed to very cold fresh air - flow . That is , it can operate in specific integrated circuits (ASICs), programmable logic
a manner that is agnostic to cabin , battery or powertrain devices, field programmable gate arrays (FPGAs), optical,
temperature. Therefore, this concept removes the need to chemical, biological, quantum or nano - engineered systems,
recirculate energy from the high to the low side when
configured in compressor 214 as heater mode ; it is simpler components and mechanisms. Based on the disclosure and
from a BOM /packaging perspective . Further, since a very teachings representatively provided herein , a person skilled
high fraction of the total heating provided comes from an in the art will appreciate other ways or methods to imple
electrical source , compressor 214 as boiler mode will be the ment the invention .
quietest. In the limit , waste heat takes up nearly all of the [0156 ] As used herein, the terms " comprises,” “ compris
heat load and the compressor 214 mainly serves to shuttle ing,” “ includes,” “ including," " has," " having” or any con
refrigerant around the loop — this is approaching essentially textual variants thereof, are intended to cover a non -exclu
a PTC heater in terms of noise . Noise and heating power per sive inclusion . For example , a process , product, article , or
RPM change as waste heat capability improves. apparatus that comprises a list of elements is not necessarily
[0153] This concept requires extremely high losses rela limited to only those elements , but may include other
tive to the nominal max power of the motor /inverter. There elements not expressly listed or inherent to such process,
fore , adequate thermal management of internal components product, article , or apparatus . Further, unless expressly
(stator, back -iron , rotor, and inverter ) is critical. Further, it ' s stated to the contrary , “ or ” refers to an inclusive or and not
highly likely the inverter will need to be upgraded in order to an exclusive or. For example , a condition “ A or B ” is
to supply more phase current. High phase -current require satisfied by any one of the following: A is true (or present)
ments , limits on flux density , and internal conduction resis and B is false ( or not present), A is false (or not present) and
tance all need to be considered from a cost and reliability B is true (or present), and both A and B is true (or present).
perspective and it 's likely that the overall motor inverter [0157] Although the steps, operations, or computations
requires a fundamentally different design . High liquid con
tent at the scroll global inlet poses many controls and may be presented in a specific order, this order may be
reliability challenges. A control scheme must be robust changed in different embodiments. In some embodiments, to
enough to protect the true scroll inlet from excessive liquid the extent multiple steps are shown as sequential in this
injection — if there is a transient imbalance between heating specification , some combination of such steps in alternative
and refrigerant flow -rate , excessive liquid could immedi embodiments may be performed at the same time. The
ately destroy the compressor 214 . One idea is to move the sequence of operations described herein can be interrupted ,
accumulator 228 between the true scroll inlet and the motor suspended , reversed , or otherwise controlled by another
inverter, providing a passive buffer against excessive liquid process.
ingestion . It's also possible that higher liquid content at the f0158] It will also be appreciated that one or more of the
global scroll inlet could wash away critical oil films and elements depicted in the drawings/ figures can also be imple
cause lubrication issues . mented in a more separated or integrated manner , or even
[0154 ] In the foregoing specification , the disclosure has removed or rendered as inoperable in certain cases, as is
been described with reference to specific embodiments . useful in accordance with a particular application . Addition
However, as one skilled in the art will appreciate, various ally , any signal arrows in the drawings/ figures should be
embodiments disclosed herein can be modified or otherwise considered only as exemplary , and not limiting, unless
implemented in various other ways without departing from otherwise specifically noted .
US 2019 /0070924 A1 Mar. 7 , 2019

What is claimed is : 8 . A vehicle thermal management system comprising:

1 . A vehicle thermal management system comprising : a vehicle heat pump system including a compressor, a
a vehicle heat pump system including a compressor, a cabin condenser, a cabin evaporator, a cabin blower,
cabin condenser, a cabin evaporator, a cabin blower , and a chiller ;
and a chiller; control electronics configured to , based upon at least an
ambient temperature and a cabin temperature , control
a battery system coolant loop in thermal communication the compressor to operate :
with a battery system ; during a first time interval, in an efficient mode ; and
a drive train coolant loop in thermal communication with during a second time interval, in a lossy mode in which
at least one drive train component ; the compressor generates a greater amount of heat than
a coolant circulation system configured to selectively when in the efficientmode.
cause the battery system coolant loop and the drive 9 . The vehicle thermal management system of claim 8 ,
train coolant loop to be in thermal communication with wherein in controlling the compressor to operate in one of
the chiller ; and the efficient mode and the lossy mode, the control electron
control electronics configured to , based upon at least an ics considers at least one of vehicle range, battery perfor
ambient temperature , a cabin temperature and a battery mance , and cabin temperature .
system temperature : 10 . The vehicle thermal management system of claim 8 ,
control the coolant circulation system , and wherein the lossy mode includes a plurality of sub - lossy
control at least one of the compressor or the cabin modes of differing loss characteristics producing differing
blower to operate in one of an efficient mode and a respective amounts of heat.
lossy mode , wherein in the lossy mode the compres 11 . The vehicle thermal management system of claim 8 ,
sor generates a greater amount of heat than when in wherein the control electronics are further configured to ,
the efficient mode. based upon at least an ambient temperature and a cabin
2 . The vehicle thermal management system of claim 1 , temperature, control the cabin blower to operate :
wherein the coolant circulation system is configured to : during a first time interval, in an efficient mode ; and
in a first mode, cause the battery system coolant loop to during a second time interval, in a lossy mode in which
operate in parallel with the drive train coolant loop ; the cabin blower generates a greater amount of heat
in a second mode, cause the battery system coolant loop than when in the efficient mode .
12 . The vehicle thermalmanagement system of claim 11 ,
to operate in series with the drive train coolant loop ; wherein the lossy mode includes a plurality of sub - lossy
and modes of differing loss characteristics producing respective
in a third mode , cause the battery system coolant loop to amounts of heat.
be partially in parallel and partially in series with the 13 . The vehicle thermal management system of claim 8 ,
drive train coolant loop. wherein the vehicle heat pump system further comprises a
3 . The vehicle thermal management system of claim 1 , cabin HVAC case that contains the cabin evaporator and the
wherein the lossy mode includes a plurality of sub - lossy cabin condenser, the cabin HVAC case configured to operate
modes of differing loss characteristics producing differing in :
respective amounts of heat. an air recirculation mode to recirculate air within the
4 . The vehicle thermal management system of claim 1, cabin ; and
further comprising: a fresh air mode that communicates air between the cabin
a motor oil cooling loop in thermal communication with and the ambient.
a traction motor and a transmission ; and 14 . The vehicle thermal management system of claim 8 ,
an oil heat exchanger configured to exchange heat wherein the cabin evaporator and the cabin condenser are
between the motor oil cooling loop and the drive train configured in at least one heating mode to operate concur
coolant loop . rently .
5. The vehicle thermal management system of claim 1, 15 . The vehicle thermalmanagement system of claim 8 ,
wherein in controlling the at least one of the compressor and wherein :
the cabin blower to operate in one of an efficient mode and the vehicle heat pump system further comprises at least
a lossy mode, the control electronics considers at least one one inverter to drive at least one of the compressor and
of vehicle range , battery performance , and cabin tempera the cabin blower, and
ture . the control electronics are further configured to control
the at least one inverter to operate :
6 . The vehicle thermal management system of claim 1 , during the first time interval, in an efficientmode ; and
wherein the vehicle heat pump system further comprises a during the second time interval, in a lossy mode to
cabin HVAC case that contains the cabin evaporator and the generate a greater amount of heat than when in the
cabin condenser , the cabin HVAC case configured to operate efficient mode .
in : 16 . A vehicle thermal management system comprising :
an air recirculation mode to recirculate air within the a vehicle heat pump system including a compressor, a
cabin ; and cabin condenser, a cabin evaporator, a cabin blower,
a fresh air mode that communicates air between the cabin and a chiller ;
and the ambient. a battery system coolant loop in thermal communication
7. The vehicle thermal management system of claim 1 , with a battery system and with the chiller; and
wherein the cabin evaporator and the cabin condenser are control electronics configured to , based upon at least an
configured in at least one heating mode to operate concur ambient temperature, a cabin temperature and a battery
rently . system temperature :
US 2019 /0070924 A1 Mar. 7 , 2019

in a first operational mode , operate the compressor in cabin HVAC case that contains the cabin evaporator and the
an efficient mode to transfer heat from an ambient cabin condenser , the cabin HVAC case configured to operate
source to the battery system ; and in :
in a second operational mode, operate the compressor an air recirculation mode to recirculate air within the
in a lossy mode to generate heat and to transfer the cabin ; and
generated heat to the battery system . a fresh air mode that communicates air between the cabin
17 . The vehicle thermalmanagement system of claim 16 , and the ambient.
wherein in controlling the compressor to operate in one of 22 . The vehicle thermalmanagement system of claim 16 ,
wherein the cabin evaporator and the cabin condenser are
the efficient mode and the lossy mode, the control electron configured in at least one heating mode to operate concur
ics considers at least one of vehicle range , battery perfor rently .
mance , and cabin temperature . 23. The vehicle thermalmanagement system of claim 16 ,
18 . The vehicle thermal management system of claim 16 , wherein :
wherein the lossy mode includes a plurality of sub - lossy the vehicle heat pump system further comprises at least
modes of differing loss characteristics producing respective one inverter to drive at least one of the compressor and
amounts of heat. the cabin blower ; and
19 . The vehicle thermalmanagement system of claim 16 , the control electronics are further configured to control
wherein the control electronics are further configured to , the at least one inverter to operate :
based upon at least an ambient temperature and a cabin during a first time interval, in an efficient mode; and
temperature , control the cabin blower to operate : during a second time interval, in a lossy mode to
generate a greater amount of heat than when in the
during a first time interval, in an efficient mode ; and efficient mode .
during a second time interval, in a lossy mode in which 24 . The vehicle thermal management system of claim 16 ,
the cabin blower generates a greater amount of heat wherein the cabin evaporator and the cabin condenser are
than when in the efficient mode. configured in at least one heating mode to operate concur
20 . The vehicle thermal management system of claim 19 , rently .
wherein the lossy mode includes a plurality of sub - lossy 25 . The vehicle thermal management system of claim 16 ,
modes of differing loss characteristics producing respective wherein the ambient source is the cabin .
amounts of heat. 26 . The vehicle thermal management system of claim 16 ,
21. The vehicle thermal management system of claim 16 , wherein the ambient source is external air .
wherein the vehicle heat pump system further comprises a