Patent Publication Number: US-2023145131-A1

Title: Electrified vehicle with dual-use storage/cooling compartment

Description:
TECHNICAL FIELD 
     This disclosure generally relates to an electrified vehicle having one or more dual-use compartments to provide additional vehicle component cooling using a cooling medium disposed in the compartment(s), such as a front trunk (frunk), rear trunk, or similar compartment. 
     BACKGROUND 
     Electrified vehicles may provide additional storage or cargo space that would otherwise be occupied by the engine of a conventional vehicle. Electrified vehicles that were originally developed and marketed for range and functionality are increasingly being recognized for performance characteristics competitive with engine-based high-performance vehicles. Performance applications of electrified vehicle powertrains may have significant cooling demands to meet customer expected performance during on-track or closed course events, as well as during vehicle charging. 
     SUMMARY 
     In some configurations, an electrified vehicle includes an electric machine configured to provide torque to vehicle wheels, an energy store coupled to the electric machine by associated power electronics, a vehicle body defining a cargo compartment configurable to contain a cooling medium, a heat exchanger disposed immediately below the cargo compartment and configured to selectively exchange heat with the cargo compartment, a cooling system configured to circulate a working fluid to exchange heat with at least one of the electric machine, the power electronics, and the energy store, and a valve operable to selectively route the working fluid of the cooling system through the heat exchanger or to bypass the heat exchanger. The energy store may be implemented by a high-voltage traction battery, or a hydrogen fuel cell, for example. The cooling medium may comprise water, ice, or dry ice (CO 2 ), for example. The vehicle may include a controller in communication with the valve and programmed to operate the valve in response to receiving user input requesting enhanced cooling. 
     In one or more embodiments, the electrified vehicle may include a human-machine interface (HMI) configured to activate a performance mode in response to operator input, wherein the controller controls the valve to route the working fluid through the heat exchanger when operating in the performance mode. The controller may be further programmed to control the valve to route the working fluid through the heat exchanger in response to charging of the energy store from an external power source. The controller may be further programmed to control the valve in response to temperature of at least one of the heat exchanger, the energy store, the electric machine, and the power electronics. The cargo compartment may comprise a water-tight cargo compartment accessible by opening a hood of the vehicle. The hood of the vehicle may include an associated or integrated lid for the cargo compartment that provides a water-tight seal for the cargo compartment when the hood is closed. The cargo compartment may include a plurality of baffles, which may be removable. The heat exchanger may comprise a cold plate forming a bottom surface of the cargo compartment. 
     Embodiments may also include a method for controlling an electrified vehicle having a cooling system configured to circulate a working fluid to cool at least one of an electric machine, a traction battery, and power electronics, the vehicle including a cargo compartment configurable to contain a cooling medium and having a heat exchanger in contact with the cargo compartment. The method may include, by a controller, controlling a valve to route the working fluid through the heat exchanger to transfer heat from the working fluid to the cooling medium in response to a request for increased cooling, and controlling the valve to route the working fluid to bypass the heat exchanger otherwise. The method may include receiving input from a human-machine interface to activate a performance mode and generating the request for increased cooling in response to activation of the performance mode. The method may include generating the request for increased cooling in response to connecting an external power source to charge the traction battery. The method may include generating the request for increased cooling in response to temperature of the working fluid exceeding a corresponding temperature threshold. 
     In various embodiments, a vehicle includes a storage compartment positioned forward of a vehicle passenger cabin accessible by opening a vehicle hood, a thermally conductive plate in contact with a bottom surface of the storage compartment and having an associated conduit configured for circulating a working fluid from a vehicle cooling system, and a valve operable to control flow of the working fluid through the conduit. The vehicle hood may include an integrated lid that cooperates with the storage compartment to provide a water-tight seal. The vehicle may include a controller in communication with the valve, the controller programmed to operate the valve to route the working fluid through the conduit in response to input from a human-machine interface. The storage compartment may comprise a water-tight compartment configured to contain ice. The vehicle may also include an electric machine coupled to a traction battery by power electronics, wherein the working fluid circulates through the cooling system and the conduit to cool at least one of the traction battery, the electric machine, and the power electronics. 
     One or more embodiments according to the disclosure may provide associated advantages. For example, electrified vehicles often include additional storage space beneath the hood in a front trunk or frunk that may be used to provide incrementally enhanced cooling by adding a cooling medium such as ice, dry ice, or similar substance. When not being used to provide enhanced cooling, the storage compartment may be used for cargo. Enhanced cooling performance can be provided while driving as well as during charging normal or fast charging of a traction battery from an external power source. Additionally, the system can be used to provide enhanced cabin cooling during longer trips to reduce climate system demands of the electronic air conditioning compressor, or for high-demand use scenarios such as performance driving on a track or closed course, towing a trailer, excessive ambient temperatures, mountain terrain, etc. Incremental cooling according to one or more embodiments is applicable to any powertrain cooling system in a single loop or parallel, oil-to-liquid coolers, air-to-liquid coolers, or a water jacket of electric machines, for example. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a block diagram of a representative electrified vehicle having at least one storage compartment configured to contain a cooling medium with a heat exchanger and associated valve to enhance powertrain and/or cabin cooling. 
         FIGS.  2 A and  2 B  illustrate a representative electrified vehicle having a storage or cargo compartment disposed within a front trunk (frunk) configured to contain a cooling medium. 
         FIG.  3    is a flowchart illustrating operation of a system or method for controlling an electrified vehicle having a dual-use compartment configured to contain a cooling medium according to one or more embodiments. 
     
    
    
     DETAILED DESCRIPTION 
     Embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosed embodiments are merely examples and other embodiments can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the claimed subject matter. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations. 
       FIG.  1    depicts a representative configuration for an electrified vehicle implemented as a battery-electric vehicle (BEV). A BEV  100  may comprise one or more electric machines mechanically coupled to one or more gearboxes to achieve a variety of driving configurations. One or more electric machines coupled to a gearbox may be referred to as a drive unit. A first drive unit  180  may include a first front-axle electric machine  160  and a second front-axle electric machine  162  coupled to a front-axle gearbox  116 . The front-axle gearbox  116  may include one or more gears that combine the torque from the first front-axle electric machine  160  and the second front-axle electric machine  162  to provide a torque output to a differential portion of the front-axle gearbox  116 . The differential portion of the front-axle gearbox  116  may be mechanically coupled to front drive shafts  120  and direct a portion of the torque to a left-side front wheel  170  and a right-side front wheel  172 . In other embodiments, a single electric machine may be coupled to a front-axle gearbox to selectively provide driving torque to the associated front wheels  170 ,  172 . 
     A second drive unit  182  may include a first rear-axle electric machine  164  and a second rear-axle electric machine  166  coupled to a rear-axle gearbox  118 . The rear-axle gearbox  118  may include one or more gears that combine the torque from the first rear-axle electric machine  164  and the second rear-axle electric machine  166  to provide a torque output to a differential portion of the rear-axle gearbox  118 . The differential portion of the rear-axle gearbox  118  may be mechanically coupled to rear drive shafts  122  and direct a portion of the torque to a left-side rear wheel  174  and a right-side rear wheel  176 . In various embodiments, a single electric machine may be coupled to a rear-axle gearbox to selectively provide driving torque to the associated rear wheels  174 ,  176 . In some configurations, the electric machines  160 ,  162 ,  164 ,  166  may be integrated into or near the wheel assemblies. 
     The electric machines  160 ,  162 ,  164 ,  166  may be capable of operating as a motor or a generator. The electric machines  160 ,  162 ,  164 ,  166  can provide a propulsion or driving torque as well as a regenerative braking, or holding torque capability. The electric machines  160 ,  162 ,  164 ,  166  may act as generators to recover energy that would normally be lost as heat in a friction braking system including friction brakes  144 . 
     An electrical energy store may be implemented by a traction battery or battery pack  124  that stores energy that can be used by the electric machines  160 ,  162 ,  164 ,  166 . Some applications may include an energy store implemented by a fuel cell or similar device. The traction battery  124  may provide a high-voltage direct current (DC) output. The traction battery  124  may be electrically coupled to one or more power electronics modules  126 . One or more contactors  142  may isolate the traction battery  124  from other components when opened and connect the traction battery  124  to other components when closed. The power electronics module  126  may also be electrically coupled to the electric machines  160 ,  162 ,  164 ,  166  and provides the ability to bi-directionally transfer energy between the traction battery  124  and the electric machines  160 ,  162 ,  164 ,  166 . For example, a traction battery  124  may provide a DC voltage while the electric machines  160 ,  162 ,  164 ,  166  may operate with a three-phase alternating current (AC) to function. The power electronics module  126  may convert the DC voltage to a three-phase AC waveform to operate the electric machines  160 ,  162 ,  164 ,  166 . In a regenerative mode, the power electronics module  126  may convert the three-phase AC waveform from the electric machines  160 ,  162 ,  164 ,  166  acting as generators to a DC voltage level that is compatible with the traction battery  124 . 
       100161  In addition to providing energy for propulsion, the traction battery  124  may provide energy for other vehicle electrical systems. The vehicle  100  may include a DC/DC converter module  128  that converts the high-voltage DC output of the traction battery  124  to a low-voltage DC supply that is compatible with low-voltage vehicle loads. An output of the DC/DC converter module  128  may be electrically coupled to an auxiliary battery  130  (e.g.,  12 V battery). The low-voltage systems may be electrically coupled to the auxiliary battery. One or more electrical loads  146  may be coupled to the high-voltage bus. The electrical loads  146  may have an associated controller that operates and controls the electrical loads  146  when appropriate. Examples of electrical loads  146  may be a heating module or an air-conditioning module. 
     The traction battery  124  may be recharged by an external power source  136 . The external power source  136  may be a connection to an electrical outlet. The external power source  136  may be electrically coupled to a charger or electric vehicle supply equipment (EVSE)  138 . The external power source  136  may be an electrical power distribution network or grid as provided by an electric utility company. The EVSE  138  may provide circuitry and controls to manage the transfer of energy between the power source  136  and the vehicle  100 . The external power source  136  may provide DC or AC electric power to the EVSE  138 . The EVSE  138  may have a charge connector  140  for plugging into a charge port  134  of the vehicle  100 . The charge port  134  may be any type of port configured to transfer power from the EVSE  138  to the vehicle  100 . The charge port  134  may be electrically coupled to a charger or on-board power conversion module  132 . The power conversion module  132  may condition the power supplied from the EVSE  138  to provide the proper voltage and current levels to the traction battery  124 . The power conversion module  132  may interface with the EVSE  138  to coordinate the delivery of power to the vehicle  100 . The EVSE connector  140  may have pins that mate with corresponding recesses of the charge port  134 . Alternatively, various components described as being electrically coupled or connected may transfer power using a wireless inductive coupling. An electric energy store may alternatively be implemented by a fuel cell or similar device that converts stored energy into electrical energy. 
     An electronically controlled braking system  150  includes one or more wheel brakes  144  coupled to the wheels  170 ,  172 ,  174 ,  176  to provide a friction braking torque for the vehicle  100  and preventing motion of the vehicle  100 . Braking or holding torque may also be provided by one or more of the electric machines  160 ,  162 ,  164 , and  166 . The wheel brakes  144  may be hydraulically actuated, electrically actuated, or some combination thereof. The wheel brakes  144  may be a part of a brake system  150 . The brake system  150  may include other components to operate the wheel brakes  144 . For simplicity, the figure depicts a single connection between the brake system  150  and one of the wheel brakes  144 . A connection between the brake system  150  and the other wheel brakes  144  is implied. The brake system connections may be hydraulic and/or electrical. The brake system  150  may include a controller to monitor and coordinate operation of the wheel brakes  144 . The brake system  150  may monitor the brake components and control the wheel brakes  144 . The brake system  150  may respond to driver commands and may also operate autonomously to implement features such as stability control. The controller of the brake system  150  may implement a method of applying a requested brake force when requested by another controller or sub-function. 
     Electronic modules, controllers, and/or processors in the vehicle  100  may communicate via one or more vehicle networks. The vehicle network may include a plurality of channels for communication. One channel of the vehicle network may be a serial bus such as a Controller Area Network (CAN). One of the channels of the vehicle network may include an Ethernet network defined by Institute of Electrical and Electronics Engineers (IEEE) 802 family of standards. Additional channels of the vehicle network may include discrete connections between modules or controllers and associated actuators and sensors and may include power signals from the auxiliary battery  130 . Different signals may be transferred over different channels of the vehicle network. For example, video signals may be transferred over a high-speed channel (e.g., Ethernet) while control signals may be transferred over CAN or dedicated connections. The vehicle network may include any hardware and software components that aid in transferring signals and data between modules. The vehicle network is not shown in  FIG.  1    but it may be implied that the vehicle network may connect to any electronic module, controller, or processor that is present in the vehicle  100 . Likewise various sensors and actuators may be directly connected to a controller or control module and/or may transmit or receive signals over the vehicle network directly or through an associated controller or module. A vehicle system controller (VSC)  148  may be present to coordinate the operation of the various components including other modules, controllers, and processors. 
     Although a BEV is depicted, other electrified vehicle technologies and hybrid technologies are possible. For example, the vehicle may be a fuel cell vehicle. The fuel cell vehicle may include a fuel cell as a primary energy source while the traction battery  124  acts as a secondary energy source. The fuel cell vehicle may be a plug-in type that permits recharging of the traction battery  124 . The vehicle may be a hybrid vehicle that includes an engine and an electric drive capability. The implementations described herein may be applicable to any vehicles that include an electric drive having one or more electric machines that may be controlled to provide driving torque to a single axle at a time. 
     In some configurations, the electric machines  160 ,  162 ,  164 ,  166  may each be configured to provide propulsion torque to drive wheels of the vehicle  100 . Various combinations of the electric machines  160 ,  162 ,  164 ,  166  are possible. Configurations may be implemented having from one to four electric machines. 
     For example, the vehicle  100  may be configured to be a rear-wheel drive (RWD) vehicle in which an electric drive unit is coupled to a rear axle of the vehicle. The RWD vehicle may include only the first rear-axle electric machine  164 . In some configurations, the RWD vehicle may include the first rear-axle electric machine  164  and the second rear-axle electric machine  166 . In the RWD vehicle, the first front-axle electric machine  160 , the second front-axle electric machine  162 , and the front-axle gearbox  116  may be omitted. 
     As another example, the vehicle  100  may be configured as a front-wheel drive (FWD) vehicle in which a drivetrain is coupled to a front axle of the vehicle. The FWD vehicle may include only the first front-axle electric machine  160 . In some configurations, the FWD vehicle may include the first front-axle electric machine  160  and the second front-axle electric machine  162 . In the FWD vehicle, the first rear-axle electric machine  164 , the second rear-axle electric machine  166 , and the rear-axle gearbox  118  may be omitted. 
     The vehicle  100  depicted in  FIG.  1    may be implemented as an all-wheel drive (AWD) vehicle. In some configurations, the second front-axle electric machine  162  may be omitted (e.g, one electric machine on the front axle and two electric machines on the rear axle). In some configurations, the second rear-axle electric machine  166  may be absent (e.g, one electric machine on the rear axle and two electric machines on the front axle). In some configurations, the second front-axle electric machine  162  and the second rear-axle electric machine  166  may be absent (e.g., only one electric machine per axle). The particular configuration may be selected for desired performance and handling characteristics of the vehicle. 
     Vehicle  100  may include a human-machine interface (HMI)  190  in communication with system controller  148 . HMI  190  may receive operator input to select or activate a track mode, performance mode, or other mode that is associated with an enhanced cooling request that may automatically control one or more components of the cooling system, such as a pump or electronically controlled valve. HMI  190  may also display various information, suggestions, instructions, alerts, and/or options for a vehicle occupant related to activation of an enhanced cooling mode, addition of a cooling medium for enhance cooling, operation of related controls, etc. 
     A cooling system  152  includes a heat exchanger or radiator  154  provides a fluid-to-air heat exchange from a coolant or working fluid circulated by a corresponding coolant pump (not shown) through one or more cooling loops to provide cooling to the passenger cabin and/or various vehicle components including electric machines  160 ,  162 ,  164 ,  166 , power electronics module  126 , and traction battery  124 . Various cooling loops may be separated with fluid flow controlled by one or more electronically controlled or thermostatically controlled valves to share a common working fluid. Alternatively, separate cooling loops may be coupled by oil-to-fluid, air-to-fluid, or fluid-to-fluid heat exchangers and may include various other types of conventional cooling system components depending on the particular application and implementation. Representative working fluids include water, water/glycol mixture, refrigerant, etc. 
     Vehicle  100  includes a cargo or storage compartment  156  (best illustrated in  FIGS.  2 A,  2 B ) positioned forward of a vehicle passenger cabin in a front trunk (frunk). A heat exchanger  158  is positioned beneath the bottom of storage compartment  156  and may be implemented by a thermally conductive cold plate having associated cooling coils or serpentine conduits configured to facilitate heat rejection from circulating working fluid when an associated valve  184  is positioned to route the working fluid through heat exchanger  182 . A cold plate may function as the bottom of storage compartment  156 , or may be in contact with the bottom of compartment  156  depending on the particular implementation. Similarly, heat exchanger  158  may comprise cooling coils positioned within the storage compartment  156  along the bottom surface, or outside the storage compartment  156  in contact with the bottom surface without using a cold plate. To provide dual-use functionality of compartment  156  for either enhanced cooling or cargo storage, the positioning and sizing of the additional cooling hardware should consider any potential reduction of the storage space and human factors for switching between uses. When used for enhanced cooling, compartment  156  may contain a cooling medium, such as ice, dry ice (frozen CO 2 ), water, or any other solid, liquid, or multi-phase cooling medium to absorb heat from the working fluid of the cooling system passing through heat exchanger  158 . 
     Valve  184  may also be positioned such that the circulating working fluid bypasses heat exchanger  158 , such as when compartment  156  is being used for cargo storage, for example. Valve  184  may be an electronically controlled valve controlled directly or indirectly by an associated controller, such as system controller  148 , in response to an associated signal from a sensor or input device, such as HMI  190 . Alternatively, valve  184  may be manually controlled in some embodiments. 
       FIGS.  2 A and  2 B  illustrate a representative compartment configurable as a storage compartment or to contain a cooling medium for operation in an enhanced cooling or performance mode. Referring now to  FIGS.  1 ,  2 A, and  2 B , vehicle  100  is an electrified vehicle having a vehicle body  200  defining a compartment  156  positioned forward of a passenger cabin  210  and configurable to contain a cooling medium. As shown in  FIGS.  2 A and  2 B , compartment  156  may be disposed in a front trunk (frunk) of vehicle  100  accessible beneath vehicle hood  220 , which may include an integrated lid  222  for compartment  156  that forms a water-tight seal for compartment  156  when hood  220  is closed. In other embodiments, a separate lid may be provided that is detached from hood  220 . Those of ordinary skill in the art will recognize that vehicle  100  may include a cargo/storage compartment or additional compartments in a rear trunk, below a load panel in a hatchback vehicle, or similar locations that may also be equipped similarly to compartment  156  to provide enhanced cooling to the vehicle cooling system when filled with a cooling medium. The location and number of such storage compartments may vary depending on the particular vehicle configuration and intended application or use. 
     In one or more embodiments, compartment  156  may include a cargo organizer or divider  230  that may also function as a baffle or baffles when filled with a cooling medium to inhibit movement and associated noise and weight shifting of the cooling medium during vehicle operation. Alternatively, divider  230  may be removable or replaceable with special-purpose baffles designed for particular types of cooling media, such as liquid or solid media, for example. Compartment  156  may be a water-tight compartment (when closed) having a drain and associated plug to facilitate removal of a liquid cooling medium. As previously described, compartment  156  may include heat exchanger coils within the compartment, a cold plate that functions as a bottom surface of the compartment, or similar heat exchanger  158  disposed immediately below the compartment  156  configured to exchange heat with a cooling medium within compartment  156  and a working fluid of the cooling system  152 . 
       FIG.  3    illustrates operation of a system or method for controlling an electrified vehicle to provide enhanced cooling using a cooling medium contained within a storage compartment having an associated heat exchanger coupled to the vehicle cooling system according to a representative embodiment. Control logic or functions performed by one or more controllers, modules, processors, etc. is generally represented in the diagram of  FIG.  3   . This illustration provides a representative control strategy, algorithm, and/or logic that may be implemented using one or more processing strategies such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various steps or functions illustrated may be performed in the sequence illustrated, in parallel, or in some cases omitted. Although not always explicitly illustrated, one of ordinary skill in the art will recognize that one or more of the illustrated steps or functions may be repeatedly performed. Similarly, the order of processing is not necessarily required to achieve the features and advantages of the claimed subject matter as described herein, but is provided for ease of illustration and description. The control logic may be implemented primarily in software executed by a microprocessor-based vehicle, engine, electric machine, and/or powertrain controllers, generally represented by system controller  148  of  FIG.  1   . Of course, the control logic may be implemented in software, hardware, or a combination of software and hardware in one or more controllers depending upon the particular application. When implemented in software, the control logic may be provided in one or more non-transitory computer-readable storage devices or media having stored data representing code or instructions executed by a computer to control the vehicle or its subsystems. The computer-readable storage devices or media may include one or more of a number of known physical devices which utilize solid state, electric, magnetic, and/or optical storage to keep executable instructions and associated calibration information, operating variables, and the like. 
     Representative control logic or algorithm  300  begins at block  310 . A driver or other vehicle occupant selects a vehicle feature associated with a request for enhanced cooling as represented at  312 . Representative features that may automatically request enhanced cooling system operation or provide an option to select enhanced cooling system operation may include a track mode, a fast charging mode, a towing mode, an extending trip mode, etc. Depending on the particular implementation, the driver may be prompted to select a cooling medium at  314  and provide additional details with respect to the selected mode at  316 . Additional details may depend on the selected mode and include intended distance, charging parameters (maximum charge, charging rate, charging time), towing parameters (trailer weight or characteristics), etc. A recommended cooling medium type, loading quantity (volume or weight), and location(s) among one or more storage compartments may be recommended based on the additional details and/or ambient conditions including temperature, barometric pressure, humidity, etc. as represented at  318 . Cooling medium weight distribution may also be recommended based on active suspension sensors or other ride and handling parameters for a particular selected feature or application as represented at  320 . The driver accepts an HMI prompt for proceeding at  322  and the controller operates the associated valve(s) to control flow of the working fluid through the heat exchanger(s) associated with the storage compartments(s) and vehicle system requirements based on the state of the components in the cooling system as represented at  324 . The control system logic may monitor temperatures of various vehicle system components of the cooling system based on signals from associated sensors and may override user selections from the HMI under some operating conditions. For example, when using ice as the cooling medium, the cooling capacity will change as the ice melts and the resulting water warms. The control logic may monitor associated temperatures and control the valve(s) accordingly to route the working fluid through, or bypass, the heat exchanger(s). Likewise, system temperatures indicate additional cooling is not recommended or needed, the valve(s) may be controlled to bypass the storage compartment(s) heat exchanger(s) even though additional cooling has been selected via the HMI. 
     As generally illustrated in the figures and described above, an electrified vehicle  100  includes an electric machine  160  configured to provide torque to vehicle wheels  170 ,  172 . An energy store  124  is coupled to the electric machine  160  by associated power electronics  126 . A vehicle body  200  defines a cargo compartment  156  configurable to contain a cooling medium. Vehicle  100  also includes a heat exchanger  158  disposed immediately below the cargo compartment  156  and configured to selectively exchange heat with the cargo compartment  156 , a cooling system  152  configured to circulate a working fluid to exchange heat with at least one of the electric machine  160 , the power electronics  126 , and the energy store  124 , and a valve  184  operable to selectively route the working fluid of the cooling system  152  through the heat exchanger  158  or to bypass the heat exchanger  158 . Vehicle  100  further includes a controller  148  in communication with valve  184  and programmed to operate valve  184  in response to receiving user input from HMI  190  associated with a request for enhanced cooling, such as when a performance mode is activated. Controller  148  controls valve  184  to route the working fluid through the heat exchanger  158  when operating in the performance mode or similar mode, and to bypass the heat exchanger  158  otherwise. In one or more embodiments, controller  148  is programmed to control valve  184  to route the working fluid through the heat exchanger  158  in response to a temperature signal of at least one of the heat exchanger  158 , the energy store  124 , the electric machine  160 , and the power electronics  126 . Controller  148  may also control valve  184  to route the working fluid through the heat exchanger  158  in response to detecting of charging of energy store  124  through charge port  134  from an external power source  136 . 
     As also illustrated and described with reference to the figures, a method for controlling an electrified vehicle  100  having a cooling system  152  configured to circulate a working fluid to cool at least one of an electric machine  160 , a traction battery  124 , and power electronics  126 , and also including a cargo compartment  156  configurable to contain a cooling medium and having a heat exchanger  158  in contact with the cargo compartment  156 , includes a controller  148  that controls operation of valve  184  to route the working fluid through the heat exchanger  158  to transfer heat from the working fluid to the cooling medium in response to a request for increased cooling. The method also includes controlling valve  184  to route the working fluid to bypass the heat exchanger otherwise. 
     The processes, methods, or algorithms disclosed herein can be deliverable to/implemented by a processing device, controller, or computer, which can include any existing programmable electronic control unit or dedicated electronic control unit. Similarly, the processes, methods, or algorithms can be stored as data and instructions executable by a controller or computer in many forms including, but not limited to, information stored on various types of non-transitory storage media including information permanently stored on non-writable storage media such as ROM devices and information alterably stored on writeable storage media such as optical, magnetic, or solid state media. The processes, methods, or algorithms can also be implemented in a software executable object. Alternatively, the processes, methods, or algorithms can be embodied in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field-Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software, and firmware components. 
     While representative embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes can be made without departing from the claimed subject matter. As previously described, the features of various representative embodiments can be combined to form further embodiments that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art recognize that one or more features or characteristics can be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to strength, durability, life cycle, marketability, appearance, packaging, size, serviceability, weight, manufacturability, ease of assembly, etc. As such, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not necessarily outside the scope of the disclosure or claimed subject matter and may be desirable for particular applications.