CN103843220B - 用于对电动车辆电池进行快速充电的站 - Google Patents

用于对电动车辆电池进行快速充电的站 Download PDF

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CN103843220B
CN103843220B CN201280046717.9A CN201280046717A CN103843220B CN 103843220 B CN103843220 B CN 103843220B CN 201280046717 A CN201280046717 A CN 201280046717A CN 103843220 B CN103843220 B CN 103843220B
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battery
vehicle
cooling agent
connector
holder
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CN103843220A (zh
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克里斯托弗·K·戴尔
迈克尔·L·爱普斯顿
邓肯·科尔沃
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Lightening Energy
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Lightening Energy
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    • 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
    • B60L58/26—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 cooling
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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
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    • Y02T90/167—Systems integrating technologies related to power network operation and communication or information technologies for supporting the interoperability of electric or hybrid vehicles, i.e. smartgrids as interface for battery charging of electric vehicles [EV] or hybrid vehicles [HEV]
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    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
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    • Y04—INFORMATION OR COMMUNICATION TECHNOLOGIES HAVING AN IMPACT ON OTHER TECHNOLOGY AREAS
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    • Y04S30/00—Systems supporting specific end-user applications in the sector of transportation
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Abstract

提供一种车辆充电站。所述车辆充电站包括：充电源，其提供电荷；冷却剂源，其提供冷却剂；以及连接器，其具有传递所述电荷的供电部和传递所述冷却剂的冷却剂供给部这两者。所述连接器能够连接至车辆。还提供了一种车辆充电站所用的连接器和一种电动车辆。

Description

用于对电动车辆电池进行快速充电的站
技术领域
本发明大体涉及电动车辆电池充电，更具体地涉及用于对电动车辆电池进行充电的站和方法。
背景技术
在研发纯电动车辆(仅依靠电动车辆电池运行的电动车辆)时，与具有大众市场吸引力的还包括内燃机的混合动力电动车辆相比存在许多障碍。一个这种障碍是克服作为在车辆到达目的地之前电动车辆电池将用光电荷的担忧的“里程焦虑(range anxiety)”。特别是在交通速度可变的人口密集区域，实际里程随着驾驶员操作而改变，并且频繁地发现实际里程令人担忧地低于预期，而来自无动力外围设备的对电池的需求是恒定的(空调、供暖、照明等…)。即使电动车辆的用户在旅程开始时知晓电池的充电百分比，这种不断变化的里程也妨碍这些用户精确地规划他们的电动车辆的实际运输范围。为了减轻里程焦虑，已尝试通过增加每辆车的电池能量的量来扩大车辆的里程(即，“增程”)。然而，增加每辆车的电池能量的量受到在增加大型电动车辆电池的实际能量密度方面的进展缓慢所限制。另外，尽管使用混合动力电动车辆减轻了里程焦虑，但共同使用电动和燃烧驱动系统导致成本增加，而且无法实现针对零排放和零石油消耗的更广目标。
发明内容
提供一种车辆充电站。所述车辆充电站包括：充电源，用于提供电荷；冷却剂源，用于提供冷却剂；以及连接器，其具有用于传递所述电荷的供电部和用于传递所述冷却剂的冷却剂供给部这两者，并且所述连接器能够连接至车辆。
还提供一种车辆充电站所用的连接器。所述连接器包括：供电部，用于传递电荷；以及冷却剂供给部，用于传递冷却剂，其中，所述连接器能够连接至车辆。
还提供一种电动车辆。所述电动车辆包括：电池，用于向所述电动车辆的驱动系统供电；充电连接器用容座；在所述电池和所述容座之间的冷却剂导管；以及在所述电池和所述容座之间的电力连接。
附图说明
通过参考以下附图来说明本发明，其中：
图1a示意性示出根据本发明的实施例的用于对电动车辆进行充电的快速充电站；
图1b示意性示出用于对电动车辆进行充电的快速充电站的替代实施例；
图2示出电动车辆电池的一个典型实施例；
图3a示出根据本发明的一个实施例的连接器的轴向图；
图3b示出根据本发明的另一实施例的连接器的轴向图；
图4a示出根据本发明的实施例的包括冷却剂返回部的连接器的轴向图；
图4b示出根据本发明的另一实施例的包括冷却剂返回部的连接器的轴向图；
图5a示出根据本发明的一个实施例的用于与图3a所示的连接器相连接的容座的轴向图；
图5b示出根据本发明的一个实施例的用于与图3b所示的连接器相连接的容座的轴向图；
图5c示出根据本发明的另一实施例的容座的轴向图；
图6a示出根据本发明的一个实施例的用于与图4a所示的连接器相连接的容座的轴向图；
图6b示出根据本发明的一个实施例的用于与图4b所示的连接器相连接的容座的轴向图；以及
图7针对以20分钟速率进行快速充电的三单元电池示出标绘电池温度相对于时间的图。
具体实施方式
由于难以确定电动车辆的可预测里程并且由于增加大型电动车辆电池的实际能量密度的进展缓慢，因此提高快速路边充电的可用性可以鼓励接受纯电动车辆。如这里所使用的路边被定义为离开公共道路可到达的任何位置。例如，根据如这里所使用的路边的定义，公众可到达的所有加油站均被视为路边。将快速路边充电的可用性与整夜充电(其本身由于无法扩大车辆在途中的里程因此无法减轻里程焦虑)相结合可以进一步提高纯电动车辆的便利性和吸引力。对纯电动车辆的更广泛接受可以实现如下规模经济，其中规模经济可以使电动车辆和对电动车辆电池进行充电所使用的基础能量的成本与传统的内燃驱动车辆或混合动力电动车辆相比减少。
本发明的实施例提供高功率DC电源路边充电站，其中该高功率DC电源路边充电站能够连同用于使电动车辆电池在充电期间冷却的冷却剂一起针对每辆电动车传递高达300kW(例如，关于30kWh的电动车辆电池的6分钟充电)以上，以使得电池不会过热(例如，可以预期在6～12分钟的充电时间内生成高达50kW的热)。诸如使高电压电池的表面或外部冷却等的传统冷却技术可能无法使通过快速充电站对每辆车传递高达300kW以上所生成的热有效率地冷却。由于通过充电所生成的热主要是在电动车辆电池的内部生成的，因此使电动车辆电池的外表面冷却不够有效率，并且在电池堆自身内高的温度梯度可能导致电池损坏和不期望的温度上升造成的早期故障，这样增加了成本和电池的危险热失控的可能性。
此外，本发明的实施例能够允许在高速率充电期间进行内部电池堆冷却的高效且安全的方法，并且可以提供独特且高度有效的通用热管理系统。另外，由于冷却剂和可选的热交换器位于电动车辆的外部并且是在充电期间施加的，因此这些实施例仅向电动车辆添加最小的车载体积和重量。与专门使用车载冷却系统的电动车辆相比，使冷却剂供给和热交换器位于电动车辆的外部可以扩大电动车辆的里程并且帮助减轻里程焦虑。
有利地，可以修改现有的车载冷却剂系统以提供与本发明的再充电站的外部冷却剂供给的连接。
图1a示意性示出根据本发明的实施例的用于对电动车辆20进行充电的快速充电站60。在优选实施例中，电动车辆例如是递交日期与本申请相同的、标题为RAPID CHARGINGELECTRIC VEHICLE AND METHOD AND APPARATUS FOR RAPID CHARGING且代理人案号为617.1010的共同未决申请中所公开的电动车辆，其全部内容也通过引用包含于此。例如，可以根据递交日期与本申请相同的标题为SYSTEM AND METHOD FOR RECHARGING ELECTRICVEHICLE BATTERIES且代理人案号为617.1008的共同未决申请中所公开的方法来对电动车辆20进行充电，其全部内容也通过引用包含于此。在本发明的优选实施例中，电动车辆20是包括对车辆20的驱动系统供电的电动车辆电池30但不包括内燃机的纯电动车辆。在替代实施例中，电动车辆20可以是混合动力电动车辆并且可以包括与电动车辆电池30协作工作的内燃机。车辆20可以包括控制器28，其中该控制器28连接至电动车辆电池30，用于判断电池30的状态并且用于相应地调节电池30的工作和充电。
图2更详细地示出电动车辆电池30的一个典型实施例。电动车辆电池30可以是包括由多个内部通道34分隔开的多个电池单元32的模块化电池，其中这些内部通道34位于电池30内的单元32之间。优选地，通道34至少部分填充有多孔的可压缩互连器36，其中这些可压缩互连器36工作以提供相邻单元32之间的导电互连，同时还使得冷却剂能够在充电期间通过单元32之间的内部通道34以使单元32冷却。在优选实施例中，电池30是通过引用包含于此的美国专利公开号2009/0239130中所公开的电池，其中互连器36和单元32分别是以与美国专利公开号2009/0239130中所公开的互连器和平面单元模块相同的方式形成的。单元32各自包括正电极和负电极，其中正电极连接至正端子39并且负电极连接至负端子40。
在维持使冷却剂在充电期间通过内部通道34以使单元32冷却所用的充足空间的情况下，可压缩互连器36可以由例如保持在可压缩弹性基质中的丝网、金属或碳纤维、或者交织导电垫等的材料制成，其中这些材料具有符合针对在相邻单元板模块表面之间的可压缩柔性电传导互连的要求的足够性能。在图2的例示示例中，六个单元32以堆叠阵列容纳在外壳25内，其中在本实施例中，该外壳25具有矩形截面。尽管仅示出六个单元32，但电池30可以包括互连的几十～几百个单元以构成电压非常高的电池堆。外壳25包括可以自动打开或关闭的输入端和输出端，从而使得冷却剂能够通过通道34。
在替代实施例中，互连器36可以不导电和/或导热，而是可以简单地设置在单元32之间以使单元32彼此间隔开从而在单元之间形成通道34。在这些实施例中，单元32可被形成为在其端部具有导电片的绝缘盒，从而使得冷却剂能够通过由互连器36形成的通道34以使单元32冷却。
电源端子39、40经由针对正端子39的内部电源总线31在内部连接至单元模块电池堆的端部，并且导电性的外壳25可以用作向着负端子40的负总线29、或者可以针对负端子40附加设置负总线。外壳25可以配备有外部多引脚连接器37、38，其中外部多引脚连接器37、38可以经由感测线电连接至用于分别监测单元电压和单元温度的电馈通件35。可以针对每个单元32设置一组引脚连接器37、38。为了提供用于对电池30的充电进行控制的单元电压和单元温度信息，多引脚连接器37、38可以将电压和单元温度测量值发送至控制器28(图1a)。
返回参考图1a，快速充电站60可以包括：高功率充电源62，用于对车辆20的电池30进行快速充电；以及冷却剂源64，用于随着利用高功率充电源62对电池30进行快速充电来将冷却剂经由通道34(图2)从内部供给至电池30，其中在优选实施例中，高功率充电源62是高功率DC电源。在优选实施例中，高功率充电源62可以是能够以高速率放电、并且能够利用较廉价且不太可能造成电网中断的非峰值电力进行再充电的电池或超级电容器。车辆20的驾驶员可以抵达快速充电站60，停止车辆20并且将快速充电站60的供给线路68的端部上的连接器42插入车辆20的从车辆20外部可接近的相应容座50内。在图1a所示的实施例中，供给线路68延伸到基部72的外部，并且包括：可以是线缆的供电线路68a，其连接至高功率充电源62；以及可以是软管的冷却剂供给线路68b，其连接至冷却剂源64。驾驶员可以将连接器42插入车辆20的容座50内，以使得连接器42临时锁定到容座50内的适当位置。容座50内可以包括一个或多个槽52，其中该一个或多个槽52用于容纳从连接器42径向延伸出的相应数量的突起44。突起44可以是相对于连接器42所装载的弹簧，并且可以通过与容座50的外部相接触而被强制径向缩回到连接器42内，然后一旦连接器42处于容座50内则径向向外致动以进入槽52内。可以由驾驶员推动在本实施例中作为连接器42上的推式按钮的锁定/解锁致动器46来使该突起缩回，并且一旦将连接器42插入容座50内，则致动器46可以被释放，由此突起44进入槽52内。在通过突起44与槽52协作以防止连接器42从容座50被拉出的情况下使连接器42锁定在容座50内的适当位置之后，驾驶员可以启动充电/冷却致动器(在本实施例中为可以夹持并朝向连接器42挤压的手柄48的形式)，以开始使来自高功率充电源62的电流和来自冷却剂源64的冷却剂流向电池30。
在本实施例中，为了在长时间不使用期间对电池30进行充电，车辆20包括单独的容座150，其中该容座150用于连接至被插入家或其它住宅或商行的车库中所存在的标准120伏或240伏AC电源插座内的充电器以供整夜充电，从而使电动车辆电池30满充电或部分充电。从充电器延伸至电池30的充电线可以经由容座150可拆卸地连接至电缆(electricconduit)154，从而对电动车辆电池30进行满充电或部分充电。由于可以利用标准120伏或240伏AC电源插座对电池30进行充电的速率有限，因此在经由标准120伏或240伏AC电源插座充电期间不必将外部冷却剂提供至电池30。
可以设置控制器70，其中该控制器70用于控制从高功率充电源62供给至电池30的电荷量，并且控制从冷却剂源64供给至电池30(以及在使冷却剂再循环的实施例中返回冷却剂源64)的冷却剂量。随着车辆20连接至快速充电站60以对电池30进行充电，可以使控制器70与电池30的控制器28进行通信，以使得控制器70可以根据电池30的当前状态来调节来自高功率充电源62的电荷供给和来自冷却剂源64的冷却剂供给。例如，在由于天气状况或驾驶车辆20的方式而导致(例如，如图2所示的连接器37、38所测量到的那样)电池30比通常更热或更冷的情况下，可以相应地增减来自冷却剂源64的冷却剂供给。此外，在电池30处于部分充电并且仅需进行小量充电的情况下，控制器70可以将来自高功率充电源62的电荷供给限制为最大充电速率以下并且将来自冷却剂源64的冷却剂的流速调整为相应值。控制器70可以包括存储器，其中该存储器将要供给的冷却剂的量与所供给的电荷并且可选地还与电池30的温度相关。控制器28还可以向控制器70提供如在电池30处感测到的与电池30的当前化学性质有关的信息，并且控制器70可以基于电池30的化学性质来控制电池30的充电和冷却以使得能够实现用于对电池30进行再充电的最安全协议。例如，较旧的电池30可能无法采用最快的再充电速率或者可能具有略微不同的化学性质，并且可以利用快速充电站60根据存储在控制器70中的预设化学充电和冷却速率来进行充电。
控制器70还可以连接至触摸屏71和信用卡容座73。连同将车主应支付的金额显示在触摸屏71上一起，控制器70例如还可以在计算所传递的电荷和针对路边再充电所要收取的价格方面向路边充电站60的操作员提供用于进行车主应得的量的充电的信息。触摸屏71可以向驾驶员呈现充电/冷却和支付选项，并且控制器70可以根据驾驶员的选择来控制冷却剂和电荷的供给。驾驶员可以将信用卡或借记卡插入信用卡容座73并且控制器70中的处理器可以处理该支付。
在指示快速充电站60开始充电之后，快速充电站60将来自高功率充电源62的电流和来自冷却剂源64的冷却剂提供至电池30，直到电池30充分充电为止。利用泵74经由冷却剂供给线路68b来泵送冷却剂。该冷却剂在连接器42内的冷却剂供给部84处从冷却剂供给线路68b处排出并且在容座50内的冷却剂流入部94进入车辆20内的冷却剂供给导管26。冷却剂供给导管26连接至通道34(图2)的输入端并且将冷却剂供给至电池30。从高功率电源62利用馈电设备76经由供电线路68a来发送电流。该电流在连接器42内的供电部82处从供电线路68a排出，并且在容座50内的电流入部92处进入车辆20内的电缆24。在本实施例中，连接器42被形成为包括供电部82和冷却剂供给部84这两者的壳体。车辆20内的电缆24将电流供给至端子39、40以对电池30进行充电。为了防止在正向车辆20供给电流和冷却剂的情况下连接器42从容座50移除，防止突起44在充电期间缩回连接器42。连接器42还可以包括在冷却剂供给部84处或附近的载有弹簧的联接器，其中这些载有弹簧的联接器使得能够在将连接器42从容座50移除期间快速地密封供给部84，以防止冷却剂泄漏。
在另一实施例中，可以利用控制器70来控制突起44和/或附加锁定机构的致动。例如，在将连接器42插入容座50内之后，控制器70可以在充电和冷却可以开始之前指示连接至突起44的致动器使突起44锁定到槽52内或者使附加锁定机构滑动到锁定位置内。然后，控制器70可以在充电和冷却完成之后指示连接至突起44的致动器使突起44从槽52解锁或者使附加锁定机构滑动到解锁位置内。
为了确保冷却剂供给部84和冷却剂流入部94充分连接到一起以防止冷却剂泄漏，可以在将冷却剂从连接器42输出到容座50内之前进行例如利用空气压力的针对冷却剂连接的完整性和密封性的预测试。
图1b示意性示出用于对电动车辆20’进行充电的快速充电站60’的替代实施例。快速充电站60’和车辆20’被配置为以与如这里所述的快速充电站60和车辆20相同的方式工作，而且被配置成在充电期间使冷却剂循环回冷却剂源64。因此，图1b所示的所有附图标记在没有进行论述的情况下是指如针对图1a所论述的相同组件。在冷却剂通过电池30并且从通道34(图2)的出口排出之后，受热后的冷却剂进入连接至通道34的出口的冷却剂返回导管27。然后，受热后的冷却剂从容座50内的冷却剂流出部96被泵送至连接器42’内的冷却剂返回部86并且利用返回泵75经由返回线路68c被泵送至冷却剂源64。强制使受热后的冷却剂通过连接至制冷单元66的热交换器67以使受热后的冷却剂冷却以供再使用。在使冷却剂充分冷却之后，可以将该冷却剂从冷却剂源64经由泵74泵送回车辆20以进一步使电池30冷却。为了防止在使冷却剂循环回连接器42之前连接器42从容座50移除，连接器42可以包括与控制器70进行通信的传感器，由此控制器可以防止在正使冷却剂从冷却剂流出部96通向冷却剂返回部86的情况下突起44缩回。
在替代实施例中，代替由车辆20或20’的驾驶员手动操作连接器42或42’，可以利用快速充电站60或60’的控制器70来以机器人方式自动操作连接器42或42’。机器人臂可以从基部72延伸出并且可以包括用于确定容座50或50’的位置的传感器。用户例如可以通过将卡插入信用卡容座73或通过与触摸屏71互动来启动机器人臂，并且该机器人臂可以将连接器42或42’插入容座50或50’。在利用机器人臂将连接器42或42’插入容座50之后，控制器70可以在充电和冷却可以开始之前指示连接至突起44的致动器以使突起44锁定至槽52内或者使附加锁定机构滑动至锁定位置内。
图3a示出根据本发明的一个实施例的连接器42a的轴向图。连接器42a包括彼此垂直对齐的供电部82和冷却剂供给部84。在本实施例中，供电部82包括两个DC电源引脚82a、82b、电接地引脚82c、检测引脚82d、控制引脚82e这五个引脚。冷却剂供给部84包括轴向包围其边缘的至少一层密封件84a。连接器42a还包括从其顶部边缘和底部边缘延伸出以插入相应车辆容座中的槽内的两个锁定突起44。
图3b示出根据本发明的另一实施例的连接器42b的轴向图。连接器42b是以与包括供电部82和冷却剂供给部84的连接器42a相同的方式构造成的；然而，部82、84彼此水平对齐。两个锁定机构44从连接器42的顶部边缘和底部边缘延伸出以插入相应车辆容座中的槽内。
图4a示出根据本发明的另一实施例的连接器42c的轴向图。连接器42c是以与包括供电部82和冷却剂供给部84的连接器42a相同的方式构造成的；然而，连接器42c包括与部82、84垂直对齐的冷却剂返回部86，其中该冷却剂返回部86用于接收通过了电池30并且再循环回冷却剂源64内的冷却剂。冷却剂返回部86还包括轴向包围其边缘的至少一层密封件86a。
图4b示出根据本发明的另一实施例的连接器42b的轴向图。连接器42b是以与包括供电部82、冷却剂供给部84和冷却剂返回部86的连接器42c相同的方式构造成的；然而，部82、84、86彼此水平对齐。
图5a示出根据本发明的一个实施例的容座50a的轴向图。容座50a包括彼此垂直对齐的电流入部92和冷却剂流入部94。在本实施例中，电流入部92包括两个DC电源触点92a、92b、电接地触点92c、检测触点92d、控制触点92e、两个AC电源触点92f、92g和附加接地触点92h这七个触点。冷却剂流入部94包括轴向包围其边缘的至少一层密封件94a。可以将图3a所示的连接器42a插入容座50a以对电池30(图1a、1b和2)进行快速充电，由此DC电源引脚82a、82b直接连接至DC电源触点92a、92b，电接地引脚82c直接连接至接地触点92c，检测引脚82d直接连接至检测触点92d，控制引脚82e直接连接至控制触点92e，并且冷却剂供给部84密封地连接至冷却剂流入部94。在本实施例中，为了在长时间不使用期间对电池30进行充电，可以使AC电源触点92f、92g和接地触点92h连接至例如被插入家庭或其它住宅或商行的车库中所存在的标准120伏或240伏AC电源插座内的SAE J1772 Level 1或Level 2的AC充电器以供整夜充电，从而使电动车辆电池30满充电或部分充电。从充电器延伸至电池30的充电线可以经由电流入部92可拆卸地连接至电缆24，从而对电动车辆电池30进行满充电或部分充电。由于可以利用标准120伏或240伏AC电源插座对电池30进行充电的速率有限，因此在经由标准120伏或240伏AC电源插座的充电期间不必将外部冷却剂提供至电池30。在本发明的其它实施例中，车辆20或20’可以包括单独的容座150(图1a、1b)，其中容座150用于从连接至标准120伏或240伏AC电源插座的外部充电器接收DC电力、或者用于接收连接至车载DC电池充电器所用的AC电力，并且容座50(图1a、1b)可以不包括AC电源触点。
在优选实施例中，控制触点92e是符合作为按照ISO 11898-2的“控制区域网络”(CAN)的汽车标准的数据总线连接，其中CAN要求控制触点92e包括三个单独引脚(高/低/接地)。CAN在控制器28、70之间进行通信以在控制器28、70之间建立对话，从而有效地对电池30进行充电和冷却。
参考图1、3a和5a，连接器42a一插入容座50a，检测引脚82d和检测触点92d就可以向快速充电站60的控制器70和车辆20的控制器28警示快速充电站60和车辆20连接到一起以进行充电。在本发明的一个实施例中，槽52和突起44可以包括分别电连接至控制器28、70的触点，以向控制器28、70通知连接器42牢固地锁定在容座50内部的适当位置。然后，快速充电站60的控制器70可以经由控制引脚82e和控制触点92e与车辆20的控制器28进行通信，以确立用于经由DC电源引脚82a、82b进行充电的充电参数和用于从冷却剂源62供给冷却剂的冷却参数。然后，控制器28和控制器70中的至少一个设置充电参数和冷却参数，并且控制器70相应地指示馈电设备76以开始从高功率充电源62向电池30供给电流并且指示冷却剂泵74以开始从冷却剂源64向电池30泵送冷却剂。在电池30处于充分充电的情况下，控制器28经由控制引脚82e和控制触点92e通知控制器70，并且控制器70停止馈电设备76和泵74的操作。一旦冷却剂和电流停止从连接器42流向容座50，可以通过推动锁定/解锁按钮46来使突起44从槽52释放并且朝向连接器42向内致动。
图5b示出根据本发明的另一实施例的容座50b的轴向图。容座50b是以与包括电流入部92和冷却剂流入部94的容座50a相同的方式构造的；然而，部92、94彼此水平对齐。可以将图3b所示的连接器42b插入容座50b以对电池30(图1a、1b和2)进行快速充电，由此DC电源引脚82a、82b直接连接至DC电源触点92a、92b，电接地引脚82c直接连接至接地触点92c，检测引脚82d直接连接至检测触点92d，控制引脚82e直接连接至控制触点92e，并且冷却剂供给部84密封地连接至冷却剂流入部94。
图5c示出根据本发明的另一实施例的容座50a’的轴向图。容座50a’包括冷却剂流入部94和不同于电流入部92的电流入部92’。电流入部92’是以与容座50a相同的方式构造成的；然而，容座50a’包括电流入部92’，其中该电流入部92’包括：触点92a、92b、92c，用于进行快速DC充电；标准插座92i，用于容纳标准的二引脚或三引脚AC或DC连接器插头以对电池30进行充电；以及根据ISO 11898-2标准所设计的控制触点92e’，其包括三个单独引脚(高/低/接地)。优选地，用于与容座50a’配对并且经由部92’、94来供给电流和冷却剂的快速充电连接器覆盖包括标准插座92i的容座50a’的整体。
图6a示出根据本发明的另一实施例的容座50c的轴向图。容座50b是以与包括电流入部92和冷却剂流入部94的容座50a相同的方式构造成的；然而，容座50c包括与部92、94垂直对齐的冷却剂流出部96，其中该冷却剂流出部96用于接收通过了电池30并且再循环回冷却剂源64的冷却剂。冷却剂流出部96还包括轴向包围其边缘的至少一层密封件94a。可以将图4a所示的连接器42c插入容座50c以对电池30(图1a、1b和2)进行快速充电，由此DC电源引脚82a、82b直接连接至DC电源触点92a、92b，电接地引脚82c直接连接至接地触点92c，检测引脚82d直接连接至检测触点92d，控制引脚82e直接连接至控制触点92e，冷却剂供给部84密封地连接至冷却剂流入部94，并且冷却剂返回部86密封地连接至冷却剂流出部96。
图6b示出根据本发明的另一实施例的容座50d的轴向图。容座50d是以与包括电流入部92、冷却剂流入部94和冷却剂流出部96的容座50c相同的方式构造成的；然而，部92、94、96彼此水平对齐。可以将图4b所示的连接器42d插入容座50d以对电池30(图1a、1b和2)进行快速充电，由此DC电源引脚82a、82b直接连接至DC电源触点92a、92b，电接地引脚82c直接连接至接地触点92c，检测引脚82d直接连接至检测触点92d，控制引脚82e直接连接至控制触点92e，冷却剂供给部84密封地连接至冷却剂流入部94，并且冷却剂返回部86密封地连接至冷却剂流出部96。
在容座50a、50b、50c、50d的替代实施例中，与容座50a’相同，容座50a、50b、50c、50d还可以包括标准插座92i，以使得可以将标准的二引脚或三引脚AC或DC连接器插头插入容座50a、50b、50c、50d。标准插座92i可以替换AC电源触点92f、92g和附加的接地触点92h，或者还可以在AC电源触点92f、92g和附加的接地触点92h以外添加标准插座92i。在容座50被配置成经由AC电源来进行充电的实施例中，车辆20或20’可以包括车载AC/DC转换器。在其它实施例中，容座50可以不包括AC触点92f、92g、92h中的任一个或标准插座92i，并且在期望AC充电的情况下，可以经由触点92a、92b、92c来提供AC电力，并且车辆20或20’中的车载AC/DC转换器可以将电流即AC电力转换成DC电力以对电池30进行充电。
返回参考图1a和1b，在本发明的一个优选实施例中，快速充电站60或快速充电站60’在约6分钟内将约300kW传递至车辆20或车辆20’，由此可以对电池30的600伏30kWh实施例进行充电。在对电池30的30kWh实施例进行快速充电的约6分钟内，电池30的30kWh实施例的单元32可以生成约50kW的热。在这种快速充电期间没有将冷却剂从内部提供至电池30的30kWh实施例的情况下，电池30可能变为永久损坏或毁坏。因此，随着从高功率充电源62经由供给线路68和电缆24供给电流，可以从冷却剂源64将充足的冷却剂经由供给线路68和冷却剂供给导管26泵送至电池30，以吸收电池30所发出的热的一部分并且防止电池30在充电期间被损坏或毁坏。
在一个示例中，电池30是重量为100kg的300伏电动车辆电池，并且在满充电之后可以向车辆20或车辆20’供给30kWh。在该示例中，高功率充电源62以180kW在10分钟内使电池30满充电，并且电池30包括各自的电阻为1毫欧的100个3V单元32。该充电在10分钟内生成约36kW的热(～6kWh)。为了在这种充电期间使电池30充分冷却以维持约45摄氏度的可接受温度，冷却剂源64可以以至少0.73升/秒(44升/分钟)的速率提供(以20摄氏度供给的)油、或者可以以至少1800立方英尺/分钟的速率提供(以0摄氏度供给的)空气。在本行业内，提及电池充电和放电速率使用被称为C速率(C＝电池容量)的规范。与电池的大小无关地，与充电或放电有关的1C速率意味着在1小时内使电池满充电或完全放电。例如，C/8速率将表示8小时的充电或放电，并且2C速率将表示半小时的充电或放电。因此，对于在10分钟内进行充电的以上示例，电池30的C速率将为6C。
在另一示例中，为了在6分钟内对电池30的600伏24kWh实施例进行充电，高功率充电源62可以是240kW充电器，从而在6分钟内以600伏(DC)传递400安。由于热损耗大，因此与充电完全高效的情况相比，所传递的电力可能不得不高得多。例如，在存在各自的电阻为1毫欧的各自为3伏的200个单元的情况下，可以生成32kW的热，并且可能需要附加1分钟的充电(总共约7分钟)。
在一个实施例中，代替使用高功率充电源62将电池30满充电为其充电容量的100％，可以利用高功率充电源62在约5分钟内将电池30充电为其充电容量的80％。该80％充电的方法可以防止在电池30的一些单元中出现过电压。然后，在期望的情况下，可以通过在将电池30充电为其充电容量的80％之后逐渐缩减充电源62所供给的电流来实现将电池30的充电容量充电为80％以上。为了在5分钟内将完全放电之后的、具有各自为3伏的200个单元(各自的电阻为1毫欧)的电池30的600伏24kWh实施例充电为80％容量(19.2kwh)，在电池30中将生成2.7kWh的热(5分钟内的32kW～107焦耳)。为了在5分钟内充分消除2.7kWh的热，可以使油最小以40升/分钟从内部通过电池30的通道34，或者使空气最小以1600立方英尺/分钟从内部通过电池30的通道34。为了对向冷却剂的热传递中的固有延迟进行补偿，在本发明的优选实施例中，使油或空气以比最小速率高的速率通过。在这些实施例中，对于上述的600伏电池，可以使油以约50～200升/分钟从内部通过电池30的通道34，或者可以使空气以约2000～8000立方英尺/分钟从内部通过电池30的通道34。针对较大或较小的电池的冷却速率可以分别成比例地变高或变低。
在进一步实施例中，可以在快速充电站60中设置制冷单元66以对用于使电池30冷却的空气或油进行进一步冷却。特别地，制冷单元66对于使空气冷却可以是特别有利的，并且制冷单元66可以使得能够以比约2000～8000立方英尺/分钟低的速率使空气从内部通过电池30的通道34。
在利用快速充电站60或快速充电站60’对电池30进行充电之后，可以通过使空气通过互连器36来从内部对电池30进行空气冷却或加热。可以使用来自车辆20或车辆20’上的现有车载空调或空气加热系统(HVAC)的吹送空气来供给该空气。例如，在冬季最寒冷的日子里可以使用空气吹送加热以进行高效快速的电池加热，由于电池的容量(因此，驾驶里程)在低温下大量失去因而这是有利的。然后，随着电池加热到正常工作温度，可以使用之后所生成的任何废热(例如，经由小型热泵)来进行空间加热或冷却，由此对否则会浪费的能量进行利用(进一步扩大车辆20或车辆20’的里程)并且对加速和制动瞬变期间电池30的温度上升进行控制。
在本发明的一个实施例中，冷却剂供给导管26和冷却剂返回导管27(在配备的情况下)可以并入车辆20或车辆20’的HVAC系统。因此，可以使用冷却剂供给导管26和冷却剂返回导管27来在车辆20或车辆20’的运行期间进行电池30的热管理以使冷却剂通过通道34(图2)，然后在快速再充电期间利用快速充电站60或快速充电站60’所供给并且通过了通道34的冷却剂来使电池30冷却。可以设置切换阀，以交替地使冷却剂供给导管26和冷却剂返回导管27在驾驶期间连接至HVAC系统并且在充电期间连接至供给线路68。
在本发明的其它实施例中，在利用快速充电站60对电池30进行充电之后，可以通过从分别利用车载制冷或制热系统冷却或加热后的车载液体热交换器使液体通过互连器36来从内部对电池30进行液体冷却或液体加热，其中该车载制冷或制热系统还可用于控制车辆空间冷却和加热。例如，车辆20或20’可以包括包含液体回路的车载液体加热和/或冷却系统，其中该液体回路用于在车辆的运行期间使液体冷却剂从内部通过电池30的通道34。在这些实施例中，冷却回路可以选择性地连接至通道34的输入端和输出端。例如，可以设置切换阀，以交替地使冷却剂供给导管26和冷却剂返回导管27在驾驶期间连接至液体回路并且在充电期间连接至供给线路68。
另外，例如，可以将通过使冷却剂通过电池30而从电池30消除的热能转换成车辆20或快速充电站60中的电力。例如，车辆20或车辆20’中的涡轮机或热电装置或者快速充电站60或快速充电站60’中的涡轮机或热电装置可以连接至通道34的出口以再俘获电池30的下游的冷却剂中的能量。
在优选实施例中，电池30包含基本允许高充电速率的纳米级颗粒。这些纳米级颗粒可以被碳的薄层包覆。例如，单元32的阳极可以由锂钛氧化物(LTO)纳米颗粒构成并且单元32的阴极可以由磷酸锂铁(LFP)纳米颗粒构成，从而可以以高达3分钟的速率(即，20C速率)对电池30进行快速再充电并且还可以循环几千次由此在车辆20或20’的使用寿命期间不再需要电池更换。例如，在结合对电池30的温度上升进行限制的本发明的情况下在电池30中使用这些纳米颗粒可以使得能够对电池30进行大于10,000次的快速充电，并且在里程为100英里的情况下，电池30的寿命理论上为1,000,000英里以上。这种电池长寿将产生针对电池30的例如用于新的车辆中的高残值。这种电池长寿还将通过减少电池原材料进口及其处理为美国提供环境和战略上的好处。
利用冷却剂源64还可以供给除空气或油以外的冷却剂。例如，可以使用具有最佳热容量的可流动液体或气态材料。可以向冷却剂供给添加剂以提高热交换性能。在一个优选实施例中，冷却剂是电绝缘的。
在附加实施例中，连接器42的供电部82例如可被设计成同与连接器42的冷却剂供给部84(和可能的冷却剂返回部86)一体化的SAE J1772标准充电耦合器、SAE J1773标准充电耦合器、VDE-AR-E 2623-2-2标准充电耦合器或CHAdeMO标准充电耦合器相同或相似，以同时向电池30提供电力和冷却剂。
在本发明的进一步实施例中，这种供电部82可以不直接连接至电流入部92，但供电部82可以间接地连接至电缆24，由此高功率充电源62可以经由感应充电或磁共振充电来对电池30进行无线充电。
本发明的实施例还可以应用于受益于利用非车载或外部冷却的快速充电的混合动力电动车辆和其它大型电池应用。例如，可以使用快速充电站来对火车、飞机以及军事车辆(包括诸如大型机器人、坦克、无人驾驶飞机、M777榴弹炮和轨道炮等的武器装备和战场应用)进行充电和冷却，所有这些均可受益于快速电池再充电的能力，其中所供给的冷却剂的量与电池的大小和再充电的期望速度成比例。如这里所使用的，将车辆广泛地定义为包括任意机械化设备。
在可以特别用于军事应用的进一步实施例中，可以将快速充电站60、60’形成为移动充电站(所谓的机器骡)，其中在可能无法接近固定的快速充电站的情形下可以使这些移动充电站到处移动。因此，这些移动充电站可以与例如坦克、飞机或卡车等的车辆一体化，可以移动到车辆上，以及/或者可以利用车辆来移动。
图7针对以20分钟速率(即，3C速率)进行快速充电的三单元电池示出标绘电池芯温度相对于时间的图。该三单元电池包括位于单元之间的导电性的互连器36(图2)。线200标绘在冷却剂没有流经互连器36的情况下三单元电池的温度相对于时间，并且线202标绘在使冷却剂以1升/分钟的速率经由互连器36泵送至电池的情况下三单元电池的温度相对于时间。在该实验中，所使用的冷却剂是商用热传递流体即Paratherm LR(工作范围宽(即，-50～230摄氏度之间)的链烷烃)。Paratherm LR的比电阻约为10E14 ohm cm，并且介电击穿电压(按照ASTM D1816-04，0.1英寸的间隙)超过22kV，这足以防止由于例如还将导致低效率充电的短路而对电池的电组件造成损坏。该图示出将冷却剂泵送至电池内对电池的温度进行限制。如图3所示，在没有进行冷却的情况下，电池从22摄氏度起在约4分钟内被加热为30摄氏度并且在约11分钟内被加热为约39摄氏度。作为对比，在将冷却剂泵送经过电池的情况下，在对电池加热了11分钟之前，该电池没有达到30摄氏度。因此，冷却后的电池的温度上升小于未经冷却的电池的温度上升的一半(8摄氏度相对于17摄氏度)。在以下的图表中示出Paratherm LR的更多性质。
在前述说明中，已参考特定典型实施例及其示例说明了本发明。然而，显而易见，在没有背离如所附权利要求书所陈述的本发明的较宽精神和范围的情况下，可以对本发明进行各种变形和改变。因此，本说明书和附图应被视为例示性的方式而非限制性的含义。

Claims (21)

1.一种车辆充电系统，包括：
充电源，用于提供电荷；
冷却剂源，用于提供冷却剂；
连接器，其具有用于传递所述电荷的供电部和用于传递所述冷却剂的冷却剂供给部这两者；
电动车辆，包括电池，所述电池包括多个平面单元和包围所述平面单元以将所述平面单元设置在堆中的外壳，所述外壳包括输入端和输出端，所述电动车辆还包括接收所述连接器的容座，用于使冷却剂从所述容座的冷却剂流入部流至所述外壳的输入端的冷却剂导管，以及在所述电池和所述容座之间的电力连接，所述连接器能够连接至所述车辆的容座从而在所述车辆中对所述电池进行充电，以及通过所述冷却剂导管将来自所述冷却剂源的冷却剂供给至所述外壳的输入端中从而在所述电池充电时对所述电池的所述平面单元进行冷却；以及
控制器，用于接收所述电池的电池信息，以及对冷却剂从所述冷却剂源经过所述连接器至所述电池的流动进行控制。
2.根据权利要求1所述的车辆充电系统，其中，所述连接器包括壳体，所述壳体包括所述供电部和所述冷却剂供给部。
3.根据权利要求1所述的车辆充电系统，其中，所述供电部以无线方式间接地连接至所述车辆。
4.根据权利要求3所述的车辆充电系统，其中，所述供电部以感应方式间接地连接至所述车辆。
5.根据权利要求4所述的车辆充电系统，其中，所述供电部以磁共振方式间接地连接至所述车辆。
6.根据权利要求1所述的车辆充电系统，其中，所述连接器具有锁定件。
7.根据权利要求1所述的车辆充电系统，其中，所述连接器包括用于对锁定件进行控制的按钮。
8.根据权利要求1所述的车辆充电系统，其中，所述连接器包括致动器，所述致动器用于将所述电荷和所述冷却剂从所述连接器传递至所述车辆。
9.根据权利要求1所述的车辆充电系统，其中，所述连接器具有数据连接，所述数据连接用于将所述车辆连接至所述车辆充电系统，所述电池的电池信息通过所述数据连接传输至所述控制器。
10.根据权利要求1所述的车辆充电系统，其中，还包括处理器，所述处理器连接至计费系统和信用卡借记卡装置中的至少一个。
11.根据权利要求1所述的车辆充电系统，其中，还包括制冷单元，所述制冷单元用于使所述冷却剂冷却。
12.根据权利要求1所述的车辆充电系统，其中，所述充电源以100kW以上对所述车辆的电池充电。
13.根据权利要求1所述的车辆充电系统，其中，所述冷却剂是由所述冷却剂源以100立方英尺/分钟以上所供给的气体。
14.根据权利要求1所述的车辆充电系统，其中，所述冷却剂是由所述冷却剂源以0.1升/秒以上所供给的液体。
15.根据权利要求1所述的车辆充电系统，其中，所述控制器接收来自车辆控制器的电池信息，并基于所述电池信息来控制冷却剂从所述冷却剂源经过所述连接器至所述电池的流动以及所述电池的充电速率。
16.根据权利要求1所述的车辆充电系统，其中，所述控制器基于所述电池信息来控制冷却剂从所述冷却剂源经过所述连接器至所述电池的流动，所述电池信息至少包括所述电池的温度，所述电池的充电量以及所述电池的化学性质中的一个。
17.根据权利要求6所述的车辆充电系统，其中，所述控制器控制所述锁定件的锁定，以在冷却剂正从所述连接器供给至所述车辆时锁定所述连接器。
18.一种电动车辆，包括：
电池，用于向所述电动车辆的驱动系统供电，所述电池包括多个电池单元，每个电池单元包括两个平行的平面表面，所述电池单元彼此间隔从而在所述电池内部的所述电池单元之间形成多个通道，每个通道由所述多个电池单元中的两个电池单元来划分，从而每个通道位于所述多个电池单元中的一个电池单元的一个平面表面与所述多个电池单元中的另一个电池单元的一个平面表面之间；
充电连接器用容座，用于可拆卸地接收充电系统的连接器，所述充电系统通过所述连接器将电荷以及冷却剂供给至所述电池，所述容座包括用于通过所述连接器从所述充电系统接收电荷的电流入部，以及用于通过所述连接器从所述充电系统接收冷却剂的冷却剂流入部；
在所述电池和所述容座之间的冷却剂导管，用于使冷却剂从所述容座的冷却剂流入部流至所述电池中的通道以对所述电池进行冷却；以及
在所述电池和所述容座之间的电力连接。
19.根据权利要求18所述的电动车辆，其中，所述电力连接包括电缆。
20.根据权利要求18所述的电动车辆，其中，还包括车辆控制器，所述车辆控制器连接至所述充电系统，所述车辆控制器将所述电池的电池信息发送至所述充电系统，以确定从所述充电系统经过所述容座流至所述电池的冷却剂和电荷的流动。
21.根据权利要求20所述的电动车辆，其中，还包括传感器，所述传感器用于测量所述电池的温度和电压中的至少一个，并且向所述车辆控制器提供反馈以用于冷却所述电池和对所述电池充电。
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