NZ776416A - Battery with liquid temperature controlling system - Google Patents

Battery with liquid temperature controlling system

Info

Publication number
NZ776416A
NZ776416A NZ776416A NZ77641619A NZ776416A NZ 776416 A NZ776416 A NZ 776416A NZ 776416 A NZ776416 A NZ 776416A NZ 77641619 A NZ77641619 A NZ 77641619A NZ 776416 A NZ776416 A NZ 776416A
Authority
NZ
New Zealand
Prior art keywords
battery
liquid
batteries
temperature controlled
temperature
Prior art date
Application number
NZ776416A
Inventor
John Melack
Thomas Muniz
Original Assignee
Wisk Aero Llc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wisk Aero Llc filed Critical Wisk Aero Llc
Priority to NZ785145A priority Critical patent/NZ785145A/en
Publication of NZ776416A publication Critical patent/NZ776416A/en

Links

Classifications

    • H—ELECTRICITY
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    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/63—Control systems
    • 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
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/80—Exchanging energy storage elements, e.g. removable batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/64—Constructional details of batteries specially adapted for electric vehicles
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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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • 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
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    • 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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    • H01M10/6556—Solid parts with flow channel passages or pipes for heat exchange
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    • H01M10/6557—Solid parts with flow channel passages or pipes for heat exchange arranged between the 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
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

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Abstract

A liquid temperature controlling system is used to circulate a temperature controlled liquid between the liquid temperature controlling system and a plurarity of batteries to produce a temperature controlled battery. The battery and the liquid temperature controlling system are detachably coupled. The ends of two batteries are inserted through O rings into a support, and the temperature controlled liquid is passed through the channel formed by the battery ends and the O rings so it is in direct contact with at least the base of the battery. A charger is used to charge the temperature controlled battery. The temperature controlled liquid is removed from the temperature controlled battery, and then the battery and the liquid temperature controlling system are decoupled. The system allows for better thermal performance of the battery and reduces the weight of the battery when in use.

Description

A liquid temperature controlling system is used to circulate a temperature controlled liquid between the liquid temperature controlling system and a plurarity of batteries to produce a temperature controlled battery. The battery and the liquid ature controlling system are detachably coupled. The ends of two batteries are ed h O rings into a support, and the temperature controlled liquid is passed through the channel formed by the battery ends and the O rings so it is in direct t with at least the base of the battery. A charger is used to charge the temperature controlled battery. The temperature controlled liquid is removed from the temperature controlled battery, and then the battery and the liquid temperature controlling system are decoupled. The system allows for better thermal performance of the battery and reduces the weight of the battery when in use.
NZ 776416 BATTERY WITH LIQUID TEMPERATURE CONTROLLING SYSTEM REFERENCES TO RELATED APPLICATIONS This application claims priority to U.S. Patent Application No. 16/217,616 filed December 12, 2018 and entitled "Battery With Liquid ature Controlling System", issued as U.S. Patent No. 10,497,996, the disclosure of which is incorporated by reference herein in its entirety for all purposes.
BACKGROUND New types of all-electric es, including all-electric aircraft, are being developed. New techniques and/or devices which improve the operation and/or management of such all-electric vehicles would be desirable. For example, such vehicles may be deployed in a fleet or shared usage application and increasing the "up time" of such vehicles would be desirable (e.g., because more riders can be served by the fleet of vehicles and/or the wait time for an available vehicle is reduced).
SUMMARY According to a first aspect of the present invention, there is ed a system comprising: a plurality of ies including a first battery and a second battery; and a support structure coupled to the plurality of batteries, the support structure including: a first seal provided on a first e of the support ure around the first battery; a second seal ed on a second surface opposite to the first surface of the t structure around the second battery; an opening for receiving a portion of the first battery and a portion of the second battery, wherein the opening extends between the first seal and the second seal; a channel formed within the opening between the portion of the first battery and the portion of the second battery; an inlet provided on a top surface of the support structure adapted to receive a fluid; and an outlet provided on a bottom surface of the support structure adapted to receive the fluid after the fluid travels through the channel in direction of gravity, wherein the channel extends between the inlet and the outlet.
According to a second aspect of the present invention, there is provided a method comprising: providing a system including a plurality of batteries coupled to a support structure in a battery-powered aircraft, wherein the support ure es: a first seal provided on a first surface of the support structure around a first battery; a second seal provided on a second surface opposite to the first surface of the support structure around a second battery; an opening for receiving a portion of the first y and a n of the second battery, wherein the opening extends between the first seal and the second seal; a channel formed within the g between the portion of the first battery and the portion of the second battery; an inlet provided on a top e of the support structure adapted to receive a fluid; and an outlet provided on a bottom surface of the support structure adapted to receive the fluid after the fluid travels through the channel in direction of gravity, wherein the channel extends between the inlet and the outlet; detachably ng the support ure and the plurality of batteries to a liquid temperature lling system; circulating a temperature lled liquid h the channel of the support structure to produce a plurality of temperature controlled batteries, wherein the temperature controlled fluid comes into direct t with the plurality of batteries; removing the temperature controlled liquid from the plurality of temperature controlled batteries; and decoupling the plurality of temperature controlled ies and the liquid ature controlling system.
BRIEF DESCRIPTION OF THE DRAWINGS Various embodiments of the invention are disclosed in the following detailed description and the accompanying drawings.
Figure 1 is a diagram illustrating an embodiment of a battery in an aircraft that is temperature controlled using a liquid temperature controlling system.
Figure 2 is a flowchart illustrating an embodiment of a process to heat or cool a battery using a liquid temperature controlling system and charge the temperature controlled battery.
Figure 3A is a m illustrating an example of a double-sided rack with battery submodules.
Figure 3B is a diagram illustrating an example of a rack which includes support ures for the bottom portions of the battery submodules.
Figure 4A is a diagram illustrating an e of a support structure without Figure 4B is a diagram rating an embodiment of a support structure with two sets of o-rings to form channels for temperature controlled liquid to come into direct contact with the battery submodules.
Figure 5 is a diagram rating an embodiment of where temperature controlled liquid comes into contact with a y submodule.
Figure 6 shows a cross sectional view of a channel formed by a support ure with o-rings.
DETAILED DESCRIPTION The invention can be implemented in numerous ways, including as a process; an apparatus; a system; a composition of matter; a computer program product embodied on a computer readable storage medium; and/or a processor, such as a processor ured to execute instructions stored on and/or provided by a memory coupled to the processor. In this specification, these implementations, or any other form that the invention may take, may be referred to as techniques. In general, the order of the steps of disclosed processes may be altered within the scope of the invention. Unless stated otherwise, a ent such as a processor or a memory described as being configured to perform a task may be implemented as a general component that is temporarily configured to perform the task at a given time or a ic component that is manufactured to perform the task. As used herein, the term ‘processor’ refers to one or more devices, circuits, and/or sing cores configured to process data, such as computer program instructions.
A ed description of one or more embodiments of the ion is ed below along with accompanying figures that illustrate the principles of the invention. The invention is described in connection with such embodiments, but the invention is not limited to any ment. The scope of the invention is limited only by the claims and the invention encompasses numerous alternatives, modifications and equivalents. us specific details are set forth in the following description in order to provide a thorough understanding of the invention. These details are provided for the purpose of example and the invention may be practiced according to the claims without some or all of these specific s. For the purpose of clarity, technical material that is known in the technical fields related to the invention has not been described in detail so that the invention is not ssarily obscured.
Various embodiments of a battery that is temperature controlled using a liquid temperature controlling system (e.g., before, during, and/or after charging) are described herein. In some embodiments, a battery (e.g., in a vehicle) and a liquid ature controlling system are detachably coupled (e.g., when the battery in the vehicle is going to be charged). A temperature controlled liquid (e.g., that has been heated or cooled) is circulated between the liquid temperature controlling system and the battery to produce a temperature controlled y. In various embodiments, the liquid may be a gel, water, etc. The ature controlled y is charged (e.g., once the temperature controlled battery is within a range of temperatures at which charging is permitted; alternatively, charging may occur simultaneously as the battery is heated or cooled). The temperature controlled liquid is removed from the temperature controlled battery, and the y and the liquid temperature lling system are decoupled. As will be described in more detail below, this permits the battery to be cooled or heated to some desirable temperature using a liquid (e.g., which has better thermal properties than g or cooling the battery using air) while avoiding the added weight of the liquid used for heating or cooling during flight or other travel.
Figure 1 is a diagram illustrating an embodiment of a battery in an aircraft that is temperature controlled using a liquid temperature controlling system. In the example shown, the exemplary vehicle (100) is an all-electric aircraft that is entirely powered by a battery (102). When on the ground (as shown here) the battery is charged using a charger (104). In order for the vehicle to be ready for operation, the battery should be charged and the battery temperature should be within an acceptable range. Examples of when the battery temperature may be outside of an acceptable range e if the e is stored outside in ambient temperatures below the acceptable battery ature range, or if the vehicle’s battery is d rapidly such that its temperature is above the acceptable range.
In this example, the battery (102) is ted to a liquid temperature controlling system (106) so that the battery is temperature controlled while on the ground (e.g., before, during, and/or aftercharging). A temperature controlled liquid is passed to the battery (102) via an input hose or connection (108). For example, if the y is too hot, a cooled or d liquid is pumped into the battery. Once in the battery, the cooled liquid (at least in this example) absorbs some of the heat from the battery. The warmed liquid then exits the battery via an output hose or connection (110) and returns to the liquid temperature controlling system (106) where the liquid is again cooled and returned to the input line (108).
For simplicity and ease of explanation, it is assumed that the battery (102) includes a temperature sensor and the ed temperature is communicated to the liquid temperature controlling system (106). In one example, the liquid temperature controlling system (106) receives the ed battery temperature via a battery management .
The battery management system is an existing, internal system in place that already measures battery temperature and communicates this to the charger. In one example, liquid temperature controlling system 106 is controlled via the same interface and/or device as the r (104). This may be desirable because of the simplicity for ground personnel operating the system and/or for the ease of technical implementation (e.g., since all of the information required from the battery is already available at the charger).
Similarly, the liquid temperature controlling system (106) is assumed to have some d y temperature. For example, the desired battery temperature may be obtained or dictated by the battery cell operational limits as specified by the cell manufacturer. With both the measured temperature and desired ature known, the liquid temperature controlling system can then decide whether to pump heated or cooled liquid into the battery and when to remove the liquid from the battery (e.g., e the measured temperature has reached the desired temperature and/or the battery has finished charging).
To keep the weight of the aircraft (100) down during flight, the heated or cooled liquid is only in the battery when the aircraft is on the ground. For example, when the liquid temperature controlling system (106) is first connected to the battery (102), any channels which the liquid would pass through in the battery would be air filled, not liquid . The liquid temperature controlling system (106) then pumps the heated or cooled liquid through the battery (102) in a closed and liquid-filled loop using the input and output connections (108 and 110) until the battery s the d temperature. At that point, the channels in the battery would be liquid filled in order to heat or cool the battery (e.g., in order to improve ng time). The temperature controlled liquid is then drained from the battery (e.g., using passive techniques and/or active techniques) until none of it remains in the battery (102) and/or on the aircraft (100). The liquid temperature controlling system is then decoupled from the battery and the aircraft (e.g., with a recharged battery) can take off with no excess weight due to the liquid used to heat or cool the battery.
In some cases, the battery is warmed up. For example, during the winter, the battery may need to be warmed up to some minimum charging temperature before the battery can be d for the first time on a given day. In such situations, the liquid that is pumped through the battery may be heated by the liquid g and/or cooling system (106) to warm up the battery. Once the battery reaches the desired ature (e.g., a minimum battery charging temperature), the charger (104) begins charging the battery (102).
With the exemplary liquid temperature controlling system shown here, the better thermal performance of a liquid can be leveraged (e.g., using a liquid can more quickly change the temperature of the battery compared to using air to heat or cool the battery) while ng the additional in-flight weight that the liquid would add if the liquid occupied the battery and/or aircraft during flight. The additional weight from the liquid would consume more power and correspondingly reduce flight time, which is undesirable. To put it another way, the ary liquid temperature controlling system has the better thermal properties of a liquid (e.g., compared to air) without the drawbacks (e.g., don’t have to deal with the added weight of the liquid during flight).
In one example application, this system may be especially desirable or useful if the ambient temperature is vely high (e.g., above 40°C) or relatively low (e.g., below 0°C). For example, if the aircraft is being flown on a very hot summer day, cooling the battery would reduce charging and/or ound time. In some cases, the aircraft is deployed in a fleet or shared usage application. Reducing the charging time in a fleet or shared usage application will reduce wait times for riders and/or permit more riders to be serviced.
The following figure describes these examples more generally and/or formally in a flowchart.
Figure 2 is a art illustrating an embodiment of a process to heat or cool a battery using a liquid temperature controlling system and charge the temperature controlled battery. As described above, this may help to reduce the amount of time to charge a battery (e.g., in a vehicle, such as an all-electric aircraft).
At 200, a battery and a liquid temperature controlling system are detachably coupled. For example, in Figure 1, the input connection (108) and output connection (110) are connected to the y (102), causing liquid ature controlling system 106 and battery 102 to be ably d to each other.
At 202, a temperature controlled liquid is circulated between the liquid temperature controlling system and the battery to produce a temperature controlled battery.
For example, in Figure 1, via the input connection (108), the liquid temperature controlling system (106) in Figure 1 may pass a heated or cooled liquid to the battery. Once in the battery, the temperature controlled liquid heats or cools the y, producing said ature controlled battery. The liquid then exits the battery via the output connection (110). It is noted that prior to the coupling step at step 200, the exemplary battery (102) in Figure 1 does not contain any of the liquid used to heat or cool the battery.
At 204, the temperature controlled battery is charged. For example, in Figure 1, charger 104 would be used to charge battery 102, which is being temperature controlled by liquid temperature controlling system 106. In various embodiments, the charging at step 204 may occur at various times relative to the circulation of the liquid (that is, heating or cooling) at step 202. For example, e there is a range of acceptable temperatures at which it is safe or otherwise permissible to charge the battery. In one example, the ed temperature of the battery is within this acceptable range of temperatures and therefore charging at step 204 begins substantially at the same time as heating or cooling at step 202.
In another example, the battery is too hot or cold to begin charging right away (i.e., the measured temperature is not within the range of acceptable battery charging temperatures).
In that case, heating or cooling at step 202 would occur first. Then, when the measured temperature of the temperature controlled battery falls within the range of permitted battery charging temperatures, charging at 204 is triggered.
At 206, the temperature controlled liquid is removed from the temperature controlled battery. For e, in Figure 1, the input connection (108) n the liquid temperature controlling system (106) and the battery (102) may blow air from the liquid temperature controlling system to the battery. This may help to flush out or otherwise actively clear the liquid from the battery. In some embodiments, e techniques are used to remove the ature controlled liquid from the battery. For example, gravity may be used to drain the temperature lled liquid from the temperature controlled battery.
Removal of the temperature controlled liquid at step 206 may occur at a variety of times relative to the other steps. For example, if y is used to drain the temperature controlled liquid from the temperature controlled battery, it may take on the order of minutes as opposed to seconds. In some embodiments, to accommodate the relatively long draining time, draining (e.g., using y) at step 206 begins while the battery is still being charged at step 204. For example, if it takes approximately ing amount of time to drain the temperature controlled liquid from the battery, draining may begin that amount of time before the expected end of charging (e.g., at step 204). Or, once the measured temperature of the battery reaches some desired temperature, the removal of the liquid from the battery begins.
Alternatively, if the temperature controlled liquid is d using some faster and/or more active technique (e.g., the liquid temperature lling system flushes the y by pumping or blowing air through the input connection), charging at step 204 may complete first before the temperature controlled liquid is removed at step 206.
At 208, the battery and the liquid temperature controlling system are decoupled. For example, the hoses or connections between the liquid temperature controlling system (106) and the battery (102) in Figure 1 would be detached or otherwise decoupled.
With the battery charged, the temperature controlled liquid removed from the battery and e, and all connections decoupled, the vehicle can resume travel (e.g., flight) with a recharged battery and none of the additional weight from the temperature controlled liquid.
As bed above, with the liquid removed from the battery (and thus the vehicle), the vehicle does not have to expend power to transport any added weight from the liquid when subsequently traveling (e.g., flying). For example, if the vehicle is an all-electric aircraft, keeping the weight down by removing the liquid before takeoff can extend the flight time of the aircraft.
It may be helpful to show an ary battery and components which are used to create channels for the temperature controlled liquid to pass through the battery t damaging the battery (e.g., without the liquid coming into contact with any electronics or other sensitive components). The following figures be one such exemplary battery system. First, an exemplary battery system without on-the-ground liquid heating or cooling features or components is described. Then, some examples of new components which permit on-the-ground liquid heating or cooling are described. Naturally, these examples are merely exemplary and are not intended to be limiting.
Figure 3A is a m illustrating an example of a double-sided rack with battery submodules. In some embodiments, y 102 in Figure 1 is implemented using a double-sided rack (e.g., similar to the one shown here) with y submodules.
In this e, the battery ules (300) include battery cells (not shown) which are pouch cells. Pouch cells perform better when pressure is applied (e.g., ~3 – 5 PSI). More specifically, the cycle life of pouch cells can be extended by applying pressure to the pouch cells. For this reason, the battery cells in the battery submodule (300) are placed within a metal container (302) which compresses the battery cells within. The ner (302) is sealed with a lid (304) which includes positive and negative terminals or connections.
The rack includes slots or openings for the y submodules to be inserted into with the lid facing outward. To secure the battery submodules (300) to the rack (306), screws pass h holes in the lid and screw into the rack. By having the lids of the battery ules face outwards, the positive and ve terminals or connections exposed by the lids can be electrically connected to each other and/or other ical components (not shown).
The opposite side of the rack (not shown) includes another array of battery submodules and ore the rack is referred to as a double-sided rack. It is noted that not all of the slots or openings in the figure shown here are filled with battery submodules but in an actual battery all of the slots or cutouts would be filled with a battery submodule.
Figure 3B is a diagram illustrating an example of a rack which includes support ures for the bottom portions of the y submodules. For clarity, the rack in this figure (350) is shown without any battery submodules to obstruct the components shown here. In this example, the double-sided rack (306) from Figure 3A has been cut in half down the middle with center portion (e.g., where the cut occurred) shown.
As shown from this view, the cut-in-half rack (350) includes a plurality of support structures (352) where each t structure corresponds to a row of battery submodules (not shown). The support ures are the part of the rack that come into (e.g., direct) contact with the battery submodules (not shown), specifically the bottom parts of the containers (e.g., away from the lids). For example, the support structures include rectangular cutouts with d edges for the battery submodules (more specifically, the bottoms of the containers) to be inserted into and sit in while the lids are screwed into the opposite (i.e., exterior) side of the rack to secure the battery submodules to the rack. The following figure shows a closer view of exemplary support structure 352.
Figure 4A is a diagram illustrating an example of a support structure without o-rings. In this example, support structure 400 shows a closer view of support structure 352 from Figure 3B. As shown here, the exemplary support structure is relatively thin and only provides structural support (e.g., without any l control or management features).
The following figure shows an example of a r support structure with orings.
Such a support structure may be used to form channels or paths for temperature controlled liquid to come into direct contact with the battery submodules in that support structure so that the overall battery system can be cooled or heated (e.g., using the system shown in Figure 1 and described in Figure 2).
Figure 4B is a diagram illustrating an embodiment of a t structure with two sets of o-rings to form channels for temperature controlled liquid to come into direct contact with the battery submodules. In the example shown, support structure 450 is thicker than support structure 400 shown in Figure 4A. This thickness is used to create channels or pathways for ature controlled liquid to come into direct contact with the battery ules that are inserted into support structure 450, thus heating or cooling the battery submodules and the overall battery system.
Support ure 450 sits in the center of the battery’s frame and interfaces with battery submodules on each side (e.g., a left row of y submodules and a right row of battery submodules) to create cooling channels. For example, the left o-rings (454) form seals around battery submodules (more specifically, around the bottom of the containers) on the left (not shown) and the right o-rings (452) form seals around battery submodules on the right.
When a left and right battery submodule (not shown) are inserted into one of the s in the support structure, the left o-ring and right o-ring they come into contact with (respectively) will create a ring or band around the s of the containers of the battery submodules (not shown) for the temperature controlled liquid to come into direct contact with the container of the battery submodule. Since the exemplary ner is metal and direct contact is made between the battery submodules and the liquid, a good thermal interface is created for the temperature controlled liquid to heat or cool those two battery submodules. The relatively large amount of surface area on the bottom surface of the container also helps with heating or cooling.
In this example, to take advantage of gravity, the temperature lled liquid enters the support structure through a male connector (456) at the top of the support structure and exits via a female connector (458) at the bottom of the support structure. The heights of the male connectors may be sized so that the female connector from one row fits into the male connector in the next lower row. This permits the temperature controlled liquid to first heat or cool battery ules in the topmost row, then drop down into the next lower row and heat or cool battery ules and the next row and so on.
Returning briefly to Figure 2, as shown in Figure 4B, in some embodiments circulating the temperature controlled liquid at step 202 includes circulating the temperature controlled liquid through a channel formed using the container and an o-ring configured to fit around the container, wherein the temperature lled liquid comes into direct contact with at least the bottom surface of the ner when in the channel. In some embodiments (also shown in Figure 4B), the channel formed using the first container, the second container, a first o-ring configured to fit around the first container, and a second o-ring configured to fit around the second container, wherein the temperature controlled liquid comes into direct contact with at least the bottom surface of the first container and the bottom surface of the second container when in the l. Figure 4B also shows that in some embodiments, a support structure includes the first o-ring and the second o-ring and the temperature lled liquid enters the channel from a first opening at a top side of the support structure and exits the channel from a second opening at a bottom side of the support structure. As described above, having the liquid enter from above and exit from below takes age of gravity.
One benefit to using a support structure similar to that shown in Figure 4B is that the design of the l y system does not need to be significantly reworked. For e, the added thickness of the support structure shown in Figure 4B may be relatively small and the battery can still fit into the allocated space in the fuselage of the aircraft (see, e.g., Figure 1 where the battery (102) has to fit into the fuselage behind the cockpit). The exemplary support structure shown may also be weight-efficient because it heats or cools battery ules on both sides using a single structure (e.g., as opposed to having one structure for the right side and another structure for the left side), which keeps the weight of the battery down. Also, the support structure permits the temperature controlled liquid to flow across the bottom surface of the containers, which offer a relatively large surface area (e.g., good for heating or cooling).
The following figure shows where the ature controlled liquid would come into contact with a y ule using the exemplary support structure shown in Figure 4B.
Figure 5 is a diagram illustrating an embodiment of where temperature controlled liquid comes into contact with a battery submodule. In the example shown, battery submodule 500 is secured to a rack using support structure 450 shown in Figure 4B. The bottom portion (502) of the container (504) is where the temperature controlled liquid comes into (direct) contact with the container. Either the right or left o-ring (not shown) would fit around the container, ensuring that the liquid stays in the region shown (502) and does not come into contact with any delicate or sensitive electronics. For example, it would be undesirable if the liquid escaped from the o-ring and came into contact with the cutouts (508) in the container which are used to vent hot gases in the event of a thermal runaway. The s may only be moderately protected from water intrusion with tape over the cutout.
Figure 6 shows a cross sectional view of a l formed by a t structure with o-rings. In this example, support ure 450 from Figure 4B forms the exemplary channel shown here for temperature controlled liquid to flow through. In this example, support structure 600 includes a left o-ring (602) and a right o-ring (604). The left o-ring (602) fits around a ner (606) of a battery submodule ed from the left hand side. Similarly, the right o-ring (604) fits around a container (608) of a battery submodule inserted from the right hand side. Liquid in (610) enters from the top of the support structure, flows past the bottom surfaces of the two containers (606 and 608), and then exits as liquid out (612) at the bottom of the support structure.
In this example, support structure 450 from Figure 4B has walls or barriers between each of the s for the y ules. As such, each left-right pair of battery submodule has its own separate channel and the temperature controlled liquid which heats or cools one pair will not mingle with the temperature controlled liquid which heats or cools a neighboring pair in the same row. For example, it may be designed this way because to allow for better uniformity of the fluid flow rate around each pair, and thus more uniform heat transfer throughout the battery. Naturally, in some other embodiments, a support structure has openings or connections between adjacent pairs so that the temperature controlled liquid can mingle across different neighboring pairs in the same row.
Although the foregoing embodiments have been described in some detail for purposes of clarity of understanding, the invention is not limited to the details ed.
There are many alternative ways of implementing the invention. The sed embodiments are illustrative and not restrictive. It will be apparent to a person skilled in the relevant art that various changes in form and detail can be made therein without departing from the spirit and scope of the invention.
Throughout this specification and the claims which follow, unless the context requires ise, the word "comprise", and variations such as "comprises" and ising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.
The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as an acknowledgment or admission or any form of suggestion that that prior publication (or ation derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates.

Claims (14)

1. A system comprising: a plurality of batteries including a first battery and a second battery; and a t structure coupled to the plurality of batteries, the support structure a first seal provided on a first surface of the support structure around the first battery; a second seal provided on a second surface opposite to the first surface of the t structure around the second battery; an opening for receiving a portion of the first battery and a portion of the second battery, n the g extends between the first seal and the second seal; a channel formed within the opening between the portion of the first battery and the portion of the second battery; an inlet provided on a top surface of the support structure adapted to receive a fluid; and an outlet ed on a bottom surface of the support ure adapted to receive the fluid after the fluid travels through the channel in direction of gravity, wherein the channel extends between the inlet and the outlet.
2. The system of claim 1, wherein the first seal or the second seal includes an o-ring.
3. The system of claim 1 or 2, wherein the support structure includes a plurality of channels, such that a tive channel is formed between each pair of adjacent batteries among the plurality of batteries.
4. The system of any one of the preceding claims, wherein the plurality of batteries include a first set of batteries and a second set of batteries that extend parallel to the first set of batteries along a horizontal plane, the first set of batteries including the first battery, the second set of ies including the second battery.
5. The system of any one of the preceding claims, wherein the system is coupled to a battery-powered aircraft, the system further comprising: a liquid temperature controlling system coupled to the battery-powered aircraft when the battery-powered aircraft is on , n the liquid temperature controlling system is configured to: detachably couple the support structure and the plurality of ies to the liquid temperature controlling system; ate a temperature controlled liquid as the fluid through the channel to produce a plurality of temperature controlled ies, wherein the temperature controlled fluid comes into direct contact with the plurality of batteries; remove the ature controlled liquid from the plurality of temperature controlled batteries; and decouple the plurality of temperature controlled batteries and the liquid temperature controlling system.
6. The system of claim 5, wherein removing the temperature controlled liquid from the plurality of temperature controlled batteries includes blowing air from the liquid temperature controlling system to the plurality of batteries.
7. The system of claim 5, wherein removing the temperature controlled liquid from the plurality of temperature controlled batteries includes using gravity to drain the temperature controlled liquid from the plurality of temperature controlled batteries.
8. The system of any one of claims 1 to 4, the system is coupled to a battery-powered aircraft, and wherein the fluid traveling through the channel in the direction of the gravity is air while the battery-powered aircraft is on the air.
9. A method sing: providing a system including a ity of ies coupled to a support structure in a battery-powered aircraft, n the t structure includes: a first seal ed on a first surface of the support structure around a first battery; a second seal provided on a second surface opposite to the first surface of the support structure around a second battery; an opening for receiving a portion of the first battery and a portion of the second battery, wherein the opening extends between the first seal and the second seal; a channel formed within the opening between the portion of the first battery and the portion of the second battery; an inlet provided on a top surface of the support structure adapted to receive a fluid; and an outlet provided on a bottom surface of the support structure adapted to receive the fluid after the fluid travels through the channel in direction of gravity, wherein the channel extends between the inlet and the outlet; ably ng the t structure and the plurality of batteries to a liquid temperature controlling system; circulating a temperature controlled liquid through the channel of the support structure to produce a ity of temperature controlled ies, wherein the ature controlled fluid comes into direct contact with the plurality of ies; removing the temperature controlled liquid from the plurality of temperature controlled batteries; and decoupling the plurality of temperature controlled batteries and the liquid temperature controlling system.
10. The method of claim 9, wherein removing the temperature controlled liquid from the plurality of temperature controlled ies includes: blowing air from the liquid temperature lling system to the plurality of batteries.
11. The method of claim 9, wherein ng the temperature controlled liquid from the plurality of temperature controlled batteries includes: using gravity to drain the temperature controlled liquid from the plurality of temperature controlled batteries.
12. The method of any one of claims 9 to 11, wherein the first seal or the second seal includes an o-ring.
13. The method of any one of claims 9 to 12, wherein the support structure includes a plurality of channels, such that a respective channel is formed between each pair of adjacent batteries among the plurality of batteries.
14. The method of any one of claims 9 to 13, wherein the plurality of batteries include a first set of batteries and a second set of batteries that extend parallel to the first set of ies along a horizontal plane, the first set of batteries including the first y, the second set of ies including the second battery. ’EI’6 106 101 Liquid ature Charger Cammiiing System MG. ’1 Detachabty eeupte a battery and a tieuie 230 ature eentrettthg eyetem Ctreutate a ature eerttretted ttqutd between the ttqutd temperature eentretttr’tg system amt the battery to preduee a temperature eerrtretted battery Charge the temperature eehtrettee battery 204 Remeve the temeereture eentretteu treure from the temperature eehtrettee battery Deeuuete the battery and the ttqutd temperature 208 eerttretttrtg eyetem FEG. 2?: 3 i 6 FK3.3A FEB.BB (PQQRARD vii/’6 HG. 4A (PREQR ART) Liquid in Liquid Gut PEG. 4% 504 ~ PEG. 5 Liquid in Right ng Left Q~Ring . 604 Centainer 0f Battery «and Cantainer at Battery Submoduie on Left fly Submaduie 0n Right Liquid Out
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US10497996B1 (en) 2019-12-03

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