GB2552199A

GB2552199A - Thermal management in a vehicle

Info

Publication number: GB2552199A
Application number: GB1612192.3A
Authority: GB
Inventors: Leszczynski Mirek
Original assignee: Arrival Ltd
Current assignee: Arrival UK Ltd
Priority date: 2016-07-13
Filing date: 2016-07-13
Publication date: 2018-01-17
Anticipated expiration: 2036-07-13
Also published as: GB201612192D0; GB2552199B

Abstract

A vehicle thermal management apparatus 200 comprises a first heat transfer fluid circuit 210 to control the temperature of a vehicle range extender 104 and a second heat transfer fluid circuit 211 to control the temperature of a further vehicle apparatus 222. A first overflow region 205 is connected to the first heat transfer fluid circuit 210 with a second overflow region 206 connected to the second heat transfer fluid circuit 211. A closeable fluid connection 208 allows heat transfer fluid to flow between the first 205 and second 206 overflow regions. The range extender 104 may be an internal combustion engine or a fuel cell. The overflow regions 205, 206 may be a reservoir 201 separated by a wall 207 with the closeable connection 208 being a valve 209. Radiators 212, 218 may connect the circuits 210, 211 to overflow regions 205, 206 via overflow pipes 225, 228. The further vehicle apparatus 222 may be a drivetrain module (105, 106, Fig. 1) or a battery (102, 103, Fig. 1). Temperature sensors 800, 600 may detect the temperatures of the range extender 104 and further apparatus 222 respectively.

Description

(54) Title of the Invention: Thermal management in a vehicle

Abstract Title: Vehicle thermal management system with two heat transfer fluid circuits connected via overflow regions (57) A vehicle thermal management apparatus 200 comprises a first heat transfer fluid circuit 210 to control the temperature of a vehicle range extender 104 and a second heat transfer fluid circuit 211 to control the temperature of a further vehicle apparatus 222. A first overflow region 205 is connected to the first heat transfer fluid circuit 210 with a second overflow region 206 connected to the second heat transfer fluid circuit 211. A closeable fluid connection 208 allows heat transfer fluid to flow between the first 205 and second 206 overflow regions. The range extender 104 may be an internal combustion engine or a fuel cell. The overflow regions 205, 206 may be a reservoir 201 separated by a wall 207 with the closeable connection 208 being a valve 209. Radiators 212, 218 may connect the circuits 210, 211 to overflow regions 205, 206 via overflow pipes 225, 228. The further vehicle apparatus 222 may be a drivetrain module (105, 106, Fig. 1) or a battery (102, 103, Fig. 1). Temperature sensors 800, 600 may detect the temperatures of the range extender 104 and further apparatus 222 respectively.

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201

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VEHICLE POWER ON 301

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Fig. 4

- 1 Thermal management in a vehicle

Field

This specification relates to a thermal management apparatus for a vehicle.

Particularly, but not exclusively, this specification relates to a thermal management apparatus which selectively shares thermal energy between first and second fluid-based heat transfer circuits in a vehicle.

Background

Automotive vehicles generally include a fluid-based cooling apparatus for cooling the vehicle’s principal power unit(s). For example, conventional automotive vehicles include a fluid-based cooling circuit for cooling the vehicle’s internal combustion engine. The cooling circuit operates, in basic terms, by circulating cooling fluid between the engine and a radiator. The radiator is generally mounted at the front of the vehicle and cooling fluid passing through the radiator is cooled by atmospheric air to which the radiator is exposed. Cooling fluid exiting the radiator is used to cool the engine, before being returned to the radiator for further cooling.

Some vehicles include several apparatuses of this type in order to cool (or heat) various different components of the vehicle.

Summary

According to a first aspect of the specification, there is provided a thermal management apparatus of a vehicle, comprising: a first heat transfer fluid circuit configured to control the temperature of an internal combustion engine; a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus; a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit; a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions.

The thermal management may comprise a heat transfer fluid overflow reservoir comprising the first and second overflow regions.

- 2 The selectively closeable fluid connection may comprise a direct connection between the first and second overflow regions.

The first and second overflow regions maybe separated by an internal wall of the 5 reservoir. The reservoir may be a tank or other container.

The selectively closeable fluid connection may comprise an aperture in the internal wall.

The selectively closeable fluid connection may comprise a valve for selectively opening and closing the fluid connection.

The thermal management apparatus may comprise a heat transfer fluid filling port fluidly connected to the first and second overflow regions.

The first heat transfer fluid circuit may comprise a radiator connected to the first overflow region by a first overflow pipe.

The second heat transfer fluid circuit may comprise a radiator connected to the second 20 overflow region by a second overflow pipe.

The further vehicle apparatus may comprise a drivetrain module.

The further vehicle apparatus may comprise at least one electric motor configured to 25 drive at least one wheel of the vehicle.

The further vehicle apparatus may comprise a vehicle power unit configured to supply drive energy for powering at least one wheel of the vehicle.

The further apparatus may comprise at least one battery configured to supply electrical power to at least one drivetrain module of the vehicle.

The at least one drivetrain module may be configured to drive at least one wheel of the vehicle.

-3The thermal management apparatus may comprise a temperature sensor configured to detect a temperature of the internal combustion engine.

The thermal management apparatus may comprise a temperature sensor configured to 5 detect a temperature of the further vehicle apparatus.

The thermal management apparatus may comprise: at least one processor; and at least one memory storing executable instructions which, when executed, cause the processor to: determine a temperature of the internal combustion engine; determine a temperature of the further vehicle apparatus; and selectively control the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened when it is determined that the temperature of one of the internal combustion engine and the further vehicle apparatus is below a first threshold temperature.

The first threshold temperature may be a lowest temperature in a range of optimum operating temperatures of said one of the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is at a higher temperature than said one of the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is above a second threshold temperature.

-4The second threshold temperature may be a lowest temperature in a range of optimum operating temperatures of the other of the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened when it is determined that the temperature of one of the internal combustion engine and the further vehicle apparatus is above a first threshold temperature.

The first threshold temperature may be a highest temperature in a range of optimum operating temperatures of said one of the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is at a lower temperature than said one of the internal combustion engine and the further vehicle apparatus.

The executable instructions, when executed, may cause the processor to: cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is below a second threshold temperature.

The second threshold temperature may be a highest temperature in a range of optimum operating temperatures of the other of the internal combustion engine and the further vehicle apparatus.

According to a second aspect of the specification, there is provided a vehicle comprising the thermal management apparatus.

According to a third aspect of the specification, there is provided a method of controlling a thermal management apparatus of a vehicle, wherein: the thermal management apparatus comprises: a first heat transfer fluid circuit configured to control the temperature of an internal combustion engine; a second heat transfer fluid

-5circuit configured to control the temperature of a further vehicle apparatus; a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit; a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions; and the method comprises: determining a temperature of the internal combustion engine; determining a temperature of the further vehicle apparatus; and selectively controlling the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.

According to a fourth aspect of the specification, there is provided a computer program comprising computer executable instructions which, when executed by a processor, cause the method to be performed.

According to a fifth aspect of the specification, there is provided a computer readable medium containing computer readable instructions which, when executed by a processor, cause the method to be performed.

According to a sixth aspect of the specification, there is provided a thermal management apparatus of a vehicle, comprising: a first heat transfer fluid circuit configured to control the temperature of a range extender apparatus of the vehicle; a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus; a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit; a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions.

The range extender module may comprise at least one of an internal combustion engine and a fuel cell.

According to a seventh aspect of the specification, there is provided a method of controlling a thermal management apparatus of a vehicle, wherein: the thermal management apparatus comprises: a first heat transfer fluid circuit configured to

-6control the temperature of a range extender module of the vehicle; a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus; a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit; a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions; and the method comprises: determining a temperature of the internal combustion engine; determining a temperature of the further vehicle apparatus; and selectively controlling the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.

According to an eighth aspect of the specification, there is provided a computer program comprising computer executable instructions which, when executed by a processor, cause the method to be performed.

According to a ninth aspect of the specification, there is provided a computer readable medium containing computer readable instructions which, when executed by a processor, cause the method to be performed.

Brief description of the figures

For the purposes of example only, embodiments are described below with reference to the accompanying figures, in which:

Figure 1 is a schematic overview of an electrically powered vehicle, comprising first and second battery modules, first and second drivetrain modules and a range extender module;

Figure 2 is a schematic illustration of a thermal management apparatus of a vehicle, having a fluid reservoir which is selectively divisible into at least two separate regions; Figure 3 is a flow diagram of an example method of using a thermal management apparatus to manage temperatures of components of a vehicle; and

Figure 4 is a schematic diagram of a central controller for controlling a thermal management apparatus of a vehicle.

Detailed description

-ΊDescribed below is a thermal management apparatus for an automotive vehicle. The thermal management apparatus is described in the context of an electrically powered vehicle, although this should not be taken as a limiting implementation. The apparatus manages the thermal profiles of two or more components of the vehicle in an energy efficient manner. The apparatus may also facilitate weight savings within the vehicle, thereby allowing further advantages in terms of energy efficiency, for example under acceleration and braking.

Figure 1 is a schematic illustration of an electrically powered vehicle too. The vehicle 10 may, for example, be a commercial vehicle such as a truck or a bus. The vehicle 100 comprises a plurality of modules installed within a chassis 101 of the vehicle too. In the example of figure 1, the modules include first and second high-voltage battery modules 102,103 and a range extender module 104. The skilled person will appreciate that the nominal voltages of the first and second battery modules 102,103 will vary in dependence on the specific batteries chosen for the vehicle too. However, as an example, the first and second high-voltage batteiy modules 102,103 may each have a nominal voltage in a range between 250V and 750V.

The plurality of modules installed in the chassis 101 also include a first drivetrain module 105, located towards the front end of the vehicle too, and a second drivetrain module 106, located towards the rear end of the vehicle too. The first drivetrain module 105 drives the front wheels 107 of the vehicle too in order to cause forward/rearward motion. Likewise, the second drivetrain module 106 drives the rear wheels 108 of the vehicle too to cause corresponding forward/rearward motion.

The first and second drivetrain modules 105,106 each comprise at least one electric motor (not shown) and at least one driveshaft (not shown). Each driveshaft is mechanically coupled to at least one wheel and is caused to rotate by the electric motor, for example via a gearbox, in order to cause corresponding rotation of the wheel.

The electric motors of the first and second drivetrain modules 105,106 receive electrical power from the battery modules 102,103, for example via a power inverter unit (not shown). It will be appreciated that this drains the electrical energy stored in the battery modules 102,103. The draining of energy from the battery modules 102,

103 can be counteracted by the range extender module 104, which is configured to supply electrical energy to the battery modules 102,103 for re-charging. In this

-8example, the range extender module 104 comprises an internal combustion engine.

The internal combustion engine can be of any suitable type, powered by combustion of any suitable fuel e.g. petrol, diesel, LPG. A mechanical output of the combustion engine is connected to an electrical power-generating unit (not shown), which may include an alternator, in order to supply electrical energy to the battery modules 102,103.

During use of the vehicle 100, heat energy is produced by various elements of the vehicle 100. For example, the internal combustion engine of the range extender module 104 produces a significant amount of heat energy when running, thereby causing an increase in the temperature of the range extender module 104 and the surrounding components of the vehicle 100. Additionally, the electric motors of the drivetrain modules 105,106 produce heat during operation. This has a similar effect to heat produced by the combustion engine, increasing the temperature of the drivetrain modules 105,106 and the surrounding vehicle components. Further heat is produced by the battery modules 102,103, and other components of the vehicle, with similar effects to those described above. The increases in temperature caused by the operationally-produced heat energy of the various vehicle components has the potential, ultimately, to cause malfunctions to occur in the vehicle and/or to cause damage to the vehicle or its components. This is undesirable.

An example of a thermal management apparatus 200 for controlling the temperature of components of the vehicle 100 is schematically illustrated in figure 2. The apparatus

200 comprises a heat transfer fluid reservoir 201, such as a heat transfer fluid overflow tank (or fluid expansion tank). The reservoir 201 comprises a filling port 202, through which heat transfer fluid 203 can be poured into the reservoir 201. The filling port 202 may, for example, be accessible from the exterior of the vehicle 100 and is covered by a cap 204 to prevent the fluid 203 from escaping through the port 202 by accidental spillage or evaporation. The cap 204 may, however, be configured to allow fluid to escape through the filling port 202 in the event that the pressure in the reservoir 201 rises above a threshold value. This would be abnormal, as the pressure in the reservoir

201 would in normal conditions be below the threshold pressure at which the cap 204 is configured to allow fluid to vent through the filling port 202. The cap 204 may, for example, include a pressure actuated element which causes a vent channel in the cap 204 to open upon the threshold pressure being reached in the reservoir 201.

-9The heat transfer fluid 203 maybe a coolant fluid. For example, the heat transfer fluid 203 maybe a specialist coolant liquid for automotive engines, as is known in the art, or a mix of water with antifreeze substances.

The reservoir 201 comprises a plurality of heat transfer fluid reservoir regions, or overflow regions. These regions are selectively fluidly-connectable so that heat transfer fluid 203 can flow between the regions when the regions are fluidly connected. For example, the reservoir 201 shown in figure 2 comprises first and second such regions 205, 206. The regions 205, 206 are separated by a fluid impermeable wall 207, or other such divide, which is internal to the reservoir 201. The wall 207 includes a connective opening 208 between the first and second regions 205, 206 of the reservoir 201. The connective opening 208 may, for example, comprise an aperture in the wall 207. Heat transfer fluid 203 in the first region 205 of the reservoir 201 can flow through the opening 208 into the second region 206 of the reservoir 201, and vice versa.

The connective opening 208 is selectively openable and closeable to respectively allow and prevent fluid 203 from flowing between the first and second regions 205, 206 of the reservoir 201. In other words, the opening 208 in the wall 207 between the regions

205, 206 of the reservoir 201 may be selectively closed so that the regions 205, 206 are no longer fluidly connected. Closure of the opening 208 may be implemented, for example, by a valve 209 at the opening 208. The valve 209, when actuated to a closed state, is configured to prevent heat transfer fluid 203 in any particular region 205, 206 of the reservoir 201 from entering any other region 205, 206 of the reservoir 201 through the opening 208. Likewise, when the valve 209 is actuated to an open state, the valve 209 is configured to allow fluid 203 to flow between the regions 205, 206 of the reservoir 201 through the opening 208 in the wall 207.

The thermal management apparatus 200 further comprises a plurality of heat transfer fluid circuits to control the temperatures of components of the vehicle too. In the example illustrated in figure 2, the apparatus 200 comprises two such circuits 210, 211. These are described below.

Referring to figure 2, a first heat transfer circuit 210 comprises a fluid cooling apparatus, for example comprising a first radiator 212. For consistency of explanation, the fluid cooling apparatus is discussed below in this context. At the radiator 212, heat

- 10 transfer fluid 203 in the circuit 210 is subjected to thermal cooling. This is caused by relatively cool atmospheric air passing over elements of the radiator 212 in a manner understood by those skilled in the art. The heat transfer fluid 203 flows through the radiator 212 from a radiator inlet 213 to a radiator outlet 214. Upon reaching the radiator outlet 214, the temperature of the heat transfer fluid 203 may be significantly lower than the temperature of the heat transfer fluid 203 at the radiator inlet 213 due to the cooling effect referred to above. For example, if the radiator 212 is cooled by atmospheric air, any positive temperature difference between the heat transfer fluid 203 at the radiator inlet 213 and the atmospheric air outside the radiator 212 will cause the temperature of the heat transfer fluid 203 in the radiator 212 to decrease towards the temperature of the atmospheric air as it passes through the radiator 212.

The outlet 214 of the radiator 212 is fluidly connected to a heat transfer fluid inlet 215 of a first vehicle apparatus, such as a first power unit of the vehicle 100. In this example, the first power unit is the range extender module 104 comprising the internal combustion engine discussed above. The range extender module 104, and in particular the internal combustion engine, comprises a plurality of heat transfer fluid channels through which heat transfer fluid 203 from the outlet 214 of the radiator 212 is directed to affect the thermal profile of the range extender module 104. For example, as will be appreciated by those skilled in the art, the internal combustion engine may comprise heat transfer fluid channels in the engine block and/or head, through which the heat transfer fluid 203 can flow.

In general, the heat transfer fluid 203 from the outlet 214 of the radiator 212 acts to cool the range extender module 104. This is because the temperature of the heat transfer fluid 203 entering the heat transfer fluid inlet 215 and the channels of the engine is generally lower than the operating temperature of the engine. Thus the engine, and the range extender module 104 as a whole, is cooled by the flow of the heat transfer fluid 203 through the channels of the engine. However, it will be appreciated that, if the temperature of the range extender module 104 were lower than that of the heat transfer fluid 203 received at the heat transfer fluid inlet 215, the opposite effect would occur - i.e. the range extender module 104 would be heated rather than cooled by the heat transfer fluid 203. This will be explained in further detail below, with respect to figure 4.

- 11 In order to provide a clear explanation of the operation of the heat transfer circuit 210, the next part of the description shall proceed based on the first scenario referred to above, where the temperature of the heat transfer fluid 203 exiting the radiator 212 is lower than the temperature of the range extender module 104 and, in particular, the temperature of the engine.

As the heat transfer fluid 203 passes through the channels of the engine, the heat transfer fluid 203 is heated by heat energy from the engine. This increases the temperature of the heat transfer fluid 203 so that, upon reaching a heat transfer fluid outlet 216 of the range extender module 104, the temperature of the heat transfer fluid 203 is higher than it was before entering the range extender module 104. The heat transfer fluid 203 exiting the range extender module 104 is directed, for example via a suitable pipe, back to the inlet 213 of the radiator 214 for cooling. Thus, the heat transfer circuit 210 is completed. The heat transfer circuit 210 may optionally include a pump (not shown) for circulating the heat transfer fluid 203 around the circuit 210.

Referring again to figure 2, a second heat transfer circuit 211 of the thermal management apparatus 200 comprises a second fluid cooling apparatus, for example comprising a second radiator 218. The second heat transfer circuit 211 is substantially similar to the first heat transfer circuit 210 described above. For example, the radiator 218, which comprises a heat transfer fluid inlet 219 and a heat transfer fluid outlet 220 corresponding to those previously described, cools heat transfer fluid 203 in the same manner as described above in relation to the radiator 212 of the first heat transfer circuit 210.

The outlet 220 of the second radiator 218 is fluidly connected to a heat transfer fluid inlet 221 of a further apparatus 222 of the vehicle too. This further apparatus 222 may comprise a second power unit of the vehicle too. For example, the further apparatus 222 may comprise one or more battery modules, such as the first and/or second battery modules 102,103 described above with respect to figure 1. Alternatively, the further apparatus 222 may comprise one or more drivetrain modules, such as one or both of the first and second drivetrain modules 105,106 described above. In general, the further apparatus 222 is a vehicle apparatus which generates heat during operation and benefits, at least to some extent, from cooling during use of the vehicle too. However, as will be appreciated from the discussion below, the further apparatus 222 could additionally or alternatively comprise a vehicle apparatus which benefits from heating.

- 12 In a similar manner to the range extender module 104 described above with respect to the first heat transfer circuit 210, the further apparatus 222 is equipped with a plurality of heat transfer fluid channels through which heat transfer fluid 203 from the outlet

220 of the radiator 218 is directed to affect the thermal profile of the further apparatus

222. These channels may, for example, comprise heat transfer pipes or other channels which run over the surface of the apparatus 222. The channels may additionally or alternatively comprise pipes or other channels which direct fluid through an interior region of the further apparatus 222, such as into the housings of the battery modules

102,103 and/or the housings of the drivetrain modules 105,106.

As with the range extender module 104 described with respect to the first heat transfer circuit 210, the heat transfer fluid 203 from the outlet 220 of the second radiator 218 may act to cool the further apparatus 222. This increases the temperature of the heat transfer fluid 203 so that, upon reaching a heat transfer fluid outlet 223 of the further apparatus 222, the temperature of the heat transfer fluid 203 is higher than it was before reaching the further apparatus 222. The heat transfer fluid 203 exiting the further apparatus 222 is directed, for example via a suitable pipe, back to the inlet 219 of the radiator 218 for cooling. Thus, the second heat transfer circuit 211 is completed.

As with the first circuit 210, the second heat transfer circuit 211 may optionally include a pump (not shown) for circulating the heat transfer fluid 203 around the circuit 211.

As shown in figure 2, the heat transfer fluid reservoir 201 is fluidly connected to the first and second heat transfer circuits 210, 211 via first and second overflow channels.

For example, the first heat transfer fluid circuit 210 may be fluidly connected to the reservoir 201 by a first overflow pipe 225 connected between an overflow outlet 226 of the first radiator 214 and an inlet 227 of the first region 205 of the reservoir 201. Heat transfer fluid 203 which overflows from the first heat transfer circuit 210, for example due to expansion of the fluid 203 under heating in the range extender module 104, is driven into the first overflow pipe 225 by fluid pressure in the heat transfer circuit 210. Similarly, the second heat transfer fluid circuit 211 may be fluidly connected to the reservoir 201 by a second overflow pipe 228 connected between an overflow outlet 229 of the second radiator 218 and an inlet 230 of the second region 206 of the reservoir 201. Heat transfer fluid 203 which overflows from the second heat transfer circuit 211, for example due to expansion of the fluid 203 under heating in the further apparatus

-13222, is driven into the second overflow pipe 228 by fluid pressure in the second heating circuit 211.

The heat transfer fluid reservoir 201 is located above the first and second heat transfer 5 circuits 210, 211 so that fluid 203 naturally flows from the regions 205, 206 of the reservoir 201 into the circuits 210, 211 under gravity if/when the level of fluid 203 in the circuit(s) 210, 211 drops. In a normal ‘cold’ state of the vehicle 100, for example when the temperature of the vehicle 100 and its components corresponds approximately to the surrounding ambient air temperature, the heat transfer circuits

210, 211 and the first and second overflow channels 225, 228 are full of heat transfer fluid 203. The first and second regions 205, 206 of the reservoir 201 are, in this state, partly full of heat transfer fluid 203. This leaves some room for expansion of the fluid 203 into the remaining volume of the reservoir regions 205, 206 when the heat transfer fluid 203 in the heat transfer circuits 210, 211 expands under heating, e.g. in the range extender module 104 and/or further apparatus 222.

The partially full states of the first and second regions 205, 206 of the heat transfer fluid reservoir 201 facilitates exchange of heat transfer fluid 203 between the first and second regions 205, 206 of the reservoir 201 when the selectively closeable connection

208 between the first and second regions 205, 206 is open. As described above, fluid

203 in one of the regions 205, 206 can flow into the other region 205, 206 and vice versa. The effect of fluid exchange between the different regions 205, 206 of the reservoir 201 is to cause heat energy to be shared between the fluid 203 in the different regions 205, 206. More specifically, if the heat transfer fluid 203 in the first region 205 of the reservoir 201 is warmer than the heat transfer fluid 203 in the second region 206 of the reservoir 201, the fluid 203 in the first region 205 will heat the fluid 203 in the second region 206. The opposite action will occur if the fluid 203 in the second region 206 of the reservoir 201 is warmer that the fluid 203 in the first region 205 of the reservoir 201. Over time, the temperatures of the fluids 203 in the separate regions

205, 206 of the reservoir 201 will equalize if the connection 208 between the regions remains in an open state.

The sharing of heat energy between the heat transfer fluids 203 in the first and second regions 205, 206 of the reservoir 201 has the effect of also sharing heat energy between the heat transfer fluids 203 in the wider first and second heat transfer circuits 210, 211. As explained above, the first and second heat transfer circuits 210, 211 are fluidly

-14connected to the first and second regions 205, 206 of the reservoir 201, respectively, by the first and second overflow channels 225, 228. It will be appreciated that the heat transfer fluid 203 in the overflow channels 225, 228 acts as a thermal transfer medium and facilitates heat energy in the fluids 203 in the reservoir 201 to effectively transfer to the fluids 203 in the first and second heat transfer circuits 210, 211. If the temperature of the heat transfer fluid 203 in the regions 205, 206 of the reservoir 201 is higher than the temperature of the heat transfer fluid 203 in the connected first and second heat transfer circuits 210, 211, the heat transfer fluid 203 in the circuit(s) 210, 211 will be warmed and its temperature will increase. Likewise, if the temperature of the heat transfer fluid 203 in the regions 205, 206 of the reservoir 201 is lower than the temperature of the heat transfer fluid 203 in the connected first and second heat transfer circuits 210, 211, the heat transfer fluid 203 in the circuit(s) 210, 211 will be cooled and its temperature will decrease.

An effect of the heat transfer fluid reservoir 201 is therefore to facilitate selective transfer of heat energy from one heat transfer circuit 210, 211 to another and, thereby, to affect the warming or cooling of the range extender module 104 and/or the further apparatus 222 by the heat transfer circuits 210, 211. This is achieved using heat energy already present in the fluid 203. As explained below, the thermal management apparatus 200 thus provides an efficient way of using heat energy in the vehicle too and may also reduce the need for additional energy to be supplied to the vehicle’s cooling and heating systems. For example, cooling fans at the range extender 104 and/or the further apparatus 222 maybe reduced in size, or run at a lower speed/run less often than would otherwise be required in order to maintain optimum operating temperatures at the range extender 104 and/or the further apparatus 222. This reduces energy usage in the vehicle too. Indeed, it may be that such cooling fans can be dispensed with in some implementations.

In a variant of the thermal management apparatus 200 shown in figure 2 and described above, the connective opening 208 between the first and second reservoir regions 205, 206 may comprise a pipe connected between apertures in physically separate fluid containers, such as separate expansion tanks. In this example, heat transfer fluid 203 in the first reservoir region 205 can flow through the pipe into the second reservoir region 206, and vice versa. As with the example shown in figure 2, the connective opening 208 is selectively openable and closeable to respectively allow and prevent fluid 203 from flowing between the first and second reservoir regions 205, 206.

-15Closure of the connective opening 208 may be implemented, for example, by a valve 209 located in the pipe. As with the example described above with respect to figure 2, the physically separate reservoir regions 205, 206 of this variant can be filled from a common fill port 202. For example, inlets ofthe separate containers maybe connected to a common fill port 202 at the exterior of the vehicle 100 so that heat transfer fluid 203 poured into the fill port 202 enters both of the reservoir regions 205, 206.

In both of the described examples, the use of a common fill port 202 to fill the reservoir regions 205, 206 and, accordingly, the connected heat transfer circuits 210, 211, avoids the need for separate fill ports for different cooling/heating circuits in the vehicle 100.

A method of using the thermal management apparatus 200 to manage the temperatures of components of an electrically powered vehicle 100 is described below with respect to figure 3. In this example, the further apparatus 222 of the second heat transfer circuit 211 could be any of the further apparatuses 222 described above.

The method begins from an initial vehicle state, in which the vehicle 100 is not powered-on. In this state, the vehicle 100, including the range extender module 104 and the further apparatus 222, may be in a so-called ‘cold’ state in which the temperature of the vehicle 100 substantially corresponds to the ambient temperature of the surrounding environment (e.g. atmospheric air) around the vehicle 100. However, it is not necessary that the initial state is a so-called ‘cold’ state. The initial state may, for example, alternatively be a so-called ‘warm’ state in which the temperature of the vehicle 100 is higher than the ambient temperature of the surrounding environment.

This could be due, for example, to the vehicle 100 having only recently been switched into a powered-off state.

In a first stage 301 of the method, it is detected that the vehicle 100 is to be active. For example, a driver of the vehicle 100 may insert a key into an ‘ignition’ slot of the vehicle, or otherwise provide an indication to the vehicle 100 that the drivetrain module 105 is to be imminently activated. This causes the vehicle 100 to be powered-on, ready for motion.

In a second stage 302 of the method, it is determined whether the temperature of the further apparatus 222 (F/A) is within an optimal range of operating temperatures for the further apparatus 222. For example, it may be determined whether the

-ι6temperature of the further apparatus 222 is above a threshold temperature. The threshold temperature may correspond to the lower limit of the optimal temperature range of the further apparatus 222. If the further apparatus 222 is a drivetrain module 105,106, this threshold temperature may be approximately -25°C. This is because the electric motor(s) in the drivetrain module 105,106 may operate most efficiently when the temperature of the module 105,106 is above the threshold temperature. It will be appreciated that other threshold temperatures may be used in the case of different further apparatuses 222, such as the battery modules 102,103. In the case of the battery modules 102,103, the threshold temperature may, for example, be approximately o°C.

It will be further appreciated that the process of determining whether the temperature of the further apparatus 222 is within an optimal range of operating temperatures for the further apparatus 222 may additionally or alternatively involve determining whether the temperature of the further apparatus 222 is below a (e.g. second) threshold temperature, indicating the upper limit of the optimal temperature range.

Determination of whether the temperature of the further apparatus 222 is within an optimal range of operating temperatures for the further apparatus 222 maybe made in any suitable manner. For example, the temperature of the heat transfer fluid 203 in the second heat transfer circuit 211, which is associated with the further apparatus 222, maybe detected and compared to one or more threshold temperatures in the manner described above. This may be achieved using a fluid temperature sensor 500 in the second heat transfer circuit 211. Additionally or alternatively, the temperature of the further apparatus 222 itself may be detected and compared to one or more threshold temperatures in the manner described above. For example, a temperature sensor 600 on and/or in the further apparatus 222 may detect the temperature of the apparatus 222. In both cases, the temperature sensor(s) 500, 600 may report the detected temperature(s) to a central controller of the vehicle 100. The controller may compare the detected temperature(s) to threshold temperatures stored in a computer memory of the vehicle too (e.g. in the controller) and, on this basis, make a determination as to whether the temperature of the further apparatus 222 is within an optimal range of operating temperatures for the further apparatus 222.

A - Further Apparatus outside of its Optimal Temperature Range

-17If it is determined in the second stage 302 of the method that the temperature of the further apparatus 222 is not within the optimal range of operating temperatures of the further apparatus 222, in a third stage 303A of the method it is determined whether the temperature of the further apparatus 222 is below the optimal range of operating temperatures of the further apparatus 222. In other words, it is determined whether the temperature of the further apparatus 222 is lower than the lowest temperature in the range of optimal operating temperatures. If the answer to this question is ‘no’, the method proceeds to a fourth stage 304A.

Ai - Further Apparatus above its Optimal Temperature Range

In the fourth stage 304A, it is determined whether the temperature of the range extender module 104 (R/E) is below the highest temperature in the range of optimal operating temperatures of the range extender 104. For example, it maybe determined whether the temperature of the range extender module 104 is below a threshold temperature.

Determination of the temperature of the range extender module 104, with respect to a threshold temperature, maybe made in any suitable manner. For example, the temperature of the heat transfer fluid 203 in the first heat transfer circuit 210, which is associated with the range extender module 104, may be detected and compared to one or more threshold temperatures in the manner described above with respect to the further apparatus 222. This maybe achieved using a fluid temperature sensor 700 in the first heat transfer circuit 210. Additionally or alternatively, the temperature of the range extender module 104 itself may be detected and compared to one or more threshold temperatures. For example, a temperature sensor 800 on and/or in the range extender module 104 may detect the temperature of the module 104. In both cases, the temperature sensor(s) 700, 800 may report the detected temperature(s) to a central controller of the vehicle 100. The controller may compare the detected temperature(s) to threshold temperatures stored in a computer memory of the vehicle

100 (e.g. in the controller) and, on this basis, make a determination as to whether the temperature of the range extender module 104 is within, above or below an optimal range of operating temperatures for the range extender module 104.

If the answer to the question in the fourth stage 304A is ‘no’, the method proceeds to a fifth stage 305A in which the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to a

-18closed state (or maintained in a closed state). This ensures that the range extender module 104 is not exposed to additional heating by the second heat transfer circuit 211 in the event that the range extender module 104 is already warmer than its optimal temperature range.

If the answer to the question in the fourth stage 304A is ‘yes’, the method proceeds to an alternative fifth stage 305B in which it is determined whether the temperature of the range extender module 104 is higher than the temperature of the further apparatus 222. If the answer to this question is ‘no’, the method proceeds to a sixth stage 306A in which the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to an open state (or maintained in an open state). This allows heat energy in the second heat transfer circuit 211 - which contains the further apparatus 222 - to be transferred to the first heat transfer circuit 210 via the heat transfer fluid reservoir 201, thereby helping to cool the further apparatus 222.

If, however, the answer to the question in the fifth stage 305B is ‘yes’, in an alternative sixth stage 306B the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to a closed state (or maintained in a closed state). This prevents the temperature of the further apparatus 222 from being further increased by heat energy transferred from the first heat transfer circuit 210.

A2 - Further Apparatus below its Optimal Temperature Range

Returning to the third stage 303A, if the answer to the question here is ‘yes’, i.e. it is found that the temperature of the further apparatus 222 is below the optimal temperature range of the further apparatus 222, the method proceeds to an alternative fourth stage 304B in which the range extender module 104 is powered-on (or maintained in a powered-on state). Powering-on the range extender module 104 causes the internal combustion engine of the range extender module 104 to be started, causing heat energy to be produced in the manner previously described.

Following the alternative fourth stage 304B, the method proceeds to a fifth stage 305C in which it is determined whether the temperature of the range extender module 104 is higher than the temperature of the further apparatus 222. If the answer to this question is ‘no’, the method proceeds to a sixth stage 306C in which the valve 209 in

-19the closeable connection 208 between the first and second regions 205,206 of the heat transfer fluid reservoir 201 is actuated to a closed state (or maintained in a closed state). This prevents the temperature of the further apparatus 222 from being decreased by loss of heat energy in the second heat transfer circuit 211 to the first heat transfer circuit 210.

If, however, the answer to the question in the fifth stage 305C is ‘yes’, in an alternative sixth stage 306D the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to an open state (or maintained in an open state). This allows heat energy in the first heat transfer circuit 210 - which contains the range extender module 104 - to be transferred to the second heat transfer circuit 211 via the heat transfer fluid reservoir 201, thereby warming the further apparatus 222.

B - Further Apparatus within its Optimal Temperature Range

Returning to the second stage 302 of the method discussed above, if it is determined in the second stage 302 that the temperature of the further apparatus 222 is within the optimal range of operating temperatures of the further apparatus 222, in an alternative third stage 303B it is determined whether the temperature of the range extender module 104 is within an optimal temperature range for the range extender module 104.

If the answer to the question in the alternative third stage 303B of the method is ‘yes’, in a fourth stage 304D of the method the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to a closed state (or maintained in a closed state). This is appropriate because both the further apparatus 222 and the range extender module 104 are within their range of optimum operating temperatures and so no heat transfer between the heat transfer circuits 210, 211 is required. However, it will be appreciated that as an alternative the valve 209 in the closeable connection could be opened (or maintained in an open state) in these circumstances.

If the answer to the question in the alternative third stage 303B of the method is ‘no’, it is determined in a fourth stage 304C whether the temperature of the range extender module 104 is below the lowest value in the range of optimal operating temperatures for the range extender module 104.

- 20 Bi - Range Extender Module above its Optimal Temperature Range If it is determined in the fourth stage 304C that the temperature of the range extender module 104 is not below the optimal temperature range for the range extender module 104, it is determined in a fifth stage 305D whether the temperature of the range extender module 104 is higher than the temperature of the further apparatus 222. If the answer to this question is ‘no’, i.e. the temperature of the range extender module 104 is not higher than that of the further apparatus 222, the method proceeds to a sixth stage 306E in which the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to a closed state (or maintained in a closed state). This ensures that heat energy in the second heat transfer circuit 211 - which contains the further apparatus 222 - is not transferred to the first heat transfer circuit 210, and thereby the range extender module 104, via the heat transfer fluid reservoir 201.

If, however, the answer to the question in the fifth stage of the method 305D is ‘yes’, i.e.

the temperature of the range extender module 104 is higher than that of the further apparatus 222, in a sixth stage 306F of the method the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to an open state (or maintained in an open state). This allows heat energy in the first heat transfer circuit 210 to be transferred to the second heat transfer circuit 211 via the heat transfer fluid reservoir 201, thereby helping to cool the range extender module 104 in the first heat transfer circuit 210.

B2 - Range Extender Module below its Optimal Temperature Range

Returning to the fourth stage 304C of the method, if it is determined that the temperature of the range extender module 104 is below the optimal temperature range for the range extender module 104, the method proceeds to an alternative fifth stage 305E in which it is determined whether the temperature of the range extender module 104 is higher than the temperature of the further apparatus 222. If the answer to this question is ‘no’, the method proceeds to a sixth stage 306G in which the valve 209 in the closeable connection 208 between the first and second regions 205,206 of the heat transfer fluid reservoir 201 is actuated to an open state (or maintained in an open state). This allows heat energy in the second heat transfer circuit 211 to be transferred to the first heat transfer circuit 210, and thus to the range extender module 104, via the heat transfer fluid reservoir 201.

- 21 If, however, the answer to the question in fifth stage 305E is ‘yes’, i.e. the temperature of the range extender module 104 is higher than the temperature of further apparatus 222, in a sixth stage 306H of the method the valve 209 in the closeable connection 208 between the first and second regions 205, 206 of the heat transfer fluid reservoir 201 is actuated to a closed state (or maintained in a closed state). This prevents heat energy in the first heat transfer circuit 210 from being transferred to the second heat transfer circuit 211 via the heat transfer fluid reservoir 201, thereby preventing associated cooling of the range extender module 104.

The method described above with respect to figure 3 can provide several advantages to the efficient operation of the vehicle 100. For example, in a scenario where the ambient temperature of the air surrounding the vehicle 100 is unusually low, such as in colder than average parts of the Earth, the method may operate to warm the electric motor(s) of the drivetrain module(s) 105,106 using heat energy generated by the range extender module 104. As outlined above, the electric motors used in the drivetrain modules 105, 106 may operate most efficiently at temperatures above approximately -25°C and so, in the event that the temperature of the motors drops below this value, the heat energy generated by the range extender module 104 is used to increase the temperature of the motors and thereby bring the motors into their most efficient operational temperature range.

Similarly, the method may operate to warm the battery modules 102,103 of the vehicle 100 using heat energy generated by the range extender module 104. Such high-voltage battery modules 102,103 may operate most efficiently at temperatures above approximately o°C and so, in the event that the temperature of the battery modules 102,103 drops below this value, the heat energy generated by the range extender module 104 is used to increase the temperature of the battery modules 102,103 to bring the battery modules 102,103 into their most efficient operational temperature range.

In another scenario, if the drivetrain module(s) 105,106, battery module(s) 102,103 or other further apparatus 222 rises above its optimal temperature range, excess heat energy in these further apparatuses 222 may be transferred to the range extender module 104 to increase the temperature of the range extender module 104. This may have at least two advantages. Firstly, the temperature of the further apparatus 222 is decreased, bring the further apparatus 222 closer to, or within, its optimal temperature

- 22 range. This increases the operating efficiency of the vehicle 100. Secondly, the excess heat energy from the further apparatus 222 is not lost from the thermal management apparatus 200 but is instead transferred to the range extender module 104 which, if switched off, is likely to be below its optimal temperature range. The resulting increase in the temperature of the range extender module 104 means that when the range extender module 104 is switched-on in due course, for example in order to charge the battery modules 102,103, it will reach its optimal operating temperature range in a shorter period of time and thus run more efficiently overall.

It will be understood from the description above that all of the advantages in terms of increased vehicle efficiency are provided at least in part due to the sharing of heat energy already present within the vehicle too. The potential need to spend further energy in order to thermally manage the components of the vehicle too, for example in order to supply power to cooling fans or additional heating systems, is reduced.

As explained above, the thermal management apparatus 200 provides an energy efficient method of heating further apparatuses 222 in the vehicle too, such as the drivetrain modules 105,106, to their optimal operating temperatures using heat energy that may otherwise have been lost from the range extender module 104. The opposite operation is also possible, as described with respect to figure 3. In addition, by providing a mechanism for transferring heat energy from the range extender module 104/further apparatuses 222 to the further apparatuses 222/range extender module 104, the thermal management apparatus 200 is able to efficiently cool the range extender module 104/further apparatuses 222. This reduces the need to spend additional energy on cooling the range extender module 104/further apparatuses 222. For example, the power and/or the frequency of use of cooling fan(s) in the first and/or second cooling circuits 210, 211 can be reduced.

The method described above with respect to figure 3 maybe embodied in computer executable instructions, which may be stored in a computer memory of the vehicle 100.

For example, referring to figure 4, the vehicle 100 may comprise a central controller 401, which may include at least one computer processor 402, such as a microprocessor, and at least one computer memory 403. The computer memory 403 may contain the computer executable instructions referred to above. The instructions may, when executed by the processor 402, cause the thermal management apparatus 200 to operate in accordance with the method described with respect to figure 3. The memory

-23403 may also contain other computer executable instructions for controlling other aspects of the vehicle too in a corresponding fashion. The processor 402 and the computer memory 403 may be communicatively coupled in the controller 401 in any suitable manner, as known by those skilled in the art. For example, the controller 401 may comprise a bus through which electronic communication between the processor

402 and the memory 403 can take place.

The examples described above can be used singly or in combination. It will be appreciated that the above described embodiments are illustrative only. Other variants are possible and are within the scope of the claims appended hereto. For example, although the reservoir 201 described above comprises only first and second regions 205, 206, the reservoir 201 could in an alternative implementation comprise at least three regions with connective openings between the three regions. In such an example, a central region of the reservoir may be connected to the heat transfer circuit of the range extender module, whilst regions on each side of the central region may be connected to heat transfer circuits of further apparatuses. These further apparatuses could be separate drivetrain modules, separate battery modules, or combinations of these. Selectively openable connections between the at least three regions could facilitate distribution of heat energy in the manner described above.

In the examples described above, the range extender module 104 is described as comprising an internal combustion engine. It is described that heat energy generated in the internal combustion engine may be shared with one or more further vehicle apparatuses via at least the first and second heat transfer fluid overflow regions.

Likewise, heat energy generated in the further apparatus(es) can be shared with the internal combustion engine. It will be appreciated, that the sharing of heat energy via heating fluid overflow regions is, however, not limited to implementations in which the range extender module 104 comprises an internal combustion engine. The range extender module 104 could, for example, comprise a fuel cell or other power source which could be cooled and heated using heat transfer fluid in a manner substantially corresponding to the manner described above in relation to the internal combustion engine.

The term ‘module’ as used herein refers to an apparatus. In this regard, the term ‘module’ can be replaced with the term ‘apparatus’.

Claims

Claims

1. A thermal management apparatus of a vehicle, comprising:

a first heat transfer fluid circuit configured to control the temperature of an 5 internal combustion engine;

a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus;

a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit;

io a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions.
2. A thermal management apparatus according to claim l, comprising a heat transfer fluid overflow reservoir comprising the first and second overflow regions.
3. A thermal management apparatus according to claim 2, wherein the first and 20 second overflow regions are separated by an internal wall of the reservoir.
4. A thermal management apparatus according to claim 3, wherein the selectively closeable fluid connection comprises an aperture in the internal wall.

25 5. A thermal management apparatus according to any preceding claim, wherein the selectively closeable fluid connection comprises a valve for selectively opening and closing the fluid connection.

6. A thermal management apparatus according to any preceding claim,

30 comprising a heat transfer fluid filling port fluidly connected to the first and second overflow regions.

7. A thermal management apparatus according to any preceding claim, wherein the first heat transfer fluid circuit comprises a radiator connected to the first overflow

35 region by a first overflow pipe.

-258. A thermal management apparatus according to any preceding claim, wherein the second heat transfer fluid circuit comprises a radiator connected to the second overflow region by a second overflow pipe.

59. A thermal management apparatus according to any preceding claim, wherein the further vehicle apparatus comprises a drivetrain module.

10. A thermal management apparatus according to claim 9, wherein the further vehicle apparatus comprises at least one electric motor configured to drive at least one

10 wheel of the vehicle.

11. A thermal management apparatus according to any preceding claim, wherein the further vehicle apparatus comprises a vehicle power unit configured to supply drive energy for powering at least one wheel of the vehicle.

12. A thermal management apparatus according to any preceding claim, wherein the further apparatus comprises at least one battery configured to supply electrical power to at least one drivetrain module of the vehicle.

20 13. A thermal management apparatus according to claim 12, wherein the at least one drivetrain module is configured to drive at least one wheel of the vehicle.

14. A thermal management apparatus according to any preceding claim, comprising a temperature sensor configured to detect a temperature of the internal combustion

25 engine.

15. A thermal management apparatus according to any preceding claim, comprising a temperature sensor configured to detect a temperature of the further vehicle apparatus.

16. A thermal management apparatus according to any preceding claim, wherein the apparatus comprises:

at least one processor; and at least one memory storing executable instructions which, when executed,

35 cause the processor to:

determine a temperature of the internal combustion engine;

- 26 determine a temperature of the further vehicle apparatus; and selectively control the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.

17. A thermal management apparatus according to claim 16, wherein the executable instructions, when executed, cause the processor to:

cause the selectively closeable fluid connection to be opened when it is determined that the temperature of one of the internal combustion engine and the

10 further vehicle apparatus is below a first threshold temperature.

18. A thermal management apparatus according to claim 17, wherein the first threshold temperature is a lowest temperature in a range of optimum operating temperatures of said one of the internal combustion engine and the further vehicle

15 apparatus.

19. A thermal management apparatus according to claim 17 or 18, wherein the executable instructions, when executed, cause the processor to:

cause the selectively closeable fluid connection to be opened only when it is

20 determined that the other of the internal combustion engine and the further vehicle apparatus is at a higher temperature than said one of the internal combustion engine and the further vehicle apparatus.

20. A thermal management apparatus according to claim 19, wherein the executable

25 instructions, when executed, cause the processor to:

cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is above a second threshold temperature.

30 21. A thermal management apparatus according to claim 20, wherein the second threshold temperature is a lowest temperature in a range of optimum operating temperatures of the other of the internal combustion engine and the further vehicle apparatus.

35 22. A thermal management apparatus according to claim 16, wherein the executable instructions, when executed, cause the processor to:

-τηcause the selectively closeable fluid connection to be opened when it is determined that the temperature of one of the internal combustion engine and the further vehicle apparatus is above a first threshold temperature.
5 23. A thermal management apparatus according to claim 22, wherein the first threshold temperature is a highest temperature in a range of optimum operating temperatures of said one of the internal combustion engine and the further vehicle apparatus.
10 24. A thermal management apparatus according to claim 22 or 23, wherein the executable instructions, when executed, cause the processor to:

cause the selectively closeable fluid connection to be opened only when it is determined that the other of the internal combustion engine and the further vehicle apparatus is at a lower temperature than said one of the internal combustion engine
15 and the further vehicle apparatus.

25. A thermal management apparatus according to claim 19, wherein the executable instructions, when executed, cause the processor to:

cause the selectively closeable fluid connection to be opened only when it is 20 determined that the other of the internal combustion engine and the further vehicle apparatus is below a second threshold temperature.

26. A thermal management apparatus according to claim 25, wherein the second threshold temperature is a highest temperature in a range of optimum operating

25 temperatures of the other of the internal combustion engine and the further vehicle apparatus.

27. A vehicle comprising a thermal management apparatus according to any preceding claim.

28. A thermal management apparatus substantially as described herein, with reference to the accompanying figures 1 to 3.

29. A method of controlling a thermal management apparatus of a vehicle, wherein:

35 the thermal management apparatus comprises:

- 28 a first heat transfer fluid circuit configured to control the temperature of an internal combustion engine;

a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus;

5 a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit;

a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow

10 region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions;

and the method comprises:

determining a temperature of the internal combustion engine; determining a temperature of the further vehicle apparatus; and

15 selectively controlling the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.
20 30. A computer program comprising computer executable instructions which, when executed by a processor, cause the method of claim 29 to be performed.

31. A computer readable medium containing computer readable instructions which, when executed by a processor, cause the method of claim 29 to be performed.

32. A thermal management apparatus of a vehicle, comprising:

a first heat transfer fluid circuit configured to control the temperature of a range extender apparatus of the vehicle;

a second heat transfer fluid circuit configured to control the temperature of a

30 further vehicle apparatus;

a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit;

a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and

-29a selectively closeable fluid connection between the first overflow region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions.

5 33. A thermal management apparatus according to claim 32, wherein the range extender module comprises at least one of an internal combustion engine and a fuel cell.

34. A method of controlling a thermal management apparatus of a vehicle, wherein: 10 the thermal management apparatus comprises:

a first heat transfer fluid circuit configured to control the temperature of a range extender module of the vehicle;

a second heat transfer fluid circuit configured to control the temperature of a further vehicle apparatus;

15 a first heat transfer fluid overflow region fluidly connected to the first heat transfer fluid circuit;

a second heat transfer fluid overflow region fluidly connected to the second heat transfer fluid circuit; and a selectively closeable fluid connection between the first overflow 20 region and the second overflow region through which heat transfer fluid can flow between the first and second overflow regions; and the method comprises:

determining a temperature of the internal combustion engine; determining a temperature of the further vehicle apparatus; and
25 selectively controlling the state of the closeable fluid connection between the first overflow region and the second overflow region to control a flow of heat energy between the internal combustion engine and the further vehicle apparatus.
30 35. A computer program comprising computer executable instructions which, when executed by a processor, cause the method of claim 34 to be performed.

36. A computer readable medium containing computer readable instructions which, when executed by a processor, cause the method of claim 34 to be performed.

Intellectual

Property

Office

Application No: Claims searched:

GB1612192.3

1-36