Patent Publication Number: US-2022219504-A1

Title: Temperature management systems and methods for electric vehicle

Description:
TECHNICAL FIELD 
     Embodiments of this disclosure relate to systems and methods for managing temperatures of various systems of an electric vehicle. 
     BACKGROUND 
     An electric vehicle, also referred to as an electric drive vehicle, uses an electric motor for propulsion. Electric vehicles may include all-electric vehicles where the electric motor is the sole source of power, and hybrid electric vehicles that include an auxiliary power source in addition to the electric motor. In an electric vehicle, energy is stored in a battery system located in the electric vehicle. Typically, the battery system for an electric vehicle includes multiple batteries connected together. To power the electric motor and other electrical accessories of the electric vehicle, energy is discharged from the battery system. When the stored energy decreases, the battery system is charged (or recharged) by connecting the vehicle to an external or auxiliary power supply. Charging (and discharging) may increase the temperature of the battery system. The amount of current that may be directed into the battery system during charging, and drawn out of the battery system during discharging, depends on the specific operating conditions (e.g., temperature) of the battery system. To increase the life and efficiency of the battery system, it is desirable to maintain the temperature of the battery system within a desired temperature range. Electric vehicles may include a battery cooling and heating system that is used to maintain the battery system within the desired temperature range. Additionally, electric vehicles often include a passenger cabin and one or more power electronic systems (motors, inverters, converters, air compressors, etc.). The passenger cabin and the power electronic systems may also be cooled or heated during operation of the electric vehicle. Connecting the cooling and/or heating system of one or more of the battery system, the passenger cabin, and the power electronic systems may increase the operation range or otherwise increase the efficiency of the electric vehicle&#39;s operation. 
     SUMMARY 
     Embodiments of the present disclosure relate to, among others, systems and methods for cooling or heating the battery system, the passenger cabin, and the power electronic systems of electric vehicles. Each of the embodiments disclosed herein may include one or more of the features described in connection with any of the other disclosed embodiments. 
     In one embodiment, a temperature control system for an electric vehicle may include a cabin temperature control system configured to control flow of a refrigerant through one or more heat exchangers to control a temperature of a cabin of the electric vehicle, a battery temperature control system configured to control the flow of a coolant through one or more heat exchangers to control a temperature of a battery system of the electric vehicle, and a power electronics temperature control system configured to control the flow of coolant through one or more heat exchangers to control a temperature of one or more power electronics. In a first configuration of the temperature control system, the battery temperature control system and the power electronics temperature control system may be thermally isolated, and, in a second configuration, the battery temperature control system and the power electronics temperature control system may thermally interact. 
     In another embodiment, a method of operating a temperature control system of an electric vehicle may include directing a flow of coolant (a) through fluid conduits of a battery temperature control system to control a temperature of a battery system of the electric vehicle and/or (b) through fluid conduits of a power electronics temperature control system to control the temperature of power electronics of the electric vehicle, and selecting between a first configuration and a second configuration of the temperature control system. In the first configuration, the coolant in the fluid conduits of the battery temperature control system does not intermix with the coolant in the fluid conduits of the power electronics temperature control system. In the second configuration, the coolant in the fluid conduits of the battery temperature control system intermixes with the coolant in the fluid conduits of the power electronics temperature control system. 
     In yet another embodiment, an electric vehicle may include a body enclosing a cabin, wherein a temperature in the cabin is regulated by a cabin temperature control system, a battery system to power the electric vehicle, wherein a temperature of the battery system is regulated by a battery temperature control system, one or more power electronics, wherein a temperature of the one or more power electronics is regulated by a power electronics temperature control system, and a controller. The controller may be configured to selectively (a) thermally decouple the cabin temperature control system, the battery temperature control system, and the power electronics temperature control system from each other, and (b) thermally couple at least two of the cabin temperature control system, the battery temperature control system, and the power electronics temperature control system together. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate exemplary embodiments of the present disclosure and together with the description, serve to explain the principles of the disclosure. 
         FIGS. 1A and 1B  illustrate different views of an exemplary electric bus having a battery system; 
         FIG. 2  illustrates an exemplary configuration of a temperature management system of the bus of  FIGS. 1A and 1B ; 
         FIG. 3  illustrates another exemplary configuration of the temperature management system of the bus of  FIGS. 1A and 1B ; 
         FIG. 4  illustrates a further exemplary configuration of a temperature management system of the bus of  FIGS. 1A and 1B ; 
         FIG. 5  illustrates yet another exemplary configuration of a temperature management system of the bus of  FIGS. 1A and 1B ; 
         FIG. 6  illustrates another exemplary configuration of a temperature management system of the bus of  FIGS. 1A and 1B . 
     
    
    
     DETAILED DESCRIPTION 
     The present disclosure describes systems and methods for heating or cooling the battery system, the passenger cabin, and the power electronic systems of an electric vehicle. While principles of the current disclosure are described with reference to an electric bus, it should be understood that the disclosure is not limited thereto. Rather, the systems of the present disclosure may be used to heat or cool any battery system, passenger cabin, or power electronic system (of any electric vehicle (car, train, etc.), machine, tool, appliance, etc.). In this disclosure, the terms “about,” “substantially,” or “approximate” are used to indicate a potential variation of 10% of a stated value. 
       FIGS. 1A and 1B  illustrate an electric vehicle (EV  10 ) in the form of an electric bus. As indicated above, although aspects of the current disclosure are described with reference to an electric bus, this is only exemplary. And in general, EV  10  may include any type of electric vehicle.  FIG. 1A  shows the top view of EV  10 , and  FIG. 1B  shows the undercarriage of EV  10 . In the discussion that follows, reference will be made to both  FIGS. 1A and 1B . EV  10  may include a body  12  enclosing a space for passengers, for example, a passenger compartment or cabin  24 . In some embodiments, some (or all) parts of body  12  may be fabricated using one or more composite materials to reduce the weight of EV  10 . In some embodiments, EV  10  may be a low-floor electric bus. As is known in the art, in a low-floor bus, there are no stairs at the front and/or the back doors of the bus. In such a bus, the floor is positioned close to the road surface to ease entry and exit into the bus. In some embodiments, the floor height of the low-floor bus may be about 12-16 inches (30-40 centimeters) from the road surface. Body  12  of EV  10  may have any size, shape, and configuration. 
     EV  10  may include an electric motor  18  that generates power for propulsion of EV  10 , for example, via wheels  26 . One or more battery packs  15  of a battery system  14  may store electrical energy to power the electric motor  18  and other accessories. In one aspect, EV  10  includes additional components, such as an HVAC system  20  to cool the cabin  24 , a radiator  22  to assist in cooling the heat producing components of EV  10 , and power electronics  30 , shown in  FIGS. 2-6  (e.g., inverters, converters, internal and external lights, one or more controllers, one or more user interfaces, etc.). Although only one roof-mounted HVAC system  20  is shown in  FIG. 1A , as discussed herein, EV  10  may include additional HVAC units, for example, coupled to a curb side and/or a street side of EV  10 . As will be described later with reference to  FIGS. 2-6 , a refrigerant and/or a coolant may circulate between one or more of HVAC  20 , radiator  22 , heat exchangers, the heat producing components (such as, for example, motors, batteries, etc.), and other components to either heat or cool these components. Although a charging interface  16 , a charge port  19 , HVAC system  20 , and radiator  22  are illustrated as being positioned at specific locations (e.g., on the roof, rear, etc.) of the EV  10 , in general, these components may be positioned anywhere on EV  10 . 
     In some embodiments, as illustrated in  FIG. 1B , battery system  14  may be positioned under the floor of the EV  10 . Battery system  14  may have a modular structure and may be configured as a plurality of battery packs  15 . In some embodiments, each battery pack  15  may include a housing enclosing, among others, a plurality of battery modules, each having multiple battery cells. In some embodiments, battery packs  15  may be positioned in cavities located under the floor of the EV  10 . In some embodiments, as illustrated in  FIG. 1B , battery packs  15  may be arranged in two parallel columns under the floor. An exemplary structure and configuration of battery system  14  is described in U.S. Patent Application Publication No. US 2018/0205123, which is incorporated herein by reference in its entirety. 
     Although battery system  14  is illustrated and described as being positioned under the floor of EV  10 , this is only exemplary. In some embodiments, some or all of battery packs  15  of battery system  14  may be positioned elsewhere on the EV  10 . For example, some of battery packs  15  may be positioned on the roof of EV  10 . As battery system  14  may have considerable weight, placing battery system  14  under the floor of EV  10  may assist in keeping the center of gravity lower and balance weight distribution, thus increasing drivability and safety. Additionally, as shown below in  FIGS. 2-6 , battery system  14  may be cooled or heated via liquid (e.g., a coolant) flowing through and/or around components of battery system  14 . 
     The batteries of battery system  14  may have any chemistry and construction. In some embodiments, the batteries may be lithium titanate oxide (LTO) batteries. In some embodiments, the batteries may be nickel manganese cobalt (NMC) batteries. LTO batteries may be fast charge batteries that may allow EV  10  be recharged to substantially its full capacity in a small amount of time (e.g., about ten minutes or less). Due to its higher charge density, NMC batteries may take longer to charge to a comparable state of charge (SOC), but NMC batteries may retain a larger amount of charge and thus increase the range of EV  10 . It is also contemplated that, in some embodiments, the batteries may include other or multiple different chemistries. For instance, some of the batteries may be LTO or NMC batteries, while other batteries may have another chemistry (for example, lead-acid, nickel cadmium, nickel metal hydride, lithium ion, zinc air, etc.). Some of the possible battery chemistries and arrangements in EV  10  are described in commonly assigned U.S. Pat. No. 8,453,773, which is incorporated herein by reference in its entirety. 
     In some embodiments, as illustrated in  FIG. 1A , charging interface  16  may be provided on the roof of EV  10  to charge the batteries of battery system  14 . Charging interface  16  may engage with a charging head of an external charging station (not shown) to charge the batteries of battery system  14 . Details of the charging head and the interfacing of the charging head with charging interface  16  of EV  10  are described in commonly assigned U.S. Patent Application Publication Nos. US 2013/0193918 A1 and US 2014/0070767 A1, which are incorporated by reference in their entirety herein. Additionally or alternatively, in some embodiments, battery system  14  may be charged by connecting an external power supply to charge port  19  located, for example, on a side surface of EV  10 . To charge battery system  14  through charge port  19 , a connector carrying power from an external power supply may be plugged into charge port  19 . In some embodiments, charge port  19  may be a standardized charge port (e.g., SAE J1772 charge port) that is configured to receive a corresponding standardized connector (e.g., SAE J1772 connector). Details of an exemplary charge port  19 , and an exemplary method of using the charge port  19 , are described in U.S. Pat. No. 9,669,719, which is incorporated by reference in their entirety herein. 
       FIG. 2  illustrates an exemplary configuration of a temperature regulation system  100  that may be incorporated on EV  10 . Temperature regulation system  100  includes a battery temperature control system  102 , a power electronics temperature control system  104 , and a cabin temperature control system  106 . Battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  may help to manage, control, regulate temperatures of (i.e., heat or cool) one or more battery systems  14  that power EV  10 , various power electronics  30  that help control and/or operate EV  10 , and cabin  24  of EV  10 . As shown in  FIGS. 2-6 , battery system  14 , HVAC system  20 , and power electronics  30  may be coupled to a plurality of fluid conduits (e.g., hoses, tubes, pipes, etc.), shown as dashed or dotted lines with arrows indicating fluid flow, along with a plurality of pumps and valves to direct temperature regulation fluid (e.g., coolant, refrigerant, water, etc.). Control values  32 ,  34  and reversing valve  36  may be configured to direct fluid flow through selected conduits of the plurality of conduits to selectively couple battery system  14 , power electronics  30 , and HVAC system  20  to efficiently heat or cool one or more of battery system  14 , cabin  24  of EV  10 , and power electronics  30 .  FIGS. 2-6  illustrate different configurations of control valves  32  and  34  and reversing valve  36  in order to selectively couple battery system  14 , power electronics  30 , and HVAC system  20 . Specifically,  FIGS. 2-6  illustrate different configurations of control valves  32  and  34  and reversing valve  36  in order to selectively direct refrigerant (either in a gaseous or liquid form) and coolant (e.g., a mixture of water and glycol) through system  100 , with the arrows in  FIGS. 2-6  indicating flow of the refrigerant and coolant. 
     As discussed above, battery system  14  may include a plurality of battery packs  15 . Battery packs  15  may include internal chemistries that may react differently (e.g., have different impedances, power storage, and/or power charging or delivery capabilities) at different temperatures. Battery system  14  may be coupled to one or more fluid conduits in order to heat or cool battery system  14 . For example, a battery temperature control system  102  may include a plurality of fluid conduits coupled to battery system  14 . The flow of coolant through the fluid conduits and around battery system  14  is controlled by the configuration of one or more of control valves  32  and  34 . The fluid conduits may also be coupled to a plate heat exchanger  38 . 
     Power electronics  30  may be coupled to one or more fluid conduits in order to heat or cool power electronics  30 . For example, a power electronics temperature control system  104  may include a plurality of fluid conduits coupled to power electronics  30 . The flow of coolant through the fluid conduits and around power electronics is controlled by the configuration of one or more of control valves  32  and  34 . 
     HVAC system  20  may be coupled to one or more fluid conduits in order to heat or cool the cabin of EV  10 . For example, cabin temperature control system  106  may include a plurality of fluid conduits coupled to a plurality of heat exchangers, including HVAC system  20 . The flow of one or more refrigerants through the fluid conduits and the heat exchangers is controlled by the configuration of reversing valve  36 . 
     For example, HVAC system  20  and cabin temperature control system  106  may include one or more exterior or outside air heat exchangers  40 . In some embodiments, outside air heat exchanger  40  may be positioned on the roof of EV  10  (e.g. within HVAC  20 ). Cabin temperature control system  106  also includes one or more interior or inside air heat exchangers. In one aspect, cabin temperature control system  106  includes a curb side inside air heat exchanger  42  and a street side inside air heat exchanger  44 . Outside air heat exchanger  40  and inside air heat exchangers  42 ,  44  may be coupled to various fluid conduits to receive and deliver a refrigerant and/or a coolant to heat or cool the refrigerant and/or the coolant. Outside air heat exchanger  40  and inside air heat exchangers  42 ,  44  may receive air, either ambient air from outside EV  10  or air from within cabin  24  of EV  10 , such that the received air is either heated or cooled via thermal interaction with the refrigerant and/or the coolant. The heated or cooled air may then be output, either to outside EV  10  or to cabin  24  of EV  10 . The flow of air may be controlled by one or more fluid pumps, for example, fans  46 . Although not shown, the direction of fans  46  may be reversed in order to control the heating or cooling direction of heat exchangers  40 ,  42 , and  44 . 
     In some embodiments, heat exchangers  40 ,  42 , and  44  may be plate heat exchangers. As would be recognized by a person skilled in the art, a plate heat exchanger is a type of heat exchanger that uses metal plates to transfer heat between two fluids. While a plate heat exchanger offers high heat transfer efficiency, a plate heat exchanger is not a requirement. And, in general, heat exchangers  40 ,  42 ,  44  may be any type of heat exchanger (shell and tube heat exchangers, double pipe heat exchangers, condensers, evaporators, etc.) that is configured to transfer heat between two fluids. In some embodiments, heat exchangers  40 ,  42 , and  44  may be chiller plates. Alternatively, heat exchangers  40 ,  42 , and  44  may be printed circuit heat exchangers, finned tube heat exchangers, rotary heat exchangers, etc. 
     In some embodiments, control valves  32  and  34  and reversing valve  36  may be controlled by one or more solenoids, and may be coupled (e.g., wired or wirelessly connected) to a controller  200  and/or to a user interface, for example, within cabin  24  of EV  10 . The controller  200  and/or user interface may automatically control the operation of control valves  32  and  34  and reversing valve  36  based on sensed information (e.g., ambient temperature, cabin temperature from sensor  25 , battery system temperature from sensor  13 , power electronics temperature from sensor  31 , load on electric motor, etc.). Alternatively, an operator may control the configurations of control valves  32  and  34  and reversing valve  36  (e.g., via the user interface) based on determined operating conditions or performance characteristics. 
     Control valves  32  and  34  may be four-way valves. Control valve  32  may control the flow of coolant relative to, at least, the one or more battery packs  15  ( FIG. 1B ) within battery system  14 . Control valve  34  may control the flow of coolant relative to, at least, power electronics  30 . Reversing valve  36  controls the flow of refrigerant. Reversing valve  36  may be coupled to a compressor  48 . Reversing valve  36  may include an inlet  50  to receive high temperature, high pressure gas refrigerant from compressor  48 . Reversing valve  36  may also include three fluid ports  52 A,  52 B, and  52 C. Reversing valve  36  includes internal connections to control the flow of refrigerant through inlet  50  and fluid ports  52 A,  52 B, and  52 C. The internal connections may control the flow of the high temperature, high pressure gas refrigerant and may also control the flow of a low temperature, low pressure gas refrigerant. Moreover, the flow of refrigerant and coolant may also be controlled by one or more secondary valves  54 . Secondary valves  54  may be expansion valves or may be controlled by one or more solenoids. Secondary valves  54  may be positioned adjacent to curb side inside air heat exchanger  42  and street side inside heat exchanger  44 . One secondary valve  54  may also be positioned adjacent to plate heat exchanger  38 . Secondary valves  54  may be upstream or downstream of one or more heat exchangers, and the relative position may depend on the flow of fluid, for example, whether temperature regulation system  100  is in a heating or cooling mode. 
       FIG. 2  illustrates a configuration in which battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  are substantially independent and thermally isolated from one another. As shown, control valves  32  and  34  are in circulation positions. In this aspect, battery system  14  may be cooled via coolant being pumped from battery system  14  and passing through control valve  32 , an expansion tank  60 A, a pump  62 A, a heater, for example, a water heater  64 , plate heat exchanger  38 , and back to battery system  14 . The coolant may thermally interact (e.g., transfer heat) with refrigerant in plate heat exchanger  38  to cool the coolant, and thus cool battery system  14 . Power electronics  30  may be cooled using outside air heat exchanger  40  (e.g., acting as a radiator for coolant and acting as a condenser for refrigerant). In this aspect, power electronics  30  may be cooled via coolant being pumped from power electronics  30  and passing through outside air heat exchanger  40 , control valve  34 , expansion tank  60 B, pump  62 B, and back to power electronics  30 . Moreover, in this aspect, the coolant within power electronics temperature control system  104  does not thermally interact and/or intermix with coolant within battery temperature control system  102 . 
     Furthermore, in this configuration, the ambient temperature may be high and cabin  24  may be cooled using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44 . In this aspect, cabin temperature control system  106  and reversing valve  36  are in a cooling mode. The cooling mode may be used when the ambient temperature or temperature inside cabin  24  is warmer than a desired temperature. As shown in  FIG. 2 , compressor  48  may deliver high temperature, high pressure gas refrigerant to inlet  50 . Reversing valve  36  may direct the high temperature, high pressure gas refrigerant to outside air heat exchanger  40 . The refrigerant may cool within outside air heat exchanger  40  (e.g., due to interaction with ambient air) such that high temperature, high pressure liquid refrigerant is output from air heat exchanger  40 . In this aspect, outside air heat exchanger  40  may receive ambient air that is approximately 90 degrees Fahrenheit, and outside air heat exchanger  40  may output air that is approximately 110 degrees Fahrenheit. The high temperature, high pressure liquid may then be directed toward plate heat exchanger  38 . Secondary valve  54  may allow the refrigerant to expand and/or cool such that low temperature, low pressure liquid refrigerant is delivered to plate heat exchanger  38 . Plate heat exchanger  38  may heat the refrigerant (i.e., due to thermal interaction with coolant in battery temperature control system  102 ) such that low temperature, low pressure gas refrigerant is delivered back toward reversing valve  36 . Reversing valve  36  may direct the gas refrigerant toward compressor  48 , which may continue the refrigerant loop to cool the cabin. 
     Additionally, as shown in  FIG. 2 , the high temperature, high pressure liquid refrigerant may cool and pass through secondary valves  54  as low temperature, low pressure liquid refrigerant. The low temperature, low pressure liquid refrigerant may be delivered to curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . The liquid refrigerant may interact with warm cabin air within curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . Curb side inside air heat exchanger  42  and street side inside air heat exchanger  44  may each output low temperature, low pressure gas refrigerant toward reversing valve  36 . Furthermore, curb side inside air heat exchanger  42  and street side inside air heat exchanger may output cold return air back into cabin  24 . For example, curb side inside air heat exchanger  42  and street side inside air heat exchanger  44  may receive cabin air that is approximately 80 degrees Fahrenheit, and curb side inside air heat exchanger  42  and street side inside air heat exchanger  44  may output return air that is approximately 45 degrees Fahrenheit back into cabin  24 . The low temperature, low pressure gas refrigerant may then mix with the low temperature low pressure gas refrigerant from plate heat exchanger  38  and be delivered back to fluid port  52 C of reversing valve  36 . Reversing valve  36  may transmit the low temperature, low pressure gas refrigerant to compressor  48 , for example, via fluid port  52 B, and compressor  48  may output high temperature, high pressure gas refrigerant, as discussed above. 
       FIG. 3  illustrates another configuration of battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106 . In the configuration shown in  FIG. 3 , battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  are used to cool the respective components of EV  10 . As shown, control valves  32  and  34  are in redirection positions. In this aspect, battery system  14  may be cooled via coolant being pumped from battery system  14  and passing through control valve  32 , expansion tank  60 A, pump  62 A, water heater  64 , plate heat exchanger  38 , and back to battery system  14 , as discussed above. In addition, battery system  14  may be cooled by coolant being pumped through one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . As shown in  FIG. 3 , coolant may be pumped from battery system  14  to control valve  32 . Control valve  32  may direct the coolant toward control valve  34 . Control valve  34  may then direct the coolant to one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . The coolant may be cooled within one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 , and may then be pumped back through control valve  32 , expansion tank  60 A, pump  62 A, and water heater  64 . Before being delivered back to battery system  14 , the coolant may further pass through plate heat exchanger  38  such that the cooled coolant may be further cooled by thermally interacting with refrigerant before being delivered to battery system  14 . 
     Power electronics  30  may be cooled using outside air heat exchanger  40  by coolant being pumped from power electronics  30  and passing through outside air heat exchanger  40 , control valve  34 , expansion tank  60 B, pump  62 B, and back to power electronics  30 , as discussed above with respect to  FIG. 2 . Similarly, cabin  24  may be cooled using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44  with cabin temperature control system  106  and reversing valve  36  being in a cooling mode, as discussed above with respect to  FIG. 2 . Moreover, in this aspect, the coolant within power electronics temperature control system  104  does not thermally interact and/or intermix with coolant within battery temperature control system  102 . 
     The redirection positions of control valves  32  and  34  allow for battery system  14  to be cooled using both the plate heat exchanger  38  as well as one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . That is, in one mode the battery system  14  may be cooled using only the plate heat exchanger  38  ( FIG. 2 ), and in another cooling mode the battery system  14  may be cooled by both the plate heat exchanger  38  and one or both of the curb side and street side inside air heat exchangers  42 ,  44  ( FIG. 3 ). For example, in the configuration shown in  FIG. 3 , the cooled cabin air may be used to further cool the coolant being directed to battery system  14 . In this manner, battery system  14  may be cooled more quickly and/or to a lower temperature than the configuration shown in  FIG. 2  by changing the direction positions of control valves  32  and  34 . For example, cooling battery system  14  more quickly and/or to a lower temperature may be useful in a hot climate, when EV  10  is operating under stressful conditions (heavy passenger/cargo load, steep road grade, etc.), during charging, during fast charging (e.g., charging at a high rate), based on chemistry of battery system  14 , etc. Additionally, although not shown, the redirection positions of control valves  32  and  34  allow for battery system  14  to be cooled using only one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . In some embodiments, an electronic controller (e.g., controller  200 , etc.) may switch between the cooling modes of battery system  14  based on detected operating conditions (e.g., when sensor  13  indicates that battery temperature exceeds a predetermined value, etc.). In some embodiments, the driver (or another user of EV  10 ) may switch between the two different cooling modes based on need (e.g., during charging, etc.). 
       FIG. 4  illustrates another configuration of battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106 . In the configuration shown in  FIG. 4 , battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  are used to cool the respective components of EV  10 , as discussed above with respect to  FIGS. 2 and 3 . As in both  FIGS. 2 and 3 , cabin temperature control system  106  is used to cool cabin  24 . For example, cabin  24  may be cooled using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44  with cabin temperature control system  106  and reversing valve  36  being in a cooling mode, as discussed above with respect to  FIGS. 2 and 3 . 
     Furthermore, battery temperature control system  102  and power electronics temperature control system  104  may be coupled in series. As shown in  FIG. 4 , control valves  32  and  34  may be in redirection positions. Control valve  32  may be in the same position as in  FIG. 3 , and control valve  34  may be in an opposite position as in  FIG. 3 . In this aspect, battery system  14  may be cooled via coolant being pumped from battery system  14  and passing through control valve  32 , expansion tank  60 A, pump  62 A, water heater  64 , plate heat exchanger  38 , and back to battery system  14 , as discussed above. In addition, battery system  14  may be cooled by coolant being directed through one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . 
     However, as shown in  FIG. 4 , the coolant may be directed from battery system  14  to control valve  32 . Control valve  32  may direct the coolant toward control valve  34 . Control valve  34  may then direct the coolant to expansion tank  60 B and pump  62 B before being delivered to power electronics  30 . The coolant may cool power electronics  30  and be output toward outside air heat exchanger  40 . The coolant may be cooled by outside air heat exchanger  40  and be directed back to control valve  34 . Control valve  34  may then direct the coolant toward one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . The coolant may be cooled within one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 , and may then be directed back through control valve  32 , expansion tank  60 A, pump  62 A, and water heater  64 . Before being delivered back to battery system  14 , the coolant may further pass through plate heat exchanger  38  such that the cooled coolant may be further cooled by thermally interacting with refrigerant before being delivered to battery system  14 . Then, the coolant may be delivered through control valves  32  and  34  and other system components to further cool power electronics  30 . In this aspect, the coolant within power electronics temperature control system  104  thermally interacts and intermixes with coolant within battery temperature control system  102 . 
     The redirection positions of control valves  32  and  34  allow for battery system  14  and power electronics  30  to be fluidly connected in series. Accordingly, battery system  14  and power electronics  30  may both be cooled using plate heat exchanger  38 , outside air heat exchanger  40 , and one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . That is, in one cooling mode battery system  14  may be cooled using only the plate heat exchanger  38 , and power electronics system  30  may be cooled using only outside air heat exchanger  40 . In another cooling mode battery system  14  and power electronic system  30  may be cooled by plate heat exchanger  38 , outside air heat exchanger  40 , and one or both of the curb side and street side inside air heat exchangers  42 ,  44 . In this manner, battery system  14  and power electronics  30  may be cooled more quickly and/or to a lower temperature than the configuration shown in  FIGS. 2 and 3  by changing the direction positions of control valves  32  and  34 . For example, cooling battery system  14  and power electronics  30  more quickly and/or to a lower temperature may be useful in a very hot climate, when EV  10  is operating under very stressful conditions (as described above with reference to  FIG. 3 ), depending on the internal chemistry of battery system  14 , number and/or size of power electronics  30 , etc. 
     Additionally, the configuration shown in  FIG. 4  may be used when battery system  14  is not in need of cooling, for example, when battery system  14  is cooler than power electronics  30 . In this aspect, the configurations of battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  may allow battery system  14  and the coolant within battery temperature control system  102  to help cool power electronics  30  and the coolant within power electronics temperature control system  104 . Furthermore, as mentioned above, an electronic controller (e.g., controller  200 , etc.) may switch between the cooling modes of battery system  14  based on detected operating conditions (e.g., when sensor  13  indicates that battery temperature exceeds a predetermined value, etc.). In some embodiments, the driver (or another user of EV  10 ) may switch between the two different cooling modes based on need (e.g., during charging, etc.). 
       FIGS. 5 and 6  illustrate cabin temperature control system  106  and reversing valve  36  operating in a cabin heating mode. In this configuration, cabin  24  may be heated using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44 . In this aspect, cabin temperature control system  106  and reversing valve  36  are in a heating mode. Heating mode may be used when the ambient temperature or temperature inside cabin  24  is cooler than a desired temperature. 
     As shown in  FIG. 5 , compressor  48  may deliver high temperature, high pressure gas refrigerant to inlet  50 . Reversing valve  36  may direct the high temperature, high pressure gas refrigerant to inside air heat exchangers  42  and  44  and to plate heat exchanger  38 . The refrigerant may cool within inside air heat exchanger  42  and  44  (e.g., due to interaction with cool cabin) such that low temperature, high pressure liquid refrigerant is output from inside air heat exchangers  42  and  44 . Inside air heat exchangers  42  and  44  may intake cool air from cabin  24 , and may also output warm return air back into cabin  24 . For example, inside air heat exchangers  42  and  44  may receive cabin air that is approximately 60 degrees Fahrenheit, and inside air heat exchangers  42  and  44  may output return air that is approximately 70 degrees Fahrenheit back into cabin  24 . The low temperature, high pressure liquid refrigerant may then pass through secondary valves  54  and may be delivered toward outside air heat exchanger  40 . The low temperature, low pressure liquid refrigerant may be heated by outside air heat exchanger  40  (e.g., due to thermal interaction with cool ambient air). Outside air heat exchanger  40  may output low temperature, low pressure gas refrigerant, which may be delivered to fluid port  52 A. Outside air heat exchanger  40  may intake cool ambient air, and may also output cold air to the exterior of EV  10 . For example, outside air heat exchanger  40  may receive ambient air that is approximately 40 degrees Fahrenheit, and outside air heat exchanger  40  may output air that is approximately 20 degrees Fahrenheit. Reversing valve  36  may direct the gas refrigerant back out of fluid port  52 B as low temperature, low pressure gas refrigerant and towards compressor  48 . For example, the gas refrigerant may decrease in pressure slightly as it passes through reversing valve  36 , but the gas refrigerant does not decrease in pressure significantly enough to cause the refrigerant to substantially cool or become liquid. Compressor  48  may then output high temperature, high pressure gas refrigerant, which reversing valve  36  may direct toward inside air heat exchangers  42  and  44  and toward plate heat exchanger  38 , as discussed above. 
     With respect to the portion of the high temperature, high pressure gas refrigerant that is directed toward plate heat exchanger  38 , the gas refrigerant may cool within plate heat exchanger (i.e., due to thermal interaction with coolant in battery temperature control system  102 ) such that low temperature, low pressure gas refrigerant is output from plate heat exchanger  38 . The low temperature, low pressure gas refrigerant may pass through a secondary valve  54  and cool to a low temperature, low pressure liquid refrigerant. The low temperature, low pressure liquid refrigerant may mix with the low temperature, low pressure liquid refrigerant output from inside air heat exchangers  42  and  44 , and may be delivered through outside air heat exchanger  40  and reversing valve  36  to compressor  48 , as discussed above. 
     Although not shown, it is noted that system  100  may include a configuration similar to the thermally isolated configuration of  FIG. 2 , but with cabin temperature control system  106  in the heating mode. In such a configuration, the refrigerant of cabin temperature control system  106  may be used to heat the cabin  24 , as discussed above. Furthermore, battery temperature control system  102  may heat battery system  14  by controlling the flow of coolant through plate heat exchanger  38 , and power electronics temperature control system  104  may control a temperature of power electronics  30  by controlling the flow of coolant through outside air heat exchanger  40 . 
       FIG. 5  illustrates another temperature control configuration of battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106 . In the configuration shown in  FIG. 5 , battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  are used to control the temperature of the respective components of EV  10 , as discussed above with respect to  FIG. 2 , and are not thermally isolated, similar to the configuration of  FIG. 3 . As shown, control valves  32  and  34  are in redirection positions. Battery system  14  may be heated via coolant being pumped from battery system  14  and passing through control valve  32 , expansion tank  60 A, pump  62 A, water heater  64 , plate heat exchanger  38 , and back to battery system  14 . In this aspect, water heater  64  may be activated to further heat the coolant. In addition, battery system  14  may be heated by coolant being pumped through one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . As shown in  FIG. 5 , coolant may be pumped from battery system  14  to control valve  32 . Control valve  32  may direct the coolant toward control valve  34 . Control valve  34  may then direct the coolant to one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . The coolant may be heated within one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 , and may then by pumped back through control valve  32 , expansion tank  60 A, pump  62 A, and water heater  64 . Before being delivered back to battery system  14 , the coolant may further pass through plate heat exchanger  38  such that the heated coolant may be further heated before being delivered to battery system  14 . 
     As in  FIGS. 2 and 3 , a temperature of power electronics  30  may be controlled (e.g., heated or cooled) using outside air heat exchanger  40  by coolant being pumped from power electronics  30  and passing through outside air heat exchanger  40 , control valve  34 , expansion tank  60 B, pump  62 B, and back to power electronics  30 . Even though cabin temperature control system  106  is in heating mode, power electronics temperature control system  104  may cool power electronics  30 . For example, power electronics  30  may experience higher temperatures than battery system  14  or other components of EV  10  due to the number of power electronics  30  and/or a load on the power electronics  30  of an electric bus. In this manner, the coolant passing from power electronics  30  to outside air heat exchanger  40  may still cool power electronics  30  in a situation where the power electronics  30  are at a higher temperature than the ambient air and/or the high temperature, high pressure liquid refrigerant. 
     Moreover, cabin  24  may be heated using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44  with cabin temperature control system  106  and reversing valve  36  being in a heating mode, as discussed above. 
     The redirection positions of control valves  32  and  34  allow for battery system  14  to be heated using both the plate heat exchanger  38  as well as one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . In this manner, battery system  14  may be heated more quickly and/or to a higher temperature than the configuration discussed above by changing the direction positions of control valves  32  and  34 . For example, heating battery system  14  more quickly and/or to a lower temperature may be useful in a cold climate, operating conditions of EV  10 , depending on the internal chemistry of battery system  14 , etc. Additionally, if battery system  14  is warm (e.g., 60 degrees Fahrenheit or warmer), coolant in battery temperature control system  102  may be warmed and may help heat cabin  24 . In one instance, battery system  14  may be warm during heavy operating conditions or during a charging event, and thus coolant in battery temperature control system  102  may interact with cabin air in one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44  to help warm cabin air. 
       FIG. 6  illustrates another configuration of battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106 . In the configuration shown in  FIG. 6 , battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  are used to control the temperatures of the respective components of EV  10 , as discussed above with respect to  FIG. 5 . Cabin temperature control system  106  is used to heat cabin  24 . For example, cabin  24  may be heated using refrigerant passing through curb side inside air heat exchanger  42  and through street side inside air heat exchanger  44  with cabin temperature control system  106  and reversing valve  36  being in a heating mode, as discussed above with respect to  FIG. 5 . 
     Furthermore, battery temperature control system  102  and power electronics temperature control system  104  may be coupled in series, similar to the configuration of  FIG. 4 . As shown in  FIG. 6 , control valves  32  and  34  may be in redirection positions. Control valve  32  may be in the same position as in  FIG. 5 , and control valve  34  may be in an opposite position as in  FIG. 5 . Battery system  14  may be heated via coolant being pumped from battery system  14  and passing through control valve  32 , expansion tank  60 A, pump  62 A, water heater  64 , plate heat exchanger  38 , and back to battery system  14 , as discussed above. In this aspect, water heater  64  may be activated to further heat the coolant. In addition, battery system  14  may be heated by coolant being pumped through one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . However, as shown in  FIG. 6 , coolant may be pumped from battery system  14  to control valve  32 , and control valve  32  may direct the coolant toward control valve  34 . In this manner, ambient air may be preheated, which may allow for various components of EV  10  (e.g., one or more heat pumps) to operate at low ambient temperatures. 
     Control valve  34  may then direct the coolant to expansion tank  60 B and pump  62 B before being delivered to power electronics  30 . The coolant may help control the temperature of power electronics  30  and may be output toward outside air heat exchanger  40 . The coolant may be heated by outside air heat exchanger and be directed back to control valve  34 . Control valve  34  may then direct the coolant toward one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . The coolant may be heated within one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 , and may then by pumped back through control valve  32 , expansion tank  60 A, pump  62 A, and water heater  64 . Before being delivered back to battery system  14 , the coolant may further pass through plate heat exchanger  38  such that the heated coolant may be further heated before being delivered to battery system  14 . Then, the coolant may be delivered through control valves  32  and  34  and other system components to further control the temperature of power electronics  30 . 
     The redirection positions of control valves  32  and  34  allow for battery system  14  and power electronics  30  to be fluidly connected in series. Accordingly, the temperatures of battery system  14  and power electronics  30  may both be controlled using plate heat exchanger  38 , outside air heat exchanger  40 , and one or more of curb side inside air heat exchanger  42  and street side inside air heat exchanger  44 . In this manner, the temperatures of battery system  14  and power electronics  30  may be controlled more quickly and/or to a higher temperature than the configuration shown in  FIG. 5  by changing the direction positions of control valves  32  and  34 . For example, controlling the temperatures of battery system  14  and power electronics  30  more quickly and/or to a higher temperature may be useful in a very cold climate, operating conditions of EV  10 , depending on the internal chemistry of battery system  14 , number and/or size of power electronics  30 , etc. 
     As mentioned above, even though battery temperature control system  102  and cabin temperature control system  106  are in heating modes, power electronics temperature control system  104  may cool power electronics  30 . For example, power electronics  30  may experience higher temperatures than battery system  14  or other components of EV  10  due to the number of power electronics  30  and/or a load on the power electronics  30  of an electric bus. In this manner, the coolant passing from power electronics  30  to outside air heat exchanger  40 , inside air heat exchangers  42  and  44 , plate heat exchanger  38 , water heater  64 , and battery system  14  may cool power electronics  30  in a situation where the power electronics  30  are at a higher temperature than the ambient air, air within cabin  24 , the coolant, and/or the high temperature, high pressure liquid refrigerant. Similarly, the coolant passing from power electronics  30  to outside air heat exchanger  40 , inside air heat exchangers  42  and  44 , plate heat exchanger  38 , water heater  64 , and battery system  14  may help heat battery system  14  and/or cabin  24  in the situation where the power electronics  30  are at a higher temperature than the ambient air, air within cabin  24 , the coolant, and/or the high temperature, high pressure liquid refrigerant. 
     Furthermore, it is noted that water heater  64  may be inactive in cooling modes discussed with respect to  FIGS. 2-4 . Nevertheless, water heater  64  may be activated when operating in a heating mode, as discussed with respect to  FIGS. 5 and 6 . Water heater  64  may be used to heat battery system  14 . For example, water heater  64  may be an electric water heater or other heat source. Water heater  64  may also further heat coolant, and act as a heating boost for compressor  48 , for example, due to the thermal interaction between the coolant and the refrigerant. In this aspect, water heater  64  may be used to help heat cabin  24 . 
     It is noted that while both curb side inside air heat exchanger  42  and street side inside air heat exchanger  44  are shown in  FIGS. 2-6 , this disclosure is not so limited. In one aspect, the system  100  may operate in a similar manner to as discussed above with a single inside air heat exchanger. In some embodiments, additional insider heat exchangers (e.g., similar to curb side inside air heat exchanger  42  and/or street side inside air heat exchanger  44 ) may be provided in cabin  24  and coupled to the cooling system like heat exchangers  42 ,  44 . 
     The connections shown in  FIGS. 2-6  allow for changing configurations of control valves  32  and  34  and reversing valve  36  controls the various cooling and heating configurations discussed above. In this aspect, battery temperature control system  102 , power electronics temperature control system  104 , and cabin temperature control system  106  may be selectively thermally coupled or isolated depending on the desired heating or cooling situation. For example, the configuration shown in  FIG. 2  may be used when the ambient temperature is higher than the temperature of battery system  14  and when cooling of battery system  14  is required. The configuration shown in  FIG. 3  may be implemented when the ambient temperature is lower than the temperature of battery system  14  and when cooling of battery system  14  is required. The configuration shown in  FIG. 4  may be used when simultaneous cooling of battery system  14  and of power electronics  30  is required. The configuration of  FIG. 4  may allow for cooling power electronics  30  below the ambient temperature and/or for quickly cooling power electronics  30  (e.g., when a motor is in a high power mode to power EV  10  on a steep climb and/or in very hot ambient temperatures). The configuration shown in  FIG. 5  may be implemented when the ambient temperature is lower than the temperature of battery system  14  and when heating battery system  14  and cooling of power electronics  30  is required. Furthermore, the configuration shown in  FIG. 6  may be used when the ambient temperature is much lower (e.g., extremely cold ambient temperatures) than the temperature of battery system  14  and when heating of both battery system  14  and power electronics  30  is required. The configuration of  FIG. 6  may provide for a preheating of ambient air to allow for operation of various components (e.g., a heat pump) at low ambient temperatures. 
     The disclosed examples allow for a plurality of heat exchangers and multiple fluids (e.g., a refrigerant and a coolant) in respective closed-loop vapor compressor cycles to exchange heat. Controller  200  of temperature regulation system  100  may increase or decrease the cooling or heating of cabin  24 , battery system  14 , and power electronics  30 . In some embodiments, controller  200  may increase the cooling of battery system  14  when a temperature of the battery system  14  (e.g., detected by sensor  13 ) increases above a threshold. In some embodiments, controller  200  may increase the cooling (or heating) of the battery packs  15  of battery system  14  in anticipation of a charging event. For example, controller  200  may heat or cool the batteries (e.g., by selecting a desired heating/cooling mode) before (e.g., a predetermined time before, when driving towards a charging station, based on GPS location, etc.) a charging event to increase charge acceptance during charging. In embodiments, where the battery system  14  includes batteries having a impedance responses with temperature, controller  200  may selectively increase the cooling of one or more battery packs  15  that have an increased current flow relative to the other battery packs  15 . Coupling the heating and/or cooling of cabin  24 , battery system  14 , and power electronics  30  may help to provide heat transfer between the refrigerant and ambient air, as well as between the refrigerant, the air within cabin  24 , and the coolant coupled to battery system  14  and power electronics  30 . The coupling may provide for a more efficient heating or cooling of the various components. Reducing energy consumption (e.g., from battery system  14 ) required for thermal management may extend the operating time or range of EV  10 . Additionally, the thermal management of system  100  may be controlled via control valves  32 ,  34  and reversing valve  36 , allowing for the various cooling or heating configurations discussed herein to be implemented on EV  10  without changing or replacing the components of system  100  during the operation of EV  10 . 
     While principles of the present disclosure are described herein with reference to a temperature control system for various components of an electric vehicle, it should be understood that the disclosure is not limited thereto. Rather, the systems described herein may be employed to heat or cool the batteries and other components in any application. Also, those having ordinary skill in the art and access to the teachings provided herein will recognize additional modifications, applications, embodiments, and substitution of equivalents all fall within the scope of the embodiments described herein. Accordingly, the disclosure is not to be considered as limited by the foregoing description. For example, while certain features have been described in connection with various embodiments, it is to be understood that any feature described in conjunction with any embodiment disclosed herein may be used with any other embodiment disclosed herein.