Abstract: Embodiments include identifying improperly installed equipment in a heating and cooling system of a vehicle. Aspects include obtaining an initial reading from each of a plurality of sensors disposed in the vehicle, activating one or more of a heating system and a cooling system disposed in the vehicle, and obtaining a series of readings from each of the plurality of sensors. Aspects also include identifying, for each of the plurality of sensors, a delta value from the series of readings, comparing, for each of the plurality of sensors, the delta value to an expected delta value, identifying two or more sensors from the plurality of sensors that have been mismatched based on differences between the delta values and the expected delta values, and updating a mapping of the two or more sensors in a software of the vehicle.

Abstract: A thermal management system including a heat exchanger and an expansion valve. The expansion valve is in fluid communication with the heat exchanger to control flow of a first heat exchange medium to the heat exchanger. The expansion valve includes a valve inlet, a first valve outlet in fluid communication with a first inlet and first passageways of the heat exchanger, and a second valve outlet in fluid communication with a second inlet and second passageways of the heat exchanger. An actuator of the expansion valve is movable from a closed position to a first open position and a second open position.

Abstract: Embodiments include identifying improperly installed equipment in a heating and cooling system of a vehicle. Aspects include obtaining an initial reading from each of a plurality of sensors disposed in the vehicle, activating one or more of a heating system and a cooling system disposed in the vehicle, and obtaining a series of readings from each of the plurality of sensors. Aspects also include identifying, for each of the plurality of sensors, a delta value from the series of readings, comparing, for each of the plurality of sensors, the delta value to an expected delta value, identifying two or more sensors from the plurality of sensors that have been mismatched based on differences between the delta values and the expected delta values, and updating a mapping of the two or more sensors in a software of the vehicle.

Abstract: A thermal management system including a heat exchanger and an expansion valve. The expansion valve is in fluid communication with the heat exchanger to control flow of a first heat exchange medium to the heat exchanger. The expansion valve includes a valve inlet, a first valve outlet in fluid communication with a first inlet and first passageways of the heat exchanger, and a second valve outlet in fluid communication with a second inlet and second passageways of the heat exchanger. An actuator of the expansion valve is movable from a closed position to a first open position and a second open position.

Abstract: A thermal management system for a vehicle includes a plurality of fluid flow circuits including a heating ventilation and air conditioning (HVAC) circuit circulating a flow of refrigerant therethrough and including an evaporator, a chiller heat exchanger, a first expansion valve located upstream of the evaporator, a second expansion valve located upstream of the chiller heat exchanger, and a heat exchanger located fluidly upstream of the expansion valves. A propulsion cooling circuit circulates a flow of coolant therethrough which is utilized to condition one or more propulsion components of the vehicle. The flow of coolant is directed through the heat exchanger, thus subcooling the flow of refrigerant. A controller is operably connected to one or more control points of the thermal management system and is configured to adjust the one or more control points to achieve a target amount of subcooling of the flow of refrigerant at the heat exchanger.

Abstract: A thermal management system for a vehicle includes a plurality of fluid flow circuits including a heating ventilation and air conditioning (HVAC) circuit circulating a flow of refrigerant therethrough and including an evaporator, a chiller heat exchanger, a first expansion valve located upstream of the evaporator, a second expansion valve located upstream of the chiller heat exchanger, and a heat exchanger located fluidly upstream of the expansion valves. A propulsion cooling circuit circulates a flow of coolant therethrough which is utilized to condition one or more propulsion components of the vehicle. The flow of coolant is directed through the heat exchanger, thus subcooling the flow of refrigerant. A controller is operably connected to one or more control points of the thermal management system and is configured to adjust the one or more control points to achieve a target amount of subcooling of the flow of refrigerant at the heat exchanger.

Abstract: A thermal management method and system in a vehicle include a chiller to cause heat transfer between a coolant loop that defines a path in which a coolant circulates and a refrigerant loop that defines a path in which a refrigerant circulates. The system includes an electronic expansion valve (EXV) in the refrigerant loop to control a flow of the refrigerant into a first part of the chiller, and a coolant pump in the coolant loop to control a flow of the coolant into a second part of the chiller. A controller controls the EXV and the coolant pump based on a target amount for the heat transfer.

Abstract: A thermal control system includes first and second components. A plurality of coolant conduits fluidly couple the components to define a coolant circuit. A pump is operable to circulate coolant among the conduits. Within the coolant circuit, the first component is upstream of the second component and the pump is upstream of the first component. A controller is configured to selectively operate according to a circuit heating mode, wherein the controller controls the pump at a first speed and controls the first respective component as a thermal source, and a local heating mode, wherein the local heating mode the control controls the pump at a second speed and controls the first respective component as a thermal source. The second speed is less than the first speed. The controller operates in the local heating mode in response to a heating request associated with the second respective component.

Abstract: A thermal management method and system in a vehicle include a chiller to cause heat transfer between a coolant loop that defines a path in which a coolant circulates and a refrigerant loop that defines a path in which a refrigerant circulates. The system includes an electronic expansion valve (EXV) in the refrigerant loop to control a flow of the refrigerant into a first part of the chiller, and a coolant pump in the coolant loop to control a flow of the coolant into a second part of the chiller. A controller controls the EXV and the coolant pump based on a target amount for the heat transfer.

Abstract: A thermal control system includes first and second components. A plurality of coolant conduits fluidly couple the components to define a coolant circuit. A pump is operable to circulate coolant among the conduits. Within the coolant circuit, the first component is upstream of the second component and the pump is upstream of the first component. A controller is configured to selectively operate according to a circuit heating mode, wherein the controller controls the pump at a first speed and controls the first respective component as a thermal source, and a local heating mode, wherein the local heating mode the control controls the pump at a second speed and controls the first respective component as a thermal source. The second speed is less than the first speed. The controller operates in the local heating mode in response to a heating request associated with the second respective component.

Abstract: A system and method for managing thermal energy of a vehicle having a battery and an electric propulsion system are provided. The system monitors a current battery temperature, calculates an actual average battery temperature, and compares the calculated actual average battery temperature to a target lifetime battery temperature. If the actual average battery temperature is greater than the target lifetime battery temperature, and the current battery temperature is greater than the target lifetime battery temperature, the system cools the battery to below the current battery temperature. However, if the actual average battery temperature is less than the target lifetime battery temperature, and the current battery temperature is greater than the target lifetime battery temperature, the system delays cooling the battery. Therefore, the system may avoid expending energy to cool the battery in certain conditions.

Abstract: A method of controlling temperature of a coolant supplied to a battery pack includes detecting a request for charging the battery pack, and commanding, via the electronic controller, a rate of charge of the battery pack. The method also includes determining the dew point inside the battery pack during the charging. The method additionally includes commanding a supply of coolant to the battery pack while the battery pack is charging. The method also includes regulating a temperature of the coolant to maintain the battery pack above the determined dew point during the charging. The method may further include maximizing the rate of charge at the regulated temperature of the coolant. A battery system employing an electronic controller configured to perform such a method, and a motor vehicle using such a battery system are also within the scope of the present disclosure.

Abstract: A method for managing thermal energy of a vehicle having a battery and an electric propulsion system is provided. The system monitors a current battery temperature, after the vehicle is connected to an outside power source at a plug time, and determines an outside air temperature. The system predicts a cabin heating temperature for a subsequent drive cycle. The subsequent drive cycle occurs when the vehicle is no longer connected to the outside power source. If the predicted cabin heating temperature is greater than the outside air temperature, the system heats the battery to a thermal storage temperature that is greater than a target operating temperature of the battery. Therefore, thermal energy is stored within the battery, and may be transferred to heat the cabin.

Abstract: A method for managing thermal energy of a vehicle having a battery and an electric propulsion system is provided. The system monitors a current battery temperature, after the vehicle is connected to an outside power source at a plug time, and determines an outside air temperature. The system predicts a cabin heating temperature for a subsequent drive cycle. The subsequent drive cycle occurs when the vehicle is no longer connected to the outside power source. If the predicted cabin heating temperature is greater than the outside air temperature, the system heats the battery to a thermal storage temperature that is greater than a target operating temperature of the battery. Therefore, thermal energy is stored within the battery, and may be transferred to heat the cabin.

Abstract: A system and method for managing thermal energy of a vehicle having a battery and an electric propulsion system are provided. The system monitors a current battery temperature, calculates an actual average battery temperature, and compares the calculated actual average battery temperature to a target lifetime battery temperature. If the actual average battery temperature is greater than the target lifetime battery temperature, and the current battery temperature is greater than the target lifetime battery temperature, the system cools the battery to below the current battery temperature. However, if the actual average battery temperature is less than the target lifetime battery temperature, and the current battery temperature is greater than the target lifetime battery temperature, the system delays cooling the battery. Therefore, the system may avoid expending energy to cool the battery in certain conditions.

Abstract: An electrical system for a vehicle includes a high-voltage DC power source electrically connected to a high-voltage bus, a first controller disposed to control electric power flow between the high-voltage bus and a first actuator, and a second controller disposed to control electric power flow between the high-voltage bus and a second actuator. A communication link is disposed to effect communication between the first controller and the second controller. An inertial sensor communicates with the second controller. The second controller includes an instruction set to monitor and determine a request to discharge the high-voltage bus based upon communication from the sensor. Upon determining that the first controller is incapable of discharging the high-voltage bus, the second actuator is controlled to discharge the high-voltage bus.

Abstract: An electrical system for a vehicle includes a high-voltage DC power source electrically connected to a high-voltage bus, a first controller disposed to control electric power flow between the high-voltage bus and a first actuator, and a second controller disposed to control electric power flow between the high-voltage bus and a second actuator. A communication link is disposed to effect communication between the first controller and the second controller. An inertial sensor communicates with the second controller. The second controller includes an instruction set to monitor and determine a request to discharge the high-voltage bus based upon communication from the sensor. Upon determining that the first controller is incapable of discharging the high-voltage bus, the second actuator is controlled to discharge the high-voltage bus.

Abstract: Methods, systems, and vehicles are provided that provide for thermal conditioning of a vehicle rechargeable energy storage system (RESS). A thermal conditioning system is coupled to the RESS, and is configured to thermally condition the RESS. A control system is coupled to the thermal conditioning system, and is configured to estimate a state of charge for the RESS and provide instructions for the thermal conditioning system to thermally conditioning the RESS based on the state of charge.

Abstract: An assembly includes a steering column, a steering wheel coupled to the steering column, and a shifter coupled between the steering column and the steering wheel. The shifter includes a shifter body and a shift actuator movably coupled to the shifter body. The assembly further includes a coupler movable through the shifter body between a first coupler position and a second coupler position. The coupler is configured to couple the shifter body to the steering wheel when the coupler is in the first coupler position to permit the shift actuators to rotate along with the steering wheel. The coupler is configured to couple the shifter to the steering column when the coupler is in the second coupler position to maintain the shifter body stationary relative to the steering wheel.

Abstract: An assembly includes a steering column, a steering wheel coupled to the steering column, and a shifter coupled between the steering column and the steering wheel. The shifter includes a shifter body and a shift actuator movably coupled to the shifter body. The assembly further includes a coupler movable through the shifter body between a first coupler position and a second coupler position. The coupler is configured to couple the shifter body to the steering wheel when the coupler is in the first coupler position to permit the shift actuators to rotate along with the steering wheel. The coupler is configured to couple the shifter to the steering column when the coupler is in the second coupler position to maintain the shifter body stationary relative to the steering wheel.