Patent Publication Number: US-2023158854-A1

Title: Integrated thermal management systems and associated thermal control methods for electrified vehicles

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This is a continuation of U.S. patent application Ser. No. 17/038,253, which was filed on Sep. 30, 2020 and is incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     This disclosure relates to electrified vehicles, and more particularly to integrated thermal management systems for thermally managing various electrified vehicle components. 
     BACKGROUND 
     Electrified vehicles differ from conventional motor vehicles because they are selectively driven by one or more traction battery pack powered electric machines. The electric machines can propel the electrified vehicles instead of, or in combination with, an internal combustion engine. 
     Auxiliary loads, including cabin heating and cooling loads, account for a relatively large portion of the energy usage of plug-in battery powered electrified vehicles because of low waste heat energy. The increased energy usage required to meet the demand of the auxiliary loads can result in range reduction. Thermal management systems of plug-in battery powered electrified vehicles are often more complex than those of internal combustion engine powered vehicles. 
     SUMMARY 
     An electrified vehicle according to an exemplary aspect of the present disclosure includes, among other things, a flexible modular platform including a front end structure and a thermal module assembly mounted to the front end structure. The thermal module assembly includes an outside heat exchanger, a refrigerant system, a first manifold valve, and a second manifold valve. 
     In a further non-limiting embodiment of the foregoing electrified vehicle, the flexible modular platform includes an axle assembly that includes a pair of drive wheels and an electric machine configured to apply a rotational output torque to the axle assembly for driving the pair of drive wheels. 
     In a further non-limiting embodiment of either of the foregoing electrified vehicles, the front end structure is connected to a structural frame of the flexible modular platform, and further wherein the structural frame includes a plurality of rail members that include hollow passages. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, a plurality of coolant lines are integrated within the hollow passages. At least a portion of the plurality of coolant lines are fluidly connected to the first manifold valve or the second manifold valve of the thermal module assembly. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, the outside heat exchanger is a radiator received between upright frame members of the front end structure. The radiator is positioned adjacent to a bumper rail of the front end structure. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, the radiator includes a indented surface that accommodates a shape of the bumper rail. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, the thermal module assembly is part of an integrated thermal management system of the electrified vehicle. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, a coolant system of the integrated thermal management system includes the outside heat exchanger, the first manifold valve, the second manifold valve, a heater core, a cooler core, a traction battery pack heat exchanger, and an electric motor heat exchanger. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, the refrigerant system includes a compressor, a condenser, a thermal expansion valve, and a chiller. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, a coolant of the coolant system exchanges heat with a refrigerant of the refrigerant system within the condenser and the chiller. 
     In a further non-limiting embodiment of any of the forgoing electrified vehicles, the first manifold valve and the second manifold valve are each eight-way valves. 
     An integrated thermal management system for an electrified vehicle according to another exemplary aspect of the present disclosure includes, among other things, a refrigerant system and a coolant system. The refrigerant system is configured to circulate a refrigerant and includes a first refrigerant-to-coolant heat exchanger and a second refrigerant-to-coolant heat exchanger. The coolant system is configured to circulate a coolant through the first refrigerant-to-coolant heat exchanger, the second refrigerant-to-coolant heat exchanger, or both for exchanging heat with the refrigerant based on a thermal control mode of the integrated thermal management system. A first circuit of the coolant system is configured to receive a first portion of the coolant for thermally managing a first electrified vehicle component. A second circuit of the coolant system is configured to receive a second portion of the coolant for thermally managing a second electrified vehicle component. A third circuit of the coolant system is configured to receive a third portion of the coolant for addressing a first auxiliary load of the electrified vehicle. A fourth circuit of the coolant system is configured to receive a fourth portion of the coolant for addressing a second auxiliary load of the electrified vehicle. A control unit is configured to selectively control a flow of each of the first portion, the second portion, the third portion, and the fourth portion of the coolant based on the thermal control mode. 
     In a further non-limiting embodiment of the foregoing system, the first electrified vehicle component is a traction battery pack, the second electrified vehicle component is a power electronics module, the first auxiliary load is a passenger cabin heating load, and the second auxiliary load is a passenger cabin cooling load. 
     In a further non-limiting embodiment of either of the foregoing systems, the traction battery pack includes a first internal cooling circuit for receiving the first portion of the coolant, and the power electronics component includes an electric machine including a second internal cooling circuit for receiving the second portion of the coolant. 
     In a further non-limiting embodiment of any of the foregoing systems, the first refrigerant-to-coolant heat exchanger is a condenser and the second refrigerant-to-coolant heat exchanger is a chiller. The refrigerant system includes a compressor and a thermal expansion valve. 
     In a further non-limiting embodiment of any of the foregoing systems, the coolant system includes a radiator, a first manifold valve, a second manifold valve, a heater core that is part of the third circuit, and a cooler core that is part of the fourth circuit. 
     In a further non-limiting embodiment of any of the foregoing systems, the first manifold valve is fluidly connected to the first circuit and the fourth circuit, and the second manifold valve is fluidly connected to the second circuit and the third circuit. 
     In a further non-limiting embodiment of any of the foregoing systems, the radiator, the first manifold valve, the second manifold valve, and the refrigerant system establish a thermal module assembly that is integrated into a front end structure of a flexible modular platform of the electrified vehicle. 
     In a further non-limiting embodiment of any of the foregoing systems, an integrated coolant line of a structural frame of the flexible module platform is fluidly connected to the thermal module assembly. 
     In a further non-limiting embodiment of any of the foregoing systems, the first electrified vehicle component includes a traction battery pack and a computer system. 
     The embodiments, examples, and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. 
     The various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a side view of a plug-in electrified vehicle. 
         FIG.  2    illustrates a flexible modular platform of the electrified vehicle of  FIG.  1   . 
         FIG.  3    schematically illustrates a method of assembling a front end assembly of the flexible module platform of  FIG.  2   . 
         FIG.  4    illustrates exemplary thermal module support components of the front end assembly of  FIG.  3   . 
         FIG.  5    illustrates an exemplary outdoor heat exchanger of the front end assembly of  FIG.  3   . 
         FIG.  6    illustrates a frame structure of the flexible modular platform of  FIG.  2   . 
         FIG.  7    is a cross-sectional view through section  7 - 7  of  FIG.  6   . 
         FIG.  8    is a cross-sectional view through section  8 - 8  of  FIG.  6   . 
         FIG.  9    schematically illustrates an integrated thermal management system for an electrified vehicle. 
         FIG.  10    schematically illustrates a first exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  11    schematically illustrates a second exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  12    schematically illustrates a third exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  13    schematically illustrates a fourth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  14    schematically illustrates a fifth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  15    schematically illustrates a sixth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  16    schematically illustrates a seventh exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  17    schematically illustrates an eighth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  18    schematically illustrates a ninth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  19    schematically illustrates a tenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  20    schematically illustrates an eleventh exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  21    schematically illustrates a twelfth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  22    schematically illustrates a thirteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  23    schematically illustrates a fourteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  24    schematically illustrates a fifteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  25    schematically illustrates a sixteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  26    schematically illustrates a seventeenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  27    schematically illustrates an eighteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  28    schematically illustrates a nineteenth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  29    schematically illustrates a twentieth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  30    schematically illustrates a twenty-first exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  31    schematically illustrates a twenty-second exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  32    schematically illustrates a twenty-third exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  33    schematically illustrates a twenty-fourth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  34    schematically illustrates a twenty-fifth exemplary thermal control mode of an electrified vehicle integrated thermal management system. 
         FIG.  35    schematically illustrates another integrated thermal management system for an electrified vehicle. 
         FIG.  36    schematically illustrates another integrated thermal management system for an electrified vehicle. 
         FIG.  37    schematically illustrates yet another integrated thermal management system for an electrified vehicle. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure details integrated thermal management systems for thermally managing electrified vehicle components. Exemplary integrated thermal management systems may include a thermal module assembly that may be integrated into a front end structure of a flexible modular platform of the electrified vehicle. The integrated thermal management systems may be controlled in a plurality of distinct thermal control modes for thermal managing various subcomponents and for addressing various vehicle auxiliary loads (e.g., passenger cabin heating loads, passenger cabin cooling loads, etc.). These and other features are discussed in greater detail in the following paragraphs of this detailed description. 
       FIG.  1    illustrates an exemplary electrified vehicle  10  that includes a traction battery pack  12 . The electrified vehicle  10  may include any electrified powertrain capable of applying a torque from an electric machine (e.g., an electric motor) for driving drive wheels  14  of the electrified vehicle  10 . In an embodiment, the electrified vehicle is a battery electric vehicle (BEV). In another embodiment, the electrified vehicle  10  is a plug-in hybrid electric vehicle (PHEV). Therefore, the electric powertrain may electrically propel the drive wheels  14  either with or without the assistance of an internal combustion engine. 
     The electrified vehicle  10  of  FIG.  1    is schematically illustrated as a car. However, the teachings of this disclosure may be applicable to any type of vehicle, including but not limited to, cars, trucks, vans, sport utility vehicles (SUVs), etc. 
     Although shown schematically, the traction battery pack  12  may be a high voltage traction battery pack that includes one or more battery arrays  16  (i.e., battery assemblies or groupings of battery cells) capable of outputting electrical power to one or more electric machines of the electrified vehicle  10 . Other types of energy storage devices and/or output devices may also be used to electrically power the electrified vehicle  10 . 
     From time to time, charging the energy storage devices of the traction battery pack  12  may be required or desirable. The electrified vehicle  10  may therefore be equipped with a charge port assembly  18  (sometimes referred to as a vehicle inlet assembly) for charging the energy storage devices (e.g., battery cells) of the traction battery pack  12 . The charge port assembly  18  includes an inlet port  20  configured to receive electric vehicle supply equipment (EVSE) for operably connecting the electrified vehicle  10  to an external power source (e.g., grid power) for transferring power therebetween. The inlet port  20  may be configured to receive AC power, DC power, or both. 
       FIG.  2    illustrates a flexible modular platform  22  of the electrified vehicle  10  of  FIG.  1   . The flexible modular platform  22 , which is sometimes referred to as a skateboard, establishes an electrified powertrain drive system for electrically propelling the electrified vehicle  10 . The flexible modular platform  22  may include a structural frame  24  that supports various electric drive components of the electrified vehicle  10 . The structural frame  24  may support, among various other components, the traction battery pack  12 , a pair of axle assemblies  26  that each carry two drive wheels  14 , and one or more electric machines  28 . 
     One axle assembly  26  of the flexible modular platform  22  may be configured as a front axle assembly and the other axle assembly  26  of the flexible modular platform  22  may be configured as a rear axle assembly of the electrified vehicle  10 . One or more electric machines  28  may be operably connected to at least one of the axle assemblies  26 . Therefore, the electrified vehicle  10  could be configured as a front wheel drive vehicle, a rear wheel drive vehicle, or an all-wheel drive vehicle. The electric machine(s)  28  may function as an electric motor, an electric generator, or both. Each electric machine  28  may be part of a power electronics module that also includes a charger, DC-DC converter, a motor controller (inverter), etc. During operation, the electric machine(s)  28  receives electrical power from the traction battery pack  12  and provides a rotational output torque to its respective axle assembly  26  for driving the drive wheels  14 . 
     Due to a highly efficient energy conversion ratio between the traction battery pack  12  to the electric machine  28 , the amount of waste heat energy produced by the flexible modular platform  22  of the electrified vehicle  10  may be relatively low. Hence, auxiliary loads, including but not limited to passenger cabin heating and cooling, may account for a relatively large portion of the energy usage of the traction battery pack  12 . This disclosure therefore details low cost and efficient integrated thermal management systems of reduced complexity for thermally managing various subcomponents of the electrified vehicle  10  while also avoiding a significant range reduction by recovering and repurposing the low grade, low temperature waste heat from the traction battery pack  12  and related power electronics. 
     Referring to  FIG.  3   , a thermal module assembly  30  (see image (iv)) may be incorporated into the flexible modular platform  22  of the electrified vehicle  10 . In an embodiment, the thermal module assembly  30  is mounted to or otherwise supported by a front end structure  32  of the structural frame  24  of the flexible modular platform  22 . The thermal module assembly  30  may include a radiator  34  (e.g., an outside heat exchanger), a refrigerant system  36 , a first or cold side manifold valve  38 , and a second or hot side manifold valve  40 . 
     An exemplary assembly process for installing the thermal module assembly  30  on the front end structure  32  is schematically depicted by  FIG.  3   . First, the radiator  34  may be installed on the front end structure  32  (see images (i) and (ii)). The radiator  34  may be received between adjacent upright frame members  42  of the front end structure  32 . The first manifold valve  38  and the second manifold valve  40  may be mounted to any surface of the front end structure  32  either before or after installing the radiator  34  within the front end structure  32 . In an embodiment, the first and second manifold valves  38 ,  40  are each fluidly connected to the radiator  34 . 
     Next, the refrigerant system  36  may be installed on the radiator  34  (see image (iii)). One or more support components  44  may be utilized to support the radiator  34 , the refrigerant system  36 , or both relative to the front end structure  32  (see  FIG.  4   ). 
     As discussed in greater detail below, the refrigerant system  36  may include a condenser  46 , a compressor  48 , a chiller  50 , a thermal expansion valve  52 , and an accumulator  55 . In an embodiment, the refrigerant system  36  is a compact, pre-charged system that consolidates refrigerant lines and components to the front of the electrified vehicle  10  without routing the refrigerant lines through the vehicle passenger cabin. As a pre-charged system, the refrigerant system  36  does not require charging during vehicle assembly. 
     The thermal module assembly  30  may additionally include a degas bottle  54 . In an embodiment, the degas bottle  54  is secured to the refrigerant system  36 . 
     The fully assembled thermal module assembly  30  is depicted in image (iv) of  FIG.  3   . Integrating the thermal module assembly  30  into the flexible modular platform  22  in the above described manner enables a self-propelled electric drive architecture that may be propelled on the manufacturing floor during vehicle assembly. 
     Referring now to  FIG.  5   , the radiator  34  of the thermal module assembly  30  may be packaged between the upright frame members  42  and a bumper rail  56  that may be secured to the front end structure  32 . The radiator  34  may include a shape that is optimized for improving airflow and enabling improved front end styling of reduced weight. For example, the radiator  34  may be designed to include an indented surface  58  that better accommodates the shape of the bumper rail  56 . In an embodiment, the radiator  34  is an additively manufactured component of the thermal module assembly  30 . 
     Additional aspects of the structural frame  24  of the flexible modular platform  22  are illustrated with reference to  FIGS.  6 - 8   . The structural frame  24  may include a plurality of rail members  60 . The rail members  60  may embody various sizes and shapes. In an embodiment, at least a portion of the rail members  60  are extruded components of the structural frame  24 . The rail members  60  may each include one or more hollow passages  62 . Coolant lines  64  may be integrated into the hollow passages  62 . In an embodiment, the coolant lines  64  include at least one hot coolant line and one cold coolant line. 
       FIGS.  7  and  8    illustrate exemplary embodiments for arranging coolant lines  64  within the hollow passages  62  of the rail members  60 . As illustrated, the coolant lines  64  could be incorporated within the same hollow passages  62  (see  FIG.  7   ) or within different hollow passages  62  (see  FIG.  8   ). Of course, other configurations are also contemplated within the scope of this disclosure. 
     The coolant lines  64  may be fluidly connected to one or more components of the thermal module assembly  30 . Therefore, the thermal module assembly  30  and the coolant lines  64  may together establish portions of an integrated thermal management system  66  (see  FIG.  9   ) of the electrified vehicle  10 . 
       FIG.  9   , with continued reference to  FIGS.  1 - 8   , schematically illustrates the exemplary integrated thermal management system  66  of the electrified vehicle  10 . The integrated thermal management system  66  may be controlled to thermally manage various components or portions of the electrified vehicle  10 , including but not limited to, a passenger cabin  84 , the traction battery pack  12 , and a power electronics module  76 , which may include, for example, an electric machine  28 , a charger  78 , a DC-DC converter  80 , an inverter system controller (ISC)  82 , etc. 
     The integrated thermal management system  66  may include a coolant system  86  for circulating a coolant C and a refrigerant system  36  for circulating a refrigerant R. The thermal module assembly  30  of  FIG.  3    may incorporate components from both systems and is therefore considered to be part of both the coolant system  86  and the refrigerant system  36  of the integrated thermal management system  66 . 
     The coolant system  86  circulates the coolant C, such as water mixed with ethylene glycol or any other suitable coolant, to thermally manage the traction battery pack  12 , and/or to thermally manage the power electronics module  76 , and/or to deliver a conditioned airflow CA (e.g., heated or cooled airflow) to the passenger cabin  84 . In an embodiment, the coolant C is circulated through an internal cooling circuit  88  of the traction battery pack  12  and through an internal cooling circuit  90  of the electric machine  28  for removing heat from these components in a convective heat transfer process, for example. The internal cooling circuits  88 ,  90  may be established by integrated heat exchangers of the traction battery pack  12  and the electric machine  28 . 
     In another embodiment, the coolant C exchanges heat with an airflow that may be blown across a heater core  92  and/or a cooler core  94  (e.g., an evaporator) for delivering a heated and/or cooled conditioned airflow CA to the passenger cabin  84 . The conditioned airflow CA may raise or lower the temperature inside the passenger cabin  84  or reduce the humidity therein. The airflow may be blown across the heater core  92  or the cooler core  94  by a blower fan  95 . Although shown as being located at different locations from one another in  FIG.  9   , the heater core  92 , the cooler core  94 , and the blower fan  95  may be packaged together at a location inside the passenger cabin  84  as part of a heating, ventilation, and air conditioning (HVAC) module. 
     In an embodiment, the coolant system  86  includes at least the radiator  34 , the first manifold valve  38 , the second manifold valve  40 , the heater core  92 , the cooler core  94 , a first pump  96 , a second pump  98 , and a third pump  100 . Although only schematically shown, the various components of the coolant system  86  can be fluidly interconnected by various conduits or passages such as tubes, hoses, pipes, etc. The coolant lines  64  of the rail members  60  of the structural frame  24  of the flexible modular platform  22  may establish a least a portion of the fluid interconnections of the coolant system  86 . 
     During operation of the coolant system  86 , thermal energy may be transferred between the coolant C and the refrigerant R of the refrigerant system  36  within both the condenser  46  and the chiller  50  of the refrigerant system  36  in order to reduce the temperature of the coolant C. The condenser  46  and the chiller  50  therefore facilitate the transfer of thermal energy between the coolant system  86  and the refrigerant system  36 . 
     The first pump  96 , the second pump  98 , and the third pump  100  are arranged to circulate the coolant C through various circuits of the coolant system  86 . The first pump  96  may be positioned and configured to circulate the coolant C through the first manifold valve  38 , the second pump  98  may be positioned and configured to circulate the coolant C through the second manifold valve  40 , and the third pump  100  may be positioned and configured to circulate the coolant C through the internal cooling circuit  88  of the traction battery pack  12 . However, the pumps  96 ,  98 , and  100  could be located at other locations of the coolant system  86 . Moreover, the coolant system  86  could employ a greater or fewer number of pumps within the scope of this disclosure. 
     The first manifold valve  38  may be a multi-position valve, such as an eight-way valve, for example, that may be controlled to selectively direct the coolant C along various paths for circulation within multiple circuits of the coolant system  86 . The first manifold valve  38  may include a first inlet port  102 , a second inlet port  104 , a third inlet port  106 , and a fourth inlet port  108 , and a first outlet port  110 , a second outlet port  112 , a third outlet port  114 , and a fourth outlet port  116 . Portions of the coolant C may be directed to any of the outlet ports  110 - 116  from any of the inlet ports  102 - 108  within internal passages of the first manifold valve  38 . 
     The first pump  96 , the first inlet port  102 , the first outlet port  110 , and the chiller  50  may establish a chiller circuit  118  of the coolant system  86 . The first outlet port  110  may be selectively opened to deliver a portion of the coolant C to the chiller  50 . The temperature of the coolant C is reduced as it passes through the chiller  50  as a result of exchanging heat with the refrigerant R of the refrigerant system  36 . Once chilled, the first pump  96  may pump the coolant C back to the first inlet port  102 . The chilled coolant C may then be directed to one or more of the outlet ports  110 - 116  based on the current thermal loads of the electrified vehicle  10 . 
     The second inlet port  104 , the second outlet port  112 , and the radiator  34  may establish an outside heat exchanger circuit  120  of the coolant system  86 . The second outlet port  112  may be selectively opened to deliver a portion of the coolant C to the radiator  34 . Thermal energy may be transferred from the coolant C to ambient air outside the electrified vehicle  10  within the radiator  34 . For example, an airflow communicated across the radiator  34  may exchange heat with the coolant C as the two fluids flow across/through the radiator  34 . The cooled coolant C may then be returned to the second inlet port  104  for communication to one or more of the outlet ports  110 - 116  based on the current thermal loads of the electrified vehicle  10 . 
     The third inlet port  106 , the third outlet port  114 , the traction battery pack  12 , and the third pump  100  may establish a first battery circuit  68  of the coolant system  86 . The third outlet port  114  may be selectively opened to deliver a portion of the coolant C that has been cooled by the radiator  34 , the chiller  50 , or both to the internal cooling circuit  88  of the traction battery pack  12 . The coolant C may remove heat from the traction battery pack  12  as it is circulated through the internal cooling circuit  88 , thereby managing the thermal load of the traction battery pack  12 . The third pump  100  may pump the coolant C through the first battery circuit  68 . 
     The fourth inlet port  108 , the fourth outlet port  116 , and the cooler core  94  may establish a passenger cabin cooling circuit  74  of the coolant system  86 . The fourth outlet port  116  may be selectively opened when cooling is demanded within the passenger cabin  84  to deliver a portion of the coolant C that has been cooled by the radiator  34 , the chiller  50 , or both to the cooler core  94 . The coolant C is expanded in the cooler core  94  and thus absorbs heat from the airflow that is blown across the cooler core  94  by the blower fan  95 . The airflow may then be communicated as conditioned airflow CA into the passenger cabin  84 . The coolant C exiting the cooler core  94  may be returned to the fourth inlet port  108  of the first manifold valve  38 . 
     The second manifold valve  40  may be a multi-position valve, such as another eight-way valve, for example, that may be controlled to selectively direct the coolant C along various paths for circulation within multiple additional circuits of the coolant system  86 . The second manifold valve  40  may include a first inlet port  122 , a second inlet port  124 , a third inlet port  126 , and a fourth inlet port  128 , and a first outlet port  130 , a second outlet port  132 , a third outlet port  134 , and a fourth outlet port  136 . Portions of the coolant C may be directed to any of the outlet ports  130 - 136  from any of the inlet ports  122 - 128  within internal passages of the second manifold valve  40 . 
     The second pump  98 , the first inlet port  122 , the second outlet port  132 , the third inlet port  126 , the third outlet port  134 , the radiator  34 , the power electronics module  76 , and the condenser  46  may establish an e-drive circuit  70  of the coolant system  86 . A portion of the coolant C that hast been cooled by the condenser  46  may be pumped to the first inlet port  122  by the second pump  98 . The portion of the coolant C may then be communicated through the third outlet port  134 , then to the radiator  34  for further cooling, and then back to the third inlet port  126 . Alternatively, the e-drive circuit  70  could bypass the radiator  34 . The second outlet port  132  may be selectively opened to deliver a portion of the coolant C through the power electronics module  76  for managing the thermal loads of the charger  78 , the DC-DC converter  80 , the ISC  82 , and the electric machine  28 . The coolant C may be circulated through the internal cooling circuit  90  of the electric machine  28 . The coolant C exiting the power electronics module  76  may be returned to the condenser  46 . 
     The second inlet port  124 , the first outlet port  130 , and the heater core  92  may establish a passenger cabin heating circuit  72  of the coolant system  86 . The first outlet port  130  may be selectively opened when heating is demanded within the passenger cabin  84  to deliver a portion of the coolant C that has been warmed, such as a result of picking up heat from the power electronics module  76 , to the heater core  92 . The coolant C loses heat to the airflow that is blown across the heater core  92  by the blower fan  95 . The airflow may then be communicated as conditioned airflow CA into the passenger cabin  84 . The coolant C exiting the heater core  92  may be returned to the second inlet port  124  of the second manifold valve  40 . 
     A positive temperature coefficient (PTC) heater  138  may be disposed between the second pump  98  and the first inlet port  122  of the second manifold valve  40 . The PTC heater  138  may be selectively activated to heat the coolant C during situations that require the coolant C temperature to be increased (e.g., high heat demand within passenger cabin  84 , etc.). 
     The fourth inlet port  128 , the fourth outlet port  136 , the traction battery pack  12 , and the third pump  100  may establish a second battery circuit  140  of the coolant system  86 . The fourth outlet port  136  may be selectively opened to deliver a portion of the coolant C from the second manifold valve  40  to the internal cooling circuit  88  of the traction battery pack  12 . The coolant C may remove heat from the traction battery pack  12  as it is circulated through the internal cooling circuit  88 , thereby managing the thermal load of the traction battery pack  12 . The third pump  100  may pump the coolant C through the second battery circuit  140 . The second battery circuit  140  may be employed for addressing lower thermal load requirements of the traction battery pack  12  compared to the first battery circuit  68 , or could be employed in combination with the first battery circuit  68  to augment the cooling. 
     Although the various cooling circuits described above are shown as being connected to specific ports of the first and second manifold valves  38 ,  40 , other configurations are further contemplated within the scope of this disclosure. 
     Portions of the coolant C exiting from either the condenser  46  or the chiller  50  may be periodically directed to the degas bottle  54  via a first T-joint  142  or a second T-joint  144 , respectively. The degas bottle  54  allows entrained air and gasses in the coolant C to be separated from the coolant C as it flows through the degas bottle  54 . The coolant C exiting the degas bottle  54  may be recombined with portions of the coolant C flowing to either the first manifold valve  38  or the second manifold valve  40 . 
     The refrigerant system  36  of the integrated thermal management system  66  may include the compressor  48 , the condenser  46 , the thermal expansion valve  52 , and the chiller  50 . The compressor  48  pressurizes and circulates the refrigerant R through the refrigerant system  36 . Thermal energy may be transferred between the refrigerant R and the coolant C within the condenser  46 . The refrigerant R may then be communicated to the thermal expansion valve  52 . The thermal expansion valve  52  is configured to change (e.g., reduce) the pressure of the refrigerant R prior to communicating the refrigerant R to the chiller  50 . The refrigerant R passing to the chiller  50  may exchange heat with the coolant C passing through the chiller  50 , thereby cooling the coolant C in order to prepare the coolant C for cooling the traction battery pack  12  and/or providing conditioned airflow CA to the passenger cabin  84  for cooling. The refrigerant R exiting the chiller  50  may then return to the compressor  48  and the conditioning cycle may repeat itself as part of a closed-loop system. 
     A control unit  146  may control operation of the integrated thermal management system  66 . The control unit  146  could be a stand-alone control unit associated with the integrated thermal management system  66  or could be part of an overall vehicle control unit, such as a vehicle system controller (VSC) that includes a powertrain control unit, a transmission control unit, an engine control unit, a battery control module, etc. It should therefore be understood that the control unit  146  and one or more other controllers can collectively be referred to as a “control unit” that is configured to control, such as through a plurality of integrated algorithms, various actuators in response to signals from various inputs associated with the integrated thermal management system  66 . The various controllers that make up the VSC can communicate with one another using a common bus protocol (e.g., CAN), for example. 
     In an embodiment, the control unit  146  is programmed with executable instructions for interfacing with and operating the various components of the integrated thermal management system  66  for thermally managing the heat generated by the traction battery pack  12  and/or the power electronics module  76 , and/or for delivering conditioned airflow CA to the passenger cabin  84 . The control unit  146  may include various inputs and outputs for interfacing with the various components of the integrated thermal management system  66 , including but not limited to, the first manifold valve  38 , the second manifold valve  40 , the first pump  96 , the second pump  98 , the third pump  100 , the PTC heater  138 , and the compressor  48 . The operable connection between the control unit  146  and these components is schematically illustrated in  FIG.  9    by dashed lines. The control unit  146  may further include a processing unit  148  and non-transitory memory  150  for executing the various control strategies and modes of the integrated thermal management system  66 . 
     The control unit  146  may be programmed to control the integrated thermal management system  66  in order to direct the coolant C within one or more of the circuits necessary for thermally managing a specific subcomponent or system during a given vehicle operating condition. In an embodiment, control unit  146  is capable of controlling the integrated thermal management system  66  in a plurality of distinct thermal control modes. Twenty-five exemplary thermal control modes that may be performed by the integrated thermal management system  66  are listed below in Table 1. 
     
       
         
           
               
             
               
                 TABLE 1 
               
             
            
               
                   
               
               
                 EXEMPLARY THERMAL CONTROL MODES 
               
            
           
           
               
               
               
               
               
               
               
               
               
            
               
                   
                   
                   
                   
                   
                   
                 Power 
                   
                   
               
               
                   
                   
                   
                 Battery 
                 Battery 
                   
                 Electronics 
               
               
                   
                   
                 Battery 
                 Passive 
                 Active 
                 Battery 
                 (PE) 
                 Cabin 
                 Cabin 
               
               
                 Mode 
                 Use/Condition 
                 Equalization 
                 Cooling 
                 Cooling 
                 Heating 
                 Cooling 
                 Cooling 
                 Heating 
               
               
                   
               
            
           
           
               
               
               
               
               
               
               
               
               
            
               
                 1 
                 Cold w/o occupants 
                   
                 x 
                   
                   
                 x 
                   
                   
               
               
                   
                 when charging 
               
               
                 2 
                 Hot w/o occupants when 
                   
                   
                 x 
                   
                 x 
               
               
                   
                 charging 
               
               
                 3 
                 Cold with occupant when 
                   
                 x 
                   
                   
                 x 
                   
                 x 
               
               
                   
                 charging 
               
               
                 4 
                 Hot with occupant when 
                   
                   
                 x 
                   
                 x 
                 x 
               
               
                   
                 charging 
               
               
                 5 
                 Cold during plug-in 
                   
                   
                   
                 x 
               
               
                 6 
                 Hot during plug-in 
                   
                   
                 x 
               
               
                 7 
                 Cold cabin 
                   
                   
                   
                   
                   
                   
                 x 
               
               
                   
                 preconditioning 
               
               
                 8 
                 Hot cabin 
                   
                   
                   
                   
                   
                 x 
               
               
                   
                 preconditioning 
               
               
                 9 
                 Cold cabin and battery 
                   
                   
                   
                 x 
                   
                   
                 x 
               
               
                   
                 preconditioning 
               
               
                 10 
                 Hot cabin and battery 
                   
                   
                 x 
                   
                   
                 x 
               
               
                   
                 preconditioning 
               
               
                 11 
                 PE + battery passive 
                   
                 x 
                   
                   
                 x 
               
               
                   
                 during drive cycle 
               
               
                 12 
                 PE + battery active during 
                   
                   
                 x 
                   
                 x 
               
               
                   
                 drive cycle 
               
               
                 13 
                 PE + battery active + cabin 
                   
                   
                 x 
                   
                 x 
                 x 
               
               
                   
                 cooling during drive 
               
               
                   
                 cycle 
               
               
                 14 
                 PE + battery 
                 x 
                   
                   
                   
                 x 
                   
                 x 
               
               
                   
                 equalization + cabin 
               
               
                   
                 heating during drive 
               
               
                   
                 cycle 
               
               
                 15 
                 PE + battery active + cabin 
                   
                   
                 x 
                   
                 x 
                   
                 x 
               
               
                   
                 heating during drive 
               
               
                   
                 cycle 
               
               
                 16 
                 PE + battery 
                 x 
                   
                   
                   
                   
                 x 
                 x 
               
               
                   
                 equalization + cabin 
               
               
                   
                 heating + dehumidification 
               
               
                   
                 during drive cycle 
               
               
                 17 
                 PE + battery active + cabin 
                   
                   
                 x 
                   
                 x 
                 x 
                 x 
               
               
                   
                 heating + dehumidification 
               
               
                   
                 during drive cycle 
               
               
                 18 
                 PE + battery 
                   
                   
                   
                 x 
                 x 
                 x 
                 x 
               
               
                   
                 heating + cabin 
               
               
                   
                 heating + dehumidification 
               
               
                   
                 during drive cycle 
               
               
                 19 
                 PE cooling only during 
                   
                   
                   
                   
                 x 
               
               
                   
                 drive cycle 
               
               
                 20 
                 PE heat recovery + cabin 
                   
                   
                   
                   
                   
                   
                 x 
               
               
                   
                 heating during drive 
               
               
                   
                 cycle 
               
               
                 21 
                 PE heat recovery + cabin 
                   
                   
                   
                   
                   
                 x 
                 x 
               
               
                   
                 heating + dehumidification 
               
               
                   
                 during drive cycle 
               
               
                 22 
                 Battery equalization 
                 x 
               
               
                 23 
                 Battery passive cooling 
                   
                 x 
               
               
                 24 
                 Fault 
                   
                 x 
                   
                   
                 x 
               
               
                 25 
                 Battery passive cooling + 
                   
                 x 
                   
                   
                 x 
               
               
                   
                 PE heat recovery + 
               
               
                   
                 Cabin PTC 
               
               
                   
               
            
           
         
       
     
       FIGS.  10 - 34   , with continued reference to  FIGS.  1 - 9   , schematically illustrate flow patterns of the coolant C within the integrated thermal management system  66  during each of the exemplary thermal control modes listed in Table 1. In these figures, solid lines are used to indicate coolant C that is “flowing to” one or more of the heat exchangers of the integrated thermal management system  66 , and dashed lines are used to indicate coolant C that is “flowing out of” the one or more heat exchangers of the integrated thermal management system  66 . 
       FIG.  10    illustrates the first exemplary thermal control mode for passively cooling the traction battery pack  12  and for cooling the power electronics module  76  during mild/cold ambient conditions when charging the traction battery pack  12  without occupants within the passenger cabin  84 . During this mode, coolant C is circulated through the first battery circuit  68  for thermally managing the traction battery pack  12  and through the e-drive circuit  70  (including through the radiator  34 ) for thermally managing the components of the power electronics module  76 . The compressor  48  of the refrigerant system  36  is turned off during this thermal control mode and therefore the coolant C directed to the traction battery pack  12  is passively cooled using only the radiator  34 . 
       FIG.  11    illustrates the second exemplary thermal control mode for actively cooling the traction battery pack  12  and for cooling the power electronics module  76  during hot ambient conditions when charging the traction battery pack  12  without occupants within the passenger cabin  84 . During this mode, coolant C is circulated through the chiller circuit  118  and the first battery circuit  68  for thermally managing the traction battery pack  12  and through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 . The compressor  48  of the refrigerant system  36  is turned on during this thermal control mode and therefore the coolant C directed to the traction battery pack  12  is actively cooled by the chiller  50 . 
       FIG.  12    illustrates the third exemplary thermal control mode for actively cooling the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin heating when charging the traction battery pack  12  with occupants within the passenger cabin  84 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and the first battery circuit  68  for thermally managing the traction battery pack  12 , through the e-drive circuit  70  (without passing through the radiator  34 ) for thermally managing the components of the power electronics module  76 , and through the passenger cabin heating circuit  72  for heating the passenger cabin  84 . The compressor  48  of the refrigerant system  36  is turned on during this thermal control mode and therefore the coolant C directed to the traction battery pack  12  is actively cooled by the chiller  50 . 
       FIG.  13    illustrates the fourth exemplary thermal control mode for actively cooling the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin cooling when charging the traction battery pack  12  with occupants within the passenger cabin  84 . During this mode, coolant C is circulated through the chiller circuit  118  and the first battery circuit  68  for thermally managing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , and through the passenger cabin cooling circuit  74  for cooling the passenger cabin  84 . The compressor  48  of the refrigerant system  36  is turned on during this thermal control mode and therefore the coolant C directed to the traction battery pack  12  is actively cooled by the chiller  50 . 
       FIG.  14    illustrates the fifth exemplary thermal control mode for conditioning the traction battery pack  12  when charging during cold ambient conditions. The traction battery pack  12  may be heated during this thermal control mode by circulating the coolant C through the outside heat exchanger circuit  120 , the chiller circuit  118 , the e-drive circuit  70 , and the second battery circuit  140 . 
       FIG.  15    illustrates the sixth exemplary thermal control mode for conditioning the traction battery pack  12  when charging during hot ambient conditions. The traction battery pack  12  may be cooled during this thermal control mode by circulating the coolant C through the chiller circuit  118 , the first battery circuit  68 , and the e-drive circuit  70 . 
       FIG.  16    illustrates the seventh exemplary thermal control mode for preconditioning the passenger cabin  84  during cold ambient conditions. Heated conditioned airflow CA may be delivered to the passenger cabin  84  during this mode by circulating the coolant C through the chiller circuit  118 , the outside heat exchanger circuit  120 , the e-drive circuit  70 , and the passenger cabin heating circuit  74 . 
       FIG.  17    illustrates the eight exemplary thermal control mode for preconditioning the passenger cabin  84  during hot ambient conditions. Cooled conditioned airflow CA may be delivered to the passenger cabin  84  during this mode by circulating the coolant C through the chiller circuit  118 , the e-drive circuit  70 , and the passenger cabin cooling circuit  74 . 
       FIG.  18    illustrates the ninth exemplary thermal control mode for preconditioning the passenger cabin  84  and the traction battery pack  12  during cold ambient conditions. Heated conditioned airflow CA may be delivered to the passenger cabin  84  and heated coolant C may be delivered to the traction battery pack  12  during this mode by circulating the coolant C through the chiller circuit  118 , the outside heat exchanger circuit  120 , the e-drive circuit  70 , the second battery circuit  140 , and the passenger cabin heating circuit  72 . 
       FIG.  19    illustrates the tenth exemplary thermal control mode for preconditioning the passenger cabin  84  and the traction battery pack  12  during hot ambient conditions. Cooled conditioned airflow CA may be delivered to the passenger cabin  84  and cooled coolant C may be delivered to the traction battery pack  12  during this mode by circulating the coolant C through the chiller circuit  118 , the e-drive circuit  70 , the first battery circuit  68 , and the passenger cabin cooling circuit  74 . 
       FIG.  20    illustrates the eleventh exemplary thermal control mode for passively cooling the traction battery pack  12  and for cooling the power electronics module  76  during mild ambient conditions when operating the electrified vehicle  10  during a drive cycle. During this mode, coolant C is circulated through the first battery circuit  68  and the outside heat exchanger circuit  120  for thermally managing the traction battery pack  12  and through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 . 
       FIG.  21    illustrates the twelfth exemplary thermal control mode for actively cooling the traction battery pack  12  and for cooling the power electronics module  76  during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the first battery circuit  68  and the chiller circuit  118  for thermally managing the traction battery pack  12  and through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 . 
       FIG.  22    illustrates the thirteenth exemplary thermal control mode for actively cooling the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin cooling during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118  and the first battery circuit  68  for thermally managing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , and through the passenger cabin cooling circuit  74  for cooling the passenger cabin  84 . 
       FIG.  23    illustrates the fourteenth exemplary thermal control mode for providing equalization (i.e., circulation) within the traction battery pack  12 , cooling of the power electronics module  76 , and providing passenger cabin heating during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and the second battery circuit  140  for equalizing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , and through the passenger cabin heating circuit  72  for heating the passenger cabin  84 . 
       FIG.  24    illustrates the fifteenth exemplary thermal control mode for actively cooling the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin heating during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118  and the first battery circuit  68  for thermally managing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , and through the passenger cabin heating circuit  72  for heating the passenger cabin  84 . 
       FIG.  25    illustrates the sixteenth exemplary thermal control mode for providing equalization within the traction battery pack  12 , cooling of the power electronics module  76 , and providing passenger cabin heating and dehumidification during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and the second battery circuit  140  for equalizing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , through the passenger cabin heating circuit  72  for heating the passenger cabin  84 , and through the passenger cabin cooling circuit  74  for dehumidifying the passenger cabin  84 . 
       FIG.  26    illustrates the seventeenth exemplary thermal control mode for actively cooling the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin heating and dehumidification during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118  and the first battery circuit  68  for thermally managing the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , through the passenger cabin heating circuit  72  for heating the passenger cabin  84 , and through the passenger cabin cooling circuit  74  for dehumidifying the passenger cabin  84 . 
       FIG.  27    illustrates the eighteenth exemplary thermal control mode for heating the traction battery pack  12 , cooling the power electronics module  76 , and providing passenger cabin heating and dehumidification during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and the second battery circuit  140  for heating the traction battery pack  12 , through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 , through the passenger cabin heating circuit  72  for heating the passenger cabin  84 , and through the passenger cabin cooling circuit  74  for dehumidifying the passenger cabin  84 . 
       FIG.  28    illustrates the nineteenth exemplary thermal control mode for cooling only the power electronics module  76  during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the e-drive circuit  70  for thermally managing the components of the power electronics module  76 . The compressor  48  is off during this thermal control mode. 
       FIG.  29    illustrates the twentieth exemplary thermal control mode for providing heat recovery for the power electronics module  76  and passenger cabin heating during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and portions of the e-drive circuit  70  (e.g., without passing through the radiator  34 ) for providing heat recovery within the power electronics module  76  and through the passenger cabin heating circuit  72  for heating the passenger cabin  84 . 
       FIG.  30    illustrates the twenty-first thermal control mode for providing heat recovery for the power electronics module  76  and passenger cabin heating and dehumidification during a drive cycle of the electrified vehicle  10 . During this mode, coolant C is circulated through the chiller circuit  118 , the outside heat exchanger circuit  120 , and portions of the e-drive circuit  70  (e.g., without passing through the radiator  34 ) for providing heat recovery within the power electronics module  76 , through the passenger cabin heating circuit  72  for heating the passenger cabin  84 , and through the passenger cabin cooling circuit  74  for dehumidifying the passenger cabin  84 . 
       FIG.  31    illustrates the twenty-second thermal control mode for providing battery equalization (i.e. for providing battery circulation). During this mode, coolant C is circulated solely through the second battery circuit  140  for equalizing the traction battery pack  12 . 
       FIG.  32    illustrates the twenty-third exemplary thermal control mode for passively cooling the traction battery pack  12 . During this mode, coolant C is circulated only through the first battery circuit  68  and the outside heat exchanger circuit  120  for passively cooling the traction battery pack  12 . 
       FIG.  33    illustrates the twenty-fourth exemplary thermal control mode for passively cooling the traction battery pack  12  and for cooling the power electronics module  76  during a fault condition. During this mode, coolant C is circulated through the first battery circuit  68 , the outside heat exchanger circuit  120 , and the e-drive circuit  70 . 
       FIG.  34    illustrates the twenty-fifth exemplary thermal control mode for passively cooling the traction battery pack  12 , providing heat recovery for the power electronics module  76 , and providing passenger cabin heating. During this mode, coolant C may be circulated through the first battery circuit  68  and the outside heat exchanger circuit  120  for passively cooling the traction battery pack  12 , through portions of the e-drive circuit  70  (e.g., without passing through the radiator  34 ) for providing heat recovery within the power electronics module  76 , and through the passenger cabin heating circuit  72  for heating the passenger cabin  84 . The passenger cabin heating may be augmented during this thermal control mode by activating the PTC heater  138 . 
       FIG.  35    schematically illustrates another exemplary integrated thermal management system  166  that can be employed within an electrified vehicle. The integrated thermal management system  166  is similar to the integrated thermal management system  66  of  FIG.  9   . However, in this embodiment, the integrated thermal management system  166  may additionally be configured to thermally manage a computer system  167 , such as for an autonomous vehicle. The computer system  167  may be incorporated into the first battery circuit  68  of the coolant system  86 . An additional pump  169  may pump the coolant C to the computer system  167  in series with the traction battery pack  12  for thermally managing both the computer system  167  at the same time as the traction battery pack  12 . 
       FIG.  36    schematically illustrates another exemplary integrated thermal management system  266  that can be employed within an electrified vehicle. The integrated thermal management system  266  is similar to the integrated thermal management system  166  of  FIG.  35   . However, in this embodiment, the power electronics module  76  is relocated upstream of the radiator  34  (i.e., as part of the outside heat exchanger circuit  120  of the coolant system  86 ). A controllable valve  271  may be positioned between the power electronics module  76  and the radiator  34 . The controllable valve  271  may be actuated between ON and OFF positions to control the flow of the coolant to the radiator  34 , thereby enhancing the heat pump efficiency of the integrated thermal management system  266 . 
       FIG.  36    schematically illustrates yet another exemplary integrated thermal management system  366  that can be employed within an electrified vehicle. The integrated thermal management system  366  is similar to the integrated thermal management system  266  of  FIG.  36   . However, in this embodiment, the third pump  100  is relocated downstream of the traction battery pack  12  and is positioned within a recirculation loop  375  of the first battery circuit  68 , thereby providing a more efficient coolant C temperature control at the inlet of the traction battery pack  12 . 
     The exemplary integrated thermal management systems of this disclosure provide modular and scalable designs that can be dropped into a flexible modular platform to enable self-propelled platforms on the manufacturing floor during vehicle assembly. The modular designs may be provided in different sizes (e.g., small, medium, large) for simple integration across multiple vehicle product lines. The integrated thermal management systems may utilize a compact and efficient AC refrigerant system that can be pre-charged and sealed prior to delivery to the vehicle assembly plant, thereby significantly reducing labor and associated costs. The under-hood location of the thermal module assembly simplifies servicing and part replacement. Finally, the integrated thermal management systems enable the use of at least twenty-five thermal control modes for addressing all vehicle operating conditions. 
     Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments. 
     It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure. 
     The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.