CN217705420U

CN217705420U - System for thermal management of fuel cell engines

Info

Publication number: CN217705420U
Application number: CN202123309244.2U
Authority: CN
Inventors: 魏檐; 金小娇; 马静; 王亚东; 夏勇; 王俊; 武增奎
Original assignee: Cummins Inc
Current assignee: Cummins New Energy Power Shanghai Co ltd
Priority date: 2021-12-27
Filing date: 2021-12-27
Publication date: 2022-11-01
Anticipated expiration: 2031-12-27

Abstract

The present disclosure relates to a system for fuel cell engine thermal management. The system comprises: a first bundle in fluid communication with the battery pack, the first heat exchanger, and a first coolant flowing therebetween; or a second package in fluid communication with the cabin, the second heat exchanger, and a second coolant flowing therebetween; a cooling assembly comprising one or more condensers in fluid communication with the first or second kits to flow a third coolant therebetween, and a fuel cell engine configured to operate at an ambient temperature at which the first and second kits are also disposed, wherein the first, second, or third coolant flows from the first or second heat exchanger through the fuel cell engine when the ambient temperature has substantially increased or decreased.

Description

System for thermal management of fuel cell engines

Technical Field

The present disclosure relates to a fuel cell engine thermal management system. More particularly, the present disclosure relates to a thermal management system that controls the temperature of a vehicle's battery pack and cabin at hot and cold ambient temperatures.

Background

Over the past several decades, worldwide energy demand has prompted the widespread use of fuel cells for energy production and power generation. As a result, fuel cells are becoming more prevalent in vehicles, manufacturing, and more widespread industrial applications. Fuel cell systems are known for their efficient use of fuel to develop Direct Current (DC) and/or Alternating Current (AC) electrical power for stationary or mobile applications. Certain fuel cells, such as Solid Oxide Fuel Cells (SOFC), operate in large scale power systems that provide electrical power to meet industrial and municipal needs. Other fuel cells may be used for smaller portable applications such as powering cars, trucks, or other industrial equipment and vehicles. Additional common types of fuel cells include Phosphoric Acid Fuel Cells (PAFCs), molten Carbonate Fuel Cells (MCFCs), and Proton Exchange Membrane Fuel Cells (PEMFCs), all commonly named for their electrolytes.

Current solutions for thermal management in fuel cell vehicles have several drawbacks. First, current temperature control for fuel cell engines lacks efficiency in using hot or heated coolant. For example, current thermal management solutions may inefficiently use hot coolant and/or may not be able to efficiently coordinate the use of each component of the thermal management system. The application of sub-optimal thermal management systems may result in excessive power consumption, such as may be required by controlling the temperature of the fuel cell system under seasonal temperature fluctuations.

Second, existing thermal management systems typically have components dispersed throughout the vehicle, which hinder their ability to interconnect, integrate, and communicate. For example, because the thermal management system is separate in the thermal management system, the stack, the cabin, and the fuel cell engine operate largely independently of each other. This increases power consumption and reduces overall system efficiency by not utilizing system components for their optimal capabilities. As a result, each component experiences excessive wear, which requires frequent repair and/or replacement of parts, thereby increasing the cost of production and maintenance. Accordingly, there is a need for systems and methods for integrated temperature control of fuel cell vehicle thermal management systems at various ambient temperatures.

Disclosure of Invention

The present disclosure relates to thermal management systems. In one aspect, the system includes: a first kit in fluid communication with the battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive a first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant; or a second kit in fluid communication with the cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive the second coolant, and the second heated coolant flows through the second heat exchanger to heat the second coolant; a cooling assembly comprising one or more condensers in fluid communication with the first or second kits for flowing a third coolant therebetween; and a fuel cell engine configured to operate at an ambient temperature, wherein the first and second kits are also set at the ambient temperature, wherein the first, second, or third coolant flows through the fuel cell engine from the first or second heat exchanger when the ambient temperature has substantially increased or decreased.

In some embodiments, the first kit may include a third heat exchanger configured to receive the first coolant and the third coolant therethrough. The third heat exchanger may be configured to cool the battery pack or the cabin when the battery pack and the cabin are exposed to a hot ambient environment. The first and second kits may be in fluid communication with the fuel cell engine such that the first heated coolant or the second heated coolant flows between the first and second kits and the fuel cell engine. In some embodiments, the first coolant flowing through the first bundle and the second coolant flowing through the second bundle may be cooled by a third coolant. The first, second and third coolants may be provided in separate fluid circuits. In some embodiments, the first kit can include a PTC heater in fluid communication with the first heat exchanger or the second heat exchanger.

In some embodiments, the first heat exchanger may be configured to heat the battery pack, or the second heat exchanger may be configured to heat the cabin, when the battery pack and cabin are exposed to a cold ambient environment. The first heat exchanger and the fuel cell engine may form a first fluid circuit such that the first heated coolant exiting the fuel cell engine is circulated through the first heat exchanger to heat the first coolant flowing to the stack. The first heat exchanger may form a second fluid circuit with the battery pack, the second fluid circuit being provided separately from the first fluid circuit.

In some embodiments, the one or more condensers of the cooling assembly may include a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit. The cooling package may include one or more fans and a heat sink disposed between the first condenser and the second condenser.

The second heat exchanger and the fuel cell engine may form a second fluid circuit such that the second heated coolant exiting the fuel cell engine is circulated through the second heat exchanger to heat the second coolant flowing to the cabin. The second heat exchanger may form a third fluid circuit with the cabin, the third fluid circuit being provided separately from the second fluid circuit.

The present disclosure also relates to an integrated thermal management system. In one aspect, the system may include: a first kit in fluid communication with the battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive a first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant; a second package in fluid communication with the cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive the second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant; a cooling assembly comprising one or more condensers in fluid communication with the first or second kits for flowing a third coolant therebetween; and a fuel cell engine configured to operate at an ambient temperature, wherein the first and second packages are also disposed at the ambient temperature, wherein the first, second, and third coolants flow through the fuel cell engine from the first and second heat exchangers when the ambient temperature has substantially increased or decreased.

In some embodiments of the integrated system, the first and second kits may be in fluid communication with the fuel cell engine such that the first heated coolant or the second heated coolant flows between the first and second kits and the fuel cell engine. In some embodiments, the one or more condensers of the cooling assembly may include a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

The present disclosure also relates to a vehicle thermal management system. The system may include: a first kit in fluid communication with the vehicle battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive the first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant; a second kit in fluid communication with the vehicle cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive a second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant; a cooling assembly comprising one or more condensers in fluid communication with the first or second kits for flowing a third coolant therebetween; and a fuel cell engine configured to operate the vehicle at an ambient temperature, wherein the first and second kits are also disposed at the ambient temperature, wherein the first, second, or third coolant flows from the first or second heat exchanger and through the fuel cell engine when the ambient temperature has substantially increased or decreased.

In some embodiments of the vehicle, the first and second kits may be in fluid communication with the fuel cell engine such that the first heated coolant or the second heated coolant flows between the first and second kits and the fuel cell engine. In some embodiments, the one or more condensers of the cooling assembly may include a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

The disclosure also relates to a method for regulating the temperature of a fuel cell engine. The method can comprise the following steps: flowing a first coolant through a first circuit of a first kit in fluid communication with the battery pack and a first heat exchanger, wherein the first heat exchanger is configured to receive the first coolant and a first heated coolant flows through the first heat exchanger to heat the first coolant; or flowing a second coolant through a second loop of a second kit in fluid communication with the cabin and a second heat exchanger, wherein the second heat exchanger is configured to receive the second coolant and a second heated coolant flows through the second heat exchanger to heat the second coolant; and flowing a third coolant through a third circuit having one or more condensers in fluid communication with the first and second kits, wherein the third coolant is a cooled coolant that cools the first and second coolants, and wherein the flow of the first heated coolant, the second heated coolant, and the third coolant is separate from the flow of the first and second coolants.

In one embodiment of the method, the first heated coolant and the second heated coolant may flow from a fuel cell engine in fluid communication with the first heat exchanger and the second heat exchanger. In some embodiments, the method may include turning off the flow of the first and second heated coolants during hot ambient conditions and turning off the flow of the third coolant during cold ambient conditions.

Drawings

FIG. 1A is a prior art schematic of a heating circuit in a prior art fuel cell engine thermal management system;

FIG. 1B is a prior art schematic of a resistor heating circuit in a prior art battery heating application;

FIG. 2A is a schematic perspective view of a sample battery thermal management system kit of the present embodiment;

FIG. 2B is a schematic perspective view of components in the battery thermal management system kit of FIG. 2A;

FIG. 3 is a schematic diagram illustrating communication between components in the battery thermal management system kit of FIG. 2A;

figure 4 is a schematic perspective view of the cabin air conditioning system kit of the present embodiment;

figure 5 is a schematic diagram illustrating the communication between components in the cabin air conditioning system kit of figure 4;

fig. 6A is a schematic diagram illustrating a cooling assembly of the fuel cell thermal energy system of the present embodiment;

FIG. 6B is a schematic perspective view of the cooling assembly of FIG. 6A; and

fig. 7 is a schematic diagram illustrating the fuel cell vehicle thermal management system of the present embodiment.

These and other features, aspects, and advantages of the present embodiments will become better understood when the following detailed description is read with reference to the accompanying drawings described herein.

Detailed Description

Certain exemplary embodiments will now be described to provide an overall understanding of the principles of the structure, function, manufacture, and use of the devices and methods disclosed herein. One or more examples of these embodiments are illustrated in the accompanying drawings. Those skilled in the art will understand that the devices and methods specifically described herein and illustrated in the accompanying drawings are non-limiting exemplary embodiments and that the scope of the present disclosure is defined solely by the claims.

The features illustrated or described in connection with one exemplary embodiment may be combined with the features of other embodiments. Such modifications and variations are intended to be included within the scope of the present disclosure. Further, those skilled in the art will recognize that terms known to those skilled in the art may be used interchangeably herein. For example, the terms "fluid 124" and "coolant" may be used interchangeably to refer to substances flowing through a circuit of a kit of a thermal management system.

The present disclosure relates to a fuel cell engine thermal management system ("FCE-TMS") 1000 that includes one, one or more, or more kits (kits) or tanks (pages) 100, 200. The kits or

cases

100, 200 of the present disclosure may form permeable, impermeable, permeable, or impermeable structures around one or more fuel cells, fuel cell stacks, fuel cell systems, and/or fuel cell engines 112 in order to protect them from any elements that may accelerate damage, degradation, or degradation of the fuel cell engines 112. Importantly, the kits or

boxes

100, 200 of the present disclosure are provided to manage or regulate heating and cooling of the fuel cell engine, stack or system during periods of high and low temperatures.

The kit or

tank

100, 200 may be made of any sealable material known to retain heat, and is typically made of a metal such as steel (e.g., stainless steel) or aluminum. The kit or

case

100, 200 may also be made of one or more pieces, parts, or portions that are configured, connected, and/or attached together to make up a single solid protective structure. In some embodiments, the kit or

case

100, 200 will be sealed (e.g., hermetically sealed, waterproof, airtight, etc.) such that it is impermeable to air, water, dust, debris, etc. This feature generally proves advantageous for managing and reducing thermal fluctuations in and around the fuel cell engine 112 located within and/or within the kits or

tanks

100, 200 of the present disclosure.

The kit or case may be any size or shape necessary to perform its function of holding or removing heat near and/or around the Fuel Cell Engine (FCE) 112. The kits or

boxes

100, 200 of the present disclosure may enable cold start of the fuel cell engine, particularly during extremely hot or cold temperatures, weather, or conditions, to maintain the health and operation of the fuel cell engine 112.

The kit or

box

100, 200 may include additional kits, components, and/or subsystems (e.g., a battery thermal management system kit, a cabin air conditioning system kit, and a cooling assembly) in communication with one another. The fuel cell engine thermal management system ("FCE-TMS") and the

kits

100, 200 also include a plurality of components (e.g., chiller, compressor, heat exchanger, pump, dryer, condenser, etc.) that are also in communication with each other. The FCE-TMS may use the fluid 124 passing therethrough for temperature control of system components under a range of ambient conditions and in all climates (e.g., from cold ambient temperature to hot ambient temperature).

For example, FCE-TMS 1000 may include a battery thermal management system package 100, a cabin air conditioning system package 200, and/or a cooling assembly 300 that are integrated or can be integrated to allow fluid 124 to pass therethrough to heat and/or cool a battery pack and/or a cabin in a fuel cell vehicle application. Each cartridge may include a series of circuits therein for circulating the fluid 124 therethrough. One or more of the system components in each circuit may act as a heat exchanger to heat and/or cool fluid 124 flowing to or from an adjacent circuit, which is distributed to other system components for heating and/or cooling under various ambient conditions.

Fig. 1A and 1B illustrate a heating application in a prior art fuel cell engine thermal management system 10 ("FCE-TMS") that includes positive temperature coefficient ("PTC") heating. As shown, known fuel cell engine thermal management applications include a fuel cell engine ("FCE") 12 in fluid communication with a PTC heater 14 and a pump 16, the pump 16 flowing a fluid 124 back to the FCE 12. Fluid 124 flowing from FCE 12 in FCE-TMS 10 may branch to flow to heat sink 18, which then combines with fluid 124 exiting PTC heater 14 to flow to pump 16. The PTC heater 14 and pump 16 may also be used for resistor heating or coolant heating in a battery heating application 20, as shown in fig. 1B.

Fig. 2A and 2B illustrate an exemplary embodiment of a battery thermal management system ("BTMS") kit or case 100 that may be used within the thermal management system 10 of the present disclosure. The BTMS kit 100 can be integrated to provide heating and/or cooling of the BTMS's batteries in various climates. For example, the kit may regulate heating or cooling of the battery temperature by using coolant from the system to achieve heating and cooling of the battery. As shown in fig. 2B, the fluid 124 may circulate through a series of circuits 101 formed between components of the BTMS kit 100 to heat and/or cool these same components, as discussed in more detail below.

Exemplary embodiments of the BTMS kit 100 of the present disclosure may include the following specifications:

the size of the kit is as follows: 800x460x251.5 mm;

cooling capacity: 8.76/10 kW;

compressor power: less than or equal to 4.3 kW;

compressor coolant: r134a;

PTC power: 2x6.5 kW;

cooling refrigerator capacity: not less than 10 kw;

heating and refrigerating machine capacity: 15 kW @ ([ delta ] t =70 ℃, 20L/min); and/or

High voltage power fuse and wire: 50 A/4 mm². Those skilled in the art will recognize that the above specifications are merely exemplary, and that one or more of these specifications may be altered without departing from the spirit of the present disclosure.

Figure 3 illustrates the components of the BTMS kit 100 in more detail. The components of the BTMS kit 100 may be arranged in the series of circuits 101 that will be used to heat and/or cool the battery pack 102 in communication with the BTMS kit 100 based on the ambient temperature in which the battery pack 102 is disposed. The battery pack may include any number of cells required to produce a desired or required power demand.

For example, the battery pack 102 may include four batteries (e.g., packs 1,2, 3, and 4), as shown in fig. 3. It will be appreciated, however, that this number of battery packs 102 is purely exemplary. Any number of battery packs 102 and batteries 132, including three or less or five or more, may be included in the vehicle thermal management system 100 of the present disclosure. In some embodiments, one or more cells 132 in the battery pack 102 may be arranged in series, parallel, or in any combination, such as both series and parallel, as shown in fig. 3.

BTMS kit 100 can be configured to heat and/or cool one or more batteries 132 associated therewith in the environment as well as in both hot and cold climates. BTMS kit 100 may include one or more chillers 106 in fluid communication with battery pack 102 to heat and/or cool one or more batteries 132 and/or one or more battery packs 102. Those skilled in the art will recognize that while the term "chiller" is used in this specification, a chiller refers to any component that can be used to cool or heat the fluid 124 of the present fuel cell engine thermal management system ("FCEV-TMS") or battery thermal management system 100. In particular, a "chiller" or the present system 100 may be used as a heat exchanger, where the terms "chiller" and "heat exchanger" are used interchangeably herein to express that the component may heat and/or cool the system fluid 124.

As shown in fig. 3, BTMS kit 100 may include various components, including a fuel cell engine-BTMS chiller 104 ("FCE-BTMS") chiller, an energy storage system ("ESS") chiller 106, a positive temperature coefficient ("PTC") heater 108, and a compressor 109. As noted above, the FCE-BTMS chiller 104 may be in a fluid coolant loop 126 of the series of loops 101 having one or more coolant loops (e.g., a, B, and/or C) for circulating the fluid 124 therethrough.

Some non-limiting examples of the fluid 124 used in the present system 100 may include any type of coolant 124. In exemplary embodiments, the coolant 124 may be freon, antifreeze, refrigerant, water, oil, and/or combinations thereof. In one embodiment, the coolant 124 is engine coolant.

In some embodiments, the FCE-BTMS chiller 104 may be a component in a first circuit a that includes an energy storage system ("ESS") chiller 106, one or more PTCs 108, and a pump 110 within the BTMS package, the pump 110 flowing a fluid 124 to the battery pack 102. The coolant flowing through the first loop a,126 may be heated to raise the temperature of the stack at cold ambient temperatures. As shown, the fluid 124 exiting the FCE-BTMS chiller 104 may flow through the PTC 108, through the ESS chiller 106, and to the pump 110, the pump 110 flowing the fluid 124 to the battery pack 102.

As mentioned above, in some embodiments, the power of the PTC 108 may be any amount. In an exemplary embodiment, the PTC 108 may generate approximately 6.5 kW of power. When more than one PTC 108 is used, they may additionally generate a total amount of power. For example, when 2 PTCs 108 are used in the system, a power output of about 13 kW is produced. Likewise, the total amount of power generated by the PTCs of system 1000 may be calculated as the product of the number of PTCs multiplied by their respective power outputs (e.g., about 6.5 kW).

Fluid 124 exiting the first circuit a,126 of the one or more battery packs 102 may then flow back to the FCE-BTMS chiller 104. The fluid 124 is then reheated and recirculated through the first loop a, 126. In some embodiments, FCE-BTMS chiller 104 may act as a heat exchanger by using heated coolant 124 flowing from FCE 112 to heat fluid 124 flowing to battery pack 102.

It will be appreciated that the FCE 112 may include an FCE PTC (not shown) for heating the coolant 124 flowing therethrough. The power output of the FCE PTC may be quantitative. For example, the power output of the FCE PTC may range from about 6 kW to about 8 kW, or have an average value of about 7 kW.

The BTMS package 100 of the present embodiment can utilize the heat and efficient fuel economy of the FCE 112 to heat the battery 132 while using the existing fluid 124 flow of the coolant 124 throughout the system 100. For example, at cold ambient temperatures, the first circuit a,126 may work in conjunction with the second circuit B,126 to heat the battery pack 102 within the first circuit a, 126.

As shown in fig. 3, the FCE-BTMS chiller 104 may be part of a second circuit B having a fuel cell engine ("FCE") 112. The coolant circuits B,126 also include one or more radiators 114 and a pump 116 for circulating fluid 124 therebetween. In some embodiments, the BTMS kit 100 may include a valve 118 as part of the second loop B, 126. The valve 118 is capable of receiving coolant from the FCE 112.

A fluid 124, such as a heated coolant of the second circuits B,126, may flow from the FCE 112 and branch between the valve 118 and one or more radiators 114 of the BTMS kit 100. Fluid 124 exiting FCE-BTMS chiller 104 may join fluid 124 exiting heat sink 114 to flow to pump 116 where fluid 124 is routed to FCE 112 in pump 116. It will be appreciated that in embodiments where the battery pack 102 in the first circuit a is heated by the fluid 124 from the FCE-BTMS chiller 104 due to cold ambient temperatures, the ESS chiller 106 may be turned off to prevent the flow of cold coolant 124 to the battery pack 102.

One skilled in the art will recognize that cold ambient temperatures within the scope of the present disclosure may be ambient temperatures (e.g., cold ambient environments) and/or operating temperatures that have been substantially or significantly reduced below normal ambient temperatures. In some embodiments, the cold ambient temperature is from about 0 degrees Celsius (0)^oC) Or lower, such as about 0^oC to about-140^oC, including any specific temperature or temperature range contained therein. For example, the cold ambient temperature can range from about 0 ℃ to about-90 ℃, 0 ℃ to about-60 ℃, 0 ℃ to about-30 ℃, and any particular temperature or temperature range contained therein.

In some embodiments, the FCE 112 of the first loop a,126 may require a cold start after being shut down for a minimum length of time during cold ambient temperatures. In such embodiments, the BTMS kit 100 may utilize the PTC heater 108 to heat the battery pack 102 during a cold start that occurs at cold ambient temperatures. After the battery pack 102 has been heated, the BTMS kit 100 can be used to help heat the FCE 112 through the second circuit B,126 to enable the FCE 112 to start after a cold start. Once the FCE 112 has been started from a cold start and is operational such that the FCE coolant temperature stabilizes at the operating temperature and operates normally, the FCE-BTMS chiller 104 may be used to keep the battery pack 102 warm, as discussed above. As discussed above, using existing coolant loops to keep the battery pack warm may be beneficial in reducing battery energy consumption.

In some embodiments, the battery pack 102 of the present disclosure may be used at normal ambient temperatures. One skilled in the art will recognize that normal ambient temperatures within the scope of the present disclosure may be ambient temperatures (e.g., normal ambient environment) and/or range from about 0 degrees celsius (0)^oC) To about 35 degrees Celsius (35)^oC) Including any particular temperature or temperature range contained therein. For example, normal ambient temperatures can range from about 0 ℃ to about 30 ℃, 0 ℃ to about 20 ℃, 0 ℃ to about 15 ℃, and any particular temperature or temperature range contained therein. In such an embodiment, the FCE 112 and battery pack 102 operate normally when the BTMS package 100 is circulating coolant. The PTC heater 108 and the compressor 109 are turned off.

In some embodiments, the BTMS kit 100 of the present embodiment may cool the battery pack 102 while using the existing fluid 124 flow of cold coolant throughout the third circuit C,126 of the BTMS kit 100. The third circuit C,126 may cooperate with the first circuit a,126 to cool the battery pack 102 of the first circuit a,126 at a hot ambient temperature.

One skilled in the art will recognize that a hot ambient temperature within the scope of the present disclosure may be an ambient temperature (e.g., a hot ambient environment) and/or an operating temperature that has been substantially or significantly elevated above a normal ambient temperature. In one embodiment, the hot ambient temperature is at, about, or about in excess of 35 degrees (35℃.), including any specific temperature or temperature range contained therein. For example, the hot ambient temperature can range from about 36 ℃ to about 1000 ℃, 40 ℃ to about 900 ℃, 50 ℃ to about 850 ℃, and any particular temperature or temperature range contained therein.

As shown, the third circuit C,126 may include the ESS chiller 106, compressor 109, dryer, and pressure valve 120 of the BTMS package 100 in fluid communication with the condenser 122. The cold coolant 124 may flow from the ESS chiller 106 to the compressor 109 and out to the condenser 122. While the FCE 112 and battery pack 102 are operating properly, fluid 124 from the condenser 122 may flow to the dryer and pressure valve 120 and back to the ESS chiller 106 for cooling.

In some embodiments, the ESS chiller 106 and the compressor 109 can act as heat exchangers by using a coolant 124 flowing therethrough to reduce the temperature of the fluid 124 flowing from the ESS chiller 106 to cool the fluid 124 flowing to the battery pack 102. It will be appreciated that in some embodiments where the battery pack 102 in the first circuit a,126 is cooled by the fluid 124 in the ESS chiller 106 at a hot ambient temperature, the FCE-BTMS chiller 104 may be turned off so as not to heat the coolant 124 flowing to the battery pack 102.

It will be appreciated that each of the coolant loops a,126, B,126, C,126 may include a separate coolant 124 passing therethrough. For example, coolant 124 passing through the first loop a,126 remains separate from coolant 124 passing through the second loop B,126, and coolant 124 passing through the second loop B,126 remains separate from coolant 124 passing through the third loop C, 126. Some non-limiting examples of the coolant 124 passing through the coolant loop 126 may include any type of coolant 124. In exemplary embodiments, the coolant 124 may be freon, antifreeze, refrigerant, water, oil, and/or combinations thereof. In one embodiment, the coolant 124 is engine coolant.

The coolants 124 remain separate in the coolant loop (e.g., a, B, and/or C) because each coolant 124 has specific requirements and temperatures at which they optimally heat and/or cool the components. It will be appreciated that although the coolant 124 remains separate, in some embodiments, multiple circuits 101 may include the same coolant 124. Further, in some embodiments, multiple coolants 124 may pass through any given circuit 126 of the series of circuits 101.

While the above-described system is configured to heat and/or cool the battery pack 102, one skilled in the art will recognize that the present embodiments may be used to control the temperature of various other system components. Some non-limiting examples of embodiments in which the presently disclosed system may be used include, but are not limited to, aboard one or more vehicles 250.

As seen in fig. 5, the vehicle 250 may include any component, compartment, brand, and/or type of vehicle. For example, vehicle 250 components can include, but are not limited to, one or more vehicle cabins, vehicle powertrains, vehicle control systems, vehicle thermal management and/or cooling systems, and the like. Types of vehicles 250 include, but are not limited to, commercial vehicles and engines, trucks (e.g., heavy or mining trucks), trains, trams, airplanes, buses, ships, boats, and other known vehicles, as well as other mechanical and/or manufacturing equipment, devices, and the like.

For example, fig. 4 illustrates an exemplary embodiment of a vehicle 250 cabin air conditioning ("a/C") kit or tank 200 that may be used within the thermal management system 100 of the present disclosure. The vehicle 250 cabin a/C kit 200 can be integrated to provide heating and/or cooling of the interior cabin 202 of the vehicle 250 in a variety of climates similar to the climate in which the battery pack 102 is disposed. For example, as shown, a cabin air conditioning (a/C) kit 200 may regulate heating or cooling of the cabin 202 by using a heated or cooled coolant 224 in a coolant circuit 226 (e.g., A1, B1, and C1) included in the series of fluid circuits 201, the coolant circuit 226 being similar to the coolant circuit 126 (e.g., a, B, and C) of the BTMS kit 100 discussed above.

An exemplary embodiment of a cabin air conditioning (a/C) kit 200 of the present disclosure may include the following specifications:

the size of the kit is as follows: 510x500x241.5 mm;

cooling capacity: 4.5 kW;

compressor coolant: r134a;

PTC power: 1x6.5 kW;

heating refrigerator capacity: 5 kW @ ([ delta ] t =40 ℃, 20L/min); and/or

High voltage power fuse and wire: 20 A/2.5 mm². Those skilled in the art will recognize that the above specifications are merely exemplary, and that one or more of the specifications may be changed or changed slightly or significantly without departing from the spirit of the disclosure.

Figure 5 illustrates the components of the cabin air conditioning kit 200 in more detail. The cabin a/C kit 200 may include a chiller 202 in fluid 224 communication with a cabin air heater 206 to heat and/or cool the cabin 202. The components of the cabin a/C kit 200 may be arranged in a series of circuits 201 within an integrated thermal management system 1000 that may be used to heat and/or cool a vehicle cabin 202.

In some embodiments, the circuit 226 of the cabin a/C kit 200 may be in communication with the BTMS kit 100 due to the common ambient temperatures experienced between the battery pack 102 and the cabin 202. It will be appreciated that in view of the disclosure relating to one or more of the coolant circuits 226 (e.g., A1, B1, and C1) of the series of circuits 201 in the cabin a/C kit 200 (see fig. 5), those coolant circuits 126 (e.g., a, B, and C) in the series of circuits 101 discussed above with respect to the BTMS kit 100 (see fig. 3) are similar and, for the sake of brevity, a detailed description thereof is omitted.

As shown, the cabin a/C kit 200 can include a fuel cell engine-cabin refrigerator ("FCE-cabin") refrigerator 204, a PTC heater 208, a compressor 209, a pump 210, and/or a dryer and pressure valve 220. The FCE-cabin chiller 204 may be in a fluid 224 coolant loop 226 having a series of loops 101 for circulating the fluid 224 therethrough. Some non-limiting examples of the fluid 124 in the circuit 126 may include any type of coolant 124. In exemplary embodiments, the coolant 124 may be freon, antifreeze, refrigerant, water, oil, and/or combinations thereof. In one embodiment, the coolant is engine coolant 124.

Although both the BTMS kit 100 and the pod a/C kit 200 may include any number of refrigerators 204, in some embodiments the pod a/C kit 200 includes a single refrigerator 204. For example, as shown in figure 5, the cabin a/C suite 200 includes only a single FCE-cooler 204. In contrast, in some exemplary embodiments, the BTMS kit 200 of fig. 3 (as discussed above) may include two chillers, the FCE-BTMS chiller 104 and the ESS chiller 106.

The FCE-pod refrigerator 204 may be a component in the first circuit A1,226 of the pod a/C kit 200 that includes one or more PTC heaters (PTCs) 208. The pump 210 within the cabin a/C kit 200 causes the fluid 224 to flow out to the air heater 206 in the vehicle cabin 202. The fluid 124 then flows back into the FCE-capsule chiller 204. The heated coolant 224 flowing through the PTC 208 and the FCE-chiller 204 may be used to heat the cabin 202 at a cold ambient temperature. As mentioned above, in some embodiments, the power of the PTC 208 may be about 6.5 kW to about 8 kW, such as about 6.5 kW or at or about 7 kW. As shown, the fluid 224 flowing out of the FCE-cabin chiller 204 can flow through the pump 210 to the PTC 208 and out of the cabin a/C kit 200 to the air heater 206 of the vehicle cabin 202 where the cabin 202 is heated. The fluid 224 exiting the pod 202 may then flow back to the FCE-pod refrigerator 204 for heating and then be recirculated through the first circuit A1, 226. In some embodiments, the FCE-capsule chiller 204 may act as a heat exchanger 204 by using the heated coolant 224 flowing in from the FCE 212 of the second circuit B1,226 to heat the fluid 224 flowing to the capsule 202.

As mentioned above, the second circuit B1,226 of fig. 4 is similar to the second circuit B,126 of fig. 3, and thus a detailed discussion of the second circuit B1,226 with the radiator 214 and the pump 216 contained therein is omitted for the sake of brevity. It will be appreciated that in embodiments where the vehicle 202 in the first circuit A1,226 is heated by the fluid 224 in the FCE-cabin refrigerator 204 at cold ambient temperatures, the mechanism for cooling the fluid 224 may be turned off so as not to reduce the temperature of the cabin 202, as discussed in more detail below.

In some embodiments, the third circuit C1,226 in the pod a/C kit 200 may work in conjunction with the first circuit A1,226 to cool the pod 202 at hot ambient temperatures. As shown, the third circuit C1,226 may include an evaporator 218 in fluid communication with the compressor 209, a dryer and pressure valve 220, and a condenser 222. From the evaporator 218, the fluid 124 may flow into the compressor 209 and be passed into the condenser 222.

After the fluid 124 exits the condenser 222, it may pass through a dryer and pressure valve 220 before returning to the evaporator 218. In some embodiments, the evaporator 218 may function as a heat exchanger that may be used to cool the cabin 202 at a hot ambient temperature. For example, the evaporator 218 may be in fluid communication with an air heater 202 in the cabin 202 to cool the cabin 202. The evaporator 218 and the air heater 202 may be in fluid communication via an electric fan that facilitates a flow of air that provides cooling to the cabin 202.

In some embodiments, the FCE-cabin chiller 204 may act as a heat exchanger by using the heated coolant 224 flowing in from the FCE 212 of the second circuit B1,226 to heat the fluid 224 flowing to the cabin 202. It will be appreciated that in embodiments where the cabin is heated at cold ambient temperatures by the fluid 224 in the FCE-cabin refrigerator 204, the compressor 209 may be turned off so as not to pass cold coolant 224 to the cabin 202, making the cabin 202 even cooler.

It will be appreciated that each of the circuits A1,226, B1,226, C1,226 may include a separate coolant 224 passing therethrough. For example, coolant 224 passing through the first loop A1,226 remains separate from coolant 224 passing through the second loop B1,226, which in turn, maintains separate coolant 224 passing through the second loop B1,226 from coolant 224 passing through the third loop C1, 226. Some non-limiting examples of coolant 224 passing through circuit 226 may include any type of coolant. In an exemplary embodiment, the coolant 224 may be freon, antifreeze, refrigerant, water, oil, and/or combinations thereof. In one embodiment, the coolant is engine coolant 224.

The coolants remain separate because each coolant 224 has specific requirements and temperatures at which the coolant optimally heats and/or cools the system components. It will be appreciated that although the coolant 224 remains separate, in some embodiments, multiple circuits 226 may include the same coolant 224. Further, in some embodiments, multiple coolants 224 may pass through any given circuit 226 of the series of circuits 201.

As noted above, the third circuit C,126, C1,226 in each of the BTMS kit 100 and the cabin a/C kit 200 includes a

condenser

122, 222, respectively, in fluid communication with the remaining components of the circuits 126, 226. In some embodiments, the

condensers

122, 222 may be configured or included as a cooling assembly 300. The cooling assembly 300 may have a single component (e.g., a condenser) or multiple components configured to be connected and/or in fluid communication with the

condensers

122, 222 to cool the

fluids

124, 224 passing therethrough.

Fig. 6A and 6B illustrate an exemplary embodiment of a cooling assembly 300 that may be used in conjunction with one or more of the BTMS kit 100 and the cabin a/C kit 200 described above. As shown, the cooling assembly 300 may include one or more condensers 322, a heat sink 314, and one or more fans 324. The cooling assembly 300 may be in fluid communication with one or more additional system components, kits, or subsystems to regulate temperature, as described in more detail below.

Fig. 6B illustrates a perspective view of the components of the cooling assembly 300. Radiator 314 is disposed between BTMS condenser 322a, cabin condenser 322b, and one or more fans 324. It will be appreciated that the

condensers

322a, 322b are similar to the

condensers

122, 222, which were discussed above with respect to the BTMS kit 100 and the cabin a/C kit 200, respectively. Although four fans 324 are shown, three or fewer or five or more fans 324 may be used in thermal management system 100. The fans 324 in the cooling package 300 may each be independently controlled to cool the

condensers

322a, 322b and the heat sink 314 of the cooling package 300.

In some embodiments, the BTMS kit 100 can be used in conjunction with the cabin a/C kit 200 and/or the cooling assembly 300 to form an integrated thermal management system 400. The integrated thermal management system 400 is configured to heat and/or cool the battery pack 102 and the cabin 202 simultaneously, substantially simultaneously, and/or in real-time (e.g., immediately or at the present time), as discussed in more detail below. Such an integrated thermal management system or kit 400 can enable heating and/or cooling of the cabin 202 while overcoming the discrete nature of conventional thermal management systems (see fig. 1A and 1B) that are not conducive to the integration, layout, and connection of various system components as provided by the presently disclosed subject matter.

Fig. 7 illustrates an exemplary embodiment of an integrated fuel cell vehicle thermal management system ("FCE-TMS") 400 of the present disclosure. The FCE-TMS 400 may include a BTMS suite 100, a cabin a/C suite 200, and/or a cooling assembly 300 that communicate with each other to regulate the temperature of the overall system (e.g., vehicle, manufacturing device, etc.). As shown, the first loop a,126, A1,226 and the second loop B,126, B1,226 of the BTMS kit 100 and the cabin a/C kit 200, respectively, remain substantially unchanged. The fuel cell engine, radiator, and pump are common to each of the first circuits that will be in fluid communication with the FCE-BTMS chiller 104 and the FCE-cockpit chiller 204 of the respective packages.

The third circuit C,126, C1,226 of each of the

respective packages

100, 200 may be modified with a cooling assembly 300, as shown. For example, the

compressors

109, 209 of each of the BTMS package 100 and the cabin a/C package 200 may be in communication with

respective condensers

322a, 322b, respectively, in the cooling assembly 300. This fluid communication allows the

compressor

322a, 322b of each of the BTMS package 100 and the cabin a/C package 200 to flow the fluid 124 into the

respective condenser

109, 209.

Referring to fig. 7, the fluid 124, 224 exiting each

condenser

322a, 322b may be recirculated into the BTMS package 100 and the cabin a/C package 200, respectively, as shown. Doing so will cool the battery pack 102 and the cabin 202, respectively, during hot ambient conditions. The radiator may be in fluid communication with one or more powertrain components 330 of the vehicle 350. The fluid 124, 224 exiting the vehicle powertrain component 330 may flow to a pump 332, the pump 332 routing the fluid 124, 224 to the radiator 314 of the cooling assembly 300 in the coolant loop 126, 226.

The FCE-TMS 1000 of the present embodiment may increase thermal management efficiency by strategically placing these components throughout the FCE-TMS 1000 to reduce the number of components and/or the amount of time that the components are active. For example, it will be appreciated that in some embodiments, the PTC power may depend on the heating time requirement of the FCE-TMS 1000. In conventional cold start applications (e.g., temperatures of about-30 ℃ to about-2 ℃), the start-up system may require about more than 20 kW of power.

As mentioned above with respect to FCE PTC heaters, PTC heaters conventionally comprise a limited power output of about 6 to about 8 kW or about 7 kW, which is common in automotive applications, and therefore require a greater number of heaters to operate. Conversely, in some embodiments, the increased flow efficiency of the

fluids

124, 224 through the BTMS kit 100 and cabin a/C kit 200 may allow for the use of

fewer PTC heaters

108, 208, e.g., one, whereas conventionally more than two heaters would be required to meet a power output in excess of 20 kW. Alternatively or additionally, the FCE-TMS 1000 may combine the power of several PTCs during heating applications to reduce the time spent for heating, as compared to conventional systems with separately disposed components.

For example, during a cold start, the battery is heated, and then the

FCE

112, 212 may heat and maintain the temperature of the battery using the heated coolant. Conventionally, battery PTC with a power of about 8 kW is used for battery heating, which takes about 107 minutes to heat the battery properly from a cold start. In contrast, as mentioned above, the heating of the battery pack 102 of the present embodiment may use approximately 13 kW of power, or two 6.5 kW of PTC heaters 108, to allow the battery pack 102 to be heated in approximately 65 minutes.

Furthermore, conventional FCE heating using heated coolant and temperature maintenance of the battery use separate FCE PTCs with about 7 kW of power, which takes about 344 minutes of operation. In contrast, in the present embodiment, the power of the FCE PTC (7 kW) and the

PTCs

108, 208 of the BTMS kit 100 (2x 6.5 kW) and the cabin a/C kit 200 (6.5 kW) can provide the power required to complete this step, which results in a total power of approximately 26.5 kW, allowing FCE heating and temperature maintenance of the battery pack 102 to be completed in approximately 110 minutes.

The present disclosure also relates to methods of using a fuel cell engine thermal management system ("FCE-TMS") 1000 comprising one, one or more kits or

boxes

100, 200 and 400. In particular, methods of using a Battery Thermal Management System (BTMS) 100 including a cooling assembly 300, a cabin a/C kit 200 including a cooling assembly 300, and/or an integrated thermal management system 400 including both a BTMS and cabin a/C kit and a cooling assembly 300 are described herein. Methods of flowing the fluid 124, 224 to and through one or more components of the presently described systems (100, 200, 300, 400, and 1000) in order to regulate the temperature (e.g., heating and/or cooling) of the fuel cell engines included therein are also provided by the present disclosure.

In use,

fluids

124, 224 flow through the FCE-BTMS chiller 104 to the battery pack 102 and through the FCE-cockpit chiller 204 to the cockpit 202 via the first and second circuits a,126, A1,226, respectively, to control the ambient temperature of the FCE-TMS 400. In a cold ambient environment, the

heated coolant

124, 224 from the

FCE

112, 212 may flow through the loop B,126, B1 126 to the FCE-BTMS chiller 104 and the FCE-cabin chiller 204 to facilitate heat exchange between the coolant of the loops a,126, B,126 and A1,226, B1, 226. The cooling assembly 300 (e.g.,

condensers

322a, 322 b) may be turned off such that the fluid 124 flowing through the third circuits C,126, C1,226 is free of the

fluids

124, 224 in the cooling circuits a,126, A1, 226. Once heated to the desired temperature, the flow of

fluids

124, 224 through the FCE-TMS 400 may be maintained at the desired temperature by adjusting the temperature of the

fluids

124, 224 from the

FCE

112, 212. In some embodiments, turning on the cooling assembly 300 may flow the

cold coolant

124, 224 and the

heated coolant

124, 224 to facilitate heat exchange with the

fluids

124, 224 to maintain the

fluids

124, 224 at a desired temperature.

In cold ambient environments, the cooled

coolant

124, 224 from the cooling assembly 300 may flow through the loop C,126, C1 126 to the ESS chiller 106 and the evaporator 218 to facilitate heat exchange between the coolant of the loops a,126, C,126 and A1,226, C1, 226. The FCE-BTMS chiller 104 and the FCE-cabin chiller 204 may be turned off so that the fluid 124 flowing through the first circuit a,126, A1,226 does not cool the fluid 124, 225 in the circuit a,126, A1, 226. Once cooled to a desired temperature, the flow of

fluids

124, 224 through FCE-TMS 400 may be maintained at the desired temperature by adjusting the temperature of

fluids

124, 224 from cooling assembly 300 (e.g.,

condensers

322a, 322 b). In some embodiments, turning on the FCE-BTMS chiller 104 and the FCE-cabin chiller 204 may flow the

heated coolant

124, 224 and the cooled

coolant

124, 224 to facilitate heat exchange with the fluid 124, 224 to maintain the fluid 124, 224 at a desired temperature.

The embodiments described above are described in sufficient detail to enable those skilled in the art to practice what is claimed, and it is to be understood that other embodiments may be utilized and that logical, mechanical and electrical changes may be made without departing from the spirit and scope of the claims. The detailed description is, therefore, not to be taken in a limiting sense.

Examples of the above embodiments may include the following and are non-limiting:

1. a thermal management system, comprising:

a first package in fluid communication with the battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive a first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant; or alternatively

A second suite in fluid communication with the cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive a second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant;

a cooling assembly comprising one or more condensers in fluid communication with the first or second kits for flowing a third coolant therebetween, an

A fuel cell engine configured to operate at an ambient temperature, wherein the first and second kits are also set at the ambient temperature, wherein the first, second, or third coolant flows through the fuel cell engine from the first or second heat exchanger when the ambient temperature has substantially increased or decreased.

2. The system of clause 1, wherein the first kit further comprises a third heat exchanger configured to receive the first coolant and the third coolant therethrough.

3. The system of clause 2, wherein the third heat exchanger is configured to cool the battery pack or the cabin when the battery pack and the cabin are exposed to a hot ambient environment.

4. The system of any of clauses 1-3, wherein the first heat exchanger is configured to heat the battery pack or the second heat exchanger is configured to heat the cabin when the battery pack and cabin are exposed to a cold ambient environment.

5. The system of any of clauses 1-4, wherein the first and second kits are in fluid communication with the fuel cell engine such that the first or second heated coolant flows between the first and second kits and the fuel cell engine.

6. The system of any of clauses 1-5, wherein the first coolant flowing through the first package and the second coolant flowing through the second package are cooled by a third coolant.

7. The system of any of clauses 1-clause 6, wherein the one or more condensers of the cooling assembly comprise a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

8. The system of clause 7, wherein the cooling package further comprises one or more fans and a heat sink disposed between the first condenser and the second condenser.

9. The system of any of clauses 1 to clause 8, wherein the first heat exchanger and the fuel cell engine form a first fluid circuit such that the first heated coolant exiting the fuel cell engine circulates through the first heat exchanger to heat the first coolant flowing to the stack.

10. The system of clause 9, wherein the first heat exchanger forms a second fluid circuit with the battery pack, the second fluid circuit being disposed separately from the first fluid circuit.

11. The system of any of clauses 1 to clause 10, wherein the second heat exchanger and the fuel cell engine form a second fluid circuit such that the second heated coolant exiting the fuel cell engine circulates through the second heat exchanger to heat the second coolant flowing to the cabin.

12. The system according to clause 11, wherein the second heat exchanger forms with the cabin a third fluid circuit, which is provided separately from the second fluid circuit.

13. The system of any of clauses 1-12, wherein the first coolant, the second coolant, and the third coolant are disposed in separate fluid circuits.

14. The system of any of clauses 1-13, wherein the first kit further comprises a PTC heater in fluid communication with the first heat exchanger or the second heat exchanger.

15. An integrated thermal management system comprising:

a first package in fluid communication with the battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive a first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant;

a second package in fluid communication with the cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive the second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant;

A fuel cell engine configured to operate at an ambient temperature at which the first and second kits are also disposed, wherein the first, second, and third coolants flow through the fuel cell engine from the first and second heat exchangers when the ambient temperature has substantially increased or decreased.

16. The integrated system of clause 15, wherein the first and second kits are in fluid communication with the fuel cell engine such that the first heated coolant or the second heated coolant flows between the first and second kits and the fuel cell engine.

17. The integrated system of clause 15 or clause 16, wherein the one or more condensers of the cooling assembly comprise a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

18. A vehicle thermal management system, comprising:

a first kit in fluid communication with the vehicle battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive a first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant;

a second kit in fluid communication with the vehicle cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive a second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant;

A fuel cell engine configured to operate a vehicle at an ambient temperature at which the first and second kits are also disposed, wherein the first, second or third coolant flows from the first or second heat exchanger and through the fuel cell engine when the ambient temperature has substantially increased or decreased.

19. The vehicle of clause 18, wherein the first and second kits are in fluid communication with the fuel cell engine such that the first heated coolant or the second heated coolant flows between the first and second kits and the fuel cell engine.

20. The vehicle of clause 18 or clause 19, wherein the one or more condensers of the cooling assembly include a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

21. A method for regulating the temperature of a fuel cell engine, comprising:

flowing a first coolant through a first circuit of a first kit in fluid communication with the battery pack and a first heat exchanger, wherein the first heat exchanger is configured to receive the first coolant and a first heated coolant flows through the first heat exchanger to heat the first coolant; or

Flowing a second coolant through a second loop of a second kit in fluid communication with the cabin and a second heat exchanger, wherein the second heat exchanger is configured to receive the second coolant and a second heated coolant flows through the second heat exchanger to heat the second coolant; and

flowing a third coolant through a third circuit having one or more condensers in fluid communication with the first and second packages, wherein the third coolant is a cooled coolant that cools the first and second coolants,

wherein the flows of the first heated coolant, the second heated coolant, and the third coolant are separate from the flows of the first and second coolants.

22. The method of clause 21, wherein the first heated coolant and the second heated coolant flow from a fuel cell engine in fluid communication with the first heat exchanger and the second heat exchanger.

23. The method of clause 21, further comprising shutting off the flow of the first and second heated coolants during hot ambient conditions and shutting off the flow of the third coolant during cold ambient conditions.

As used herein, an element or step recited in the singular and proceeded with the word "a" or "an" should be understood as not excluding plural said elements or steps, unless such exclusion is explicitly recited. Furthermore, references to "one embodiment" of the presently described subject matter are not intended to be interpreted as excluding the existence of additional embodiments that also incorporate the recited features. The stated numerical ranges for units, measurements and/or values include, consist essentially of, or consist of all numbers, units, measurements and/or ranges that include or are within these ranges and/or endpoints, whether or not these numbers, units, measurements and/or ranges are explicitly stated in the disclosure.

Unless defined otherwise, technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure belongs. The terms "first," "second," "third," and the like, as used herein do not denote any order or importance, but rather are used to distinguish one element from another. The terms "or" and/or "are meant to be inclusive and mean any, all, or any combination of the listed items. Furthermore, the terms "connected" and "coupled" are not restricted to physical or mechanical connections or couplings, and may include electrical connections or couplings, whether direct or indirect. A direct connection and/or coupling may include a connection and/or coupling wherein there is no intermittent connection or component between two endpoints, components, or items. Indirect connections and/or couplings may include instances where one or more intermittent or intervening connections and/or couplings are present between the respective endpoints, components, or items.

Furthermore, unless explicitly stated to the contrary, embodiments "comprising," "including," or "having" an element or a plurality of elements having a particular property may include additional such elements not having that property. The terms "comprises" or "comprising" refer to compositions, compounds, formulations, or methods that are inclusive and do not exclude additional elements, components, and/or method steps. The term "comprising" also refers to compositions, compounds, formulations or method embodiments of the present disclosure that are inclusive and do not exclude additional elements, components or method steps. The phrase "consisting of or" consisting of 8230303030303030indicating a compound, composition, formulation or method excludes the presence of any additional elements, ingredients or method steps.

The term "consisting of 8230A also refers to a compound, composition, formulation or method of the present disclosure excluding the presence of any additional elements, ingredients or method steps. The phrase "consisting essentially of or" consisting essentially of 823030308230means a composition, compound, formulation or method including additional elements, ingredients or method steps that do not materially affect the characteristic(s) of the composition, compound, formulation or method. The phrase "consisting essentially of 8230comprising" also refers to compositions, compounds, formulations or methods of the present disclosure that include additional elements, ingredients or method steps that do not materially affect the characteristic(s) of the composition, compound, formulation or method.

Approximating language, as used herein throughout the specification and claims, may be applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as "about" and "substantially," should not be limited to the precise value specified. In some cases, the approximating language may correspond to the precision of an instrument for measuring the value. Here and throughout the specification and claims, range limitations may be combined and/or interchanged. Such ranges are identified and include all subranges subsumed therein unless context or language indicates otherwise.

As used herein, the terms "may" and "may be" denote the possibility of occurring under a set of circumstances; possess a specified property, characteristic or function; and/or qualify another verb by expressing one or more capabilities, or possibilities associated with the qualified verb. Thus, use of "may" and "may be" means that the modified term is apparently suitable, capable, or appropriate for the indicated capacity, function, or usage, while taking into account that in some cases the modified term may sometimes not be suitable, capable, or appropriate.

It is to be understood that the above description is intended to be illustrative, and not restrictive. For example, the above-described embodiments (and/or aspects thereof) may be used separately, together, or in combination with each other. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the subject matter set forth herein without departing from its scope. While the dimensions and types of materials described herein are intended to define the parameters of the disclosed subject matter, they are by no means limiting and are exemplary embodiments. Many other embodiments will be apparent to those of skill in the art upon reading the above description. The scope of the subject matter described herein should, therefore, be determined with reference to the appended claims, along with the full scope of equivalents to which such claims are entitled.

This written description uses examples to disclose several embodiments of the subject matter set forth herein, including the best mode, and also to enable any person skilled in the art to practice the disclosed embodiments of the subject matter, including making and using devices or systems and performing methods. The patentable scope of the subject matter described herein is defined by the claims, and may include other examples that occur to those of ordinary skill in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

While only certain features of the invention have been illustrated and described herein, many modifications and changes will occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.

Claims

1. A thermal management system, comprising:

a first kit in fluid communication with a battery pack, a first heat exchanger, and a first coolant flowing therebetween, wherein the first heat exchanger is configured to receive the first coolant, and a first heated coolant flows through the first heat exchanger to heat the first coolant; or

A second package in fluid communication with a cabin, a second heat exchanger, and a second coolant flowing therebetween, wherein the second heat exchanger is configured to receive the second coolant, and a second heated coolant flows through the second heat exchanger to heat the second coolant;

a cooling assembly comprising one or more condensers in fluid communication with the first kit or the second kit to flow a third coolant therebetween, an

A fuel cell engine configured to operate at an ambient temperature at which the first and second kits are also disposed, wherein the first, second, or third coolant flows through the fuel cell engine from the first or second heat exchanger when the ambient temperature has substantially increased or decreased.

2. The system of claim 1, wherein the first kit further comprises a third heat exchanger configured to receive the first coolant and the third coolant through the third heat exchanger.

3. The system of claim 2, wherein the third heat exchanger is configured to cool the battery pack or the cabin when the battery pack and the cabin are exposed to a hot ambient environment.

4. The system of claim 1, wherein the first heat exchanger is configured to heat the battery pack or the second heat exchanger is configured to heat the cabin when the battery pack and cabin are exposed to a cold ambient environment.

5. The system of claim 1, wherein the first and second kits are in fluid communication with the fuel cell engine such that the first or second heated coolant flows between the first and second kits and the fuel cell engine.

6. The system of claim 1, wherein the first coolant flowing through the first package and the second coolant flowing through the second package are cooled by the third coolant.

7. The system of claim 1, wherein the one or more condensers of the cooling assembly include a first condenser in fluid communication with the first kit and a second condenser in communication with the second kit.

8. The system of claim 7, wherein the cooling package further comprises one or more fans and a heat sink disposed between the first condenser and the second condenser.

9. The system of claim 1, wherein the first heat exchanger and the fuel cell engine form a first fluid circuit such that the first heated coolant exiting the fuel cell engine circulates through the first heat exchanger to heat flow to the first coolant of the stack.

10. The system of claim 9, wherein the first heat exchanger forms a second fluid circuit with the battery pack, the second fluid circuit being provided separately from the first fluid circuit.

11. The system of claim 1, wherein the second heat exchanger and the fuel cell engine form a second fluid circuit such that the second heated coolant exiting the fuel cell engine circulates through the second heat exchanger to heat the second coolant flowing to the cabin.

12. A system according to claim 11, wherein the second heat exchanger forms a third fluid circuit with the capsule, the third fluid circuit being provided separately from the second fluid circuit.

13. The system of claim 1, wherein the first coolant, the second coolant, and the third coolant are disposed in separate fluid circuits.

14. The system of claim 1, wherein the first kit further comprises a PTC heater in fluid communication with the first heat exchanger or the second heat exchanger.

15. The system of claim 1, wherein the first kit further comprises a PTC heater in fluid communication with the first heat exchanger and the second heat exchanger.