PATENT DOCUMENT

Publication Number: US-11560041-B1
Application Number: US-202217722536-A
Country: US
Kind Code: B1

Title: Vehicle thermal system

Abstract:
A vehicle thermal system includes a heat-generating component, a heat-absorbing component, a liquid coolant reservoir for receiving and distributing a liquid coolant, a first liquid loop that is connected to the liquid coolant reservoir, includes a first pump upstream from a first functional component to circulate the liquid coolant, is heated by the heat-generating component, and includes a first valve downstream from the first functional component to control recirculation or return of the liquid coolant to the liquid coolant reservoir, and a second liquid loop that is connected to the liquid coolant reservoir, includes a second pump upstream from a second functional component to circulate the liquid coolant, is cooled by the heat-absorbing component, and includes a second valve downstream from the second functional component to control recirculation or return of the liquid coolant to the liquid coolant reservoir.

Claims:
What is claimed is: 
     
       1. A vehicle thermal system, comprising:
 a liquid coolant reservoir that is configured to receive and distribute a liquid coolant; 
 a first liquid loop that is connected to the liquid coolant reservoir and is configured to direct a first amount of the liquid coolant to a first vehicle subsystem, the first liquid loop including a combined-flow section; and 
 a second liquid loop that is configured to direct a second amount of the liquid coolant to a second vehicle subsystem and is connected to the first liquid loop by a first fluid connection located upstream of the combined-flow section and a second fluid connection located downstream of the combined-flow section. 
 
     
     
       2. The vehicle thermal system of  claim 1 , wherein the second liquid loop includes a pump that circulates the second amount of the liquid coolant and the first fluid connection includes a valve that controls the second amount of the liquid coolant that is supplied to the combined-flow section. 
     
     
       3. The vehicle thermal system of  claim 2 , wherein the first liquid loop supplies the second amount of the liquid coolant to the second liquid loop through the second fluid connection, and the second amount of the liquid coolant is a function of a flow rate of the pump. 
     
     
       4. The vehicle thermal system of  claim 2 , wherein the first liquid loop supplies the second amount of the liquid coolant to the second liquid loop through the second fluid connection, and the second amount of the liquid coolant is a function of a position of the valve. 
     
     
       5. The vehicle thermal system of  claim 2 , wherein the second liquid loop supplies a portion of the second amount of the liquid coolant to the combined-flow section through the first fluid connection. 
     
     
       6. The vehicle thermal system of  claim 5 , wherein the portion of the second amount of the liquid coolant mixes with the first amount of the liquid coolant in the first liquid loop. 
     
     
       7. The vehicle thermal system of  claim 1 , wherein the second liquid loop is indirectly connected to the liquid coolant reservoir. 
     
     
       8. A vehicle thermal system, comprising:
 a liquid coolant reservoir that is configured to receive and distribute a liquid coolant; 
 a cabin heating loop that is connected to the liquid coolant reservoir, is configured to direct the liquid coolant to a cabin heating subsystem, and provides a portion of the liquid coolant to a powertrain heating loop; and 
 a mixing portion that mixes the liquid coolant from the cabin heating loop with the portion of the liquid coolant from the powertrain heating loop. 
 
     
     
       9. The vehicle thermal system of  claim 8 , wherein the cabin heating loop includes the mixing portion. 
     
     
       10. The vehicle thermal system of  claim 8 , wherein the liquid coolant from the cabin heating loop has a first starting temperature and the portion of the liquid coolant from the powertrain heating loop has a second starting temperature, and mixing in the mixing portion causes the first starting temperature and the second starting temperature to equalize to an intermediate temperature. 
     
     
       11. The vehicle thermal system of  claim 8 , wherein the powertrain heating loop includes a pump, and the portion of the liquid coolant that is provided to the powertrain heating loop is a function of a flow rate of the pump. 
     
     
       12. The vehicle thermal system of  claim 8 , wherein the powertrain heating loop includes a valve, and the portion of the liquid coolant that is provided to the powertrain heating loop is a function of a position of the valve. 
     
     
       13. The thermal vehicle system of  claim 8 , wherein a condenser is located upstream of a powertrain subsystem of the powertrain heating loop and downstream of a cabin heating subsystem of the cabin heating loop. 
     
     
       14. The thermal vehicle system of  claim 8 , wherein a first fluid connection is located upstream from the mixing portion and supplies the liquid coolant from the powertrain heating loop to the mixing portion. 
     
     
       15. A vehicle thermal system, comprising:
 a liquid coolant reservoir that is configured to receive and distribute a liquid coolant; 
 a cabin heating loop that is connected to the liquid coolant reservoir and is configured to direct the liquid coolant to a cabin heating subsystem at a first temperature; and 
 a powertrain heating loop that is configured to direct the liquid coolant at a second temperature that is higher than the first temperature; 
 wherein the liquid coolant at the first temperature is mixed with the liquid coolant at the second temperature, thereby decreasing a temperature of the liquid coolant in the powertrain heating loop and increasing a temperature of the liquid coolant in the cabin heating loop. 
 
     
     
       16. The vehicle thermal system of  claim 15 , wherein the mixing of the liquid coolant at the first temperature and the liquid coolant at the second temperature occurs within the cabin heating loop. 
     
     
       17. The vehicle thermal system of  claim 16 , wherein a portion of the mixed liquid coolant is directed to the powertrain heating loop through a fluid connector located downstream of where the mixing occurs. 
     
     
       18. The vehicle thermal system of  claim 16 , wherein the powertrain heating loop supplies the liquid coolant at the second temperature through a fluid connector located upstream of where the mixing occurs. 
     
     
       19. The vehicle thermal system of  claim 18 , wherein the powertrain heating loop includes a valve, and an amount of liquid coolant at the second temperature that is mixed is a function of a position of the valve. 
     
     
       20. The vehicle thermal system of  claim 15 , wherein the powertrain heating loop is indirectly connected to the liquid coolant reservoir.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/723,048 filed on Aug. 27, 2018 and U.S. Provisional Application No. 62/779,734 filed on Dec. 14, 2018, and is a continuation of U.S. application Ser. No. 16/523,582 filed on Jul. 26, 2019, the contents of which are hereby incorporated by reference herein in their entireties for all purposes. 
    
    
     FIELD 
     The present disclosure relates generally to thermal systems for vehicles. 
     BACKGROUND 
     Vehicles may include multiple subsystems that generate waste heat while performing a function that is related to operation of the vehicle. Examples of heat-generating components that may be included in vehicle subsystems include drive motors, inverters, batteries, sensors, computers, and compressors. If the waste heat is not removed from these systems, they may overheat and/or fail prematurely. The heating and cooling requirements for certain subsystems may vary dependent upon environmental conditions or other factors. In some situations, these subsystems may benefit from added heat, such as during cold-weather conditions. In addition, passenger compartments and other occupied spaces also benefit from thermal management to improve comfort during hot, humid, and cold conditions. 
     SUMMARY 
     One aspect of the disclosure is a vehicle thermal system that includes a heat-generating component, a heat-absorbing component, a liquid coolant reservoir, a first liquid loop, and a second liquid loop. The liquid coolant reservoir receives and distributes a liquid coolant. The first liquid loop is connected to the liquid coolant reservoir, includes a first pump that is upstream from a first functional component to circulate the liquid coolant to the first functional component, is heated by the heat-generating component, and includes a first valve downstream from the first functional component to control recirculation of the liquid coolant or return of the liquid coolant to the liquid coolant reservoir. The second liquid loop is connected to the liquid coolant reservoir, includes a second pump that is upstream from a second functional component to circulate the liquid coolant to the second functional component, is cooled by the heat-absorbing component, and includes a second valve downstream from the second functional component to control recirculation of the liquid coolant or return of the liquid coolant to the liquid coolant reservoir. 
     Another aspect of the disclosure is a vehicle thermal system that includes a refrigeration-cycle thermal system that includes a heat-generating component and a heat-absorbing component, a liquid coolant reservoir that receives and distributes a liquid coolant, a controller that controls distribution of the liquid coolant, a cabin heating loop, and a cabin cooling loop. The cabin heating loop is connected to the liquid coolant reservoir, is heated by the heat-generating component of the refrigeration-cycle thermal system and circulates the liquid coolant to a cabin heating subsystem. The cabin heating loop includes a cabin heating pump to control flow of the liquid coolant in response to commands from the controller, a cabin heating valve to control return of the liquid coolant to the liquid coolant reservoir in response to commands from the controller, and a cabin heating temperature sensor. The cabin cooling loop is connected to the liquid coolant reservoir, is cooled by the heat-absorbing component of the refrigeration-cycle thermal system and circulates the liquid coolant to a cabin cooling subsystem. The cabin cooling loop includes a cabin cooling pump to control flow of the liquid coolant in response to commands from the controller, a cabin cooling valve to control return of the liquid coolant to the liquid coolant reservoir in response to commands from the controller, and a cabin cooling temperature sensor. 
     Another aspect of the disclosure is a vehicle thermal system that includes a cabin heating loop, a powertrain loop, a combined-flow section, and a valve. The cabin heating loop circulates a liquid coolant to a cabin heating subsystem and is heated by a heat-generating component of a refrigeration-cycle thermal system. The powertrain loop circulates the liquid coolant to a powertrain subsystem. The combined-flow section that mixes the liquid coolant from the cabin heating loop with a portion of the liquid coolant from the powertrain loop. The valve controls flow of the liquid coolant between the powertrain loop and the cabin heating loop. 
     Another aspect of the disclosure is a vehicle thermal system that includes a refrigeration-cycle thermal system that includes a heat-generating component and a heat-absorbing component, a liquid coolant reservoir that receives and distributes a liquid coolant, and a controller that controls distribution of the liquid coolant. The vehicle thermal system also includes a powertrain and cabin heating loop that is connected to the liquid coolant reservoir, includes a heat-generating component of the refrigeration-cycle thermal system, a powertrain subsystem, a cabin heating subsystem, a first radiator, and a powertrain and cabin heating valve to proportionally control flow of the liquid coolant cabin heating subsystem and the first radiator in response to commands from the controller. The vehicle thermal system also includes a cabin cooling loop that is connected to the liquid coolant reservoir, is cooled by the heat-absorbing component of the refrigeration-cycle thermal system, and circulates the liquid coolant to a cabin cooling subsystem, wherein the cabin cooling loop includes a cabin cooling pump to control flow of the liquid coolant in response to commands from the controller, a cabin cooling valve to control return of the liquid coolant to the liquid coolant reservoir in response to commands from the controller, and a cabin cooling temperature sensor. In some implementations, the vehicle thermal system may also include an electrical loop that is connected to the liquid coolant reservoir and circulates the liquid coolant to an electrical subsystem, and a shared radiator section that includes a second radiator and a radiator valve. The shared radiator valve is connected to the powertrain and cabin heating loop and the electrical loop to control flow of the liquid coolant to the second radiator from the powertrain and cabin heating loop and the electrical loop in response to commands from the controller. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a functional block diagram that shows components of a vehicle thermal system according to a first example. 
         FIG.  2    is an illustration that shows components of a vehicle thermal system according to a second example and fluid flow connections between the components. 
         FIG.  3    is a functional block diagram that shows components of a vehicle thermal system according to a third example. 
         FIG.  4    is an illustration that shows components of a vehicle thermal system according to a fourth example and fluid flow connections between the components. 
         FIG.  5    is an illustration that shows components of a vehicle thermal system according to a fifth example and fluid flow connections between the components. 
         FIG.  6    is an illustration that shows components of a vehicle thermal system according to a sixth example and fluid flow connections between the components. 
         FIG.  7    is an illustration that shows components of a vehicle thermal system according to a seventh example and fluid flow connections between the components. 
         FIG.  8    is an illustration that shows components of a vehicle thermal system according to an eighth example and fluid flow connections between the components. 
         FIG.  9    is a flowchart that shows a process for operating a vehicle thermal system. 
         FIG.  10    is an illustration that shows an example of a computing device. 
     
    
    
     DETAILED DESCRIPTION 
     This disclosure is directed to thermal management systems and methods for operating thermal management systems. The thermal management systems described herein are configured to allow independent thermal management and control of a plurality of vehicle subsystems using a common heat and cold generating powerplant using an electric or fuel powered refrigerant cycle, such as a CO2-based R744 refrigerant cycle. In addition, heat management between subsystems is provided through direct mixing of subsystem liquid coolant streams to utilize waste heat from one system to add heat to another system as needed. Direct mixing of liquid coolant streams allows the transfer of waste heat without heat exchanger components between subsystems and offers the best possible theoretical heat transfer exchange between the subsystems. Glycol-water coolant (or another similar type of liquid coolant), is utilized as the primary heat transfer media due to its low freezing point compared to pure water, high heat capacity compared to air, and its ability to be routed to the locations where heat needs to be extracted or applied. 
     The thermal systems described herein each have a coolant reservoir and multiple coolant loops that each serve one or more subsystems of the vehicle. The subsystems of the vehicle may include, as examples, a powertrain subsystem, an electrical subsystem (e.g., batteries, sensors, and/or computers), a cabin cooling subsystem and cabin heating subsystem. Each subsystem has a dedicated coolant pump that is individually controlled at a variable speed to control of the flow rate of the coolant that is provided to the subsystem, in accordance with the thermal requirements of the subsystem, the temperature at the subsystem, and the temperature of the coolant at the reservoir. 
     A high bypass degas bottle coolant reservoir is used by the thermal systems described herein for fill, pressure relief, coolant level/leak detection, fluid mixing for temperature control, and for deaerating the coolant. These functions are accomplished using flow control valves that are arranged to allow coolant from each subsystem to flow into the coolant reservoir, and to route coolant between the subsystems. This arrangement allows for precise blending of coolant from multiple subsystems, which allows waste heat to be applied to secondary uses when needed and allows efficient rejection of waste heat to the environment when there is not a secondary use for the waste heat. 
     As will be described further herein, one aspect of the disclosure is a thermal management system for a vehicle in which using a single powerplant is utilized for both heating and cooling a plurality of subsystems. Another aspect of the disclosure is a thermal management system for a vehicle in which the coolant loops for all subsystems are filled from a common location. Another aspect of the disclosure is a thermal management system for a vehicle in which the coolant loops for all subsystems are deaerated using a common coolant reservoir that incorporates deaeration features. Another aspect of the disclosure is a thermal management system for a vehicle in which an overall coolant level can be detected at a common reservoir to provide a low-level warning indicative of a leak in any one of the subsystems. Another aspect of the disclosure is a thermal system for a vehicle in which heat is directly exchanged between coolant loops for multiple subsystems without heat exchangers, and without pressure or flow imbalances that could result in unwanted heat dissipation to other subsystems, by use of pumps and valves. Another aspect of the disclosure is a control system to effectively manage heating and cooling of multiple of subsystems using a common powerplant and a common coolant reservoir. 
       FIG.  1    is a functional block diagram that shows components of a vehicle thermal system  100 . The systems of the vehicle thermal system  100  include functional subsystems  102 , a liquid thermal system  104 , and a refrigeration-cycle thermal system  106 . 
     The functional subsystems  102  include groups of thermally-related components of the vehicle thermal system  100  that contribute to aspects of vehicle operation, including motion and climate control functions. Components that are included in the functional subsystems  102  may include powertrain components, electrical components, and climate control components. These examples are not exhaustive, and other types of component could be included in the functional subsystems  102  of the vehicle thermal system  100 . Components can be grouped into individual ones of the functional subsystems  102  based on their thermal properties. 
     The liquid thermal system  104  includes components that are connected to one another by fluid-carrying components to allow circulation of a liquid coolant by fluid communication between the components. In the illustrated example, the liquid thermal system includes a coolant reservoir  116  and liquid circulation loops  117 . The coolant reservoir  116  allows for filling, level sensing, deaeration, and mixing of a liquid coolant. The coolant reservoir  116  is connected to the liquid circulation loops  117  to provide the liquid coolant to and receive the liquid coolant from the liquid circulation loops  117 . Multiple ones of the liquid circulation loops  117  may be included in the liquid thermal system  104  to service individual ones of the functional subsystems  102 , to add heat to or remove heat from components that are included in the functional subsystems. 
     Operation of the liquid thermal system  104  is regulated by a controller  126  using pumps  128 , valves  130 , and temperature sensors  132 . The controller  126  may be a conventional computing device that has a memory and a processor and is operable to execute computer interpretable instructions that cause it to perform operations that regulate control of the liquid thermal system  104 . The pumps  128  may be variable flow rate pumps of any suitable type that may be controlled by the controller  126 , and the pumps  128  may each be associated with a respective one of the liquid circulation loops  117 . The valves  130  may be proportional valves of any suitable type that can be utilized to direct a desired amount of the liquid coolant from respective ones of the functional subsystems  102  to the coolant reservoir  116  or to recirculate the liquid coolant within respective ones of the functional subsystems  102  to control temperatures and flow rates for each of the functional subsystems  102 . For example, based on signals representing measured temperatures that are received by the controller  126  from the temperature sensors  132 , the controller  126  can determine flow rates for each of the pumps  128  and positions for each of the valves  130  to achieve desired temperatures for various portions of the liquid thermal system  104 . 
     As an example, individual ones of the liquid circulation loops  117  may be associated with respective ones of the temperature sensors  132 . The temperature sensors  132  are operable to output signals that represent the temperature of the liquid coolant at a location along each of the liquid circulation loops  117 . The signals that are output by the temperature sensors  132  are used by the controller  126  to determine how to regulate flow of coolant to and from each of the functional subsystems  102 , for example, by diverting waste heat from a first subsystem from the functional subsystems  102  by directing coolant from it to the coolant reservoir  116  and utilizing that waste heat to supply heat to a second subsystem from the functional subsystems  102  where the heat is needed. This type of control may be accomplished, for example, by providing desired temperature ranges for each of the functional subsystems  102  to the controller  126 , which utilizes control logic to determine valve positions and pump flow rates to obtain temperatures that are within the desired ranges for each of the functional subsystems  102 . 
     The refrigeration-cycle thermal system  106  is a common heat and cold generating powerplant that uses an electric powered refrigerant cycle (e.g., a vapor-compression refrigeration cycle). As an example, the refrigeration-cycle thermal system  106  may operate using a CO2-based R744 refrigerant cycle. Other suitable refrigerants and cycles may be used. 
     In the illustrated implementation, the refrigeration-cycle thermal system  106  includes a heat-absorbing component  133  and a heat-generating component  135 . The heat-absorbing component  133  is a low-temperature component that is able to absorb heat from other components and thereby lower the temperatures of other components. The heat-generating component  135  is a high-temperature component that is able to supply heat to other components and thereby raise the temperatures of other components. The heat-absorbing component  133  and the heat-generating component  135  may be in thermal communication with the liquid circulation loops to absorb heat from or supply heat to the functional subsystems  102 . 
       FIG.  2    is an illustration that shows components of a vehicle thermal system  200  and fluid flow connections between the components. Components of the vehicle thermal system  200  may be implemented in the manner described with respect to the vehicle thermal system  100 , and the description of the vehicle thermal system  100  is incorporated by reference in the description of the vehicle thermal system  200 . 
     The vehicle thermal system  200  regulates temperatures for multiple functional subsystems that are serviced by and incorporated in respective liquid circulation loops. Any number of functional subsystems and liquid circulation loops could be included in the vehicle thermal system  200 . In the illustrated example, the vehicle thermal system includes a first liquid circulation loop  217   a , a second liquid circulation loop  217   b , and a third liquid circulation loop  217   c , each of which is configured to receive a supply of a liquid coolant from a coolant reservoir  216  and to return the liquid coolant to the coolant reservoir  216 . 
     The first through third liquid circulation loops  217   a - 217   c  may each include a primary functional system  202   a , a secondary functional system  202   b , a pump  228 , and a valve  230 . The first through third liquid circulation loops  217   a - 217   c  and the coolant reservoir  216  may each include a temperature sensor  232 . The temperature sensor  232  for the reservoir  216  may be located downstream from the coolant reservoir  216 . Liquid coolant is supplied to each of the first through third liquid circulation loops  217   a - 217   c  from the coolant reservoir  216  by the pump  228  that is associated with the respective liquid circulation loop, at a flow rate determined by a controller (not shown in  FIG.  2   ), which may be determined based on a temperature measurement from a respective one of the temperature sensors  232 , and in response to control signals received from the controller in the same manner described with respect to the vehicle thermal system  100 . 
     The liquid coolant in each of the first through third liquid circulation loops  217   a - 217   c  is pumped to the primary functional system  202   a  to heat or cool the primary functional system  202   a  before reaching the valve  230 , which is controllable, either absolutely or proportionally, to return the liquid coolant to the coolant reservoir  216  or to recirculate the liquid coolant along a recirculation path that may be included in some or all of the liquid circulation loops. The flow rate of the liquid coolant from the coolant reservoir  216  is therefore controlled by the flow rate of the pump  228  and the position of the valve  230 . 
     The recirculation path is optional and may be omitted from some liquid circulation loops. A secondary functional system  202   b  may be located along the recirculation path between the valve  230  and the upstream side of the pump  228 . The secondary functional system  202   b  may be configured to control the temperature of the liquid coolant that is supplied to the primary functional system  202   a  and may be a heat-absorbing component or a heat-generating component, as described with respect to the vehicle thermal system  100   
     The configuration of the vehicle thermal system  200  allows control of the temperature of multiple functional systems by using waste heat or excess heat absorption capacity to satisfy operational requirements across the various functional subsystems and liquid circulation loops. In addition, the configuration of the vehicle thermal system  200  allows multiple liquid circulation loops to utilize the coolant reservoir  216  concurrently, while preventing flow reversal, negative pressure, and other types of interference between the liquid circulation loops. 
       FIG.  3    is a functional block diagram that shows components of a vehicle thermal system  300 . The systems of the vehicle thermal system  300  include functional subsystems  302 , a liquid thermal system  304 , and a refrigeration-cycle thermal system  306 . 
     The functional subsystems  302  include groups of thermally-related components of the vehicle thermal system  300  that contribute to aspects of vehicle operation, including motion and climate control functions. Examples of subsystems that may be included in the functional subsystems  302  include a powertrain subsystem  308  (e.g., electric motors and inverters), an electrical subsystem  310  (e.g., batteries, sensors, and/or computers), a cabin cooling subsystem  312  that is operable to deliver cooled air to a passenger cabin of the vehicle thermal system  300  (e.g., using a blower and a cooling core), and a cabin heating subsystem  314  that is operable to deliver heated air to the passenger cabin of the vehicle thermal system  300  (e.g., using a blower and a heating core). These examples are not exhaustive, and other subsystems could be included in the functional subsystems  302  of the vehicle thermal system  300 . 
     The liquid thermal system  304  includes components that are connected to one another by fluid-carrying components to allow circulation of a liquid coolant by fluid communication between the components. In the illustrated example, the liquid thermal system includes a coolant reservoir  316  and liquid circulation loops. The coolant reservoir  316  allows for filling, level sensing, deaeration, and mixing of a liquid coolant. The coolant reservoir  316  is connected to the liquid circulation loops to provide the liquid coolant to and receive the liquid coolant from the liquid circulation loops. The liquid circulation loops may each correspond to one of the functional subsystems  302  of the vehicle thermal system  300  to add heat to or remove heat from respective ones of the functional subsystems  302 . Components may be grouped into the functional subsystems and/or two or more functional subsystems may be served by one of the liquid circulation loops according to thermal requirements. For example, the liquid circulation loops may include a powertrain loop  318  that is configured to add heat to or remove heat from the powertrain subsystem  308 , an electrical loop  320  that is configured to add heat to or remove heat from the electrical subsystem  310 , a cabin cooling loop  322  that is configured to remove heat from the cabin cooling subsystem  312 , and a cabin heating loop  324  that is configured to add heat to the cabin heating subsystem  314 . In some implementations, two or more functional subsystems are included in the same liquid circulation loop in liquid thermal system  304 , such as by including the powertrain and heating components in the same liquid circulation loop. As will be explained herein, the liquid thermal system  304  is configured to provide flow of liquid coolant at independently controlled temperatures and flow rates to each of multiple coolant-carrying thermal loops, by fluid communication of the liquid coolant between the coolant reservoir  316  and the thermal loops. For example, the liquid thermal system  304  can independently control temperatures and flow rates for the powertrain loop  318 , the electrical loop  320 , the cabin cooling loop  322 , and the cabin heating loop  324  of the liquid thermal system  304 . 
     Operation of the liquid thermal system  304  is regulated by a controller  326  using pumps  328 , valves  330 , and temperature sensors  332 . The controller  326  may be a conventional computing device that has a memory and a processor and is operable to execute computer interpretable instructions that cause it to perform operations that regulate control of the liquid thermal system  304 . The pumps  328  may be variable flow rate pumps of any suitable type that may be controlled by the controller  326 . A respective one of the pumps  328  may be associated with each of the powertrain loop  318 , the electrical loop  320 , the cabin cooling loop  322 , or the cabin heating loop  324 . The valves  330  may be proportional valves of any suitable type that can be utilized to divert a desired amount of the liquid coolant from respective ones of the functional subsystems  302  to the coolant reservoir  316  to control temperatures and flow rates for each of the functional subsystems  302 . For example, based on signals representing measured temperatures that are received by the controller  326  from the temperature sensors  332 , the controller  326  can determine flow rates for each of the pumps  328  and positions for each of the valves  330  to achieve desired temperatures and flow rates for various portions of the liquid thermal system  304 . 
     As an example, each of the powertrain loop  318 , the electrical loop  320 , the cabin cooling loop  322 , and the cabin heating loop  324  may be associated with respective ones of the temperature sensors  332 . The temperature sensors  332  are operable to output signals that represent the temperature of the liquid coolant at a location along each of the powertrain loop  318 , the electrical loop  320 , the cabin cooling loop  322 , and the cabin heating loop  324 . The signals that are output by the temperature sensors  332  are used by the controller  326  to determine how to regulate flow of coolant to and from each of the functional subsystems  302 , for example, by diverting waste heat from a first subsystem from the functional subsystems  302  by directing coolant from it to the coolant reservoir  316  and utilizing that waste heat to supply heat to a second subsystem from the functional subsystems  302 , where the heat is needed. This type of control may be accomplished, for example, by providing desired temperature ranges for each of the functional subsystems  302  to the controller  326 , which utilizes control logic to determine valve positions and pump flow rates to obtain temperatures that are within the desired ranges for each of the functional subsystems  302 . 
     The refrigeration-cycle thermal system  306  is a common heat and cold generating powerplant that uses an electric powered refrigerant cycle (e.g., a vapor-compression refrigeration cycle). As an example, the refrigeration-cycle thermal system  306  may operate using a CO2-based R744 refrigerant cycle. Other suitable refrigerants and cycles may be used. 
     In the illustrated implementation, the refrigeration-cycle thermal system  306  includes heat-generating component, such as a compressor  340 , a heat-rejecting component, such as a refrigerant condenser  336 , to transfer refrigerant heat to other subsystems or the atmosphere, and a heat-absorbing (i.e., cold-generating) component, such as an evaporator  334  (i.e., a liquid-heated evaporator), that are part of a refrigerant loop  338  that circulates a refrigerant between the refrigerant condenser  336  and the evaporator  334 . The refrigerant condenser  336  may be, as examples, a liquid-cooled condenser, or a liquid-cooled gas cooler, which is a high-pressure refrigerant to coolant heat exchanger. 
     The refrigeration-cycle thermal system  306  also includes other conventional components that are used to implement an electric-powered refrigerant cycle (e.g., a vapor-compression refrigeration cycle), such as a compressor  340 , an expansion valve  342 , and an accumulator  343 . The refrigeration-cycle thermal system  306  can be utilized to supply heating or cooling to portions of the liquid thermal system  304 . As an example, during mild temperature weather conditions, cooling from the evaporator via the cabin cooling loop  322 , via operation of the pumps  328  and the valves  330  and fluid mixing through the coolant reservoir  316 , can be used for cooling the electrical subsystem  310  and the cabin cooling subsystem  312  to cool and dehumidify cabin air. Simultaneously, through operation of the pumps  328  and the valves  330 , and bypassing the coolant reservoir  316 , the heat from the refrigerant condenser  336  can be supplied through the cabin heating loop  324 , to the cabin heating subsystem  314  to increase the cabin air temperature to a comfortable setting after dehumidification. Fluid within each of the functional subsystems  302  can also be recirculated internally to maintain desired temperatures using the pumps  328  and the valves  330 . 
       FIG.  4    is an illustration that shows components of a vehicle thermal system  400  and fluid flow connections between the components. Components of the vehicle thermal system  400  may be similar to the vehicle thermal system  300 , like-named components of the vehicle thermal system  400  are identical to corresponding components from the vehicle thermal system  300  except as otherwise described herein, and the descriptions of the corresponding components from the vehicle thermal system  300  are equally applicable except as otherwise described herein. 
     The vehicle thermal system  400  regulates temperatures for a powertrain subsystem  408 , an electrical subsystem  410 , a cabin cooling subsystem  412 , and a cabin heating subsystem  414 , each of which are supplied liquid coolant from and are able to return the liquid coolant to a coolant reservoir  416 . 
     The liquid coolant is circulated to the powertrain subsystem  408  by a powertrain loop  418 , which also includes a powertrain pump  428   a , a powertrain valve  430   a , a powertrain temperature sensor  432   a , and a high-temperature radiator  438 . The powertrain loop  418  receives the liquid coolant from the coolant reservoir  416  at a flow rate that corresponds to operation of the powertrain pump  428   a  and the position of the powertrain valve  430   a , in response to control signals from a controller (not shown in  FIG.  4   ) in the same manner described with respect to the vehicle thermal system  300 . 
     A portion of the liquid coolant that is circulated through the powertrain subsystem  408  is directed to the high-temperature radiator  438  by the powertrain valve  430   a , which is a proportional valve that is controlled to achieve desired temperatures. Fluid that passes through the high-temperature radiator  438  is cooled as waste heat is rejected to an ambient environment (i.e., air around the vehicle) by the high-temperature radiator  438 . After passing through the high-temperature radiator  438 , this portion of the liquid coolant is delivered to the powertrain pump  428   a  and then returned to the powertrain subsystem  408 . 
     Fluid that is not directed to the high-temperature radiator  438  by the powertrain valve  430   a  is directed out of the powertrain loop  418  to the coolant reservoir  416  where it is deaerated and mixed with fluid from other systems. By directing fluid from the powertrain loop  418  to the coolant reservoir  416 , heat from the powertrain subsystem  408  can be utilized to increase the temperature of the liquid coolant exiting the coolant reservoir  416  to provide heat to other systems. Alternatively, fluid can be directed from the powertrain loop  418  to the coolant reservoir  416  to utilize excess cooling capacity from other systems to reduce the temperature of the powertrain subsystem  408  if the cooling capacity of the high-temperature radiator  438  is insufficient. 
     The liquid coolant is circulated to the electrical subsystem  410  by an electrical loop  420 , which also includes an electrical pump  428   b  and an electrical temperature sensor  432   b . In the illustrated example, the electrical temperature sensor  432   b  is located between the electrical pump  428   b  and the electrical subsystem  410 , but it may be located in other locations along the electrical loop  420 . In some implementations, certain components, such the electrical temperature sensor  432   b , may be internal to the electrical subsystem  410 , such temperature monitoring or other types of measurement or control may be performed at specific locations relative to components included in the electrical subsystem  410  (e.g., batteries, sensors, actuators, computer systems, etc.). 
     The electrical loop  420  receives the liquid coolant from the coolant reservoir  416  at a flow rate that corresponds to operation of the electrical pump  428   b , in response to control signals from a controller (not shown in  FIG.  4   ) in the same manner described with respect to the vehicle thermal system  300 . Fluid is directed out of the electrical loop  420  to the coolant reservoir  416  where it is deaerated and mixed with fluid from other systems. In the illustrated example, all of the liquid coolant is returned to the coolant reservoir  416  from the electrical loop  420  after passing through the electrical subsystem  410 . In the illustrated example, the temperature sensor  432   b  can be used to measure coolant temperature downstream of the reservoir  416 . In alternative implementations, the electrical loop  420  could include a recirculation path that directs a portion of the liquid coolant from the downstream side of the electrical subsystem  410  back to the upstream side of the electrical subsystem  410  (e.g., using a valve) without returning the liquid coolant to the coolant reservoir  416 . 
     Under normal operating conditions, the temperature of the liquid coolant within the electrical loop  420  is maintained such that it is lower than a temperature of the components included in the electrical subsystem  410  and therefore removes heat from the electrical subsystem  410 . Under some operating conditions, such as when the electrical subsystem  410  begins operating during cold ambient temperatures, the liquid coolant supplied to the electrical loop  420  may be controlled such that its temperature is higher than that of some or all of the components included in the electrical subsystem  410  to increase the temperature of these components such that they fall within a desired operating temperature range. As one example, the electrical subsystem  410  may include a battery pack that operates inefficiently at low temperatures, and heat may be supplied to the electrical subsystem  410  using the electrical loop  420  to increase the temperature of the battery pack during a cold-start condition. 
     The liquid coolant is circulated to the cabin cooling subsystem  412  by a cabin cooling loop  422 , which also includes a cooling pump  428   c , a cooling valve  430   c , and a cooling temperature sensor  432   c , and is configured to allow heat exchange between the liquid coolant and the evaporator  434 . Heat exchange between the liquid coolant and the evaporator  434  lowers the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the evaporator  434  to allow cooling of the cabin cooling subsystem  412  and/or of the liquid coolant at the coolant reservoir  416 . 
     The cabin cooling loop  422  receives the liquid coolant from the coolant reservoir  416  at a flow rate that corresponds to operation of the cooling pump  428   c  and the position of the cooling valve  430   c , in response to control signals from a controller (not shown in  FIG.  4   ) in the same manner described with respect to the vehicle thermal system  300 . In the illustrated implementation, cooling pump  428   c  receives the liquid coolant from the coolant reservoir  416  and from the cabin cooling subsystem  412  and pumps the liquid coolant to the evaporator  434 . The temperature in the cabin cooling loop  422  is controlled by refrigeration-cycle thermal system  306  via the evaporator  434 . Fluid that is directed to the evaporator  434  is cooled by heat exchange with the evaporator  434 . The evaporator  434  is a low-temperature component of a refrigeration-cycle system, as previously described with respect to the evaporator  334  of the refrigeration-cycle thermal system  306 . 
     In the illustrated example, the temperature of the liquid coolant is measured by the cooling temperature sensor  432   c  after leaving the evaporator  434 . The liquid coolant is then directed to the cooling valve  430   c . The cooling valve  430   c  is a proportional valve that is controlled to achieve desired flow rate for the cabin cooling subsystem  412  and temperature for other portions of the vehicle thermal system  400  by supplying a portion of the low-temperature liquid coolant from the evaporator  434  to the cabin cooling subsystem  412 , and by supplying a portion of the low-temperature liquid coolant to the coolant reservoir  416 . 
     As one example, if low-temperature liquid coolant is not required to lower the temperature at the coolant reservoir  416 , the cooling valve  430   c  may be closed to the coolant reservoir  416  and open to the cabin cooling subsystem  412 , which will cause the low-temperature liquid coolant to recirculate between the evaporator  434  and the cabin cooling subsystem  412  under pressure supplied by the cooling pump  428   c  without receiving liquid coolant from the coolant reservoir  416  and without returning liquid coolant to the coolant reservoir  416 . As another example, additional cooling capacity of the evaporator  434  may be required to cool another system, such as the electrical subsystem  410 , in which case the cooling valve  430   c  may be set to direct a first portion of the low-temperature liquid coolant to the cabin cooling subsystem  412  and to direct a second portion of the low-temperature liquid coolant to the coolant reservoir  416  to lower the coolant temperature at the coolant reservoir  416  which allows for supply of that fluid to the electrical subsystem  410  through the electrical loop  420 . 
     The liquid coolant is circulated to the cabin heating subsystem  414  by a cabin heating loop  424 , which also includes a heating pump  428   d , a heating valve  430   d , a heating temperature sensor  432   d , and a low-temperature radiator  440 . The cabin heating loop  424  is also configured to allow heat exchange between the liquid coolant and the condenser  436 . Heat exchange between the liquid coolant and the condenser  436  raises the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the condenser  436  to allow heating of the cabin heating subsystem  414  and/or of the liquid coolant at the coolant reservoir  416 . The cabin heating loop  424  is also configured to reject waste heat received at the condenser  436  to an ambient environment (i.e., air around the vehicle) by the low-temperature radiator  440  if the waste heat is not required by other subsystem in the vehicle thermal system  400 . 
     The cabin heating loop  424  receives the liquid coolant from the coolant reservoir  416  at a flow rate that corresponds to operation of the heating pump  428   d  and the position of the heating valve  430   d , in response to control signals from a controller (not shown in  FIG.  4   ) in the same manner described with respect to the vehicle thermal system  300 . In the illustrated implementation, heating pump  428   d  receives the liquid coolant from the coolant reservoir  416 , the cabin heating subsystem  414 , and the low-temperature radiator  440 , and pumps the liquid coolant to the condenser  436 . Fluid that is directed to the condenser  436  is heated by heat exchange with the condenser  436 . The condenser  436  is a high-temperature component of the refrigeration-cycle system. The condenser  436  raises the temperature of the liquid coolant as previously described with respect to the refrigerant condenser  336  of the refrigeration-cycle thermal system  306 . 
     In the illustrated example, the temperature of the liquid coolant is measured by the heating temperature sensor  432   d  after leaving the condenser  436 , but the heating temperature sensor  432   d  could be located elsewhere. The liquid coolant is then directed to the heating valve  430   d . The heating valve  430   d  is a proportional valve that is controlled to achieve desired temperatures for the cabin heating subsystem  414  and for other portions of the vehicle thermal system  400 . The heating valve  430   d  has three outlets. A first outlet of the heating valve  430   d  is operable to direct some or all of the high-temperature liquid coolant to the coolant reservoir  416 . A second outlet of the heating valve  430   d  is operable to direct some or all of the high-temperature liquid coolant to the cabin heating subsystem  414 . A third outlet of the heating valve  430   d  is operable to direct some or all of the high-temperature liquid coolant to the low-temperature radiator  440 . The high-temperature liquid coolant can be directed to the coolant reservoir  416  by the heating valve  430   d  to raise the temperature of the liquid coolant that is supplied by the coolant reservoir  416  to the various subsystems of the vehicle thermal system  400 . The high-temperature liquid coolant can be directed to the cabin heating subsystem  414  by the heating valve  430   d  to provide heat to the passenger cabin of the vehicle. The high-temperature liquid coolant can be directed to the low-temperature radiator  440  to allow excess heat from the condenser  436  to be released to the atmosphere. By controlling the heating valve  430   d , desired temperatures can be achieved for the cabin heating subsystem  414  and for other subsystems of the vehicle thermal system  400 . 
     As one example, if cabin heating is required and the temperature of the cabin heating subsystem  414  is lower than desired, the heating valve  430   d  can be controlled to limit or eliminate flow of the high-temperature liquid coolant from the condenser  436  to the coolant reservoir  416  and the low-temperature radiator  440 , by instead supplying most or all of the high-temperature liquid coolant to the cabin heating subsystem  414  and recirculating the high-temperature liquid coolant between the condenser  436  and the cabin heating subsystem  414 . If cabin heating is not required and heating is not required by other portions of the vehicle thermal system  400 , the heating valve  430   d  can be controlled to direct most or all of the high-temperature liquid coolant to the low-temperature radiator  440 . If heating is required by other portions of the vehicle thermal system  400 , the heating valve  430   d  can be controlled to return some or all of the high-temperature liquid coolant from the condenser  436  to the coolant reservoir  416 . Since the heating valve  430   d  is a proportional valve, additional heating scenarios that combine aspects of the control strategies described previously can be accommodated. 
       FIG.  5    is an illustration that shows components of a vehicle thermal system  500  and fluid flow connections between the components. Components of the vehicle thermal system  500  may be similar to the vehicle thermal system  400 , and like-named components of the vehicle thermal system  500  are identical to corresponding components from the vehicle thermal system  400 . The descriptions of the corresponding components from the vehicle thermal system  300  and the vehicle thermal system  400  are equally applicable, except as otherwise described herein. 
     The vehicle thermal system  500  regulates temperatures for a powertrain subsystem  508 , an electrical subsystem  510 , a cabin cooling subsystem  512 , and a cabin heating subsystem  514 , each of which are supplied liquid coolant from and are able to return the liquid coolant to a coolant reservoir  516 . 
     The liquid coolant is circulated to the powertrain subsystem  508  by a powertrain loop  518 , which also includes a powertrain pump  528   a , a powertrain valve  530   a , a powertrain temperature sensor  532   a , and a high-temperature radiator  538 . The configuration and operation of the powertrain subsystem  508  is as described with respect to the powertrain subsystem  408 . 
     The liquid coolant is circulated to the electrical subsystem  510  by an electrical loop  520 , which also includes an electrical pump  528   b  and an electrical temperature sensor  532   b . In the illustrated example, the electrical temperature sensor  532   b  is located between the electrical pump  528   b  and the electrical subsystem  510 , but it may be located in other locations along the electrical loop  520 . In some implementations, certain components, such the electrical temperature sensor  532   b , may be internal to the electrical subsystem  510 , such temperature monitoring or other types of measurement or control may be performed at specific locations relative to components included in the electrical subsystem  510  (e.g., batteries, sensors, actuators, computer systems, etc.). The configuration and operation of the electrical subsystem  510  is as described with respect to the electrical subsystem  410 . 
     The liquid coolant is circulated to the cabin cooling subsystem  512  by a cabin cooling loop  522 , which also includes a cooling pump  528   c , a cooling valve  530   c , and a cooling temperature sensor  532   c , and is configured to allow heat exchange between the liquid coolant and the evaporator  534  to lower the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the evaporator  534  to allow cooling of the cabin cooling subsystem  512  and/or of the liquid coolant at the coolant reservoir  516 . The configuration and operation of the cabin cooling subsystem  512  is as described with respect to the cabin cooling subsystem  412 . 
     The liquid coolant is circulated to the cabin heating subsystem  514  by a cabin heating loop  524 , which also includes a heating pump  528   d , a heating valve  530   d , a heating temperature sensor  532   d , a low-temperature radiator  540  and a passive electrical cooling valve  542 . The cabin heating loop  524  is also configured to allow heat exchange between the liquid coolant and the condenser  536  to raise the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the condenser  536  to allow heating of the cabin heating subsystem  514  and/or of the liquid coolant at the coolant reservoir  516 . The cabin heating loop  524  is also configured to reject waste heat received at the condenser  536  to an ambient environment (i.e., air around the vehicle) by the low-temperature radiator  540  if the waste heat is not required by other subsystem in the vehicle thermal system  500 . The configuration and operation of the cabin heating subsystem  514  is as described with respect to the cabin heating subsystem  414  except for details regarding the configuration and operation of the passive electrical cooling valve  542 . 
     The passive electrical cooling valve  542  is a proportional valve that is located at an outlet side of the low-temperature radiator  540 , between the low-temperature radiator  540  and the condenser  536 . The passive electrical cooling valve  542  allows the liquid coolant to be directed, proportionally, to the condenser  536  or to the coolant reservoir  516 . Thus, all or part of the liquid coolant that passes through the low-temperature radiator  540  may be directed to the coolant reservoir  516 . 
     At the passive electrical cooling valve  542 , the temperature of the liquid coolant has been lowered relative to its temperature at the outlet side of the condenser  536 . During certain operating conditions, the low-temperature radiator  540  may be utilized to provide cooling capacity for the electrical subsystem  510  by lowering the temperature of the liquid coolant at the coolant reservoir  516 . 
     The liquid coolant at the outlet side of the low-temperature radiator  540  can be utilized to provide additional passive cooling capacity for the electrical subsystem  510  when the temperature of the liquid coolant at the outlet side of the low-temperature radiator  540  is lower than the temperature of the liquid coolant at the coolant reservoir  516 . As one example, under certain conditions, the refrigeration-cycle system that includes the evaporator  534  and the condenser  536  is not operated, such that the evaporator  534  does not provide cooling capacity to the vehicle thermal system  500  and the condenser  536  does not provide heating capacity to the vehicle thermal system  500 . A portion of the liquid coolant from the coolant reservoir  516  is cycled through the condenser  536  by the heating pump  528   d , but heat is not added to the liquid coolant because the condenser  536  is not operating. 
     The heating valve  530   d  passes at least a portion of the liquid coolant to the low-temperature radiator  540 , which cools the liquid coolant by allowing heat to pass out of the liquid coolant to an ambient environment. Downstream of the low-temperature radiator  540 , some or all of the liquid coolant that passes through the low-temperature radiator  540  is directed to the coolant reservoir  516  by the passive electrical cooling valve  542 , and this portion of the liquid coolant mixes with liquid coolant received from other systems at the coolant reservoir  516  to lower the temperature of the combined liquid coolant that exits the coolant reservoir  516 . A portion of this liquid coolant is then provided to other subsystems of the vehicle thermal system  500 , such as the electrical subsystem  510 , thereby using the cooling capacity of the cabin heating loop  524  to cool components from other subsystems of the vehicle thermal system  500 . 
       FIG.  6    is an illustration that shows portions of a vehicle thermal system  600  and fluid flow connections between the components. Components of the vehicle thermal system  600  may be similar to the vehicle thermal system  400 , and like-named components of the vehicle thermal system  600  are identical to corresponding components from the vehicle thermal system  400 . The descriptions of the corresponding components from the vehicle thermal system  300  and the vehicle thermal system  400  are equally applicable, except as otherwise described herein. 
     The vehicle thermal system  600  regulates temperatures for a powertrain subsystem  608 , an electrical subsystem  610 , a cabin cooling subsystem  612 , and a cabin heating subsystem  614 , each of which are supplied liquid coolant from and are able to return the liquid coolant to a coolant reservoir  616 . 
     The liquid coolant is circulated to the powertrain subsystem  608  by a powertrain loop  618 , which also includes a powertrain pump  628   a , a powertrain valve  630   a , and a powertrain temperature sensor  632   a . The configuration and operation of the powertrain subsystem  608  is as described with respect to the powertrain subsystem  408  except as otherwise described herein. 
     The powertrain loop  618  differs from the powertrain loop  418  in that it is not directly connected to coolant reservoir  616 , and does not include its own radiator, as compared to the powertrain loop  418 , which includes the high-temperature radiator  438 . Instead, the powertrain loop  618  is connected to a cabin heating loop  624  such that fluid from the powertrain loop  618  is able to mix with fluid from the cabin heating loop  624  within a combined-flow section  644  of the cabin heating loop  624 . 
     The combined-flow section  644  is a fluid carrying structure (e.g., a conduit) that forms part of the cabin heating loop  624 . A first fluid connection is located upstream from the combined-flow section  644  and supplies the liquid coolant from the powertrain loop  618  to the cabin heating loop  624 . The amount of fluid that is supplied to the combined-flow section  644  of the cabin heating loop  624  from the powertrain loop  618  is controlled by the powertrain valve  630   a  of the powertrain loop  618 . Downstream from the combined-flow section  644 , a second fluid connection is able to supply the liquid coolant from the cabin heating loop  624  to the powertrain loop  618 . In the illustrated example, the second fluid connection is not valve controlled, and the amount of fluid supplied to the powertrain loop  618  from the cabin heating loop  624  is a function of the flow rate of the powertrain pump  628   a  and position of the powertrain valve  630   a.    
     Within the combined-flow section  644 , the liquid coolant from the cabin heating loop  624  mixes with the portion of the liquid coolant that is supplied by the powertrain loop  618 , such that the temperatures equalize to an intermediate temperature relative to their respective starting temperatures. Since the temperature of the liquid coolant in the cabin heating loop  624  will typically be lower than the temperature of the liquid coolant in the powertrain loop  618 , the cabin heating loop  624  will therefore supply liquid coolant to the powertrain loop  618  at a temperature that is lower than that of the liquid coolant that is circulating within the powertrain loop  618  (e.g., as measured by the powertrain temperature sensor  632   a ), and liquid coolant from the cabin heating loop  624  therefore cools the powertrain subsystem  608 . The temperature of the liquid coolant in the cabin heating loop  624  is consequently increased, as will be discussed further herein. 
     The liquid coolant is circulated to the electrical subsystem  610  by an electrical loop  620 , which also includes an electrical pump  628   b  and an electrical temperature sensor  632   b.    
     In the illustrated example, the electrical temperature sensor  632   b  is located between the electrical pump  628   b  and the electrical subsystem  610 , but it may be located in other locations along the electrical loop  620 . In some implementations, certain components, such the electrical temperature sensor  632   b , may be internal to the electrical subsystem  610 , such temperature monitoring or other types of measurement or control may be performed at specific locations relative to components included in the electrical subsystem  610  (e.g., batteries, sensors, actuators, computer systems, etc.). The configuration and operation of the electrical subsystem  610  is as described with respect to the electrical subsystem  410 . 
     The liquid coolant is circulated to the cabin cooling subsystem  612  by a cabin cooling loop  622 , which also includes a cooling pump  628   c , a cooling valve  630   c , and a cooling temperature sensor  632   c , and is configured to allow heat exchange between the liquid coolant and the evaporator  634  to lower the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the evaporator  634  to allow cooling of the cabin cooling subsystem  612  and/or of the liquid coolant at the coolant reservoir  616 . The configuration and operation of the cabin cooling subsystem  612  is as described with respect to the cabin cooling subsystem  412 . 
     The liquid coolant is circulated to the cabin heating subsystem  614  by the cabin heating loop  624 , which also includes a heating pump  628   d , a heating valve  630   d , a heating temperature sensor  632   d , a low-temperature radiator  640  and a heating return valve  642 . The cabin heating loop  624  is also configured to allow heat exchange between the liquid coolant and the condenser  636  to raise the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the condenser  636  to allow heating of the cabin heating subsystem  614  and/or of the liquid coolant at the coolant reservoir  616 . The cabin heating loop  624  is also configured to reject waste heat received at the condenser  636  to an ambient environment (i.e., air around the vehicle) by the low-temperature radiator  640  if the waste heat is not required by other subsystem in the vehicle thermal system  600 . The configuration and operation of the cabin heating subsystem  614  is as described with respect to the cabin heating subsystem  414  except as described herein. 
     The heating pump  628   d  controls the flow rate of the liquid coolant in the cabin heating loop  624 . The heating temperature sensor  632   d  is located downstream from the heating pump  628   d . Downstream from the heating temperature sensor  632   d  and the heating pump  628   d , the cabin heating loop  624  defines a connection to the heating valve  630   d  and defines a first connection to the heating return valve  642 . The heating valve  630   d  is a two-way proportional valve that splits flow of the liquid coolant between the cabin heating subsystem  614  and the low-temperature radiator  640  such that each may receive between zero and one-hundred percent of the liquid coolant that passes through the heating valve  630   d . Downstream from the low-temperature radiator  640 , the cabin heating loop  624  defines a second connection to the heating return valve  642 , between the low-temperature radiator  640  and the condenser  636 . 
     The heating return valve  642  is a proportional valve that receives fluid from first and second connections that are located along the cabin heating loop  624  upstream from both the cabin heating subsystem  614  and the low-temperature radiator  640  and downstream from both the cabin heating subsystem  614  and the low-temperature radiator  640 . The heating return valve  642  allows the liquid coolant to be directed, proportionally, from the cabin heating loop  624  to the coolant reservoir  616 . Since the temperature of the liquid coolant is higher at the first connection and lower at the second connection, the heating return valve  642  can be controlled to return desired flow rate of the liquid coolant (which may be hot or cold) to the coolant reservoir  616 . Thus, for example, heating can be applied to other portions of the vehicle thermal system  600  by directing a portion of flow from the first connection, and cooling can be applied to other portions of the vehicle thermal system  600  by directing a portion of flow from the second connection. The heating return valve  642  can also close the connection to the coolant reservoir  616 . If the connection to the reservoir is closed, the cabin heating loop  624  operates by recirculating the liquid coolant within the cabin heating loop  624  without receiving liquid coolant from the coolant reservoir  616  and without returning liquid coolant to the coolant reservoir  616 . 
     The condenser  636  receives combined liquid coolant flows from the cabin heating subsystem  614  and the low-temperature radiator  640 . Heat may be added to the liquid coolant by the condenser  636  under certain circumstances, such as when addition heat is needed for use by the cabin heating subsystem  614  or when the evaporator  634  is being used by the cabin cooling subsystem  612  for cabin cooling (which causes heat generation by the condenser  636  according to the refrigeration-cycle). Fluid passes from the condenser  636  to the combined-flow section  644  before returning to the heating pump  628   d.    
       FIG.  7    is an illustration that shows components of a vehicle thermal system  700  and fluid flow connections between the components. Components of the vehicle thermal system  700  may be similar to the vehicle thermal system  500 , and like-named components of the vehicle thermal system  700  are identical to corresponding components from the vehicle thermal system  500 . The descriptions of the corresponding components from the vehicle thermal system  300 , the vehicle thermal system  400 , and the vehicle thermal system  500  are equally applicable, except as otherwise described herein. 
     The vehicle thermal system  700  regulates temperatures for a powertrain subsystem  708 , an electrical subsystem  710 , a cabin cooling subsystem  712 , and a cabin heating subsystem  714 , each of which are supplied liquid coolant from and are able to return the liquid coolant to a coolant reservoir  716 . 
     The liquid coolant is circulated to the powertrain subsystem  708  and the cabin heating subsystem  714  by a powertrain and cabin heating loop  718 . The powertrain and cabin heating loop  718  also includes a powertrain pump  728   a , a powertrain and cabin heating valve  730   a , powertrain and cabin heating temperature sensors  732   a , a condenser  736 , and a radiator  738 . 
     The liquid coolant is supplied to the powertrain and cabin heating loop  718  from the coolant reservoir  716  and received at the powertrain pump  728   a . The powertrain pump  728   a  also receives liquid coolant that is recirculated within the powertrain and cabin heating loop  718 . One of the powertrain and cabin heating temperature sensors  732   a  is downstream from the powertrain pump  728   a , along a fluid flow path that supplies the liquid coolant to the cabin heating subsystem  714  and the radiator  738 , each of which may absorb heat from the liquid coolant. The liquid coolant passes from the cabin heating subsystem  714  and the radiator  738  to the powertrain and cabin heating valve  730   a , which is a proportional valve that is controlled to return some or all of the liquid coolant to the coolant reservoir  716  and to recirculate some or all of the liquid coolant. 
     The powertrain and cabin heating valve  730   a  has two inlets, a first inlet that receives the liquid coolant from the cabin heating subsystem  714  and a second inlet that receives the liquid coolant from the radiator  738 . By controlling the amount of the liquid coolant received from each of the cabin heating subsystem  714  and the radiator  738 , the powertrain and cabin heating valve  730   a  controls the amount of heat rejected to the environment by the radiator  738  and the amount of heat supplied to the cabin heating subsystem  714 . Also, by controlling the amount of heat rejected to the environment by the radiator  738  and the amount of heat supplied to the cabin heating subsystem  714 , the powertrain and cabin heating valve  730   a  controls temperatures within the powertrain and cabin heating loop  718 . The powertrain and cabin heating valve  730   a  has two outlets, a first outlet that directs the liquid coolant to the coolant reservoir and a second outlet that directs the liquid coolant along a recirculation path toward the condenser  736 . By controlling the amount of the liquid coolant that is returned to the coolant reservoir  716  or recirculated, the powertrain and cabin heating valve  730   a  controls temperatures within the powertrain and cabin heating loop  718  and can control an amount of heat supplied to the coolant reservoir  716 . 
     Along the recirculation path, downstream from the powertrain and cabin heating valve  730   a , the liquid coolant that was recirculated is supplied to the condenser  736 , where heat may be absorbed by the liquid coolant. The liquid coolant then passes another one of the powertrain and cabin heating temperature sensors  732   a , which is located along a flow path between the condenser  736  and the powertrain subsystem  708 . The liquid coolant may absorb heat from the powertrain subsystem before joining the liquid coolant supplied from the coolant reservoir upstream from the powertrain pump  728   a.    
     As an example, the powertrain and cabin heating valve  730   a  may have six operating modes. In a first operating mode, flow is directed from the radiator  738  to the coolant reservoir  716 . In a second operating mode, flow is directed from the radiator  738  to the coolant reservoir  716  and the condenser  736 , by proportionally controlling distribution of the liquid coolant between the coolant reservoir  716  and the condenser  736 . In a third operating mode, flow is directed from the radiator  738  to the condenser  736 . In a fourth operating mode, flow is directed from the cabin heating subsystem  714  to the condenser  736 . In a fifth operating mode, flow is directed from the cabin heating subsystem  714  and the radiator  738  to the condenser  736 , by proportionally controlling distribution of the liquid coolant between the cabin heating subsystem  714  and the radiator  738 . In a sixth operating mode, flow is directed from the cabin heating subsystem  714  to the condenser  736  and the coolant reservoir  716 , by proportionally controlling distribution of the liquid coolant between the coolant reservoir  716  and the condenser  736 . 
     The liquid coolant is circulated to the electrical subsystem  710  by an electrical loop  720 , which also includes an electrical pump  728   b  and an electrical temperature sensor  732   b . In the illustrated example, the electrical temperature sensor  732   b  is located between the electrical pump  728   b  and the electrical subsystem  710 , but it may be located in other locations along the electrical loop  720 . In some implementations, certain components, such the electrical temperature sensor  732   b , may be internal to the electrical subsystem  710 , such temperature monitoring or other types of measurement or control may be performed at specific locations relative to components included in the electrical subsystem  710  (e.g., batteries, sensors, actuators, computer systems, etc.). The configuration and operation of the electrical subsystem  710  is as described with respect to the electrical subsystem  410 . 
     The liquid coolant is circulated to the cabin cooling subsystem  712  by a cabin cooling loop  722 , which also includes a cooling pump  728   c , a cooling valve  730   c , and a cooling temperature sensor  732   c , and is configured to allow heat exchange between the liquid coolant and the evaporator  734  to lower the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the evaporator  734  to allow cooling of the cabin cooling subsystem  712  and/or of the liquid coolant at the coolant reservoir  716 . The configuration and operation of the cabin cooling subsystem  712  is as described with respect to the cabin cooling subsystem  412 . 
     The vehicle thermal system  700  differs from the vehicle thermal system  500  in that the powertrain subsystem  708  and the cabin heating subsystem  714  are both incorporated in the powertrain and cabin heating loop  718 , instead of being included in separate loops. Thus, the vehicle thermal system  700  is controlled to maintain the powertrain subsystem  708  and the cabin heating subsystem  714  within a temperature range that is acceptable for both subsystems. In addition, the in the vehicle thermal system  700 , the valve  730   a  replaces the functions that are performed by the valve  530   d  and the valve  542  in vehicle thermal system  500 . Compared to the vehicle thermal system  500 , the vehicle thermal system  700  has one fewer pump and two fewer valves. Operation of the vehicle thermal system  700  is otherwise as described with respect to the vehicle thermal system  500 . 
       FIG.  8    is an illustration that shows components of a vehicle thermal system  800  and fluid flow connections between the components. Components of the vehicle thermal system  800  may be similar to the vehicle thermal system  700 , and like-named components of the vehicle thermal system  800  are identical to corresponding components from the vehicle thermal system  700 . The descriptions of the corresponding components from the vehicle thermal system  300 , the vehicle thermal system  400 , the vehicle thermal system  500 , and the vehicle thermal system  700  are equally applicable, except as otherwise described herein. 
     The vehicle thermal system  800  regulates temperatures for a powertrain subsystem  808 , an electrical subsystem  810 , a cabin cooling subsystem  812 , and a cabin heating subsystem  814 , each of which are supplied liquid coolant from and are able to return the liquid coolant to a coolant reservoir  816 . The vehicle thermal system  800  also has a shared radiator section  825 . 
     The liquid coolant is circulated to the powertrain subsystem  808  and the cabin heating subsystem  814  by a powertrain and cabin heating loop  818 . The powertrain and cabin heating loop  818  also includes a powertrain and cabin heating pump  828   a , a powertrain and cabin heating valve  830   a , powertrain and cabin heating temperature sensors  832   a , a condenser  836 , and a first radiator  838 . 
     The liquid coolant is supplied to the powertrain and cabin heating loop  818  from the coolant reservoir  816  and/or the shared radiator section  825  and is received at the powertrain and cabin heating pump  828   a . The powertrain and cabin heating pump  828   a  also receives liquid coolant that is recirculated within the powertrain and cabin heating loop  818  from the cabin heating subsystem  814  and the first radiator  838 . The liquid coolant passes from the powertrain and cabin heating pump  828   a  to the condenser  836 , and the liquid coolant may absorb heat from the condenser  836 . One of the powertrain and cabin heating temperature sensors  832   a  is downstream from the condenser  836 , along a fluid flow path that supplies the liquid coolant to the powertrain subsystem  808 . Another one of the powertrain temperature sensors is downstream from the powertrain subsystem  808 . The liquid coolant passes from the powertrain subsystem  808  to the powertrain and cabin heating valve  830   a , which is a proportional valve that is controlled to return some or all of the liquid coolant to the coolant reservoir  816  and to recirculate some or all of the liquid coolant. 
     The powertrain and cabin heating valve  830   a  has one inlet that receives the liquid coolant from the powertrain subsystem  808 . The powertrain and cabin heating valve  830   a  has three outlets that can be controlled proportionally to split flow of the liquid coolant between the coolant reservoir  816 , the cabin heating subsystem  814 , and the first radiator  838 . By controlling the amount of the liquid coolant supplied to each of the cabin heating subsystem  814  and the first radiator  838 , the powertrain and cabin heating valve  830   a  controls the amount of heat rejected to the environment by the first radiator  838  and the amount of heat supplied to the cabin heating subsystem  814 , and further control may be exercised by directing some or all of the liquid coolant to the coolant reservoir  816 . 
     Downstream from the powertrain and cabin heating valve  830   a , along a flow path that leads to the first radiator  838 , a branch can connect the powertrain and cabin heating loop  818  to the shared radiator section  825 , as will be explained further herein. 
     Along a recirculation path, downstream from the powertrain and cabin heating valve  830   a , the liquid coolant that was recirculated is supplied to the cabin heating subsystem  814  and/or to the first radiator  838 , according to the operating mode of the powertrain and cabin heating valve  830   a . After passing through the cabin heating subsystem  814  and/or to the first radiator  838 , the recirculated portion of the liquid coolant joins the liquid coolant supplied from the coolant reservoir  816  and/or the shared radiator section  825  and proceeds to the powertrain and cabin heating pump  828   a.    
     The liquid coolant is circulated to the electrical subsystem  810  by an electrical loop  820 , which also includes an electrical pump  828   b  and an electrical temperature sensor  832   b . In the illustrated example, the electrical temperature sensor  832   b  is located between the electrical pump  828   b  and the electrical subsystem  810 , but it may be located in other locations along the electrical loop  820 . In some implementations, certain components, such the electrical temperature sensor  832   b , may be internal to the electrical subsystem  810 , such temperature monitoring or other types of measurement or control may be performed at specific locations relative to components included in the electrical subsystem  810  (e.g., batteries, sensors, actuators, computer systems, etc.). The outlet of the electrical loop  820  is not directly connected to the coolant reservoir  816  but is instead connected to the shared radiator section  825 , as will be explained herein. The configuration and operation of the electrical subsystem  810  is otherwise as described with respect to the electrical subsystem  410 . 
     The liquid coolant is circulated to the cabin cooling subsystem  812  by a cabin cooling loop  822 , which also includes a cooling pump  828   c , a cooling valve  830   c , and a cooling temperature sensor  832   c , and is configured to allow heat exchange between the liquid coolant and the evaporator  834  to lower the temperature of the liquid coolant relative to the temperature at which the liquid coolant is received at the evaporator  834  to allow cooling of the cabin cooling subsystem  812  and/or of the liquid coolant at the coolant reservoir  816 . The configuration and operation of the cabin cooling subsystem  812  is as described with respect to the cabin cooling subsystem  412 . 
     The shared radiator section  825  includes a radiator valve  830   d  and a second radiator  840 . The shared radiator section  825  receives the liquid coolant from the powertrain and cabin heating loop  818  and from the electrical loop  820  at the radiator valve  830   d . The shared radiator section  825  may return some or all of the liquid coolant to the coolant reservoir  816  and may supply some or all of the liquid coolant to the powertrain and cabin heating loop  818  and the electrical loop  820 . 
     The radiator valve  830   d  has two inlets and two outlets. A first inlet of the radiator valve  830   d  is configured to receive the liquid coolant from the electrical loop  820 . A second inlet of the radiator valve  830   d  is configured to receive the liquid coolant from the powertrain and cabin heating loop  818 . A first outlet of the radiator valve  830   d  is configured to return the liquid coolant to the coolant reservoir  816 . A second outlet of the radiator valve  830   d  is configured to direct the liquid coolant to the second radiator  840 , where heat is rejected from the liquid coolant to reduce the temperature of the liquid coolant before directing the liquid coolant to the inlet sides of the powertrain and cabin heating loop  818  and the electrical loop  820 . 
     In a first operating mode, the liquid coolant from the electrical loop  820  is directed through the second radiator  840  and/or to the coolant reservoir  816  under proportional control by the radiator valve  830   d , while blocking flow of fluid from the powertrain and cabin heating loop  818  to control heat rejection and temperature for the electrical loop  820 . In a second operating mode, the radiator valve  830   d  directs the liquid coolant from the electrical loop  820  to the coolant reservoir  816  and directs the liquid coolant from the powertrain and cabin heating loop  818  to the second radiator  840 , such that all of the liquid coolant from the electrical loop  820  is supplied to the coolant reservoir  816  and all of the liquid coolant from the powertrain and cabin heating loop  818  is supplied to the second radiator  840 . In this operating mode, the powertrain and cabin heating loop  818  is rejecting heat to the environment using the first radiator  838  and the second radiator  840  in parallel. 
     The vehicle thermal system  800  differs primarily from the vehicle thermal system  700  by incorporation of the shared radiator section  825  that allows the electrical subsystem  810  to reject heat directly to the environment and it also allows the first radiator  838  to operate in parallel with the second radiator  840  when the second radiator  840  is not used by the electrical subsystem  810 . Operation of the vehicle thermal system  800  is otherwise as described with respect to the vehicle thermal system  700 . 
       FIG.  9    is a flowchart that shows a process  950  for operating a vehicle thermal system. The process  950  can be performed, for example, using the vehicle thermal system  300 , the vehicle thermal system  400 , the vehicle thermal system  500 , the vehicle thermal system  600 , the vehicle thermal system  700 , or the vehicle thermal system  800 , under direction from a controller, such as the controller  326  of the vehicle thermal system  300 . 
     In operation  951 , input information is received from sensors associated with multiple functional systems of a vehicle. The input information describes operating conditions of the vehicle thermal system and its respective functional systems. Examples of functional systems are previously given with respect to the vehicle thermal system  100 , the vehicle thermal system  200 , vehicle thermal system  300 , the vehicle thermal system  400 , the vehicle thermal system  500 , the vehicle thermal system  600 , the vehicle thermal system  700 , and the vehicle thermal system  800 , and those and other functional systems can be among the systems from which input information is received in operation  951 . The input information can be received by a controller, such as the controller  326  of the vehicle thermal system  300 . As examples, the input information that is received from each of the functional subsystems can include temperature measurements, actual pump speeds, valve positions, and requests from the functional subsystems. 
     In operation  952 , pump flow rates and valve positions are determined for circulation of coolant between the functional systems and a liquid coolant reservoir, where the liquid coolant is received from the functional subsystems and mixes to achieve an equilibrium temperature and a common reference pressure, as functions of temperature and flow rate of the liquid coolant that is returned to the liquid coolant reservoir from the functional systems. The flow rates and valve positions are determined for pumps and valves associated with each of the functional systems based on input information from operation  951 . 
     In operation  953  the liquid coolant is circulated between the functional systems and the liquid coolant reservoir according to the valve positions and the flow rates determined in operation  952 . 
       FIG.  10    is an illustration that shows an example of a computing device  1060  that can be utilized to regulate operation of the vehicle thermal system  300 , the vehicle thermal system  400 , the vehicle thermal system  500 , the vehicle thermal system  600 , the vehicle thermal system  700 , or the vehicle thermal system  800 . For example, the computing device  1060  can be used as the controller  326  of the vehicle thermal system  300 . 
     The computing device  1060  includes a processor  1061 , a memory device  1062 , a storage device  1063 , a communications interface  1064 , and a bus  1065 . The processor  1061  is a conventional processing device that is operable to receive inputs, execute instructions, and generate outputs. The memory device  1062  is operable to store information for immediate access by the processor  1061 , and may be volatile information storage medium, such as a random-access memory device. The storage device  1063  is a non-volatile information storage medium such as flash memory, a hard-disk drive, or a solid-state drive. The communications interface  1064  is operable to receive information from external sources and to send information to external sources, such as by receiving signals that represent sensor outputs and by transmitting signals that represent commands. The bus  1065  is a conventional system bus of any type that interconnects the various components of the computing device  1060 . Other conventional components may be included in the computing device  1060 . 
     As used in the claims, phrases in the form of “at least one of A, B, or C” should be interpreted to encompass only A, or only B, or only C, or any combination of A, B and C. 
     As described above, one aspect of the present technology is the gathering and use of data available from various sources to regulate a thermal system so that users will be comfortable in the passenger cabin of a vehicle. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID&#39;s, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to create a profile that describes a user&#39;s thermal comfort under various circumstances. Further, other uses for personal information data that benefit the user are also contemplated by the present disclosure. For instance, health and fitness data may be used to provide insights into a user&#39;s thermal comfort preferences. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users, and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, in the case of thermal system regulation, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In another example, users can select not to personal information for thermal system regulation. In yet another example, users can select to limit the length of time personal information in a thermal comfort profile is maintained or entirely prohibit the development of a thermal comfort profile. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data. For example, thermal comfort preferences based on non-personal information data or a bare minimum amount of personal information.

Metadata:
Filing Date: 20220418
Publication Date: 20230124
Grant Date: 20230124
Priority Date: 20180827
Inventors: JOHNSTON, VINCENT G.
PULJIC, DAMJAN
CONNICK, KEGAN J.
VADER, ANUP M.
Assignee: APPLE INC
CPC Classifications: [{"code": "B60H1/32011", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60H1/00328", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H2001/00307", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/143", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/32284", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/00485", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/00485", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/00885", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60H1/00278", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/32284", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/00328", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60H1/32011", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60H2001/00307", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/143", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/32284", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H2001/00307", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60H1/00271", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 81656343