WO2025008792A1

WO2025008792A1 - Thermal control system for a vehicle having a fuel cell

Info

Publication number: WO2025008792A1
Application number: PCT/IB2024/056565
Authority: WO
Inventors: Attilio Crivellari; Fausto DI SCIULLO; Walter Ferraris
Original assignee: Stellantis Europe SpA
Current assignee: Stellantis Europe SpA
Priority date: 2023-07-06
Filing date: 2024-07-05
Publication date: 2025-01-09
Anticipated expiration: 2026-01-06
Also published as: IT202300014127A1

Abstract

The thermal control system (10) for a vehicle with an electric motor (M), battery pack (B) and fuel cell (C) comprises: a powertrain loop (14) thermally coupled to the electric motor (M), with a first pump (26) and a first air-first fluid exchanger (28) for exchanging heat between outside air and a first fluid; a cell loop (13), thermally coupled to the fuel cell (C), with a second pump (30) and a fluid-fluid exchanger (33) for exchanging heat between the first and the second fluid; a first valve assembly (15) for controlling the flow of the first fluid, wherein when the first valve assembly (15) is configured in a first mode, the first fluid flows first through the fluid-fluid exchanger (33) and then through the first air-first fluid exchanger (28), while when the first valve assembly (15) is configured in a second mode, first fluid instead flows through the first air-first fluid exchanger (28) and not also through the fluid-fluid exchanger (33).

Description

Thermal control system for a vehicle having a fuel cell

The present invention relates to a thermal control system for the thermal control of an (at least partially) electrically powered vehicle, or of a vehicle having a powertrain with an electric motor and a battery pack adapted to power the electric motor and a fuel cell adapted to generate electrical energy from the combustion of hydrogen and to supply said electrical energy to the electric motor and/or to the battery pack, and related thermal control methods that make use of such a multi-mode thermal control system.

Multi-mode thermal control systems for the thermal control of a vehicle are known in the prior art of the field.

For example, US 9,758,011 B2 shows a thermal control system for an electrically powered vehicle, comprising a battery thermal control loop thermally coupled to a battery pack of the vehicle, a powertrain thermal control loop thermally coupled to an electric motor of the vehicle, and a cabin thermal control loop thermally coupled to the cabin of the vehicle. Due to the connection method between the three different loops, the methods of use of the thermal control systems are very limited in the prior art.

In particular, in the case of vehicles equipped with fuel cells, the management of heat becomes particularly difficult. In fact, fuel cells, in the operation thereof, generate a lot of heat that must be effectively dissipated. For this purpose, a heat transfer fluid is generally used which is thermally coupled to the fuel cells so as to draw heat therefrom and transport said heat to a radiator for the dissipation thereof. Clearly, the already present, conventional radiator of the vehicle is not sufficient, precisely because fuel cells generate a large amount of heat. Furthermore, the fluid used for exchanging the heat is different from that used to draw heat from the electric motor, and such heat exchange fluid not only requires further measures such as filters and ionizer devices, but is also not suitable for the rest of the thermal control system.

The obj ect of the present invention is to provide a thermal control system for a vehicle having an electric motor and a battery pack which powers it and a fuel cell that supplies energy to said battery pack and/or to the electric motor which does not suffer from the drawbacks of the prior art, and which may therefore be used in a plurality of different modes of use depending upon the heating or cooling requirements of the various vehicle components.

This and other objects are fully achieved according to the present invention by virtue of a thermal control system as defined in the appended independent claim 1.

Advantageous embodiments of the thermal control system according to the invention are specified in the dependent claims, the content of which is to be understood as an integral part of the description which follows.

In short, the invention is based on the idea of “discharging” the excess heat generated by fuel cells into a second heat transfer fluid, and then, by means of a fluid-fluid heat exchanger, from this second heat transfer fluid discharging the heat into a conventional radiator. In particular, the invention is based upon the idea of providing a thermal control system for a vehicle having a powertrain that comprises at least one electric motor, a battery pack adapted to power said electric motor, and at least one fuel cell adapted to generate electrical energy from the combustion of hydrogen and to supply said electrical energy to the electric motor and/or to the battery pack, wherein the thermal control system comprises: a powertrain thermal control loop, comprising a first circulation pump and a first air- first heat transfer fluid heat exchanger, the air-first heat transfer fluid heat exchanger being adapted to allow, when a flow of first heat transfer fluid flows therethrough, for the transfer of heat between outside air and the flow of first heat transfer fluid that flows therethrough; wherein said first circulation pump is adapted to circulate the first heat transfer fluid within said powertrain thermal control loop and through said first air-first heat transfer fluid heat exchanger, wherein said powertrain thermal control loop is thermally coupled to said electric motor of the vehicle so as to allow for the transfer of heat between a flow of first heat transfer fluid and said electric motor; a fuel cell thermal control loop, comprising a second circulation pump and a fluidfluid heat exchanger; the fluid-fluid heat exchanger being adapted to allow, when a flow of first heat transfer fluid flows therethrough and a separate flow of second heat transfer fluid flows therethrough, for the transfer of heat between such a flow of first heat transfer fluid and such a flow of second heat transfer fluid; wherein said second circulation pump is adapted to circulate a second heat transfer fluid within said fuel cell thermal control loop and through said fluid-fluid heat exchanger, and wherein said fuel cell thermal control loop is thermally coupled to said fuel cell of the vehicle; and a first valve assembly adapted to control the flow of the first heat transfer fluid, and to this end arranged downstream of the thermal coupling between said powertrain thermal control loop and said electric motor, the first valve assembly being configurable in a first mode and in a second mode, wherein when the first valve assembly is configured in the first mode, a flow of first heat transfer fluid flows through the fluid-fluid heat exchanger first and then, possibly (depending, also, on the configuration of the other valves and of the thermal control loop components), through the first air-first heat transfer fluid heat exchanger, while when the first valve assembly is configured in the second mode, such a flow of first heat transfer fluid flows through the first air-first heat transfer fluid heat exchanger instead and not also through the fluid-fluid heat exchanger.

Preferably, the second heat transfer fluid has an electrical conductivity lower than or equal to 5 microsiemens per meter.

According to a preferable embodiment of the invention, the thermal control system further comprises a battery thermal control loop, comprising in turn a third circulation pump and a fluid-coolant heat exchanger, wherein said third circulation pump is adapted to circulate the first heat transfer fluid within said battery thermal control loop and through said fluid-coolant heat exchanger, and wherein said battery thermal control loop is thermally coupled to said battery pack of the vehicle, the third circulation pump being preferably arranged immediately upstream of the fluid-coolant heat exchanger. In such a case, the thermal control system further comprises a coolant loop wherein a coolant is circulated, and comprising a compressor adapted to circulate the coolant within said coolant loop and through said fluid-coolant heat exchanger, a condenser arranged immediately downstream of the compressor, an evaporator that is adapted to allow, when coolant flows therethrough, for the transfer of heat between air from the cabin of the vehicle and the coolant that flows therethrough, a first thermal expansion valve adapted to adjust by lamination the flow of coolant that flows through said evaporator, and a second thermal expansion valve adapted to adjust by lamination the flow of coolant that flows through the fluid-coolant heat exchanger.

According to a preferable embodiment of the invention, the thermal control system further comprises a cabin thermal control loop, or a cabin thermal conditioning system, which comprises a fourth circulation pump and a second air-first heat transfer fluid heat exchanger, wherein said fourth circulation pump is adapted to circulate the first heat transfer fluid within said cabin thermal control loop and through said second air-first heat transfer fluid heat exchanger, the second air-first heat transfer fluid heat exchanger being adapted to allow, when a flow of first heat transfer fluid flows therethrough, for the transfer of heat between air from the cabin of the vehicle and the flow of first heat transfer fluid that flows therethrough, the fourth circulation pump being preferably arranged immediately downstream of the fluidfluid heat exchanger. In this case, preferably, the cabin thermal control loop further comprises an electric heating device adapted to provide heat to the first heat transfer fluid circulating within the cabin thermal control loop when turned on, the electric heating device being preferably configured to be powered by electric energy from the battery pack and/or from the fuel cell.

According to a preferable embodiment of the invention, the fuel cell thermal control loop of the thermal control system further comprises an air-second heat transfer fluid heat exchanger adapted to allow, when a flow of second heat transfer fluid flows therethrough, for the transfer of heat between outside air and the flow of second heat transfer fluid that flows therethrough.

According to a preferred embodiment of the invention, the fuel cell thermal control loop of the thermal control system further comprises a filter adapted to filter the second heat transfer fluid that circulates within the fuel cell thermal control loop to remove contaminants or granules contained therein.

According to a preferred embodiment of the invention, the fuel cell thermal control loop further comprises an ion exchanger adapted to reduce the ion charge of the second heat transfer fluid that circulates within the fuel cell thermal control loop. According to a preferable embodiment of the invention, the thermal control system further comprises a fan functionally associated with the first air-first heat transfer fluid heat exchanger to facilitate heat transfer between the flow of first heat transfer fluid that flows through the first air-first heat transfer fluid heat exchanger and air outside the vehicle. In such case, still more preferably, the first air-first heat transfer fluid heat exchanger and the air-second heat transfer fluid heat exchanger are arranged so that an air flow may flow in sequence on one and then on the other, and whereby the fan is functionally associated also with the air-second heat transfer fluid heat exchanger to facilitate heat transfer between the flow of second heat transfer fluid that flows through the air-second heat transfer fluid heat exchanger and air outside the vehicle.

According to a preferred embodiment of the invention, the first valve assembly comprises a first three-way valve having an inlet, a first outlet and a second outlet, wherein the first outlet is closed when the first valve assembly is in the first mode and the second outlet is closed when the first valve assembly is in the second mode; wherein the inlet is arranged so as to receive a flow of first heat transfer fluid directly downstream of the thermal coupling between said powertrain thermal control loop and said electric motor, the first outlet is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet directly to the first air-first heat transfer fluid heat exchanger, and the second outlet is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet to the fluid-fluid heat exchanger. In this embodiment, even more preferably, the thermal control system further comprises: a second three-way valve, configurable between a first mode and a second mode, and having respectively an inlet, a first outlet and a second outlet, wherein the first outlet is closed when the second three-way valve is configured in the first mode thereof and the second outlet is closed when the second three-way valve is configured in the second mode thereof; wherein the inlet is arranged downstream of the fluid-fluid heat exchanger in order to receive the flow of first heat transfer fluid that has flowed therethrough; the first outlet is arranged to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet directly to the first air-first heat transfer fluid heat exchanger; and a third three-way valve, configurable between a first mode and a second mode thereof, and having respectively an inlet, a first outlet and a second outlet, wherein the first outlet is closed when the third three-way valve is configured in the first mode thereof and the second outlet is closed when the third three-way valve is configured in the second mode thereof; wherein the first outlet is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet to the cabin thermal control loop in a location upstream of the second air-first heat transfer fluid heat exchanger; and the second outlet is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet to the battery thermal control loop in a location upstream of the fluid-coolant heat exchanger; and wherein the second outlet of the second three-way valve is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet of the second three-way valve to the inlet of the third three-way valve.

Clearly, also forming part of the invention is a vehicle comprising a powertrain with at least one electric motor and a battery pack adapted to power said electric motor, and a fuel cell adapted to generate electrical energy from the combustion of hydrogen or an equivalent fuel and to supply said electrical energy to the electric motor and/or to the battery pack, and further comprising a thermal control system according to the first aspect of the invention.

Finally, control methods for controlling a thermal control system according to the first aspect of the invention and which define a plurality of so-called “operating modes” or “usage configurations” are also part of the invention.

Further features and advantages of the present invention will appear more clearly from the following detailed description, given by way of non-limiting example, with reference to the accompanying drawings, wherein:

Fig. 1 is a schematic view of the thermal control system according to one embodiment of the invention;

Fig. 2 is a schematic view of the thermal control system of Fig. 1, in a first usage configuration;

Fig. 3 is a schematic view of the thermal control system of Fig. 1, in a second usage configuration;

Fig. 4 is a schematic view of the thermal control system of Fig. 1, in a third usage configuration;

Fig. 5 is a schematic view of the thermal control system of Fig. 1, in a fourth usage configuration;

Fig. 6 is a schematic view of the thermal control system of Fig. 1, in a fifth usage configuration;

Fig. 7 is a schematic view of the thermal control system of Fig. 1, in a sixth usage configuration;

Fig. 8 is a schematic view of the thermal control system of Fig. 1, in a seventh usage configuration;

Fig. 9 is a schematic view of the thermal control system of Fig. 1, in an eighth usage configuration;

Fig. 10 is a schematic view of the thermal control system of Fig. 1, in a ninth usage configuration; and

Fig. 11 is a schematic view of the thermal control system of Fig. 1, in a tenth usage configuration.

In Figures 2 to 11, to facilitate understanding of the operation of the thermal control system in a plurality of different exemplary usage configurations, the components and the loop parts through which a heat transfer fluid or coolant circulates are represented in black, while those wherein a heat transfer fluid or coolant does not circulate are represented in gray.

In the context of the present disclosure, when in reference to a first component it is said that this is “thermally coupled (or decoupled)” to a second component it is understood that the relative arrangement between the first component and the second component is adapted to allow (or prevent, respectively) the exchange of heat between the first component and the second component. This definition also applies to the case wherein a heat transfer fluid or coolant is substituted for the second component. In the context of the present disclosure, when, in reference to a loop, it is said that this “comprises a component” this means that such loop may comprise a single duct wherein a heat transfer fluid flows which is thermally coupled to the component or which may comprise one or more branches or divisions wherein at least a part of the heat transfer fluid flows and wherein the thermal coupling to the component is obtained; this flow is, at least in some embodiments, adjustable by means of appropriate valve assemblies.

With reference to the figures, the thermal control system according to the invention is generally indicated with reference numeral 10. The thermal control system 10 is a multi-mode system, or it is a system which may be configured in a plurality of different usage modes, depending upon the type of use required (cooling, heating, or neither of the two) with respect to a plurality of components (fuel cell, powertrain, and hence electric motor, battery pack, passenger cabin, and other components) which are thermally coupled to the system and which require thermal control.

The thermal control system 10 is used for the thermal control of a vehicle, in particular of an electrically powered vehicle with fuel cells, having a powertrain D with at least one electric motor M, and a supply system with a battery pack B, adapted to power said electric motor M. The vehicle also comprises at least one fuel cell C adapted to generate electrical energy from the combustion of hydrogen - or an equivalent fuel - and to supply such electrical energy to the electric motor M and/or to the battery pack B. Preferably, the vehicle is a fully electrically powered vehicle. As is apparent, the powertrain D may also comprise a greater number of electric motors M, and the battery pack B may comprise one or more batteries or cells adapted to power said one or more electric motors M, and the vehicle may comprise also more than one fuel cell C, but the description and the appended claims always refer to a single electric motor M, a single battery pack B and a single fuel cell C only for simplicity and brevity and in a purely illustrative and non-limiting manner.

According to the invention, as shown in Fig. 1, the thermal control system 10 comprises a powertrain thermal control loop 14 and a fuel cell thermal control loop 13, within each of which a first heat transfer fluid and a second heat transfer fluid circulate, respectively. The thermal control system 10 further comprises a first valve assembly 15, adapted to control the flow of the first heat transfer fluid.

The first heat transfer fluid may be composed of water or a mixture of water and glycol, in variable proportions depending upon the application.

The powertrain thermal control loop 14 comprises a first circulation pump 26 and a first air- first heat transfer fluid heat exchanger 28.

In particular, the first air-first heat transfer fluid heat exchanger 28 is arranged on a first loop branch 14a and supplied therefrom with a first heat transfer fluid flow. As shown in the figures, the first air-fluid heat exchanger 28 is arranged on the first loop branch 14a, which is a bypassable branch of the powertrain thermal control loop 14, through the control, for example, of the first valve assembly 15 and/or a second three-way valve 78 and/or a third three-way valve 80 (which will be described below). Usage configurations wherein the first loop branch 14a is bypassed, or wherein a first heat transfer fluid flow does not flow into said branch, are shown in Fig. 9 and 10.

The first air-first heat transfer fluid heat exchanger 28 is adapted to allow, when a flow of first heat transfer fluid flows therethrough, an exchange of heat between said first heat transfer fluid flow and air outside the vehicle. Essentially, therefore, the first air-first heat transfer fluid heat exchanger 28 may take the form of a conventional radiator. Its function, therefore, is to dissipate the heat that the flow of first heat transfer fluid flowing therethrough has drawn from or absorbed from other components of the vehicle or of the thermal control system to the external environment.

The first circulation pump 26 is adapted to circulate heat transfer fluid within the powertrain thermal control loop 14, and therefore also through the first air-first heat transfer fluid heat exchanger 28 in a manner known per se. Advantageously, the first circulation pump 26 is arranged immediately upstream of the point where the thermal coupling between the powertrain thermal control loop 14 and the electric motor M is obtained.

Advantageously, the thermal control system 10 may further comprise a fan 31, functionally associated with the first air-heat transfer fluid exchanger 28 to improve the effectiveness of the heat transfer, or to facilitate the transfer of heat between the flow of first heat transfer fluid that flows through the first air-first heat transfer fluid 28 and the air outside the vehicle, generating an air flow represented in the figures by the arrow F.

Through a second loop branch 14b, the powertrain thermal control loop 14 is thermally coupled to the electric motor M of the vehicle, or the arrangement and relative configuration of the electric motor M and the powertrain thermal control loop 14 are such as to allow the exchange of thermal energy between the powertrain thermal control loop 14, or in particular the first heat transfer fluid circulating therein, and the electric motor M in both directions, to allow the controlled heating or cooling of the electric motor M. In some embodiments of the invention, such as the one shown in the figures, through a third loop branch 14c, the powertrain thermal control loop 14 may also be thermally coupled to an electronic system E part of the powertrain D of the vehicle, or the arrangement and relative configuration of the electronic system E and of the powertrain thermal control loop 14 are such as to allow the exchange of thermal energy between the powertrain thermal control loop 14, or in particular the first heat transfer fluid circulating therein, and the electronic system in both directions, to allow the controlled heating or cooling controlled of the electronic system E. In this context, the term “electronic system E” refers to the set of one or more electronic components, such as an electric motor, a charging module, an auxiliary power module. Clearly, the powertrain thermal control loop 14 may also be thermally coupled to further components of the powertrain D that require thermal control, in a manner known per se. In general, however, the second loop branch 14b and the third loop branch 14c are arranged parallel therebetween and in such a way that the respective flows of the first heat transfer fluid are conveyed to the first loop branch 14a, so that an exchange of heat may take place within both thereof so as to cool the electric motor M and the electronic system E and to make a flow of first hot heat transfer fluid flow to the first air-first heat transfer fluid heat exchanger 28.

The fuel cell thermal control loop 13 essentially comprises a second circulation pump 30 and a fluid-fluid heat exchanger 33.

In particular, the fluid-fluid heat exchanger 33 is arranged on a first loop branch 13a and is supplied therefrom with a second heat transfer fluid flow.

The fluid-fluid heat exchanger 33 is adapted to allow, when a flow of first heat transfer fluid flows therethrough and a separate flow of a second heat transfer fluid flows therethrough, an exchange of heat between said flow of first heat transfer fluid and said flow of second heat transfer fluid. For this purpose, the fluid-fluid heat exchanger 33 may, for example, comprise two coils arranged so as to be able to exchange heat therebetween, wherein within each thereof there flows a respective first and second heat transfer fluid. The main function thereof, therefore, is to allow the flow of second heat transfer fluid that flows therethrough and that has drawn or absorbed heat from the fuel cell C to transfer such heat to the flow of first heat transfer fluid.

This transfer of heat is very advantageous insofar as it resolves the objects of the invention and overcomes the disadvantages of the prior art.

The second circulation pump 30 is adapted to circulate the second heat transfer fluid within the fuel cell thermal control loop 13 and therefore also through the fluid-fluid heat exchanger 33 in a manner known per se.

Through a second branch of the fuel cell 13b, the fuel cell thermal control loop 13 is thermally coupled to the fuel cell C of the vehicle, or the arrangement and relative configuration of the fuel cell C and of the fuel cell thermal control loop 13 are such as to allow for the exchange of thermal energy between the fuel cell thermal control loop 13, or in particular the second heat transfer fluid circulating therein, and the fuel cell C in both directions, such as to allow for controlled heating or cooling of the fuel cell C.

In a preferable embodiment, the fuel cell thermal control loop 13 further comprises an airsecond heat transfer fluid heat exchanger 22. The air-second heat transfer fluid heat exchanger 22 is adapted to allow, when a flow of second heat transfer fluid flows therethrough, an exchange of heat between this flow of second heat transfer fluid and air outside the vehicle. Essentially, therefore, the air-second heat transfer fluid heat exchanger 22 may take the form of a conventional radiator. The function thereof, therefore, is to dissipate the heat that the flow of second heat transfer fluid that flows therethrough has drawn from or absorbed from the fuel cell C into the external environment.

As shown in the figures, the air-second heat transfer fluid heat exchanger 22 is arranged on a third loop branch 13c, which is a bypassable branch of the fuel cell thermal control loop 13, by means of the control, for example, of a three-way valve 13e that controls the inflow of the second heat transfer fluid either towards the third branch 13c or towards a bypass branch 13d. Usage configurations wherein the third loop branch 13c is bypassed, or wherein a flow of second heat transfer fluid does not flow within such branch, are shown in Fig. 9 and 11.

Advantageously, the first air-first heat transfer fluid heat exchanger 28 and the air-second heat transfer fluid heat exchanger 22 are arranged so that an air flow may subsequently flow on one and then on the other, and thus the fan 31 is functionally associated also with the airsecond heat transfer fluid heat exchanger 22 to facilitate an exchange of heat between the flow of second heat transfer fluid flowing through the air-second heat transfer fluid heat exchanger 22 and the air outside the vehicle.

The second heat transfer fluid may be composed of water or a mixture of water and glycol in variable proportions depending upon the application. Advantageously, the second heat transfer fluid has an electrical conductivity lower than or equal to 5 microsiemens per meter; this is advantageous in allowing for a long duration of operation of the fuel cell thermal control loop 13. Indeed, insofar as the second heat transfer fluid is in contact with those components that participate in those chemical reactions that are suitable for generating an electric current within the fuel cell C, a fluid with higher conductivity could cause short circuits and/or malfunctions of the system.

As a result of the above, the fuel cell thermal control loop 13 may advantageously also comprise a filter 24, arranged so as to be able to filter the second heat transfer fluid circulating within the fuel cell thermal control loop 13, so as to be able to remove any impurities or granularity contained therein. Furthermore, the fuel cell thermal control loop 13 may advantageously also comprise an ion exchanger 34, which is configured to reduce the ion load of the second heat transfer fluid circulating within the fuel cell control loop 13, and preferably to maintain the conductivity value of the second heat transfer fluid circulating within the fuel cell thermal control loop 13 by approximately 5 microsiemens.

According to preferable embodiments, the thermal control system 10 may further comprise a battery thermal control loop 12, and in this case also a coolant loop 16, and/or a cabin thermal control loop 46.

As shown in Fig. 1, and from the comparison of Fig. 2 to 11, the battery thermal control loop 12, the powertrain thermal control loop 14 and the cabin thermal control loop 46 are arranged so that it is possible to control the interchange of flows of the first heat transfer fluid between them, advantageously through the first valve assembly 15 and/or the second three-way valve 78 and/or the third three-way valve 80.

The battery thermal control loop 12 is thermally coupled to the battery pack B of the vehicle, or the arrangement and relative configuration of the battery pack B and the battery thermal control loop 12 are such as to allow for the exchange of thermal energy between the battery thermal control loop 12, or in particular the first heat transfer fluid circulating therein, and the battery pack B in both directions, in order to allow for controlled heating or cooling of the battery pack B. The battery thermal control loop 12 comprises a third circulation pump 18 and a fluid-coolant heat exchanger 20. Advantageously, the battery thermal control loop 12 also comprises a first non-retum valve 21, arranged downstream, preferably immediately downstream, of the fluid-coolant heat exchanger 20. The third circulation pump 18 is adapted to circulate heat transfer fluid within the battery thermal control loop 12, and therefore also through the fluid-coolant heat exchanger 20 in a manner known per se. Advantageously, the third circulation pump 18 is arranged immediately upstream of the fluid-coolant heat exchanger 20, as shown in the embodiment illustrated in the figures.

The fluid-coolant heat exchanger 20 may be configured, for example, as a plate heat exchanger, and therefore comprise a first plate and a second plate. In particular, the first plate is adapted to allow a flow of first heat transfer fluid to circulate therein, while the second plate is adapted to allow a coolant to circulate therein. Ultimately, therefore, the fluid-coolant heat exchanger 20 is adapted to allow for the transfer of heat between the battery thermal control loop 12 and the coolant loop 16 (which will be described below).

In one embodiment of the invention, the battery thermal control loop 12 may further comprise a battery electric heating device (not shown, known per se), adapted to supply heat to the heat transfer fluid circulating within the battery thermal control loop 12 when activated.

The coolant loop 16 comprises a compressor 36, an evaporator 38 (exposed, in a manner known per se, to an air flow represented in the figures by the small arrows G), a condenser 32, a first thermal expansion valve 40, and a second thermal expansion valve 42.

The condenser 32 is preferably arranged downstream of the compressor 36, even more preferably immediately downstream of the compressor 36, and is arranged so as to be thermally coupled to the air outside the vehicle, and therefore preferably arranged at a front air intake or at the front of the vehicle, in a manner known per se.

According to the most preferable embodiment, both the first air-first heat transfer fluid heat exchanger 28 and the air-second heat transfer fluid heat exchanger 22 are arranged downwind from the air flow F and so that such air flow F passes first through the condenser 36 and then through the first air-first heat transfer fluid heat exchanger 28 and the air-second heat transfer fluid heat exchanger 22.

The compressor 36, in a manner known per se, is adapted to circulate, by increasing the pressure thereof, the coolant within the coolant loop 16, and therefore in particular also through the fluid-coolant heat exchanger 20.

The evaporator 38 is arranged so as to be thermally coupled to the air of the passenger cabin of the vehicle, and is therefore arranged for thermally controlling the cabin. In particular, the evaporator 38 is adapted to allow, when coolant flows therethrough, an exchange of heat between the air of the vehicle cabin, in particular external air which is then sent to the cabin and/or recirculation air which is drawn from the cabin and then re-sent to the cabin after the heat exchange, and the coolant which flows therethrough. The first thermal expansion valve 40 is adapted to, and arranged in such a way as to, couple the evaporator 38 to the coolant loop 16, and thus to adjust, by lamination, the coolant flow, and/or the pressure drop of the coolant flow, which flows through the evaporator 38.

The second thermal expansion valve 42, on the other hand, is adapted to couple the fluidcoolant heat exchanger 20 of the battery thermal control loop 12 to the coolant loop 16 in such a way as to allow for an exchange of heat between the coolant flowing through the fluid-coolant heat exchanger 20 - in particular through the first plate or plates when there is a plurality thereof - and the first heat transfer fluid circulating within the battery thermal control loop 12 and through the fluid-coolant heat exchanger 20 - in particular through the second plate, or the second plates when there is a plurality thereof. In particular, the second thermal expansion valve 42 is adapted to regulate, by means of lamination, the flow, and/or the pressure drop, of the coolant flow which flows through the fluid-coolant heat exchanger 20 - and therefore through the first plate(s).

In one operating mode, when the compressor 36 is activated, the coolant is compressed by it and, subsequently, passes inside the condenser 32. In a manner known per se, a first phase change occurs inside the condenser 32, whereby the coolant, due to the effect of the transfer of heat with the air flow to which the condenser 32 is exposed, passes from the gaseous state to the liquid state. The coolant, now liquid, is then in this way subcooled, and is made available through the first thermal expansion valve 40 and the second thermal expansion valve 42, which regulate the flow of coolant to the evaporator 38 and to the fluid-coolant heat exchanger 20, respectively. At this point, the coolant, by passing through the evaporator 38, undergoes a second phase change, evaporating due to the heat exchanged with the external air, by means of the evaporator 38. The coolant leaving the evaporator is finally returned back to the compressor 36, from where the cycle just described may recommence.

In one advantageous embodiment of the invention, the coolant loop 16 also comprises an accumulator (not shown, known per se) adapted to store the coolant in gaseous form and therefore arranged immediately upstream of the compressor 36. In one alternative but equivalent embodiment, the coolant loop instead comprises, in place of or as a complement to the accumulator, a tank (not shown, known per se), adapted to accumulate the coolant in liquid form and therefore arranged downstream of the compressor 36.

The refrigerant may, by way of non-limiting example, include the refrigerant R-1234yf (according to the denominative standard of the American Society of Heating, Refrigerating and Air-Conditioning Engineers), or also other types of refrigerant (such as carbon dioxide, R- 290 refrigerant fluid and/or R-134a refrigerant fluid according to the same standard just mentioned).

As mentioned above, in some particularly advantageous embodiments, the thermal control system 10 according to the invention also comprises a cabin thermal control loop 46, which in turn essentially comprises a fourth circulation pump 48 and a second air-first heat transfer fluid heat exchanger 50.

In particular, the second air-first heat transfer fluid heat exchanger 50 is arranged on a first loop branch 46a and supplied therefrom with a flow of first heat transfer fluid.

The second air-first heat transfer fluid heat exchanger 50 is adapted to allow, when a flow of first heat transfer fluid flows therethrough, the exchange of heat between such flow of first heat transfer fluid and air from the cabin of the vehicle. Such air from the cabin may originate from the external environment in order to be introduced into the cabin after the heat exchange, and/or it may be recirculating air or it may be drawn from the cabin for treatment and then sent to the cabin to be reintroduced thereto. Essentially, therefore, the second air-first heat transfer fluid heat exchanger 50 may take the form of a conventional radiator which has the main purpose of heating the air of the cabin using the heat supplied thereto by the first heat transfer fluid, which in turn will have already drawn it from the fluid-fluid heat exchanger 33 (and thus from the fuel cell C) and/or from the electric motor M.

The fourth circulation pump 48 is adapted to circulate heat transfer fluid within the cabin thermal control loop 46, and therefore also through the second air-first heat transfer fluid heat exchanger 50 in a manner known per se. Advantageously, the fourth circulation pump 48 is arranged downstream, even more preferably immediately downstream, of the fluidfluid heat exchanger 33.

In one embodiment, the cabin thermal control loop 46 also comprises a heating device 52, for example an electric heating device, or powered by electrical energy and adapted, when activated, to supply heat to the first heat transfer fluid circulating within the cabin thermal control loop 46. Preferably, this heating device 52 is configured to be supplied with electrical energy by the battery pack B and/or directly by the electrical energy generated by the fuel cell C.

Essentially, therefore, the controlled and coordinated use of the second air-first heat transfer fluid heat exchanger 50 and of the evaporator 38 allows for the air conditioning of the passenger compartment of the vehicle.

According to the invention, the first valve assembly 15 is configured and arranged in such a way as to be able to control the flow of the first heat transfer fluid. It is therefore arranged downstream of the point in the powertrain thermal control loop 14 wherein the thermal coupling between the powertrain thermal control loop 14 and the electric motor M is obtained. The first valve assembly 15 is configurable between two modes, in particular a first mode and a second mode. When the first valve assembly 15 is configured in the first mode, a flow of first heat transfer fluid flows first through the fluid-fluid heat exchanger 33 and then, possibly (also depending upon the configuration of the other valves and components of the thermal control system 10), through the first air-first heat transfer fluid heat exchanger 28, while, when the first valve assembly 15 is configured in the second mode, such flow of first heat transfer fluid instead flows through the first air-first heat transfer fluid heat exchanger 28 and not also through the fluid-fluid heat exchanger 33. The modes for obtaining such a first valve assembly 15 and the connecting branches necessary to obtain the function described above are various, and one will be described below.

Preferably, the first valve assembly 15 comprises - or consists of- a first three-way valve 15. The three-way valve 15 has an inlet 15a, a first outlet 15b, and a second outlet 15c. The first outlet 15b is closed when the first valve assembly 15 is in the first mode and the second outlet 15c is closed when the first valve assembly is in the second mode. The inlet 15a is arranged to receive a flow of first heat transfer fluid directly downstream of the thermal coupling between the powertrain thermal control loop 14 and the electric motor M; the first outlet 15b is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 15a directly to the first air-first heat transfer fluid heat exchanger 28; finally, the second outlet 15c is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 15a to the fluid-fluid heat exchanger 33. The first three-way valve 15 is therefore an easy and effective example of an embodiment for the purpose of directing the flow of a flow of first heat transfer fluid that has exchanged heat with the electric motor E, in particular that has drawn heat therefrom, selecting a single outlet to convey it and thus selecting between sending it to the fluid-fluid heat exchanger 33, first, to draw further heat also from the thermal coupling with the second heat transfer fluid, or else sending it directly to the first air-first heat transfer fluid heat exchanger 28.

In order to control the flow of the first heat transfer fluid within the battery thermal control loops 12 and to control the cabin thermal control loop 46, moreover, the thermal control system 10 preferably comprises a second three-way valve 78 and a third three-way valve 80. In particular, the second three-way valve 78 is, in a manner known per se, reconfigurable between a first mode thereof and a second mode thereof. The second three-way valve 78 has an inlet 78a, a first outlet 78b and a second outlet 78c. The first outlet 78a is closed when the second three-way valve 78 is configured in the first mode, and the second outlet 78b is closed when the second three-way valve 78 is configured in the second mode. The inlet 78a of the second three-way valve 78 is arranged downstream of the fluid-fluid heat exchanger 33; in this way, it may receive the flow of first heat transfer fluid that has flowed therethrough. The first outlet 78b of the second three-way valve 78 is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 78a directly to the first air-first heat transfer fluid heat exchanger 28. The third three-way valve 80 - similarly - is configurable between a first mode thereof and a second mode thereof, and has an inlet 80a, a first outlet 80b and a second outlet 80c. The first outlet 80b of the third three- way valve 80 is closed when the third three-way valve 80 is configured in the first mode, and the second outlet 80c of the third three-way valve 80 is closed when the third three-way valve 80 is configured in the second mode. The first outlet 80b of the third three-way valve 80 is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 80a of the third three-way valve 80 to the cabin thermal control loop 46, in particular at a point upstream of the second air-first heat transfer fluid heat exchanger 50. The second outlet 80c of the third three-way valve 80 is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 80a of the third three-way valve 80 to the battery thermal control loop 12, in particular at a point upstream of the fluid-coolant heat exchanger 20. Finally, the second outlet 78c of the second three-way valve 78 is arranged to supply, when not closed, the flow of first heat transfer fluid received from the inlet 78a of the second three-way valve 78 to the inlet 80a of the third three-way valve 80.

More specifically, in the embodiment shown in the figures, a plurality of connecting branches join together the battery thermal control loop 12, the powertrain thermal control loop 14 and the cabin thermal control loop 46, in particular allowing the first heat transfer fluid - by controlling appropriate valves - to circulate within one or more of these loops in series following differing paths and thus defining different usage configurations of the thermal control system 10. In particular, the thermal control system 10 in such an embodiment comprises at least a first, a second, a third, a fourth, etc., up to a twelfth connecting branch, respectively indicated in the figure with the reference numbers 54, 56, 58, 60, 62, 64, 66, 68, 70, 72, 74, 76, wherein the flows thereof are regulated by means of the first valve assembly 15, which in this embodiment comprises, preferably consists of, the first three-way valve 15, the second three-way valve 78 and the third three-way valve 80. In particular, the first connecting branch 54 draws the first heat transfer fluid circulating within the powertrain thermal control loop 14 and supplies it to the battery thermal control loop 12. Preferably, the first connecting branch 54 draws the first heat transfer fluid from a tank 82 and supplies it downstream of the third circulation pump 18. Preferably, a second non-return valve 55 is arranged on the first connecting branch 54. The second connecting branch 56 draws the first heat transfer fluid circulating within the battery thermal control loop 12 and supplies it to the powertrain thermal control loop 14. Preferably, the second connecting branch 56 supplies the first heat transfer fluid to the tank 82 and draws it by partial tapping immediately downstream of the point of the battery thermal control loop 12 wherein the thermal coupling with the battery pack B is obtained. The third connecting branch 58 draws the first heat transfer fluid circulating within the cabin thermal control loop 46 and supplies it to the powertrain thermal control loop 14 (see Fig. 9 and 10). Preferably, the third connecting branch 58 supplies the first heat transfer fluid to a point in the powertrain thermal control loop 14 downstream of the first air-first heat transfer fluid heat exchanger 28 and draws it from the cabin thermal control loop 46 immediately downstream of the second air-first heat transfer fluid heat exchanger 50. The fourth connecting branch 60 draws the first heat transfer fluid circulating within the battery thermal control loop 12 and supplies it to the cabin thermal control loop 46. Preferably, the fourth connecting branch 60 draws the first heat transfer fluid from a point within the battery thermal control loop 12 upstream of the third circulation pump 18 and immediately downstream of the point within the thermal control loop 12 wherein the first connecting branch 54 supplies the first heat transfer fluid. Preferably, a third non-retum valve 61 is arranged on the fourth connecting branch 60. The fifth connecting branch 62 draws the first heat transfer fluid from the second outlet 15c of the first three-way valve 15 and supplies it to the cabin thermal control loop 46 and to the powertrain thermal control loop 14, in particular by conveying the flow of first heat transfer fluid flowing therein up to a junction 63. From the fifth connecting branch 62, and in particular from the junction 63, the sixth connecting branch 64 branches, which draws the first heat transfer fluid from the fifth connecting branch 62 and supplies it to the fluid-fluid heat exchanger 33. The seventh connecting branch 66 draws the first heat transfer fluid from the fluid-fluid heat exchanger 33 and supplies it to the inlet 78a of the second three-way valve 78. The eighth connecting branch 68 draws the first heat transfer fluid from the first outlet 78b of the second three-way valve 78 and supplies it on the same branch of the powertrain thermal control loop 14 that the first outlet 15b of the first three-way valve 15 supplies the first heat transfer fluid, preferably at a point downstream of the first air-first heat transfer fluid heat exchanger 28. The ninth connecting branch 70 draws the first heat transfer fluid from the second outlet 78c of the second three-way valve 78 and supplies it to the inlet 80a of the third three-way valve 80. The tenth connecting branch 72 draws the first heat transfer fluid from the second outlet 80c of the third three-way valve 80 and supplies it to the battery thermal control loop 12, in particular at a point upstream of the point within the loop wherein the thermal coupling between the battery pack B and the battery thermal control loop 12 is obtained. The eleventh connecting branch 74 draws the first heat transfer fluid from the first outlet 80b of the third three-way valve 80 and supplies it to the cabin thermal control loop 46, in particular at a point upstream of the second air-first heat transfer fluid heat exchanger 50, and preferably also upstream of the electric heating device 52. The twelfth connecting branch 76 draws the first heat transfer fluid from the junction 63 and supplies it to the cabin thermal control loop 46. Preferably, the twelfth connecting branch 76 supplies the first heat transfer fluid to the third connecting branch 58, whereby it is at a point downstream of the second air-first heat transfer fluid heat exchanger 50. Advantageously, a fourth non-return valve 77 is arranged on the twelfth connecting branch 76.

Advantageously, at least one, and still more advantageously all, of the first three-way valve 15, the second three-way valve 78 and the third three-way valve 80 are proportional adjustable valves, or they may be controlled so that each may send a portion of fluid to the first outlet thereof and another portion of fluid to the second outlet thereof, and so that the relative proportion between the portion that is sent to the first outlet and the portion that is sent to the second outlet may be adjusted.

Finally, preferably, the thermal control system 10 according to the invention comprises an electronic control unit (not shown, but known per se), which is configured so as to control and command the first valve assembly 15, and/or the second three-way valve 78 and/or the third three-way valve 80, as well as the first, second, third and fourth circulation pumps 26, 30, 18 and 48.

The thermal control system 10 according to the invention may operate in different ways, or it may be controlled according to different control methods, depending upon the type of thermal control (heating, cooling, or neither of the two) that is required for the different components of the vehicle which are thermally coupled to the thermal control system 10 (cabin, battery pack B, powertrain D and electric motor M, fuel cell C, etc.). Some of these control methods, or operating modes, or usage configurations, will be described with reference to the thermal control system 10 according to the embodiment shown in Fig. 1; the usage configurations described are represented one by one in Fig. 2 to 11.

A first usage configuration is called “fuel cell cooling configuration exclusively by means of the air-second heat transfer fluid heat exchanger” and is shown in Fig. 2. In this first usage configuration, only the second circulation pump 30 is activated so as to obtain the circulation of the second heat transfer fluid within the fuel cell thermal control loop 13. At the same time, the three-way valve 13e of the fuel cell thermal control loop 13 is controlled so as to allow for the passage of a flow of second heat transfer fluid on the third branch 13c and thus through the air-second heat transfer fluid heat exchanger 22. In this usage configuration, the second heat transfer fluid draws heat from the thermal coupling with the fuel cell C and conveys it to the air-second heat transfer fluid heat exchanger 22, where it is dispersed in a manner known per se.

A second usage configuration is called “fuel cell cooling configuration through the air-second heat transfer fluid heat exchanger and the first air-first heat transfer fluid heat exchanger” and is shown in Fig. 3. In this second usage configuration, the second circulation pump 30 is activated so as to obtain the circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, and also the first circulation pump 26 so as to obtain a circulation of the first heat transfer fluid within the powertrain thermal control loop 14. At the same time, the three-way valve 13e of the fuel cell thermal control loop 13 is controlled so as to allow for the passage of a flow of second heat transfer fluid on the third branch 13c and thus through the air-second heat transfer fluid heat exchanger 22. At the same time, the first valve assembly 15 is configured in the first mode thereof so as to allow for the passage of a flow of first heat transfer fluid first through the fluid-fluid heat exchanger 33 and then through the first air-first heat transfer fluid heat exchanger 28. In this usage configuration, the second heat transfer fluid draws heat from the thermal coupling with the fuel cell C and conveys it to the air-second heat transfer fluid heat exchanger 22, where it is dispersed in a manner known per se. In addition, part of the heat drawn from the second heat transfer fluid is transferred to the first heat transfer fluid by means of the fluid-fluid heat exchanger 33; the first heat transfer fluid may then disperse such heat in a manner known per se by means of passing it through the first air-first heat transfer fluid heat exchanger 28.

Thus, as is clear in the embodiment shown in the figures, and in particular from the comparison between Fig. 2 and 3, the thermal control system 10 allows for the excess heat of the fuel cell C to be disposed of not only through the air-second heat transfer fluid heat exchanger 22 but also through the first air-first heat transfer fluid heat exchanger 28. A third usage configuration is called “cooling configuration of the electric motor through the first air-first heat transfer fluid heat exchanger” and is shown in Fig. 4. In this third usage configuration, the second circulation pump 30 is not activated, whereby there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, while the first circulation pump 26 is activated so as to obtain the circulation of the first heat transfer fluid within the powertrain thermal control loop 14. At the same time, the first valve assembly 15 is configured in the second mode thereof so as to allow for the passage of a flow of first heat transfer fluid through the first air-first heat transfer fluid heat exchanger 28 only and not also through the fluid-fluid heat exchanger 33. In this usage configuration, the first heat transfer fluid draws heat from the coupling with the electric motor M and then disperses it through the first air-first heat transfer fluid heat exchanger 28.

A fourth usage configuration is called “battery pack cooling configuration” and is shown in Fig. 5. In this fourth usage configuration, the second circulation pump 30 is not activated, whereby there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, while the third circulation pump 18 is activated so as to obtain the circulation of the first heat transfer fluid within the battery thermal control loop 12. At the same time, the compressor 36 is activated so as to obtain the circulation of the coolant within the coolant loop 16. In this usage configuration, the first heat transfer fluid draws heat from the coupling with the battery pack B and then disperses it through the fluid-coolant heat exchanger 20.

A fifth usage configuration is called “battery pack heating configuration” and is shown in Fig. 6. In this fifth usage configuration, the second circulation pump 30 is not activated, whereby there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, while the fourth circulation pump 48 is activated so as to obtain a circulation of the first heat transfer fluid within the battery thermal control loop 12, in part, and within the cabin thermal control loop 46, for another part. At the same time, the second three-way valve 78 is configured in the first mode thereof whereby the first outlet 78b thereof is closed and the second outlet 78c thereof is open. At the same time, the third three-way valve 80 is configured in the first mode thereof for which the first outlet 80b thereof is closed and the second outlet 80c thereof is open. At the same time, the electric heating device 52 is switched on. In this usage configuration, the first heat transfer fluid is heated by the electric heating device 52 and transfers heat to the battery pack B by means of the coupling with the battery pack B.

A sixth usage configuration is called the “cabin cooling configuration” and is shown in Fig. 7. In this sixth usage configuration, the second circulation pump 30 is not activated, whereby there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, but neither the first, second, third or fourth circulation pump 26, 30, 18, or 48 is activated whereby there is not even a circulation of the first heat transfer fluid. At the same time, the compressor 36 is activated so as to obtain the circulation of the coolant within the coolant loop 16. In this usage configuration, the coolant draws heat from the cabin by means of the evaporator 38 and disperses it to the outside by means of the condenser 32.

A seventh usage configuration is called the “cabin heating configuration” and is shown in Fig. 8. In this seventh usage configuration, the second circulation pump 30 is not activated, whereby there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, while the fourth circulation pump 48 is activated so as to obtain the circulation of the first heat transfer fluid within the cabin thermal control loop 46. At the same time, the second three-way valve 78 is configured in the first mode thereof whereby the first outlet 78b thereof is closed and the second outlet 78c thereof is open. At the same time, the third three-way valve 80 is configured in the second mode thereof whereby the first outlet 80b thereof is open and the second outlet 80c thereof is closed. At the same time, the electric heating device 52 is switched on. In this usage configuration, the first heat transfer fluid is heated by the electric heating device 52 and transfers heat to the cabin by means of the second air-first heat transfer fluid heat exchanger 50.

An eighth usage configuration is called “configuration for heating the cabin by recovering heat from the motor and fuel cell” and is shown in Fig. 9. In this eighth usage configuration, the second circulation pump 30 is activated so as to obtain the circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, and also the first circulation pump 26 and the fourth circulation pump 48 so as to obtain a circulation of the first heat transfer fluid within the powertrain thermal control loop 14 and within the cabin thermal control loop 46. At the same time, the three-way valve 13e of the fuel cell thermal control loop 13 is controlled so as to prevent the passage of a flow of second heat transfer fluid on the third branch 13c and thus through the air-second heat transfer fluid heat exchanger 22, while allowing passage on the bypass branch 13d. At the same time, the first three-way valve 15 is configured so as to allow a flow of first heat transfer fluid to pass through the fluid-fluid heat exchanger 33, or the first outlet 15b thereof is closed and the second outlet 15c thereof is open. At the same time, the second three-way valve 78 is configured in the first mode thereof whereby the first outlet 78b thereof is closed and the second outlet 78c thereof is open. At the same time, the third three-way valve 80 is configured in the second mode thereof whereby the first outlet 80b thereof is open and the second outlet 80c thereof is closed. At the same time, the electric heating device 52 is switched on. In this usage configuration, the first heat transfer fluid is heated by the electric heating device 52 and by the thermal coupling with the electric motor M and with the fluid-fluid heat exchanger 33 and transfers heat to the cabin by means of the second air-first heat transfer fluid heat exchanger 50.

A ninth usage configuration is called “configuration for heating the cabin by recovering heat from the motor” and is shown in Fig. 10. In this ninth usage configuration, the second circulation pump 30 is not activated, such that there is no circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, while the first circulation pump 26 and the fourth circulation pump 48 are activated so as to obtain the circulation of the first heat transfer fluid within the powertrain thermal control loop 14 and within the cabin thermal control loop 46. At the same time, the first three-way valve 15 is configured to allow a flow of first heat transfer fluid to pass through the fluid-fluid heat exchanger 33 (where, insofar as there is no circulation also of the second heat transfer fluid, no heat transfer takes place), or to prevent the supply of the first heat transfer fluid, arriving at the first three-way valve 15, to the first air-first heat transfer fluid heat exchanger 28, or the first outlet 15b thereof is closed and the second outlet 15c thereof is open. At the same time, the second three-way valve 78 is configured in the first mode thereof whereby the first outlet 78b thereof is closed and the second outlet 78c thereof is open. At the same time, the third three-way valve 80 is configured in the second mode thereof whereby the first outlet 80b thereof is open and the second outlet 80c thereof is closed. At the same time, the electric heating device 52 is switched on. In this usage configuration, the first heat transfer fluid is heated by the electric heating device 52 and, by the thermal coupling with the electric motor M, transfers heat to the cabin by means of the second air-first heat transfer fluid heat exchanger 50.

Finally, a tenth usage configuration is called “configuration for heating the cabin by means of recovery from the fuel cell” and is shown in Fig. 11. In this tenth usage configuration, the second circulation pump 30 is activated, whereby there is a circulation of the second heat transfer fluid within the fuel cell thermal control loop 13, but the fourth circulation pump 48 is also activated so as to obtain the circulation of the first heat transfer fluid within the cabin thermal control loop 46. At the same time, the second three-way valve 78 is configured in the first mode thereof whereby the first outlet 78b thereof is closed and the second outlet 78c thereof is open. At the same time, the third three-way valve 80 is configured in the second mode thereof whereby the first outlet 80b thereof is open and the second outlet 80c thereof is closed. At the same time, the electric heating device 52 is switched on. In this usage configuration, the first heat transfer fluid is heated by the electric heating device 52 and by the fluid-fluid heat exchanger 33 and transfers heat to the cabin by means of the second air-first heat transfer fluid heat exchanger 50. Alternatively, if the second heat transfer fluid is colder than the first heat transfer fluid, this same configuration may be used to heat the fuel cell C.

Clearly, as is evident to those skilled in the art, the control methods for controlling a thermal control system 10, or the usage configurations that may be obtained according to the invention are many and, even if not all of them have been explicitly described, these are easily deducible by those skilled in the art, starting from the description of the thermal control system 10 and from the thermal control methods described by way of example in a nonlimiting manner.

As is evident from the description above, the invention overcomes the disadvantages of the prior art and provides several advantages.

Firstly, the physical decoupling avoids contamination between the first heat transfer fluid and the second heat transfer fluid, which may never mix, and uses a traditional electric heating device 52, saving material costs and building processes for the same. The thermal coupling between the fuel cell thermal control loop 13 and the other loops, in particular the powertrain thermal control loop 14, and possibly the cabin thermal control loop 46, as permitted by the fluid-fluid heat exchanger 33, on the other hand, enables the possibility of draining excess heat load from the fuel cell C which may not be disposed of through the air-second heat transfer fluid heat exchanger 22 only, and of disposing of it by means of the first air-first heat transfer fluid heat exchanger 28, effectively doubling the exchange surface without the need to introduce additional radiant masses in other vehicle positions. In this way, the front cooling module therefore remains traditional in composition, but the innovative connection thereof allows for a more effective use.

Furthermore, to the extent that the air-second heat transfer fluid heat exchanger 22 is specifically designed to dispose of the load of the fuel cell C, it is not necessary to perform washing cycles in order to eliminate ions that involve high process costs and execution times on the order of hours.

Thus, the complexity of the loop remains on the order of that of an electric battery vehicle, despite the fact that vehicles with an electric motor powered by fuel cells require an additional cooling loop precisely because of the high thermal load generated by fuel cells.

Finally, the physical decoupling of the powertrain thermal control loop 14 from the fuel cell thermal control loop 13, implemented by means of the fluid-fluid heat exchanger 33, allows traditional technologies to be used for all of the other components of the loop thereby significantly reducing costs.

Of course, the principle of the invention being understood, the manufacturing details and the embodiments may vary widely with respect to that which is described and illustrated by way of non-limiting example only, without departing from the scope of the invention as defined in the accompanying claims.

LIST OF REFERENCE NUMBERS

B battery pack C fuel cell

D powertrain

E electronic system

F airflow

G airflow

M electric motor

10 thermal control system

12 battery thermal control loop

13 fuel cell thermal control loop

13a first loop branch

13b second loop branch

13c third loop branch

13d bypass branch

13e three-way valve

14 powertrain thermal control loop

14a first loop branch

14b second loop branch

14c third loop branch

15 first valve assembly, first three-way valve

15a inlet of the first three-way valve

15b first outlet of the first three-way valve

15c second outlet of the first three-way valve

16 coolant loop

18 third circulation pump

20 fluid-coolant heat exchanger

21 first non-retum valve

22 air-second heat transfer fluid heat exchanger

24 filter

26 first circulation pump

28 first air-first heat transfer fluid heat exchanger

30 second circulation pump condenser fluid-fluid heat exchanger ion exchanger compressor evaporator first thermal expansion valve second thermal expansion valve cabin thermal control loop a first loop branch fourth circulation pump second air-first heat transfer fluid heat exchanger electric heating device first connecting branch second non-return valve second connecting branch third connecting branch fourth connecting branch third non-retum valve fifth connecting branch junction sixth connecting branch seventh connecting branch eighth connecting branch ninth connecting branch tenth connecting branch eleventh connecting branch twelfth connecting branch fourth non-retum valve second three-way valve a inlet of the second three-way valve b first outlet of the second three-way valve c second outlet of the second three-way valve 80 third three-way valve

80a inlet of the third three-way valve

80b first outlet of the third three-way valve

80c second outlet of the third three-way valve

82 tank

Claims

1. Thermal control system (10) for a vehicle having a powertrain (D) that comprises an electric motor (M), a battery pack (B) adapted to power said electric motor (M), and a fuel cell (C) adapted to generate electric energy from the combustion of hydrogen and to supply said electric energy to the electric motor (M) and/or to the battery pack (B), the thermal control system (10) comprising: a powertrain thermal control loop (14), comprising a first circulation pump (26) and a first air-first heat transfer fluid heat exchanger (28), the first air-first heat transfer fluid heat exchanger (28) being adapted to allow, when a flow of first heat transfer fluid flows therethrough, for the transfer of heat between outside air and the flow of first heat transfer fluid that flows therethrough; wherein said first circulation pump (26) is adapted to circulate the first heat transfer fluid within said powertrain thermal control loop (14) and through said first air-first heat transfer fluid heat exchanger (28), wherein said powertrain thermal control loop (14) is thermally coupled to said electric motor (M) of the vehicle so as to allow for the transfer of heat between a flow of first heat transfer fluid and said electric motor (M); a fuel cell thermal control loop (13), comprising a second circulation pump (30) and a fluid-fluid heat exchanger (33); the fluid-fluid heat exchanger (33) being adapted to allow, when a flow of first heat transfer fluid flows therethrough and a separate flow of second heat transfer fluid flows therethrough, for the transfer of heat between such a flow of first heat transfer fluid and such a flow of second heat transfer fluid; wherein said second circulation pump (30) is adapted to circulate a second heat transfer fluid within said fuel cell thermal control loop (13) and through said fluid-fluid heat exchanger (33), and wherein said fuel cell thermal control loop (13) is thermally coupled to said fuel cell (C) of the vehicle; and a first valve assembly (15) adapted to control the flow of the first heat transfer fluid, and to this end arranged downstream the thermal coupling between said powertrain thermal control loop (14) and said electric motor (M), the first valve assembly (15) being configurable in a first mode and in a second mode, wherein when the first valve assembly (15) is configured in the first mode, a flow of first heat transfer fluid flows through the fluid-fluid heat exchanger (33) first and then through the first air-first heat transfer fluid heat exchanger (28), while when the first valve assembly (15) is configured in the second mode, such a flow of first heat transfer fluid flows through the first air-first heat transfer fluid heat exchanger (28) instead and not also through the fluid-fluid heat exchanger (33).

2. Thermal control system according to claim 1, further comprising a battery thermal control loop (12), comprising in turn a third circulation pump (18) and a fluid-coolant heat exchanger (20), wherein said third circulation pump (18) is adapted to circulate the first heat transfer fluid within said battery thermal control loop (12) and through said fluid-coolant heat exchanger (20), and wherein said battery thermal control loop (12) is thermally coupled to said battery pack (B) of the vehicle, the third circulation pump (18) being preferably arranged immediately upstream the fluid-coolant heat exchanger (20).

3. Thermal control system according to claim 2, further comprising a coolant loop (16) wherein a coolant is circulated, and comprising a compressor (36) adapted to circulate the coolant within said coolant loop (16) and through said fluid-coolant heat exchanger (20), a condenser (32) arranged immediately downstream the compressor (36), an evaporator (38) that is adapted to allow, when coolant flows therethrough, for the transfer of heat between air from the cabin of the vehicle and the coolant that flows therethrough, a first thermal expansion valve (40) adapted to adjust by lamination the flow of coolant that flows through said evaporator (38), and a second thermal expansion valve (42) adapted to adjust by lamination the flow of coolant that flows through the fluid-coolant heat exchanger (20).

4. Thermal control system according to any of the preceding claims, further comprising a cabin thermal control loop (46), which comprises a fourth circulation pump (48) and a second air-first heat transfer fluid heat exchanger (50), wherein said fourth circulation pump (48) is adapted to circulate the first heat transfer fluid within said cabin thermal control loop (46) and through said second air-first heat transfer fluid heat exchanger (50), the second air-first heat transfer fluid heat exchanger (50) being adapted to allow, when a flow of first heat transfer fluid flows therethrough, for the transfer of heat between air from the cabin of the vehicle and the flow of first heat transfer fluid that flows therethrough, the fourth circulation pump (48) being preferably arranged immediately downstream the fluid-fluid heat exchanger (20).

5. Thermal control system according to claim 4, wherein the cabin thermal control loop (46) further comprises an electric heating device (52) adapted to provide heat to the first heat transfer fluid circulating within the cabin thermal control loop (46) when turned on, the electric heating device (52) being preferably configured to be powered by electric energy from the battery pack (B) and/or from the fuel cell (C).

6. Thermal control system according to any of the preceding claims, wherein the fuel cell thermal control loop (13) further comprises an air-second heat transfer fluid heat exchanger (22) adapted to allow, when a flow of second heat transfer fluid flows therethrough, for the transfer of heat between outside air and the flow of second heat transfer fluid that flows therethrough.

7. Thermal control system according to any of the preceding claims, wherein the fuel cell thermal control loop (13) further comprises a filter (24) adapted to filter the second heat transfer fluid that circulates within the fuel cell thermal control loop (C) to remove contaminants or granules contained therein.

8. Thermal control system according to any of the preceding claims, wherein the fuel cell thermal control loop (13) further comprises an ion exchanger (34) adapted to reduce the ion charge of the second heat transfer fluid that circulates within the fuel cell thermal control loop (13).

9. Thermal control system according to any of the preceding claims, wherein the second heat transfer fluid has an electrical conductivity lesser than or equal to 5 microsiemens per meter.

10. Thermal control system according to any of the preceding claims, further comprising a fan (31) functionally associated with the first air-first heat transfer fluid heat exchanger (28) to facilitate heat transfer between the flow of first heat transfer fluid that flows through the first air-first heat transfer fluid heat exchanger (28) and air outside the vehicle.

11. Thermal control system according to claim 10 when dependent upon claim 6, wherein the first air-first heat transfer fluid heat exchanger (28) and the air-second heat transfer fluid heat exchanger (22) are arranged so that an air flow may flow in sequence on one and then on the other, and whereby the fan (31) is functionally associated also with the airsecond heat transfer fluid heat exchanger (22) to facilitate heat transfer between the flow of second heat transfer fluid that flows through the air-second heat transfer fluid heat exchanger (22) and air outside the vehicle.

12. Thermal control system according to any of the preceding claims, wherein the first valve assembly (15) comprises a first three-way valve (15) having an inlet (15a), a first outlet (15b) and a second outlet (15c), wherein the first outlet (15b) is closed when the first valve assembly (15) is in the first mode and the second outlet (15c) is closed when the first valve assembly (15) is in the second mode; wherein the inlet (15a) is arranged so as to receive a flow of first heat transfer fluid directly downstream of the thermal coupling between said powertrain thermal control loop (14) and said electric motor (M), the first outlet (15b) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (15a) directly to the first air-first heat transfer fluid heat exchanger (28), and the second outlet (15c) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (15a) to the fluid-fluid heat exchanger (33).

13. Thermal control system according to claim 12, when dependent upon claim 4, when in turn dependent upon claim 2, further comprising: a second three-way valve (78), configurable between a first mode and a second mode, and having respectively an inlet (78a), a first outlet (78b) and a second outlet (78c), wherein the first outlet (78b) is closed when the second three-way valve (78) is configured in the first mode thereof and the second outlet (78c) is closed when the second three- way valve (78) is configured in the second mode thereof; wherein the inlet (78a) is arranged downstream the fluid-fluid heat exchanger (33) to receive the flow of first heat transfer fluid that has flowed therethrough; the first outlet (78b) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (78a) directly to the first air-first heat transfer fluid heat exchanger (28); and a third three-way valve (80), configurable between a first mode and a second mode thereof, and having respectively an inlet (80a), a first outlet (80b) and a second outlet (80c), wherein the first outlet (80b) is closed when the third three-way valve (80) is configured in the first mode thereof and the second outlet (80c) is closed when the third three-way valve (80) is configured in the second mode thereof; wherein the first outlet (80b) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (80a) to the cabin thermal control loop (46) in a location upstream of the second air-first heat transfer fluid heat exchanger (50); and the second outlet (80c) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (80a) to the battery thermal control loop (12) in a location upstream of the fluid-coolant heat exchanger (20); and wherein the second outlet (78c) of the second three-way valve (78) is arranged so as to supply, when it is not closed, the flow of first heat transfer fluid received from the inlet (78a) of the second three-way valve (78) to the inlet (80a) of the third three-way valve (80).