Electrified vehicle with climate controlled front trunk and corresponding method

This disclosure relates to an electrified vehicle with a climate controlled front trunk and a corresponding method. An example electrified vehicle includes a thermal management system configured to circulate fluid to thermally condition a battery, a front trunk, and a valve configured to selectively permit fluid from the thermal management system to thermally condition the front trunk.

TECHNICAL FIELD

This disclosure relates to an electrified vehicle with a climate controlled front trunk and a corresponding method.

BACKGROUND

The need to reduce automotive fuel consumption and emissions is well known. Therefore, vehicles are being developed that reduce or completely eliminate reliance on internal combustion engines. Electrified vehicles are one type of vehicle currently being developed for this purpose. In general, electrified vehicles differ from conventional motor vehicles because they are selectively driven by one or more battery powered electric machines. Conventional motor vehicles, by contrast, rely exclusively on the internal combustion engine to drive the vehicle.

With the onset of electrified vehicles in the automotive market, many existing components in the engine compartment will become unnecessary. The excess room made available by the removal of these component allows for a front storage compartment, which is also known as a front trunk and sometimes shortened to “frunk.” Front trunks are cargo areas located in the front of a vehicle and are typically accessible by opening the hood of the vehicle.

SUMMARY

An electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, a thermal management system configured to circulate fluid to thermally condition a battery, a front trunk, and a valve configured to selectively permit fluid from the thermal management system to thermally condition the front trunk.

In a further non-limiting embodiment of the foregoing electrified vehicle, the valve is in fluid communication with the thermal management system, and the valve is responsive to instructions from a controller to selectively permit fluid to thermally condition the front trunk.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, a sensor is mounted adjacent the front trunk and is configured to generate a signal indicative of a temperature of the front trunk. Further, the controller is configured to send instructions to the valve based on the signal from the sensor.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the controller is configured to send instructions to the valve to maintain a target temperature range of the front trunk.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the front trunk includes a housing and a thermal management feature, and the valve is arranged such that fluid flowing through the valve flows to the thermal management feature.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management feature is a thermal exchange plate.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management feature is a thermal exchange jacket.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management system includes at least one of a battery cooling loop and a battery heating loop, and the valve is in fluid communication with the at least one of the cooling loop and the heating loop.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management system includes a bypass valve responsive to instructions from the controller, the bypass valve is configured to selectively direct fluid such that the fluid flowing within the thermal management system bypasses the battery.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management system includes a battery cooling loop having a chiller and a pump configured to circulate fluid to cool the battery, and the valve is in fluid communication with the thermal management system at a location downstream of the chiller and the pump.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the thermal management system includes a battery heating loop having a heater and a pump configured to circulate fluid to heat the battery, and the valve is in fluid communication with the thermal management system at a location downstream of the heater and the pump.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the front trunk is located in a front of the electrified vehicle.

In a further non-limiting embodiment of any of the foregoing electrified vehicles, the front trunk is accessible by opening a front hood of the electrified vehicle.

A method according to an exemplary aspect of the present disclosure includes, among other things, thermally conditioning a front trunk with fluid from a thermal management system for a battery of an electrified vehicle.

In a further non-limiting embodiment of the foregoing method, the step of thermally conditioning the front trunk includes directing fluid from one of a battery cooling loop and a battery heating loop toward the front trunk.

In a further non-limiting embodiment of any of the foregoing methods, the step of thermally conditioning the front trunk includes directing fluid to a thermal exchange feature of the front trunk.

In a further non-limiting embodiment of any of the foregoing methods, the thermal exchange feature is one of a thermal exchange plate and a thermal exchange jacket.

In a further non-limiting embodiment of any of the foregoing methods, a valve in fluid communication with the battery cooling loop and the battery heating loop is selectively opened to permit fluid flow to the front trunk.

In a further non-limiting embodiment of any of the foregoing methods, the valve is controlled to maintain a target temperature of the front trunk.

In a further non-limiting embodiment of any of the foregoing methods, the front trunk is located in a front of the electrified vehicle and is accessed by opening a front hood of the electrified vehicle.

DETAILED DESCRIPTION

This disclosure relates to an electrified vehicle with a climate controlled front trunk and a corresponding method. An example electrified vehicle includes a thermal management system configured to circulate fluid to thermally condition a battery, a front trunk, and a valve configured to selectively permit fluid from the thermal management system to thermally condition the front trunk. This disclosure makes substantial use of existing electrified vehicle hardware, and is thus relatively easily implemented. Further, because the front trunk may be selectively heated and cooled, the front trunk is particularly suited for transporting hot or cold food items. These and other benefits will be appreciated from the following description.

Referring now to the figures,FIG. 1schematically illustrates a powertrain10of an electrified vehicle12, which is shown as a battery electric vehicle (BEV). Although depicted as a BEV, it should be understood that the concepts described herein are not limited to BEVs and could extend to other electrified vehicles, including but not limited to, plug-in hybrid electric vehicles (PHEVs). Therefore, although not shown in this embodiment, the electrified vehicle12could be equipped with an internal combustion engine that can be employed either alone or in combination with other energy sources to propel the electrified vehicle12. Further, this disclosure extends to any hybrid or electric vehicle including full hybrids, parallel hybrids, series hybrids, mild hybrids, and micro hybrids, among others.

In a non-limiting embodiment, the electrified vehicle12is a full electric vehicle propelled solely through electric power, such as by an electric machine14, without any assistance from an internal combustion engine. The electric machine14may operate as an electric motor, an electric generator, or both. The electric machine14may be provided by a permanent magnet synchronous motor, although other motors may be used. The electric machine14receives electrical power and provides a rotational output power. The electric machine14may be connected to a gearbox16for adjusting the output torque and speed of the electric machine14by a predetermined gear ratio. The gearbox16is connected to a set of drive wheels18by an output shaft20. A high voltage bus22electrically connects the electric machine14to a battery pack24(i.e., a “battery”) through an inverter26. The electric machine14, the gearbox16, and the inverter26may collectively be referred to as a transmission28.

The battery pack24is an exemplary electrified vehicle battery. The battery pack24may be a high voltage traction battery pack that includes a plurality of battery assemblies25(i.e., groupings of battery cells commonly known as arrays) capable of outputting electrical power to operate the electric machine14and/or other electrical loads of the electrified vehicle12. Other types of energy storage devices and/or output devices can also be used to electrically power the electrified vehicle12. The electrified vehicle12may also include a charging system for periodically charging energy storage devices (e.g., battery cells) of the battery pack24. The charging system may be connected to an external power source, such as a grid power source, for receiving and distributing power to the energy storage devices.

The inverter26may be an electronic device including IGBTs (insulated-gate bipolar transistors) or other switches adapted to convert direct current (DC) from the battery pack24to alternating current (AC). In response to instructions from a controller30, the inverter26may activate one or more of its switches to convert direct current from the battery pack24to alternating current for the electric machine14. Based on a desired torque output, the controller30sends one or more instructions to the inverter26, which in turn is operable to direct an appropriate voltage and frequency of AC current from the battery pack24to the electric machine14.

In addition to communicating with the inverter26, the controller30is configured to monitor and/or control various aspects of the powertrain10associated with the electrified vehicle12. The controller30, for example, may communicate with the electric machine14, the battery pack24, and the inverter26. The controller30may also communicate with various other vehicle components and monitor other vehicle conditions. The controller30includes electronics, software, or both, to perform the necessary control functions for operating the electrified vehicle12.

In one non-limiting embodiment, the controller30is a combination vehicle system controller and powertrain control module (VSC/PCM). Although it is shown as a single device, the controller30may include multiple controllers in the form of multiple hardware devices, or multiple software controllers with one or more hardware devices. A controller area network32(CAN) allows the controller30to communicate with the various components of the electrified vehicle12.

In this example, the battery24is thermally conditioned by a thermal management system34, which includes one or both of a battery cooling loop36and a battery heating loop38, which are in electronic communication with the controller30, and are configured to cool and heat the battery24, respectively. The dashed lines inFIG. 1indicate, schematically, that the battery cooling loop36and battery heating loop38direct fluid, such as a working fluid like refrigerant, to the battery24to thermally manage the battery24. The working fluid may manage the temperature of the battery24by flowing through a thermal exchange plate adjacent the battery24, in one example. In this disclosure, the working fluid in the thermal management system34may also be used to thermally condition a front trunk. The battery cooling and heating loops36,38will be discussed in more detail below.

The powertrain10shown inFIG. 1is highly schematic and is not intended to limit this disclosure. Various additional components could alternatively or additionally be employed by the powertrain10within the scope of this disclosure.

FIG. 2illustrates an example electrified vehicle12. InFIG. 2, the electrified vehicle12includes a front storage compartment, which is referred to herein is a front trunk40, that is covered by a front hood42. The front trunk40may be referred to more broadly as a front storage compartment or by the portmanteau “frunk.”

The front hood42is a hinged cover which, when closed, covers the front trunk40and/or various other components arranged in the front of the electrified vehicle12. In this example, interior compartment44of the front trunk40is defined partially by a housing46.

FIGS. 3A and 3Billustrate an example housing46in detail.FIG. 3Ais a top view of the housing46, andFIG. 3Bis a rear view of the housing46. The housing46in this example includes a base48and a side wall50projecting upward from the base48. A perimeter lip52projects laterally from the top of the side wall50. The perimeter lip52extends around the entirety of the housing46. The perimeter lip52may be secured to the electrified vehicle12by way of fasteners, for example. Together with the front hood42, the housing46is configured to enclose the interior compartment44.

The housing46is made of a single, integral piece of material in this example. The housing46may be made of a polymer material and formed by injection molding or thermoforming, as examples. The housing46may also be made of a metallic material and formed by stamping. The housing46may be made of an insulated material in one example. This disclosure is not limited to any particular material type or manufacturing technique.

In addition to the housing46, the front trunk40includes a thermal management feature. The thermal management feature is configured to control the climate of the front trunk40. In particular, the thermal management feature is configured to interact with a working fluid, thereby exposing the front trunk40to the working fluid. The working fluid is configured to absorb heat from the front trunk40, or vice versa, in order to control the climate of the front trunk40.

FIGS. 4A and 4Bschematically illustrate two example thermal management features. InFIG. 4A, the thermal management feature is thermal exchange plate54mounted adjacent the base48of the housing46. Thermal exchange plates are often referred to as “cold plates” or “hot plates,” however in this disclosure the thermal exchange plate may function as either a cold plate or a hot plate. The thermal exchange plate54is separate and distinct from the thermal exchange plate associated with the battery24.

In this example, the thermal exchange plate54is mounted beneath, and on the exterior of, the housing46. The thermal exchange plate54may be mounted adjacent other portions of the housing46in other examples. Further, while the housing46and thermal exchange plate54are separate components in this example, the thermal exchange plate54may be formed integrally with the housing46in other examples.

The thermal exchange plate54includes an inlet port56, an outlet port58, and one or more internal passageways. Working fluid F may be selectively directed into the thermal exchange plate54, as will be discussed below, in order to thermally condition the front trunk40. Specifically, as working fluid F flows through the thermal exchange plate54, the working fluid F absorbs heat from the interior compartment44, or vice versa.

InFIG. 4B, the thermal management feature is a thermal exchange jacket60that surrounds the base48and partially surrounds the side wall50. As with the thermal exchange plate54, the thermal exchange jacket60includes an inlet port62, an outlet port64, and one or more internal passageways. Working fluid F is selectively directed into the thermal exchange jacket60. Specifically, as working fluid F flows through the thermal exchange jacket60, the working fluid F absorbs heat from the interior compartment44, or vice versa. The thermal exchange jacket60, in this example, is mounted on the exterior of the housing46. In other examples, the thermal exchange jacket60may be formed integrally with the housing46.

While both the thermal exchange plate54and the thermal exchange jacket60provide effective heat transfer, the thermal exchange jacket60covers a greater surface area of the front trunk40, and thus may transfer heat more efficiently. This disclosure is not limited to thermal exchange plates or thermal exchange jackets, and extends to other types of thermal exchange features.

FIGS. 5 and 6are schematic illustrations of an example arrangement of the front trunk40relative to the thermal management system34. In general, the thermal management system34is configured to circulate fluid, such as a working fluid like refrigerant, to thermally condition the battery24. InFIGS. 5 and 6, the lines through which working fluid may flow are relatively thick, whereas lines representing electrical connections are relatively thin.FIG. 5schematically illustrates a first aspect of the thermal management system34, which is a battery cooling loop36, andFIG. 6schematically illustrates a second aspect of the thermal management system34, which is a battery heating loop38.

The controller30may receive information from one or more sensors, for example, indicative of various operating conditions of the electrified vehicle12and/or the battery24, and may selectively activate one of the battery cooling or heating loops36,38to selectively cool or heat the battery24, respectively. Further, the controller30may also receive information pertaining to the temperature of the front trunk40, and may selectively activate one of the battery cooling or heating loops36,38in order to effect a temperature change of the front trunk40. An example control scheme will be described below with reference toFIGS. 5 and 6.

In general, many components of the battery cooling and heating loops36,38are arranged adjacent the front of the electrified vehicle12. In this example, components such as conduits, valves, couplings, etc., are arranged adjacent the front trunk40. As such, the front trunk40is readily thermally conditioned with the same working fluid circulating within the battery cooling and heating loops36,38.

With reference toFIG. 5, the example battery cooling loop36is fluidly coupled to a battery thermal exchange plate66, which is mounted adjacent the battery24. When the battery cooling loop36is activated, the working fluid within the battery cooling loop36is configured to absorb heat from the battery24. The battery cooling loop36includes a pump68downstream of the battery thermal exchange plate66, and a chiller70downstream of the pump68. The pump68is configured to pressurize a flow of working fluid and direct that working fluid through the battery cooling loop36along a main flow path72, which includes the battery thermal exchange plate66, the pump68, and the chiller70. In one example the chiller70interacts with another flow of fluid to cool the working fluid in the battery cooling circuit36.

In this example, the battery cooling loop36includes a valve74configured to selectively permit working fluid from the thermal management system34to thermally condition the front trunk40. In particular, in this example, the valve74is located in a first passageway76between the front trunk40and the main flow path72. The valve74is responsive to instructions from the controller30to selectively permit fluid to flow to the front trunk40. In particular, the controller30is configured to instruct the valve74is open, either partially or fully, in order to essentially tap a portion of the working fluid flowing within the main flow path72such that the portion flows through the first passageway76to the thermal management feature of the front trunk40. Again, the thermal management feature may be a thermal exchange plate or a thermal jacket. Downstream of the front trunk40, the tapped fluid flows back to the main flow path72via a second passageway78. The second passageway78may include a check, or one-way, valve80configured to prevent backflow from the main flow path72.

The controller30may be configured to selectively open, either fully or partially, the valve74based on information from a sensor82mounted adjacent the front trunk40. The sensor82may be mounted on the exterior of the housing46or in the interior compartment44, as examples. The controller30is configured to send instructions to the valve74based on the signal from the sensor82. Further, the controller30is configured to selectively activate one of the battery cooling loop and the battery heating loop based on the signal from the sensor82.

For instance, a user may desire to cool the contents of the front trunk40, and to keep the interior compartment44at a temperature below a certain target temperature. In this example, the controller30is configured to selectively activate the battery cooling loop36and open the valve74if the interior compartment44rises above the target temperature. Alternatively, the user may set a target temperature range, and the controller30is configured to selectively activate the battery cooling loop36and open the valve74if the interior compartment44rises above the target temperature range. The user may set the target temperature or target temperature range via the dash and/or the instrument cluster of the vehicle, and specifically via a human-machine-interface.

In certain situations, however, the demands of the front trunk40may differ from those of the battery24. In particular, in some examples, the front trunk40may demand cooling while the battery24requires heating. In such situations, it is desirable to cool the front trunk40while avoiding cooling the battery24. In order to achieve this, the battery cooling loop36may include a bypass valve84and a bypass line86. The bypass valve84is located downstream of the second passageway78and upstream of the battery thermal exchange plate66. The bypass valve84may be selectively opened and closed in response to instructions from the controller30. When the bypass valve84is opened, fluid flows directly to the pump68through the bypass line86and bypasses the battery thermal exchange plate66. In this way, the working fluid does not influence the temperature of the battery24when the bypass valve84is opened.

The bypass valve84and bypass line86are not required in all examples. Further, while the climate demands of the front trunk40and the battery24may differ, the front trunk40is a relatively small and well-insulated space. Thus, temperature changes of the front trunk40may be effected relatively quickly, whereas it may take a relatively longer time to effect a change in the temperature of the battery24. Accordingly, the bypass valve84may only be used for a relatively small period of time, and, if a bypass valve84is not present, the temperature of the battery24may be effected very little, if at all, by running in a mode opposite its desired mode (e.g., the battery cooling loop36is activated when the battery24desires heating).

With reference toFIG. 6, the example battery heating loop38includes the battery thermal exchange plate66, which, again, is mounted adjacent the battery24. When the battery heating loop38is activated, the battery24is configured to absorb heat from the working fluid within the battery heating loop38.

The battery heating loop38may share components with the battery cooling loop36. For instance, the battery cooling and heating loops36,38are both in fluid communication with the battery thermal exchange plate66, and the pump68may be common between the two loops. The battery heating loop38includes a main flow path88through which working fluid flows. The main flow path88includes the battery thermal exchange plate66, the pump68, a heater90, which in this example is a positive temperature coefficient (PTC) heater, and a heater core92. The heater90is configured to heat the working fluid within the main flow path88. The heater90is downstream of the pump68, and the heater core92is downstream of the heater90. The heater core92may be used to heat a cabin of the electrified vehicle12. Downstream of the heater core92, working fluid in the main flow path88flows back to the battery thermal exchange plate66.

The first and second passageways76,78are in fluid communication with the main flow path88in substantially the same way as with the main flow path72. When the battery heating loop38is active, the controller30can instruct the valve74to open to allow relatively hot working fluid to flow to the thermal management feature of the front trunk40, thereby heating the front trunk40. Downstream of the thermal management feature of the front trunk40, flow returns to the flow path88via the second passageway80.

In use, a user may desire to heat the contents of the front trunk40, and to keep the interior compartment44at or above a certain target temperature. In this example, the controller30is configured to selectively activate the battery heating loop38and open the valve74if the interior compartment44rises above the target temperature. As in the example ofFIG. 5, the bypass valve84may be opened to direct flow through the bypass line86if heating of the battery24is not desired. If present, the bypass valve84and bypass line86may be common between the battery cooling and heating loops36,38.

It should be understood that terms such as “about,” “substantially,” and “generally” are not intended to be boundaryless terms, and should be interpreted consistent with the way one skilled in the art would interpret those terms.