CA2234727C - Battery heating device and method - Google Patents
Battery heating device and method Download PDFInfo
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- CA2234727C CA2234727C CA 2234727 CA2234727A CA2234727C CA 2234727 C CA2234727 C CA 2234727C CA 2234727 CA2234727 CA 2234727 CA 2234727 A CA2234727 A CA 2234727A CA 2234727 C CA2234727 C CA 2234727C
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- battery
- support plate
- heating device
- fluid
- thermal energy
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28F—DETAILS OF HEAT-EXCHANGE AND HEAT-TRANSFER APPARATUS, OF GENERAL APPLICATION
- F28F1/00—Tubular elements; Assemblies of tubular elements
- F28F1/10—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses
- F28F1/12—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element
- F28F1/14—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending longitudinally
- F28F1/22—Tubular elements and assemblies thereof with means for increasing heat-transfer area, e.g. with fins, with projections, with recesses the means being only outside the tubular element and extending longitudinally the means having portions engaging further tubular elements
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H1/00278—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit for the battery
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating devices
- B60H1/22—Heating, cooling or ventilating devices the heat source being other than the propulsion plant
- B60H1/2215—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters
- B60H1/2221—Heating, cooling or ventilating devices the heat source being other than the propulsion plant the heat being derived from electric heaters arrangements of electric heaters for heating an intermediate liquid
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/24—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries
- B60L58/27—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by heating
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/61—Types of temperature control
- H01M10/615—Heating or keeping warm
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
- H01M10/625—Vehicles
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/655—Solid structures for heat exchange or heat conduction
- H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6567—Liquids
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/656—Means for temperature control structurally associated with the cells characterised by the type of heat-exchange fluid
- H01M10/6567—Liquids
- H01M10/6568—Liquids characterised by flow circuits, e.g. loops, located externally to the cells or cell casings
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/65—Means for temperature control structurally associated with the cells
- H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
- H01M10/6571—Resistive heaters
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/60—Heating or cooling; Temperature control
- H01M10/66—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells
- H01M10/663—Heat-exchange relationships between the cells and other systems, e.g. central heating systems or fuel cells the system being an air-conditioner or an engine
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
- B60H1/00—Heating, cooling or ventilating devices
- B60H1/00271—HVAC devices specially adapted for particular vehicle parts or components and being connected to the vehicle HVAC unit
- B60H2001/00307—Component temperature regulation using a liquid flow
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F28—HEAT EXCHANGE IN GENERAL
- F28D—HEAT-EXCHANGE APPARATUS, NOT PROVIDED FOR IN ANOTHER SUBCLASS, IN WHICH THE HEAT-EXCHANGE MEDIA DO NOT COME INTO DIRECT CONTACT
- F28D21/00—Heat-exchange apparatus not covered by any of the groups F28D1/00 - F28D20/00
- F28D2021/0019—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for
- F28D2021/0043—Other heat exchangers for particular applications; Heat exchange systems not otherwise provided for for fuel cells
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Engineering & Computer Science (AREA)
- Manufacturing & Machinery (AREA)
- Chemical & Material Sciences (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Electrochemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Physics & Mathematics (AREA)
- Mechanical Engineering (AREA)
- Thermal Sciences (AREA)
- Geometry (AREA)
- Electromagnetism (AREA)
- General Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Secondary Cells (AREA)
- Battery Mounting, Suspending (AREA)
Abstract
A battery heating device (5) for delivering thermal energy to at least one vehicle battery includes a battery support plate (7) for supporting the battery, a heatable fluid tube (10) supported underneath the battery support plate (7) for transferring thermal energy from heatable fluid, such as engin e coolant, to the battery, and one or more electric heating pads (40) secured to the battery support plate (7) to transfer thermal energy to the battery. The heatable fluid tube (10) preferably is secured to the battery support plate (7) by a continuously distributed, thermally conductive adhesive material, t o enhance heat transfer to the battery via the battery support plate (7). The heatable fluid tube (10) is constructed and disposed to be a non-weight- bearing member, to reduce the likelihood of engine coolant leakage.
Description
J~n-14°UZ U3:4~pm rrom-aim nn.ourtvoi "----~ ~-- ' -BATTERY HE'AT1NG bEVTCF~ AND METHOp BACKGROUND OF THE INVENTION
Field of the Invention The invention relates to battery heating devices and methods, and more particularly, ro battery hating devices and methods that trans#~~r thermal energy is batteries of vehicles ox pieces of equipment that are designed to operate in cold-weather envirotunents.
l~escnp~ion ofRelated art Cold-weather operation of vehicles and other equipment is adversely affected by diminished cranking power of a battery system used to provide stare-up power. Diminishr>d cranking power is rrtost noticeable with ambient temperatures below 32° l~ahrenhoito although any temperature below approximately 50° Fahrenheit can have an adverse affect. The optimum temperature range, 1ri whack the typical battery system can accept the greatest amount of charge, is known tea be approximately 50° - 80°
Fahrenheit.
Fig. Id demonstrates the reduced cranking power available from fuliy charged, half charged, and ore-tenth-charged battery systems as temperature decreases. Of course, a cold-weather environment also increases start-up fractions within the vehicle. f_'tunking power thus is reduced at the very rime increased cranking power is demanded. Cold temperatures also inhibit battery systems from being fully recharged during recharging operations.
Extended vehicle shut-off periods such as ovenudltt and over-weekend shutdowns heighten the prabletn, due to parasitic loads placed on the battery system. In a typical overnight situation, the battery system of a shut-dawn tractor-trailer, foT example. can experience a fifteen amp parasitic load, due to power-hungry devices such as coolers, televisions, radios, sights, electric blankets and the like. Multiplied by eight hours, this Ffteen amp parasitic load results in a 120 amp-hour ovrrni,ght dischari;e. As typical battery systems store between 2S0 and 350 antp-hom-s, au overnight discharge can represent a significant decrease in the state of charge.
Jan-14-UZ U;i;4Dpm rrom-aiM Muourtnm ~~~~~~~~~- ' - " " - " '- ' w Thz parasiue load prc~blerrt is magnified in a weekend shut-down situation. although a typical over-weeketzd parasitic load might ho only fve amps, for example due to a small cooler, clock, andlor other such devices, a five amp parasitic load over sixty weekend hours results in a 3U0 amp-hour battery discharge. This over-weekend discltaTgc: will sigrtificanily if not totally drain many battery systems, and a cold-weather environment only magnifies the problem.
To tninimlze the effects of low ambient temperature an cranking power output, a number of battery heating systems have t>een developed_ bite such system is shown in T.J.S. Patent No. 3,llc>,t;33 t4 Bachmartn_ $achmann surrounds the batteries of a typical battery system with a phase-.change material, contained in a specially designed reservoir. A series of heating coils containing engine coolant are directed through the reservoir to heat the phase-change material, while the engine is running. The phase-chapge material absorbs boat from the coils bred thereby liduihes. After vehicle shut-down, the phase-change material solrdi~es over time and thereby dzlivers heat to the battery system, inereasi-ng the crank-ing power available for start-up.
Phase-change battery heating systems such as Bachmartrt's, however, suffer a number of disadvantages. Providing ;~ phase-change material arid a raservoir for storing it are relatively expensive propositions. In many cases, a brand new battery box design must be implemented for a specific vehicle applicatiou_ I~ue to the volume of phase-4hange material required, designs like the Bachmann design cannot be ~mplernented on existing vehicles without significant effort arid expetFSe_ liven if a redesign to accommodate a phase-change material reservr~ir is accorrtplished, the resulting system is relanvoly bulky and difficult to place within the confines of an engine compartment.
In addition to phase-change battery heating systems, electrical heating systems also are available. U.S Patent Ale 5,039,927 to C'ezzrafantt, for example, discloses a eoriverttional motor vehicle storage battery provided witkt a heater powered by a sec~andary storage battery that delivers power to the heater whenever temperature in the chamber surrounding the motor vehicle Jan-I4-UL U3;4DpA1 glum-m m mvounnm " ---w --baiizry drops to a predetermined point. This system and others like rt, however, also suffer a number of disadvantages. her example, pure electric battery heating is a power~intensive method of delivering thermal energy and requires a sigtificant power source- The secondary storage battery of Centafauti, for example, must therefore be of si~jficarti volume and weigtrt_ Space for the secfittdary battery would have to be promded somewhere within the vehicle, malting retrofit of existing vehicles especially diffic>alt.
Additionally, the alternator or other charging device used must charge not only the primary battery but the secondary battery as well, placing additional load an the charging system. Further, if an alternating current charging System is used instead of a secor~da.ry battery, the battery system must be connected to a power cord from the alternating currer2t source, making over-road battery warming impossible.
Finally, rn addiuan to phase-change and electric systems, battery heating Systems are known that employ engine coolant as the heat source-Like The other applications, however, many typical coolant-heating designs are disadvantageous for a ntunber of reasons. One such design uses a coolant reservoir in the shape of a pan having a flat cover. The pan includes internal baffles, around which the coolant flaws. AltktQUgh the coolant reservoir results in relatively even heat transfer to the battery system, the reservoir itself bears the weight of the batteries and potentially bears the weight of other structural elements as weil_ This load air the reservoiz subj ects the reservoir to flexing stresses, which eventually can cause coolant leakage.
Additionally, coolant battery heaters t1v ay use a temperature probe to sense when battery heating is or is not necessary. But placing the temperature probe too close to the coolant reservoir can result in thermal contamination of the temperature probe. lnatead of sensing the temperature of the battery or battery housing, the probe senses the temperature of heated coolant reservoir, resulting in early shut-down of the battery heating system.
Finally, coolant-bassd battery heating systems, used alone or used with phase-change systems, fail is rt'lamtain batter-y temperature at an optimum level, such as $0° Fahrenheit, over an extended period of shutdown in a cold-Jan-14-OZ u3:4tipIA rfom-aim Nn.ourtnm "----w-weather znvironment. Failtue t4 maintain optimum iaattcry temperature inhibits the battery system fmm being fully recharged during a recharging cycle, intensifying the reduced cranking power pr4blems discussed above.
SUMMARY OF THE TN VENTION
To address the above and other problems and dts~dvaniages, a battery heating device acearding to an embodiment of the invention includes a battery support plate for supporting at least one battery, and a healable fluid accommodating device, such as a tube thermally coupled with the battery via the battery support plate. 'Thermal energy is transferred from the healable fluid to the battery, preferably through the battery support plate or some ocher structure. The battery heating device also includes an electric heatin4 device, such as an electric heatin7 pad, thermally coupled with the battzry via the battery support plate. According to this embodiment, using a healable fluid in combination with an electric hating device ineorparates the advantages of both the electric- and coolant-heating approaches, whip minimizing their respzctive disadvantages in a manner not taught or sugl;ested by the prior art.
According to anothar aspect of the invention, a healable fluid accommodating tube of a battery heating device is secured to a surface of a battery support plate with a preferably continuous, thermally eondt~cnve adhesive. The adhesive promotes thermal enexgy transfer from the healable fluid to the battery. According to a pretcrred embodiment, the thermally conductive adhesive is an epoxy resin.
Accordrng to another aspect of the invention, the electric heating device includes a heat-generating pad secured to the battery support plate.
'The fluid-accorrlmodating ttzbe preferably is bent to form at least one loop, and the heat-generating pad can be disposed within the loop- The fluid-accommodating tube also pr~terably includes at least two legs and at least one-eross-brace secured between the at least two legs To provide enhanced securement to the battery support plate.
A battery heating de-ice according to another embodunent o~ the invention is connected to a fluid transfer system, such as the coolant loop of a ion iy "v ""."rrm . ~~~.. ..... ............... ..____..__ . _.. . ._.. ._ .
._.
vehicle engine. A bypass thermostate regulates coolant flow to the battery heating device, bypassing tfGe battery heating device by shutting off the flow to it wen battery temperature reaches an acceptable level Finally> a battery hcarirtg method according to an embodiment of the invention includes the steps of supporting at last one battery with the battery strppart plate, transferring thermal energy to the battery tom a healable flmd, and transferring thermal energy to the battery horn an electric heating device.
In ~tccardanee with one embodiment of the invention, a battery heating device far delivering thermal energy to at least one vehicle comprises in combination:
battery support stsucturz for supporting the at least one battery;
hea.table fluid acconunodatton means, thermally coupled wnh the at last one battery, for accommodating heatable t~uid in a region of Thermal conductivity mth the at least one battery such that thermal energy is transferred front the heatablt: fluid to the at least ot3e ba>-tery to heat the at least Qne battery; and electric heating means, yertnally coupled with the at least one battery, for generating thermal energy in a region of thermal conductivity with the at least one battery such that thermal energy is transferred fTQm the electric heating means to the at least one battery to heat the at least one battery;
wherein the battery support structure comprises battery support means, coupled with the h~atable fluid accommodation means and the electric boating means, for supporting the at least one battery in a predetermined location, the battery support rneans being thermally conductive: to transfer thermal energy from the bearable fluid accommodation means and the electric heating means xo the at least one battery;
wherein the battery support means Comprises a plate having upper and lower surfaces;
wherein the upper Surface of the battery support means plate is constructed to support the at least one battery; and wherein the lower surface of the battery support means plate supports the heatahlu fluid accommodation means and the electric heating means.
VG11 IY VL VJ.Yl~alll I IVIII ..11.I nIVVVnIW ..~~~~..~~ . ... ....... . ...
5a In accordance with a further embodiment, a battery heating dcvxce for delivering thermal energy to at least one vehicle battery comprises:
a battery support plate for supporting the at bast one battery;
a bearable fluid accarnmodating device thet~nally coupled with the at least one battery via the battery support plate to accommodate bearable fluid in a region of thermal conductivity with the at least orFe battery, thermal energy being transferred from the healable ilaid to the at least one battery via the battery sulaporC plate to h~:at the at least one battery; and an electric heating device thermally coupled with the at least one battery via the battery support plate to generate thermal energy in a regon of thermal .conductivity ulitt~ the at least one battery, ihenrtal etlet'gy being transferred from the electric heating device to the at least dne battery via the battery sulsport plate to heat the at least one battery.
In accordance with a further embodiment, a method of delivering thermal energy to at least one vehicle battery eorttpnses:
(a) supporting the at least one battery with a battery support plate;
(b). transferring tyermal energy to the at least one battery from healable fluid in a region o;f thetrual conductivity with the at least oue battery via a bearable fluid accommodating device, a thermally conductive adhesive securing the healable fluid accommodating device to the battery support plate;
arid (c) transferring thermal energy to the at least one battery from an electric boating device secured to the battery support plate in a region of thermal conductivity with the at least one battery.
BRIE~_D_L-'SCTi_ON C~ THE DRA W INGS
Preferred embodiments of the invention will be described with reference to the Figures, in which like reference numerals denote like elements arid in which:
fii~~. 1 is a perspective view of a battery heating device according to an embodiment of the invention;
WO 97/16050 PC'T/US96/16083 Fig. 2- is a side view of the Fig. 1 battery heating device;
Fig. 3 is an end view of the Fig. 1 battery heating device;
Fig. 4 is another end view of the Fig. 1 battery heating device; ' Fig. 5 is a plan view of the Fig. 1 battery heating device;
Figs. 6A-6B are top and side views, respectively, of a battery heating device according to an embodiment of the invention;
Figs. 7A-7C are rear, side, top and front views of a bypass thermostat usable with a battery heating system according to an embodiment of the invention;
Fig. 8 is a bottom view of a battery heating device according to an embodiment of the invention;
Fig. 9 is a schematic view of a battery heating system according to an embodiment of the invention; and Fig. 10 is a chart illustrating cranking power degradation with decreasing temperature.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The disclosed battery heating devices and systems in which they are incorporated can be used in a variety of applications. Typically, a battery or batteries being heated by the disclosed embodiments are used in vehicles or equipment that are subject to extreme cold-weather environments. The present invention is not limited to batteries, vehicles and such equipment, however. The present invention also is applicable to charge storage devices and other devices that require a certain elevated temperature level for efficient operation. The present invention also is applicable to vehicles, equipment arid other machines used in any environment where ambient temperature drops below a desired level. Thus, while preferred embodiments of the invention may be described with respect to batteries, vehicles and equipment in cold-weather environments, the invention is not limited to these particular embodiments.
Figs. 1-5 illustrate a battery heating device according to an embodiment of the invention. Battery heating device 5 includes a preferably planar support plate 7, which has lower and upper surfaces 8, 9.
Upper surface 9 of battery support plate 7 is designed to receive and support one or more batteries in a predetermined location. Battery support plate 7 preferably is formed of a thermally conductive material ° 5 such as aluminum, although of course other suitable materials, such as stainless steel, also can be used. Additionally, although battery support plate 7 according to the illustrated embodiment is of rectangular shape, battery support plate 7 can be formed of any desired shape as needed to adequately support a battery or battery pack in a given vehicle or other application. Likewise, battery support plate 7 need not be of planar configuration, but can be formed with ridges, borders, elevations and/or depressions in order to most effectively support the battery or battery pack of the vehicle.
Battery heating device 5 also includes a heatable fluid accommodation device 10, which in the illustrated embodiment is a tube formed of stainless steel or other suitable thermally conductive material.
Tube 10 includes a fluid inlet 15 and fluid outlet 20, preferably spaced a predetermined distance apart by spacing element 23.
As will be appreciated by those skilled in the art, inlet 15 and outlet 20 can be reversed, so that heatable fluid such as engine coolant flows into tube 10 at 20 and from tube 10 at 15. Inlet 15 and outlet 20 preferably are connected to an engine coolant flow system of the vehicle or equipment in which battery heating device 5 is used, as will be described below. Additionally, it will be appreciated that the heatable fluid within tube 10 can comprise fluids other than engine coolant, such as vehicle exhaust. Fluid accommodating device 10 can also be in the form of a heatable fluid reservoir in which heatable fluid remains or through which heatable fluid flows.
Heatable fluid accommodating tube 10 includes a desired number of 90-degree bends 25 and 180-degree bends 30, as needed to direct tube 10 to cover a significant portion of lower surface 8 of battery support plate 7. Of course, bends of other angles also can be used, such as 30-degree bends, 45--g-degree bends or any other desired angle. Bends 25, 30 separate tube 10 into a plurality of legs 35, and legs 35 and bends 25, 30 form a loop or a plurality of loops underneath battery support plate 7. For purposes of this description, tube 10 illustrated in Fig. 1 can be considered to form one U
shaped loop, or to form a plurality of straight loops.
Extending between the various legs 35 of heatable fluid accommodating tube 10 are straight cross-braces 37 and angled cross-braces 39, which are secured to battery support plate 7 by rivets, screws, studs or similar securing elements 38. Tube 10 preferably also is secured to battery support plate 7 by a thermally conductive adhesive 55, as will be described.
Using tube 10 to route heatable fluid under a wide area of battery support plate 7 overcomes a typical disadvantage of prior coolant-based battery heating devices that use a coolant reservoir in the form of a pan, for example. Specifically, because tube 10 is secured to and supported by lower surface 8 of battery support plate 7, tube 10 does not bear the weight of battery support plate 7, the batteries, and any other structure supported by battery support plate 7. Thus, tube 10 is unlikely to flex and otherwise be subject to weight stresses associated with typical prior systems, and is therefore less likely to rupture or leak. In other words, fluid accommodating device 10 is independent of the structure that bears the weight of the battery or batteries of the vehicle, such as battery support plate 7; fluid accommodating device 10 thus is a non-weight-bearing structure. This represents a significant advantage over typical systems, in which structures accommodating fluid are also weight-bearing structures, are subject to considerable stress, and thus are subject to fluid leaks. Such leaks, of course, are extremely disadvantageous.
To further prevent tube 10 from bearing the weight of battery support plate 7 and other structures, battery heating device 5 also includes at least one support device, such as skids 60, 65. Skids 60, 65, which preferably are formed of plastic but of course can be formed of any suitable material, preferably are secured to lower surf.-.~e 8 of battery support :late by rivets, studs or similar fasteners 64, w1 ~~r.11 extend through bra. ~ es 63.
Jafl'14'UL UJ:W gm rrurwmn nmunnci ".....".. . _.. . .__. ._ _.
Sktds 50, ~i5 preferably have a height dimension that is greater than a height dimension of heatable fluid tube 10, to prevent contact of heatable fluid tube l0 with any underlying structure- This height dimension differential is illustrated at 70 in Fig. 2 and, aecordinl; to a preferred embodunent, cart be less than one inch. df course, height dtmensioa difteteatial 7U can vary as needed to fit a particular application.
Altitouglt in the illustrated embodiment skids 60, 65 are disposed outside the leap or loops Formed by tube 1Q, and altltou;h skid 6S is oriented perpendiculaxly to skid 60, other configurations and positioning of skids 60, 65, or an alternative number of skids ~0, 6S> also are eontetnplated according to the invention and will be readily apparent to one of ordinary skill.
To further overcatne the disadvapiages a~;ss~ciated with pure coolant-associated battery heating devices, battery heating device 5 according to the invention also includes ;tit electric heating device 40 to generate thermal energy for transfer to thz battery or batteries supported by battery support plate 7. Electric heating device 40 preferably ~s u5 the form of an electric heating pad, which, according w one embodiment, can be constructed in accordance wish U.S. Patent No.5,017,758 to Kirkman et al.,. pad 4~ can include a tetnperatui-e sensing device 45 far connection to a system thermostat, as will be described. Alternatively., pad 40 can be used with a remote temperature sensing device, also as will he described.
All:hauglt Fig. 1 illustrates only one pad 44, an electric heating device according to the invention can include two ar mare pads 40. Additional pads can be located within the right-hand Loop of tube 10, as viewed in Fig. 1, or withizt the bottom loop thereof. Additionally, a pad 4r pads dU also can be located outside cite perinteter defined by tube 1 U, if desired. Whether one or more than one pad ~0 is used, and wherever it is positioned, it is preferred that pad ~0 be securely fastened to the lower surface 8 of battery support plate 7.
$y secut~;ly fastening pad ur pads 40 to battery support plate 7, and by locating pad or pads 4() within a region of thermal conductivity with the battery ar batteries suppcyrtc~d 4y battery support plate 7, the heat generated by pad or pads 40 is effectively transferred through battery support plate 7 to the battery or batteries.
As will be evident to one of ordinary skill, a variety of power sources can be used to provide eiectrlcai energy to pad 40, for example by leads S(?.
A
110 volt or 220 volt alternating current power source can be used, as can a twelve or twenty-four volt direct current source as from a vehicle battery, for example. in the case of direct current, the batteries supported by battery support plate 7 can be used as the power source, or an external battery can also be used, Each electric heating pad 40 can be secured iQ battery sttppart plate 7 in a variety of ways, for example with an RTV silicone adhesive, a pressure-sensitive adhesive, or by dirert vulcanisation to battery support plate 7, for example. direct vulcanization is preferable in at least one aspect, in that the pads can be secured to the plate during manufacture of the plate.
Healable fluid tube 10 preferably is secured to lower surface 8 of battery support plate 7 by a thermally conductive adhesive 55, preferably continuously disposed between tube 1U and battery support plate ?.
Alternatively, adhesive SS can be applied discontinuously, that is, in discrete segments. Therrnahy conductive adhesive SS preferably is an epoxy casting resin or other type of epichlorohyrdixt reaction product, such as OXY-80r1DT'"
1S3 resin available from Resin Technology Group, Inc., South Easton, Massachusetts.
FasIening tube 10 to battery support plate 7 with a continuous, thermally conductive adhesive 55 yields significant advantages. Thermal energy from the bearable fluid within tube 10 is conveyed to battery support plate 7 over a greatcF area thaxl if tube 10 simply were Spot-welded to battery support plate 7. Additionally, adhesive 55 eliminates the need for welding cube 10 in the ~rsi instance, which could compromise the structural integrity of tube 10 and/or battery support plate 7.
Figs. 6A-6B disclose a battery heating device according to an alternate embodiment of the invention, in a battery heating system including a bypass thermostat. The system illustrated in Figs. 6A-6B
includes battery heating device 105, which is designed to accommodate four batteries 103 in the illustrated embodiment. Looped tube 10 runs back and forth beneath battery support plate 7 in a manner similar to that illustrated and described with respect to the embodiment of Figs. 1-5.
Similarly, a plurality of skids 60, 65 support battery support plate 7 and tube a predetermined distance above any underlying structure, so that tube 10 10 does not bear the weight of batteries 103. Tube 10 and skids 60, 65 preferably are secured to battery support plate 7 in a manner similar to that illustrated and described previously.
Battery heating device 105 of the Figs. 6A-6B embodiment also includes one or more electric heating pads 40, placed in a region of thermal conductivity with batteries 103 within the loops formed by tube 10 and/or outside of the loops. One possible arrangement of pads 40 is illustrated in Fig. 8, as will be described. Other features of the Figs. 6A-6B embodiment are similar to those of battery heating device 5 of Figs. 1-5, but description and illustration thereof are eliminated to simplify and clarify the disclosure.
The battery heating system of which battery heating device 105 is a part includes bypass thermostat 110. Bypass thermostat 110 receives heatable fluid, preferably engine coolant, at inlet port 112. A temperature sensing device, such as probe 125, is positioned in close proximity with batteries 103 as shown, to sense whether a temperature associated with batteries 103 is below a desired minimum temperature. In accordance with that determination, thermostat 110 directs coolant to and from extension lines 117, which are connected to tube 10 of battery heating device 105.
After passing through tube 10 and thereby transferring thermal energy to heat batteries 103, coolant returns to thermostat 110 and exits at coolant outlet port 114. Thus, thermostat 110 and temperature probe 125 can be set to direct coolant toward tube 10 only when temperature probe 125 detects a J2f1-I~1-UG U3:4fp~ ~runtwmnmunnm ".....,,._ _.. _._ temperature that is below a predetermined minimum temperature, for example, 80° Fahreriheit. if temperattice probe 1?5 detects a temperature above the predetermined minimum, thermostat 110 causes coolant flow to bypass tube and immediately exit at coolant outlet 114.
Fig, 613 also illustrates phase-change material reservoir 110, which can be used m combination with coolant tube 10 and electric heating pads? 40 to better provide thermal energy transfer to batteries 303. Tube 10 can lie withal reservoir 110 50 that the phase-.change m~ierial directly contacts tube 10, or tubf~ 10 can lie abuvc: the phase-change material. Further, tube 10 can extend downwardly into resetvdir 110 to provide additional Gdntact area with the phase-change material. ~.ccording to a preferred embodiment, the phase-change material is lithium nitrate, although a wide vanety of suitable phase-change materials cats be used.
Figs. 7A-7C illustrate bypass thermostat 110 in greater detail. Coolant inlet/outlet ports 115, 1?t-~ direct coolant tolfiom coolant lines 117 connected to tube 10. Support bracket 130 can support thermostat 110 on a housing for batteries 103, or at another desired location. rfemperature probe 1?5, in addition tcy activating coal~iixt flow to tube 10 to regulate the temperature associated with batteries a0_3> can also activate electric heating pad or pads 40.
Alternatively, of course, electric heating pad or pads 40 can have their own dedicated temperature serisinp, device(s), either at the pads or at another location, and a remote temp.-nature sensing device can be used in place of or in a~lditian tp probe 125. k3ypass thermostat l10 preferably is constructed in accordance with the disclostue ofl.J.S. Parent No.4,9f4,376.
As mentioned earlier, Fig. 8 shows one possible placement of electric pads 40 in relation to a tube configuration similar to that of Figs. 6A-b8.
Four al~~~ hcax~p pads 40 arty disposed within two outer loops of tube 10, as ihustrated. Again, howevez, alternative placements are contemplated within the scope of the izmentiort_ The battery heating device 105 of Fig. 8 includes therniastat 15S far activatingi deactivating ~:le,utric heating pads 40 as needed to maintain a r3? 14/tJl/20t12 015:52 ~~41ti59511ti3 _ _-_ ~._ ~i receiver) desired temperature. Each heating pad 40 or just one of the pads 40 can include a temperature sensing device 45, coupled to thermostat 155 by leads 160. Alternatively, or in combination with temperature sensing devices) 45, remote temperature sensing device 145, connected to thermostat 155 by lead 165, can be used to sense temperature at or in close proximity to batteries 103. Of course, thermostat 155 with temperature sensing devices 45 and/or 145 can also be used to control coolant flow through tube 10.
Fig. 9 shows battery heating device 205 within a battery heating system according to an alternative embodiment of the invention. The battery heating system of Fig. 9 includes a cab heater loop 240, which includes cab heater 245. Cab heater shut-off valve 250 is a manual or automatic control that the occupant of a vehicle cab adjusts to regulate the temperature level of the cab. When valve 250 is open, coolant enters cab heater 245 at coolant inlet 262 and exits via extension line 264.
According to this embodiment, battery heating tube 10 is plumbed in series with cab heater 245, so that heat is directed to the battery system whenever heat is directed to the cab. The occupant of the cab thus not only controls the temperature of the cab, but also controls when battery heat is delivered as well.
Engine coolant is also directed to battery heating tube 10 through coolant inlet 212, thermostat 210 and extension line 217, as shown. After passing through tube 10 to heat the battery, coolant exits the loop through line 218 and coolant outlet 214. Thermostat 210 senses the temperature of coolant exiting line 218, shutting off flow at inlet 212 and/or outlet 214 when the temperature is at or above a predetermined level, i.e., when battery heating no longer is desirable.
The loop configuration of tube 10 illustrated in Fig. 9 differs from that of previous embodiments, and includes jumper extensions 219 to carry fluid from one section of battery supporting plate 7 to another. In the Fig. 9 embodiment, battery support plate 7 provides support for four separate batteries, as in the embodiment of Figs. 6A-6B. Also as with previous embodiments, skids 60 are secured to the lower surface of the battery support plate 7.
While the present invention has been described with reference to particular preferred embodiments, the invention is not limited to the specific examples given. Various modifications will occur to those of ordinary skill. For example, the tube configuration and/or the cab heater loop shown in Fig. 9 can be used with any of the previous embodiments.
Any of the specific features shown with respect to a particular embodiment can be used with the other embodiments. Heatable fluids other than engine coolant can be used. Other embodiments and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention as defined in the following claims.
Field of the Invention The invention relates to battery heating devices and methods, and more particularly, ro battery hating devices and methods that trans#~~r thermal energy is batteries of vehicles ox pieces of equipment that are designed to operate in cold-weather envirotunents.
l~escnp~ion ofRelated art Cold-weather operation of vehicles and other equipment is adversely affected by diminished cranking power of a battery system used to provide stare-up power. Diminishr>d cranking power is rrtost noticeable with ambient temperatures below 32° l~ahrenhoito although any temperature below approximately 50° Fahrenheit can have an adverse affect. The optimum temperature range, 1ri whack the typical battery system can accept the greatest amount of charge, is known tea be approximately 50° - 80°
Fahrenheit.
Fig. Id demonstrates the reduced cranking power available from fuliy charged, half charged, and ore-tenth-charged battery systems as temperature decreases. Of course, a cold-weather environment also increases start-up fractions within the vehicle. f_'tunking power thus is reduced at the very rime increased cranking power is demanded. Cold temperatures also inhibit battery systems from being fully recharged during recharging operations.
Extended vehicle shut-off periods such as ovenudltt and over-weekend shutdowns heighten the prabletn, due to parasitic loads placed on the battery system. In a typical overnight situation, the battery system of a shut-dawn tractor-trailer, foT example. can experience a fifteen amp parasitic load, due to power-hungry devices such as coolers, televisions, radios, sights, electric blankets and the like. Multiplied by eight hours, this Ffteen amp parasitic load results in a 120 amp-hour ovrrni,ght dischari;e. As typical battery systems store between 2S0 and 350 antp-hom-s, au overnight discharge can represent a significant decrease in the state of charge.
Jan-14-UZ U;i;4Dpm rrom-aiM Muourtnm ~~~~~~~~~- ' - " " - " '- ' w Thz parasiue load prc~blerrt is magnified in a weekend shut-down situation. although a typical over-weeketzd parasitic load might ho only fve amps, for example due to a small cooler, clock, andlor other such devices, a five amp parasitic load over sixty weekend hours results in a 3U0 amp-hour battery discharge. This over-weekend discltaTgc: will sigrtificanily if not totally drain many battery systems, and a cold-weather environment only magnifies the problem.
To tninimlze the effects of low ambient temperature an cranking power output, a number of battery heating systems have t>een developed_ bite such system is shown in T.J.S. Patent No. 3,llc>,t;33 t4 Bachmartn_ $achmann surrounds the batteries of a typical battery system with a phase-.change material, contained in a specially designed reservoir. A series of heating coils containing engine coolant are directed through the reservoir to heat the phase-change material, while the engine is running. The phase-chapge material absorbs boat from the coils bred thereby liduihes. After vehicle shut-down, the phase-change material solrdi~es over time and thereby dzlivers heat to the battery system, inereasi-ng the crank-ing power available for start-up.
Phase-change battery heating systems such as Bachmartrt's, however, suffer a number of disadvantages. Providing ;~ phase-change material arid a raservoir for storing it are relatively expensive propositions. In many cases, a brand new battery box design must be implemented for a specific vehicle applicatiou_ I~ue to the volume of phase-4hange material required, designs like the Bachmann design cannot be ~mplernented on existing vehicles without significant effort arid expetFSe_ liven if a redesign to accommodate a phase-change material reservr~ir is accorrtplished, the resulting system is relanvoly bulky and difficult to place within the confines of an engine compartment.
In addition to phase-change battery heating systems, electrical heating systems also are available. U.S Patent Ale 5,039,927 to C'ezzrafantt, for example, discloses a eoriverttional motor vehicle storage battery provided witkt a heater powered by a sec~andary storage battery that delivers power to the heater whenever temperature in the chamber surrounding the motor vehicle Jan-I4-UL U3;4DpA1 glum-m m mvounnm " ---w --baiizry drops to a predetermined point. This system and others like rt, however, also suffer a number of disadvantages. her example, pure electric battery heating is a power~intensive method of delivering thermal energy and requires a sigtificant power source- The secondary storage battery of Centafauti, for example, must therefore be of si~jficarti volume and weigtrt_ Space for the secfittdary battery would have to be promded somewhere within the vehicle, malting retrofit of existing vehicles especially diffic>alt.
Additionally, the alternator or other charging device used must charge not only the primary battery but the secondary battery as well, placing additional load an the charging system. Further, if an alternating current charging System is used instead of a secor~da.ry battery, the battery system must be connected to a power cord from the alternating currer2t source, making over-road battery warming impossible.
Finally, rn addiuan to phase-change and electric systems, battery heating Systems are known that employ engine coolant as the heat source-Like The other applications, however, many typical coolant-heating designs are disadvantageous for a ntunber of reasons. One such design uses a coolant reservoir in the shape of a pan having a flat cover. The pan includes internal baffles, around which the coolant flaws. AltktQUgh the coolant reservoir results in relatively even heat transfer to the battery system, the reservoir itself bears the weight of the batteries and potentially bears the weight of other structural elements as weil_ This load air the reservoiz subj ects the reservoir to flexing stresses, which eventually can cause coolant leakage.
Additionally, coolant battery heaters t1v ay use a temperature probe to sense when battery heating is or is not necessary. But placing the temperature probe too close to the coolant reservoir can result in thermal contamination of the temperature probe. lnatead of sensing the temperature of the battery or battery housing, the probe senses the temperature of heated coolant reservoir, resulting in early shut-down of the battery heating system.
Finally, coolant-bassd battery heating systems, used alone or used with phase-change systems, fail is rt'lamtain batter-y temperature at an optimum level, such as $0° Fahrenheit, over an extended period of shutdown in a cold-Jan-14-OZ u3:4tipIA rfom-aim Nn.ourtnm "----w-weather znvironment. Failtue t4 maintain optimum iaattcry temperature inhibits the battery system fmm being fully recharged during a recharging cycle, intensifying the reduced cranking power pr4blems discussed above.
SUMMARY OF THE TN VENTION
To address the above and other problems and dts~dvaniages, a battery heating device acearding to an embodiment of the invention includes a battery support plate for supporting at least one battery, and a healable fluid accommodating device, such as a tube thermally coupled with the battery via the battery support plate. 'Thermal energy is transferred from the healable fluid to the battery, preferably through the battery support plate or some ocher structure. The battery heating device also includes an electric heatin4 device, such as an electric heatin7 pad, thermally coupled with the battzry via the battery support plate. According to this embodiment, using a healable fluid in combination with an electric hating device ineorparates the advantages of both the electric- and coolant-heating approaches, whip minimizing their respzctive disadvantages in a manner not taught or sugl;ested by the prior art.
According to anothar aspect of the invention, a healable fluid accommodating tube of a battery heating device is secured to a surface of a battery support plate with a preferably continuous, thermally eondt~cnve adhesive. The adhesive promotes thermal enexgy transfer from the healable fluid to the battery. According to a pretcrred embodiment, the thermally conductive adhesive is an epoxy resin.
Accordrng to another aspect of the invention, the electric heating device includes a heat-generating pad secured to the battery support plate.
'The fluid-accorrlmodating ttzbe preferably is bent to form at least one loop, and the heat-generating pad can be disposed within the loop- The fluid-accommodating tube also pr~terably includes at least two legs and at least one-eross-brace secured between the at least two legs To provide enhanced securement to the battery support plate.
A battery heating de-ice according to another embodunent o~ the invention is connected to a fluid transfer system, such as the coolant loop of a ion iy "v ""."rrm . ~~~.. ..... ............... ..____..__ . _.. . ._.. ._ .
._.
vehicle engine. A bypass thermostate regulates coolant flow to the battery heating device, bypassing tfGe battery heating device by shutting off the flow to it wen battery temperature reaches an acceptable level Finally> a battery hcarirtg method according to an embodiment of the invention includes the steps of supporting at last one battery with the battery strppart plate, transferring thermal energy to the battery tom a healable flmd, and transferring thermal energy to the battery horn an electric heating device.
In ~tccardanee with one embodiment of the invention, a battery heating device far delivering thermal energy to at least one vehicle comprises in combination:
battery support stsucturz for supporting the at least one battery;
hea.table fluid acconunodatton means, thermally coupled wnh the at last one battery, for accommodating heatable t~uid in a region of Thermal conductivity mth the at least one battery such that thermal energy is transferred front the heatablt: fluid to the at least ot3e ba>-tery to heat the at least Qne battery; and electric heating means, yertnally coupled with the at least one battery, for generating thermal energy in a region of thermal conductivity with the at least one battery such that thermal energy is transferred fTQm the electric heating means to the at least one battery to heat the at least one battery;
wherein the battery support structure comprises battery support means, coupled with the h~atable fluid accommodation means and the electric boating means, for supporting the at least one battery in a predetermined location, the battery support rneans being thermally conductive: to transfer thermal energy from the bearable fluid accommodation means and the electric heating means xo the at least one battery;
wherein the battery support means Comprises a plate having upper and lower surfaces;
wherein the upper Surface of the battery support means plate is constructed to support the at least one battery; and wherein the lower surface of the battery support means plate supports the heatahlu fluid accommodation means and the electric heating means.
VG11 IY VL VJ.Yl~alll I IVIII ..11.I nIVVVnIW ..~~~~..~~ . ... ....... . ...
5a In accordance with a further embodiment, a battery heating dcvxce for delivering thermal energy to at least one vehicle battery comprises:
a battery support plate for supporting the at bast one battery;
a bearable fluid accarnmodating device thet~nally coupled with the at least one battery via the battery support plate to accommodate bearable fluid in a region of thermal conductivity with the at least orFe battery, thermal energy being transferred from the healable ilaid to the at least one battery via the battery sulaporC plate to h~:at the at least one battery; and an electric heating device thermally coupled with the at least one battery via the battery support plate to generate thermal energy in a regon of thermal .conductivity ulitt~ the at least one battery, ihenrtal etlet'gy being transferred from the electric heating device to the at least dne battery via the battery sulsport plate to heat the at least one battery.
In accordance with a further embodiment, a method of delivering thermal energy to at least one vehicle battery eorttpnses:
(a) supporting the at least one battery with a battery support plate;
(b). transferring tyermal energy to the at least one battery from healable fluid in a region o;f thetrual conductivity with the at least oue battery via a bearable fluid accommodating device, a thermally conductive adhesive securing the healable fluid accommodating device to the battery support plate;
arid (c) transferring thermal energy to the at least one battery from an electric boating device secured to the battery support plate in a region of thermal conductivity with the at least one battery.
BRIE~_D_L-'SCTi_ON C~ THE DRA W INGS
Preferred embodiments of the invention will be described with reference to the Figures, in which like reference numerals denote like elements arid in which:
fii~~. 1 is a perspective view of a battery heating device according to an embodiment of the invention;
WO 97/16050 PC'T/US96/16083 Fig. 2- is a side view of the Fig. 1 battery heating device;
Fig. 3 is an end view of the Fig. 1 battery heating device;
Fig. 4 is another end view of the Fig. 1 battery heating device; ' Fig. 5 is a plan view of the Fig. 1 battery heating device;
Figs. 6A-6B are top and side views, respectively, of a battery heating device according to an embodiment of the invention;
Figs. 7A-7C are rear, side, top and front views of a bypass thermostat usable with a battery heating system according to an embodiment of the invention;
Fig. 8 is a bottom view of a battery heating device according to an embodiment of the invention;
Fig. 9 is a schematic view of a battery heating system according to an embodiment of the invention; and Fig. 10 is a chart illustrating cranking power degradation with decreasing temperature.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
The disclosed battery heating devices and systems in which they are incorporated can be used in a variety of applications. Typically, a battery or batteries being heated by the disclosed embodiments are used in vehicles or equipment that are subject to extreme cold-weather environments. The present invention is not limited to batteries, vehicles and such equipment, however. The present invention also is applicable to charge storage devices and other devices that require a certain elevated temperature level for efficient operation. The present invention also is applicable to vehicles, equipment arid other machines used in any environment where ambient temperature drops below a desired level. Thus, while preferred embodiments of the invention may be described with respect to batteries, vehicles and equipment in cold-weather environments, the invention is not limited to these particular embodiments.
Figs. 1-5 illustrate a battery heating device according to an embodiment of the invention. Battery heating device 5 includes a preferably planar support plate 7, which has lower and upper surfaces 8, 9.
Upper surface 9 of battery support plate 7 is designed to receive and support one or more batteries in a predetermined location. Battery support plate 7 preferably is formed of a thermally conductive material ° 5 such as aluminum, although of course other suitable materials, such as stainless steel, also can be used. Additionally, although battery support plate 7 according to the illustrated embodiment is of rectangular shape, battery support plate 7 can be formed of any desired shape as needed to adequately support a battery or battery pack in a given vehicle or other application. Likewise, battery support plate 7 need not be of planar configuration, but can be formed with ridges, borders, elevations and/or depressions in order to most effectively support the battery or battery pack of the vehicle.
Battery heating device 5 also includes a heatable fluid accommodation device 10, which in the illustrated embodiment is a tube formed of stainless steel or other suitable thermally conductive material.
Tube 10 includes a fluid inlet 15 and fluid outlet 20, preferably spaced a predetermined distance apart by spacing element 23.
As will be appreciated by those skilled in the art, inlet 15 and outlet 20 can be reversed, so that heatable fluid such as engine coolant flows into tube 10 at 20 and from tube 10 at 15. Inlet 15 and outlet 20 preferably are connected to an engine coolant flow system of the vehicle or equipment in which battery heating device 5 is used, as will be described below. Additionally, it will be appreciated that the heatable fluid within tube 10 can comprise fluids other than engine coolant, such as vehicle exhaust. Fluid accommodating device 10 can also be in the form of a heatable fluid reservoir in which heatable fluid remains or through which heatable fluid flows.
Heatable fluid accommodating tube 10 includes a desired number of 90-degree bends 25 and 180-degree bends 30, as needed to direct tube 10 to cover a significant portion of lower surface 8 of battery support plate 7. Of course, bends of other angles also can be used, such as 30-degree bends, 45--g-degree bends or any other desired angle. Bends 25, 30 separate tube 10 into a plurality of legs 35, and legs 35 and bends 25, 30 form a loop or a plurality of loops underneath battery support plate 7. For purposes of this description, tube 10 illustrated in Fig. 1 can be considered to form one U
shaped loop, or to form a plurality of straight loops.
Extending between the various legs 35 of heatable fluid accommodating tube 10 are straight cross-braces 37 and angled cross-braces 39, which are secured to battery support plate 7 by rivets, screws, studs or similar securing elements 38. Tube 10 preferably also is secured to battery support plate 7 by a thermally conductive adhesive 55, as will be described.
Using tube 10 to route heatable fluid under a wide area of battery support plate 7 overcomes a typical disadvantage of prior coolant-based battery heating devices that use a coolant reservoir in the form of a pan, for example. Specifically, because tube 10 is secured to and supported by lower surface 8 of battery support plate 7, tube 10 does not bear the weight of battery support plate 7, the batteries, and any other structure supported by battery support plate 7. Thus, tube 10 is unlikely to flex and otherwise be subject to weight stresses associated with typical prior systems, and is therefore less likely to rupture or leak. In other words, fluid accommodating device 10 is independent of the structure that bears the weight of the battery or batteries of the vehicle, such as battery support plate 7; fluid accommodating device 10 thus is a non-weight-bearing structure. This represents a significant advantage over typical systems, in which structures accommodating fluid are also weight-bearing structures, are subject to considerable stress, and thus are subject to fluid leaks. Such leaks, of course, are extremely disadvantageous.
To further prevent tube 10 from bearing the weight of battery support plate 7 and other structures, battery heating device 5 also includes at least one support device, such as skids 60, 65. Skids 60, 65, which preferably are formed of plastic but of course can be formed of any suitable material, preferably are secured to lower surf.-.~e 8 of battery support :late by rivets, studs or similar fasteners 64, w1 ~~r.11 extend through bra. ~ es 63.
Jafl'14'UL UJ:W gm rrurwmn nmunnci ".....".. . _.. . .__. ._ _.
Sktds 50, ~i5 preferably have a height dimension that is greater than a height dimension of heatable fluid tube 10, to prevent contact of heatable fluid tube l0 with any underlying structure- This height dimension differential is illustrated at 70 in Fig. 2 and, aecordinl; to a preferred embodunent, cart be less than one inch. df course, height dtmensioa difteteatial 7U can vary as needed to fit a particular application.
Altitouglt in the illustrated embodiment skids 60, 65 are disposed outside the leap or loops Formed by tube 1Q, and altltou;h skid 6S is oriented perpendiculaxly to skid 60, other configurations and positioning of skids 60, 65, or an alternative number of skids ~0, 6S> also are eontetnplated according to the invention and will be readily apparent to one of ordinary skill.
To further overcatne the disadvapiages a~;ss~ciated with pure coolant-associated battery heating devices, battery heating device 5 according to the invention also includes ;tit electric heating device 40 to generate thermal energy for transfer to thz battery or batteries supported by battery support plate 7. Electric heating device 40 preferably ~s u5 the form of an electric heating pad, which, according w one embodiment, can be constructed in accordance wish U.S. Patent No.5,017,758 to Kirkman et al.,. pad 4~ can include a tetnperatui-e sensing device 45 far connection to a system thermostat, as will be described. Alternatively., pad 40 can be used with a remote temperature sensing device, also as will he described.
All:hauglt Fig. 1 illustrates only one pad 44, an electric heating device according to the invention can include two ar mare pads 40. Additional pads can be located within the right-hand Loop of tube 10, as viewed in Fig. 1, or withizt the bottom loop thereof. Additionally, a pad 4r pads dU also can be located outside cite perinteter defined by tube 1 U, if desired. Whether one or more than one pad ~0 is used, and wherever it is positioned, it is preferred that pad ~0 be securely fastened to the lower surface 8 of battery support plate 7.
$y secut~;ly fastening pad ur pads 40 to battery support plate 7, and by locating pad or pads 4() within a region of thermal conductivity with the battery ar batteries suppcyrtc~d 4y battery support plate 7, the heat generated by pad or pads 40 is effectively transferred through battery support plate 7 to the battery or batteries.
As will be evident to one of ordinary skill, a variety of power sources can be used to provide eiectrlcai energy to pad 40, for example by leads S(?.
A
110 volt or 220 volt alternating current power source can be used, as can a twelve or twenty-four volt direct current source as from a vehicle battery, for example. in the case of direct current, the batteries supported by battery support plate 7 can be used as the power source, or an external battery can also be used, Each electric heating pad 40 can be secured iQ battery sttppart plate 7 in a variety of ways, for example with an RTV silicone adhesive, a pressure-sensitive adhesive, or by dirert vulcanisation to battery support plate 7, for example. direct vulcanization is preferable in at least one aspect, in that the pads can be secured to the plate during manufacture of the plate.
Healable fluid tube 10 preferably is secured to lower surface 8 of battery support plate 7 by a thermally conductive adhesive 55, preferably continuously disposed between tube 1U and battery support plate ?.
Alternatively, adhesive SS can be applied discontinuously, that is, in discrete segments. Therrnahy conductive adhesive SS preferably is an epoxy casting resin or other type of epichlorohyrdixt reaction product, such as OXY-80r1DT'"
1S3 resin available from Resin Technology Group, Inc., South Easton, Massachusetts.
FasIening tube 10 to battery support plate 7 with a continuous, thermally conductive adhesive 55 yields significant advantages. Thermal energy from the bearable fluid within tube 10 is conveyed to battery support plate 7 over a greatcF area thaxl if tube 10 simply were Spot-welded to battery support plate 7. Additionally, adhesive 55 eliminates the need for welding cube 10 in the ~rsi instance, which could compromise the structural integrity of tube 10 and/or battery support plate 7.
Figs. 6A-6B disclose a battery heating device according to an alternate embodiment of the invention, in a battery heating system including a bypass thermostat. The system illustrated in Figs. 6A-6B
includes battery heating device 105, which is designed to accommodate four batteries 103 in the illustrated embodiment. Looped tube 10 runs back and forth beneath battery support plate 7 in a manner similar to that illustrated and described with respect to the embodiment of Figs. 1-5.
Similarly, a plurality of skids 60, 65 support battery support plate 7 and tube a predetermined distance above any underlying structure, so that tube 10 10 does not bear the weight of batteries 103. Tube 10 and skids 60, 65 preferably are secured to battery support plate 7 in a manner similar to that illustrated and described previously.
Battery heating device 105 of the Figs. 6A-6B embodiment also includes one or more electric heating pads 40, placed in a region of thermal conductivity with batteries 103 within the loops formed by tube 10 and/or outside of the loops. One possible arrangement of pads 40 is illustrated in Fig. 8, as will be described. Other features of the Figs. 6A-6B embodiment are similar to those of battery heating device 5 of Figs. 1-5, but description and illustration thereof are eliminated to simplify and clarify the disclosure.
The battery heating system of which battery heating device 105 is a part includes bypass thermostat 110. Bypass thermostat 110 receives heatable fluid, preferably engine coolant, at inlet port 112. A temperature sensing device, such as probe 125, is positioned in close proximity with batteries 103 as shown, to sense whether a temperature associated with batteries 103 is below a desired minimum temperature. In accordance with that determination, thermostat 110 directs coolant to and from extension lines 117, which are connected to tube 10 of battery heating device 105.
After passing through tube 10 and thereby transferring thermal energy to heat batteries 103, coolant returns to thermostat 110 and exits at coolant outlet port 114. Thus, thermostat 110 and temperature probe 125 can be set to direct coolant toward tube 10 only when temperature probe 125 detects a J2f1-I~1-UG U3:4fp~ ~runtwmnmunnm ".....,,._ _.. _._ temperature that is below a predetermined minimum temperature, for example, 80° Fahreriheit. if temperattice probe 1?5 detects a temperature above the predetermined minimum, thermostat 110 causes coolant flow to bypass tube and immediately exit at coolant outlet 114.
Fig, 613 also illustrates phase-change material reservoir 110, which can be used m combination with coolant tube 10 and electric heating pads? 40 to better provide thermal energy transfer to batteries 303. Tube 10 can lie withal reservoir 110 50 that the phase-.change m~ierial directly contacts tube 10, or tubf~ 10 can lie abuvc: the phase-change material. Further, tube 10 can extend downwardly into resetvdir 110 to provide additional Gdntact area with the phase-change material. ~.ccording to a preferred embodiment, the phase-change material is lithium nitrate, although a wide vanety of suitable phase-change materials cats be used.
Figs. 7A-7C illustrate bypass thermostat 110 in greater detail. Coolant inlet/outlet ports 115, 1?t-~ direct coolant tolfiom coolant lines 117 connected to tube 10. Support bracket 130 can support thermostat 110 on a housing for batteries 103, or at another desired location. rfemperature probe 1?5, in addition tcy activating coal~iixt flow to tube 10 to regulate the temperature associated with batteries a0_3> can also activate electric heating pad or pads 40.
Alternatively, of course, electric heating pad or pads 40 can have their own dedicated temperature serisinp, device(s), either at the pads or at another location, and a remote temp.-nature sensing device can be used in place of or in a~lditian tp probe 125. k3ypass thermostat l10 preferably is constructed in accordance with the disclostue ofl.J.S. Parent No.4,9f4,376.
As mentioned earlier, Fig. 8 shows one possible placement of electric pads 40 in relation to a tube configuration similar to that of Figs. 6A-b8.
Four al~~~ hcax~p pads 40 arty disposed within two outer loops of tube 10, as ihustrated. Again, howevez, alternative placements are contemplated within the scope of the izmentiort_ The battery heating device 105 of Fig. 8 includes therniastat 15S far activatingi deactivating ~:le,utric heating pads 40 as needed to maintain a r3? 14/tJl/20t12 015:52 ~~41ti59511ti3 _ _-_ ~._ ~i receiver) desired temperature. Each heating pad 40 or just one of the pads 40 can include a temperature sensing device 45, coupled to thermostat 155 by leads 160. Alternatively, or in combination with temperature sensing devices) 45, remote temperature sensing device 145, connected to thermostat 155 by lead 165, can be used to sense temperature at or in close proximity to batteries 103. Of course, thermostat 155 with temperature sensing devices 45 and/or 145 can also be used to control coolant flow through tube 10.
Fig. 9 shows battery heating device 205 within a battery heating system according to an alternative embodiment of the invention. The battery heating system of Fig. 9 includes a cab heater loop 240, which includes cab heater 245. Cab heater shut-off valve 250 is a manual or automatic control that the occupant of a vehicle cab adjusts to regulate the temperature level of the cab. When valve 250 is open, coolant enters cab heater 245 at coolant inlet 262 and exits via extension line 264.
According to this embodiment, battery heating tube 10 is plumbed in series with cab heater 245, so that heat is directed to the battery system whenever heat is directed to the cab. The occupant of the cab thus not only controls the temperature of the cab, but also controls when battery heat is delivered as well.
Engine coolant is also directed to battery heating tube 10 through coolant inlet 212, thermostat 210 and extension line 217, as shown. After passing through tube 10 to heat the battery, coolant exits the loop through line 218 and coolant outlet 214. Thermostat 210 senses the temperature of coolant exiting line 218, shutting off flow at inlet 212 and/or outlet 214 when the temperature is at or above a predetermined level, i.e., when battery heating no longer is desirable.
The loop configuration of tube 10 illustrated in Fig. 9 differs from that of previous embodiments, and includes jumper extensions 219 to carry fluid from one section of battery supporting plate 7 to another. In the Fig. 9 embodiment, battery support plate 7 provides support for four separate batteries, as in the embodiment of Figs. 6A-6B. Also as with previous embodiments, skids 60 are secured to the lower surface of the battery support plate 7.
While the present invention has been described with reference to particular preferred embodiments, the invention is not limited to the specific examples given. Various modifications will occur to those of ordinary skill. For example, the tube configuration and/or the cab heater loop shown in Fig. 9 can be used with any of the previous embodiments.
Any of the specific features shown with respect to a particular embodiment can be used with the other embodiments. Heatable fluids other than engine coolant can be used. Other embodiments and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention as defined in the following claims.
Claims (18)
EXCLUSIVE PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED
AS FOLLOWS:
1. A battery heating device for delivering thermal energy to at least one vehicle battery, the battery heating device comprising in combination:
battery support structure for supporting the at least one battery;
heatable fluid accommodation means, thermally coupled with the at least one battery, for accommodating heatable fluid in a region of thermal conductivity with the at least one battery such that thermal energy is transferred from the heatable fluid to the at least one battery to heat the at least one battery;
and electric heating means, thermally coupled with the at least one battery, for generating thermal energy in a region of thermal conductivity with the at least one battery such that thermal energy is transferred from the electric heating means to the at least one battery to heat the at least one battery;
wherein the battery support structure comprises battery support means, coupled with the heatable fluid accommodation means and the electric heating means, for supporting the at least one battery in a predetermined location, the battery support means being thermally conductive to transfer thermal energy from the heatable fluid accommodation means and the electric heating means to the at least one battery;
wherein the battery support means comprises a plate having upper and lower surfaces;
wherein the upper surface of the battery support means plate is constructed to support the at least one battery; and wherein the lower surface of the battery support means plate supports the heatable fluid accommodation means and the electric heating means.
battery support structure for supporting the at least one battery;
heatable fluid accommodation means, thermally coupled with the at least one battery, for accommodating heatable fluid in a region of thermal conductivity with the at least one battery such that thermal energy is transferred from the heatable fluid to the at least one battery to heat the at least one battery;
and electric heating means, thermally coupled with the at least one battery, for generating thermal energy in a region of thermal conductivity with the at least one battery such that thermal energy is transferred from the electric heating means to the at least one battery to heat the at least one battery;
wherein the battery support structure comprises battery support means, coupled with the heatable fluid accommodation means and the electric heating means, for supporting the at least one battery in a predetermined location, the battery support means being thermally conductive to transfer thermal energy from the heatable fluid accommodation means and the electric heating means to the at least one battery;
wherein the battery support means comprises a plate having upper and lower surfaces;
wherein the upper surface of the battery support means plate is constructed to support the at least one battery; and wherein the lower surface of the battery support means plate supports the heatable fluid accommodation means and the electric heating means.
2. The battery heating device of claim 1, further comprising thermally conductive adhesive means for securing the heatable fluid accommodation means to the battery support means.
3. The battery heating device of claim 2, wherein the adhesive means comprises an epoxy resin continuously applied between the heatable fluid accommodation means and the battery support means to conduct thermal energy between the heatable fluid accommodation means and the battery support means.
4. The battery heating device of claim 1, wherein the electric heating means comprises a heat-generating pad secured to the battery support means.
5. The battery heating device of claim 1, further comprising phase-change material accommodation means, thermally coupled with the at least one battery, for accommodating a phase-change material such that thermal energy is transferred from the phase-change material to the at least one battery as the phase-change material changes from liquid form to solid form.
6. The battery heating device of claim 1, wherein the heatable fluid comprises engine coolant.
7. A battery heating device for delivering thermal energy to at least one vehicle battery, the battery heating device comprising:
a battery support plate for supporting the at least one battery;
a heatable fluid accommodating device thermally coupled with the at least one battery via the battery support plate to accommodate heatable fluid in a region of thermal conductivity with the at least one battery, thermal energy being transferred from the heatable fluid to the at least one battery via the battery support plate to heat the at least one battery; and an electric heating device thermally coupled with the at least one battery via the battery support plate to generate thermal energy in a region of thermal conductivity with the at least one battery, thermal energy being transferred from the electric heating device to the at least one battery via the battery support plate to heat the at least one battery.
a battery support plate for supporting the at least one battery;
a heatable fluid accommodating device thermally coupled with the at least one battery via the battery support plate to accommodate heatable fluid in a region of thermal conductivity with the at least one battery, thermal energy being transferred from the heatable fluid to the at least one battery via the battery support plate to heat the at least one battery; and an electric heating device thermally coupled with the at least one battery via the battery support plate to generate thermal energy in a region of thermal conductivity with the at least one battery, thermal energy being transferred from the electric heating device to the at least one battery via the battery support plate to heat the at least one battery.
8. The battery heating device of claim 7, wherein the heatable fluid accommodating device comprises a fluid-accommodating tube secured to a surface of the battery support plate to transfer thermal energy to the at least one battery via the battery support plate.
9. The battery heating device of claim 8, wherein the fluid-accommodating tube is bent to form at least one loop.
10. The battery heating device of claim 9, wherein the electric heating device comprises a heat-generating pad secured to the battery support plate within the at least one loop of the fluid-accommodating tube.
11. The battery heating device of claim 9, wherein the at least one loop of the fluid-accommodating tube comprises at least two legs, the battery heating device further comprising at least one cross-brace secured between the at least two legs, the fluid-accommodating tube being secured to the battery support plate at least in part by securing elements extending through the at least one cross-brace into the battery support plate.
12. The battery heating device of claim 8, further comprising a thermally conductive adhesive continuously disposed between the fluid-accommodating tube and the battery support plate, thermal energy being transferred from the heatable fluid to the at least one battery via the fluid-accommodating tube, the thermally conductive adhesive, and the battery support plate.
13. The battery heating device of claim 7, further comprising a phase-change material accommodation device thermally coupled with the at least one battery to accommodate a phase-change material, thermal energy being transferred from the phase-change material to the at least one battery as the phase change material changes from liquid form to solid form.
14. The battery heating device of claim 7, in further combination with:
a heatable fluid delivery system coupled with the heatable fluid accommodating device to selectively deliver a continuous flow of heatable fluid to the heatable fluid accommodating device; and a fluid bypass thermostat coupled with the heatable fluid delivery system, the fluid bypass thermostat comprising a temperature detection device in thermal communication with the at least one battery to detect a temperature associated with the at least one battery, the temperature detection device activating the fluid bypass thermostat to stop flow of the heatable fluid to the heatable fluid accommodating device by the heatable fluid delivery system when the temperature detected by the temperature detection device exceeds a predetermined value.
a heatable fluid delivery system coupled with the heatable fluid accommodating device to selectively deliver a continuous flow of heatable fluid to the heatable fluid accommodating device; and a fluid bypass thermostat coupled with the heatable fluid delivery system, the fluid bypass thermostat comprising a temperature detection device in thermal communication with the at least one battery to detect a temperature associated with the at least one battery, the temperature detection device activating the fluid bypass thermostat to stop flow of the heatable fluid to the heatable fluid accommodating device by the heatable fluid delivery system when the temperature detected by the temperature detection device exceeds a predetermined value.
15. The battery heating device of claim 7, further comprising at least one support device secured to a bottom surface of the battery support plate, the at least one support device having a height dimension that is greater than a height dimension of the heatable fluid accommodating device to prevent contact of the heatable fluid accommodating device with any underlying structure.
16. The battery heating device of claim 7, wherein the battery heating device comprises weight-bearing structure to bear the weight of the at least one battery, the weight-bearing structure comprising the battery support plate, further wherein the weight-bearing structure bears the weight of the at least one battery independently of the heatable fluid accommodation means.
17. A method of delivering thermal energy to at least one vehicle battery, the method comprising:
(a) supporting the at least one battery with a battery support plate;
(b) transferring thermal energy to the at least one battery from heatable fluid in a region of thermal conductivity with the at least one battery via a heatable fluid accommodating device, a thermally conductive adhesive securing the heatable fluid accommodating device to the battery support plate; and (c) transferring thermal energy to the at least one battery from an electric heating device secured to the battery support plate in a region of thermal conductivity with the at least one battery.
(a) supporting the at least one battery with a battery support plate;
(b) transferring thermal energy to the at least one battery from heatable fluid in a region of thermal conductivity with the at least one battery via a heatable fluid accommodating device, a thermally conductive adhesive securing the heatable fluid accommodating device to the battery support plate; and (c) transferring thermal energy to the at least one battery from an electric heating device secured to the battery support plate in a region of thermal conductivity with the at least one battery.
18. The method of claim 17, wherein the step (b) comprises transferring thermal energy to the battery support plate from the heatable fluid accommodating device via an adhesive comprising an epoxy resin.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US08/542,640 US5731568A (en) | 1995-10-13 | 1995-10-13 | Battery heating device and method |
| US08/542,640 | 1995-10-13 | ||
| PCT/US1996/016083 WO1997016050A2 (en) | 1995-10-13 | 1996-10-08 | Battery heating device and method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2234727A1 CA2234727A1 (en) | 1997-05-01 |
| CA2234727C true CA2234727C (en) | 2002-09-10 |
Family
ID=24164701
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2234727 Expired - Lifetime CA2234727C (en) | 1995-10-13 | 1996-10-08 | Battery heating device and method |
Country Status (3)
| Country | Link |
|---|---|
| US (1) | US5731568A (en) |
| CA (1) | CA2234727C (en) |
| WO (1) | WO1997016050A2 (en) |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO1997016050A3 (en) | 1997-09-04 |
| US5731568A (en) | 1998-03-24 |
| CA2234727A1 (en) | 1997-05-01 |
| WO1997016050A2 (en) | 1997-05-01 |
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Effective date: 20161011 |