Abstract:
A battery system according to an exemplary aspect of the present disclosure includes, among other things, a battery pack, a first sensor at an inlet of the battery pack and a second sensor at an outlet of the battery pack.

Description:
TECHNICAL FIELD 
       [0001]    This disclosure relates to a thermal management system, and more particularly, but not exclusively, to a thermal management system configured to infer coolant flow through a vehicle component. 
       BACKGROUND 
       [0002]    Electrified vehicles, such as hybrid electric vehicles (HEV&#39;s), plug-in hybrid electric vehicles (PHEV&#39;s), battery electric vehicles (BEV&#39;s), or fuel cell vehicles differ from conventional engine vehicles in that they are powered by one or more electric machines (i.e., electric motors and/or generators) instead of or in addition to an internal combustion engine. High voltage current for powering the electric machines is typically supplied by a high voltage traction battery pack. 
         [0003]    Many electrified vehicles include thermal management systems that manage the thermal demands of various components during vehicle operation, including the high voltage traction battery pack. The thermal management system typically includes various pipes, joints, connectors, etc. that communicate coolant throughout the system. It is desirable to improve the system integrity of the thermal management system. 
       SUMMARY 
       [0004]    A battery system according to an exemplary aspect of the present disclosure includes, among other things, a battery pack, a first sensor at an inlet of the battery pack and a second sensor at an outlet of the battery pack. 
         [0005]    In a further non-limiting embodiment of the foregoing system, the first sensor and the second sensor are integrated pressure and temperature sensors. 
         [0006]    In a further non-limiting embodiment of either of the foregoing systems, a control module is in electrical communication with the first sensor and the second sensor. 
         [0007]    In a further non-limiting embodiment of any of the foregoing systems, the control module is configured to infer flow information of a coolant communicated through the battery pack. 
         [0008]    In a further non-limiting embodiment of any of the foregoing systems, the first sensor and the second sensor are configured to indicate a fluid condition of a coolant communicated through the battery pack. 
         [0009]    A thermal management system according to another exemplary aspect of the present disclosure includes, among other things, a vehicle component, a first cooling loop that circulates a coolant through the vehicle component, a first sensor configured to indicate a fluid condition of the coolant and a control module configured to monitor the fluid condition to infer flow information of the coolant through the vehicle component. 
         [0010]    In a further non-limiting embodiment of the foregoing system, the vehicle component is a battery pack. 
         [0011]    In a further non-limiting embodiment of either of the foregoing systems, a second cooling loop circulates a second coolant to a second vehicle component and a third cooling loop circulates a third coolant to a third vehicle component. 
         [0012]    In a further non-limiting embodiment of any of the foregoing systems, the vehicle component is a high voltage battery pack, the second vehicle component is at least one of a controller, an inverter and a converter, and the third vehicle component is an engine. 
         [0013]    In a further non-limiting embodiment of any of the foregoing systems, the fluid condition includes a pressure or a temperature of the coolant. 
         [0014]    In a further non-limiting embodiment of any of the foregoing systems, the first sensor is positioned at an inlet of the vehicle component. 
         [0015]    In a further non-limiting embodiment of any of the foregoing systems, a second sensor is positioned at an outlet of the vehicle component. 
         [0016]    In a further non-limiting embodiment of any of the foregoing systems, the first sensor is an integrated pressure and temperature sensor. 
         [0017]    In a further non-limiting embodiment of any of the foregoing systems, the first sensor is a differential pressure sensor, and including a second sensor and a third sensor that are temperature sensors. 
         [0018]    In a further non-limiting embodiment of any of the foregoing systems, a heater is configured to heat the coolant to precondition the vehicle component. 
         [0019]    In a further non-limiting embodiment of any of the foregoing systems, at least a radiator and a chiller are disposed within the first cooling loop. 
         [0020]    In a further non-limiting embodiment of any of the foregoing systems, the control module is programmed with a lookup table for estimating a flow rate of the coolant based on the fluid condition. 
         [0021]    A method according to another exemplary aspect of the present disclosure includes, among other things, sensing a fluid condition associated with a coolant of a thermal management system and monitoring the fluid condition to infer flow information of the coolant through a battery pack. 
         [0022]    In a further non-limiting embodiment of the foregoing method, the sensing step is performed with a first sensor positioned at an inlet of the battery pack and a second sensor positioned at an outlet of the battery pack. 
         [0023]    In a further non-limiting embodiment of either of the foregoing methods, the flow information is estimated based on pressure and temperature values that are stored in a lookup table. 
         [0024]    The embodiments, examples and alternatives of the preceding paragraphs, the claims, or the following description and drawings, including any of their various aspects or respective individual features, may be taken independently or in any combination. Features described in connection with one embodiment are applicable to all embodiments, unless such features are incompatible. 
         [0025]    The various features and advantages of this disclosure will become apparent to those skilled in the art from the following detailed description. The drawings that accompany the detailed description can be briefly described as follows. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0026]      FIG. 1  schematically illustrates a powertrain of an electrified vehicle. 
           [0027]      FIG. 2  illustrates a thermal management system according to a first embodiment of this disclosure. 
           [0028]      FIG. 3  illustrates a thermal management system according to a second embodiment of this disclosure. 
           [0029]      FIG. 4  illustrates a thermal management system according to yet another embodiment of this disclosure. 
       
    
    
     DETAILED DESCRIPTION 
       [0030]    This disclosure relates to a thermal management system for an electrified vehicle. The thermal management system may include a battery pack and one or more sensors configured to indicate a fluid condition of a coolant communicated through the battery pack. For example, the sensor(s) may sense pressures and temperatures of the coolant. A control module monitors the fluid condition to infer a coolant flow through the battery pack. These and other features are discussed in greater detail within this detailed description. 
         [0031]      FIG. 1  schematically illustrates a powertrain  10  for an electrified vehicle  12 , such as a HEV. Although depicted as a HEV, it should be understood that the concepts described herein are not limited to HEV&#39;s and could extend to other electrified vehicles, including but not limited to, PHEV&#39;s, BEV&#39;s, fuel cell vehicles, or any other alternate fuel vehicles. 
         [0032]    In one embodiment, the powertrain  10  is a hybrid drive system that employs a first drive system that includes a combination of an engine  14  and a generator  16  (i.e., a first electric machine), and a second drive system that includes at least a motor  36  (i.e., a second electric machine), the generator  16  and a battery system  50 . For example, the motor  36 , the generator  16  and the battery system  50  may make up an electric drive system  25  of the powertrain  10 . The first and second drive systems generate torque to drive one or more sets of vehicle drive wheels  30  of the electrified vehicle  12 , as discussed in greater detail below. 
         [0033]    The engine  14 , such as an internal combustion engine, and the generator  16  may be connected through a power transfer unit  18 . The generator  16  is driven by the power transfer unit  18  when acting as a generator to convert kinetic energy to electrical energy. The generator  16  can alternatively function as a motor to convert electrical energy into kinetic energy, thereby outputting torque to a shaft  26 . Because the generator  16  is operatively connected to the engine  14 , the speed of the engine  14  can be controlled by the generator  16 . 
         [0034]    A shaft  28  is connected to vehicle drive wheels  30  through a second power transfer unit  32 . The second power transfer unit  32  transfers torque from the engine  14  to a differential  38  to provide traction to the vehicle drive wheels  30 . The differential  38  may include a plurality of gears that enable the transfer of torque to the vehicle drive wheels  30 . The second power transfer unit  32  is mechanically coupled to an axle  40  through the differential  38  to distribute torque to the vehicle drive wheels  30 . 
         [0035]    The motor  36  can also be employed to drive the vehicle drive wheels  30  by outputting torque to a shaft  46  that is also connected to the second power transfer unit  32 . In one embodiment, the motor  36  and the generator  16  are part of a regenerative braking system in which both the motor  36  and the generator  16  can be employed as motors to output torque. For example, the motor  36  and the generator  16  can each output electrical power to a high voltage bus  48  and the battery system  50 . The battery system  50  may include a high voltage battery pack that is capable of outputting electrical power to operate the motor  36  and the generator  16 . Other types of energy storage devices and/or output devices can also be incorporated for use with the electrified vehicle  12 . The battery system  50  may be made up of one or more battery modules that include battery cells that store the energy necessary to power the motor  36  and/or generator  16 . 
         [0036]    The motor  36 , the generator  16 , the power transfer unit  18 , and the power transfer unit  32  may generally be referred to as a transaxle  42 , or transmission, of the electrified vehicle  12 . Thus, when a driver selects a particular shift position, the transaxle  42  is appropriately controlled to provide the corresponding gear for advancing the electrified vehicle  12  by providing traction to the vehicle drive wheels  30 . 
         [0037]    The powertrain  10  may additionally include a control system  44  for monitoring and/or controlling various aspects of the electrified vehicle  12 . For example, the control system  44  may communicate with the electric drive system  25 , the power transfer units  18 ,  32  or other components to monitor and/or control the electrified vehicle  12 . The control system  44  includes electronics and/or software to perform the necessary control functions for operating the electrified vehicle  12 . In one embodiment, the control system  44  is a combination vehicle system controller and powertrain control module (VSC/PCM). Although it is shown as a single hardware device, the control system  44  may include multiple controllers in the form of multiple hardware devices, or multiple software controllers within one or more hardware devices. 
         [0038]    A controller area network (CAN)  52  allows the control system  44  to communicate with the transaxle  42 . For example, the control system  44  may receive signals from the transaxle  42  to indicate whether a transition between shift positions is occurring. The control system  44  may also communicate with a battery electronic control module (BECM) of the battery system  50 , or other control modules. 
         [0039]    Additionally, the electric drive system  25  may include one or more controllers  54 , such as an inverter system controller (ISC). The controller  54  is configured to control specific components within the transaxle  42 , such as the generator  16  and/or the motor  36 , such as for supporting bidirectional power flow. In one embodiment, the controller  54  is an inverter system controller combined with a variable voltage converter (ISC/VVC). 
         [0040]      FIG. 2  illustrates a thermal management system  60  that can be incorporated into an electrified vehicle. For example, the thermal management system  60  could be employed by the electrified vehicle  12  of  FIG. 1  (or any other electrified vehicle) in order to manage the thermal loads generated by various vehicle components, such as the engine  14 , the battery system  50  and/or the controllers  54 . The thermal management system  60  can selectively communicate coolant to these components to either cool or heat the components depending on ambient conditions and/or other conditions. 
         [0041]    In one embodiment, the thermal management system  60  includes a first cooling loop  62 , a second cooling loop  64 , and third cooling loop  66 . Although three cooling loops are illustrated in this embodiment, the thermal management system  60  could include a greater or fewer number of cooling loops within the scope of this disclosure. 
         [0042]    In one non-limiting embodiment, the first cooling loop  62  is configured to supply a coolant C 1  to the battery system  50 , the second cooling loop  64  is configured to supply a coolant C 2  to vehicle components such as various controllers, inverters, converters, battery chargers, etc. (collectively shown at  70 ), and the third cooling loop  66  can supply a coolant C 3  to the engine  14 . As illustrated, the coolant C 1  of the first cooling loop  62  may be used to thermally manage a battery pack  68  of the battery system  50 . Other vehicle components may alternatively or additionally be conditioned by the thermal management system  60 . In other words, the first cooling loop  62 , the second cooling loop  64 , and the third cooling loop  66  can each supply coolant to one or more components. 
         [0043]    The coolants C 1 , C 2  and C 3  may be a conventional type of coolant mixture, such as water mixed with ethylene glycol. Other coolants could also be used by the thermal management system  60 . 
         [0044]    The thermal management system  60  may additionally include multiple radiators. For example, a first radiator  74 - 1  may be incorporated into the first cooling loop  62 , a second radiator  74 - 2  may be incorporated into the second cooling loop  64 , and a third radiator  74 - 3  may be in fluid communication with the third cooling loop  66 . The radiators  74 - 1 ,  74 - 2  and  74 - 3  may be used to cool the coolants C 1 , C 2 , and C 3  that are supplied to the first cooling loop  62 , the second cooling loop  64 , and the third cooling loop  66 , respectively. In one embodiment, the first radiator  74 - 1  is a low temperature radiator, the second radiator  74 - 2  is a mid-temperature radiator, and the third radiator  74 - 3  is a high temperature radiator. 
         [0045]    A radiator fan  78  may be positioned adjacent to the radiators  74 - 1 ,  74 - 2  and  74 - 3 . In one embodiment, the radiator fan  78  is positioned immediately adjacent to the third radiator  74 - 3 . However, other positions are also contemplated. 
         [0046]    Multiple pumps may be disposed throughout the thermal management system  60 . For example, in one non-limiting embodiment, the first cooling loop  62  includes a first pump  82 - 1 , the second cooling loop  64  includes a second pump  82 - 2 , and the third cooling loop  66  includes a third pump  82 - 3 . The pumps  82 - 1 ,  82 - 2 , and  82 - 3  help circulate the coolants C 1 , C 2 , and C 3 . 
         [0047]    The thermal management system  60  may optionally employ one or more degas overflow tanks  100 . In this embodiment, degas overflow tanks  100  are incorporated into each of the first cooling loop  62 , the second cooling loop  64 , and the third cooling loop  66 . The degas overflow tanks  100  could be located anywhere within any cooling loop. The degas overflow tanks  100  allow entrained air and gasses in the coolants C 1 , C 2 , and C 3  to be separated from the coolants as they flow through the degas overflow tanks  100 . 
         [0048]    In one non-limiting operating mode of the thermal management system  60 , the coolant C 1  is communicated into the first radiator  74 - 1 , the coolant C 2  is communicated into the second radiator  74 - 2 , and the coolant C 3  is communicated into the third radiator  74 - 3 . The coolant C 1  is supplied to the first cooling loop  62 , the coolant C 2  is supplied to the second cooling loop  64 , and the coolant C 3  is supplied to the third cooling loop  66 . 
         [0049]    The radiator fan  78  draws airflow F through the first radiator  74 - 1 , the second radiator  74 - 2 , and the third radiator  74 - 3  for undergoing heat transfer with each of the coolants C 1 , C 2 , and C 3 . For example, the airflow F exchanges heat with the coolants C 1 , C 2 , and C 3  to cool them. Heat is removed into the airflow F prior to communicating the coolants C 1 , C 2 , and C 3  to the first cooling loop  62 , the second cooling loop  64 , and the third cooling loop  66 , respectively, for cooling the battery pack  68 , the various controllers, inverters, converters, battery chargers, etc. (shown at  70 ), and the engine  14 . 
         [0050]    In one non-limiting embodiment, the coolant C 1  exits the first radiator  74 - 1  into a line  88  of the first cooling loop  62  and is communicated to a three-way valve  80 . The three-way valve  80  may be positioned upstream from the battery pack  68  to control the flow of the coolant C 1  through the battery pack  68 . The pump  82 - 1  may be positioned between the three-way valve  80  and the battery pack  68  for circulating the coolant C 1  into and through the battery pack  68 . 
         [0051]    The first cooling loop  62  may additionally include a chiller loop  84 . The chiller loop  84  includes a chiller  86  for providing additional cooling to the coolant C 1  during certain conditions. For example, when an ambient temperature exceeds a predefined threshold, the three-way valve  80  may close an inlet  71  that connects to the line  88  of the first cooling loop  62  and open an inlet  73  that connects to the chiller loop  84  to provide a chilled coolant C 4  to the battery pack  68 . In other conditions, the inlet  73  of the three-way valve  80  is closed and the inlet  71  is opened to freely communicate the coolant C 1  from the line  88  into the battery pack  68 . 
         [0052]    A T-joint  90  may be located downstream of the battery pack  68 . The T-joint  90  is adapted to split the coolant C 1  that exits the battery pack  68  between the chiller loop  84  and a line  92 . The line  92  connects back to the first radiator  74 - 1  to close the first cooling loop  62 . 
         [0053]    Meanwhile, the coolant C 2  may exit the second radiator  74 - 2  via a line  94  of the second cooling loop  64 . The coolant C 2  may be communicated to cool the various controllers, inverters, converters, battery chargers, etc., which are indicated at  70  in  FIG. 2 . The coolant C 2  may be returned to the second radiator  74 - 2  via a line  98 . 
         [0054]    Finally, the coolant C 3  may selectively exit the radiator  74 - 3  via line  102  of the third cooling loop  66 . The coolant C 3  is communicated to cool the engine  14 . The coolant C 3  may be returned to the third radiator  74 - 3  via line  106  after cooling the engine  14 . 
         [0055]    The third cooling loop  66  may optionally include a thermostat  108 . In one embodiment, the thermostat  108  is a dual stage continuous regulator valve configured to regulate an inlet temperature of the engine  14 . The thermostat  108  may close the line  102  of the third cooling loop  66  under certain operating conditions where the engine  14  does not require cooling from the third radiator  74 - 3 . In other words, the thermostat  108  may prevent the communication of the coolant C 3  to the engine  14  during certain operating conditions. 
         [0056]    As described above, the battery system  50  may be part of the first cooling loop  62  of the thermal management system  60 . In this way, the battery system  50  may be used to monitor the flow of the coolant C 1  of the first cooling loop  62  through the battery pack  68 . For example, the battery system  50  may detect whether a coolant loss is occurring within the battery pack  68  or at some location remote from the battery pack  68 . 
         [0057]    In one non-limiting embodiment, the battery system  50  includes the battery pack  68 , a first sensor  76 , a second sensor  96  and a control module  99 . The first sensor  76  and the second sensor  96  are in electrical communication with the control module  99 . The first sensor  76  may be positioned at an inlet  79  of the battery pack  68 , and the second sensor  96  may be positioned at an outlet  81  of the battery pack  68 . 
         [0058]    In one embodiment, both the first sensor  76  and the second sensor  96  are integrated pressure and temperature sensors. Other sensors may additionally or alternatively be utilized by the battery system  50  to monitor coolant flow of the thermal management system  60 . 
         [0059]    While schematically illustrated as a single module in the illustrated embodiment, the control module  99  may be part of a larger control system and may be controlled by various other controllers throughout an electrified vehicle, such as a vehicle system controller (VSC) that includes a powertrain control unit, a transmission control unit, an engine control unit, a BECM, etc. It should therefore be understood that the control module  99  and one or more other controllers can collectively be referred to as a “control module” that controls, such as through a plurality of integrated algorithms, various actuators in response to signals from various sensors to control functions associated with a vehicle, and in this case, with the thermal management system  60 . The various controllers that make up the VSC can communicate with one another using a common bus protocol (e.g., CAN). In one non-limiting embodiment, the control module  99  may be part of a BECM of the battery system  50 . 
         [0060]    In one embodiment, the first sensor  76  and the second sensor  96  may indicate (i.e., sense) a fluid condition associated with the coolant C 1 . The fluid condition may include the pressure and temperature of the coolant C 1 . The pressure and temperature values sensed by the first sensor  76  and the second sensor  96  can be communicated to the control module  99  for monitoring pressure and temperature differentials of the coolant C 1  between the inlet  79  and the outlet  81  of the battery pack  68 . Based on these pressure and temperature differentials, the control module  99  can infer a coolant flow rate of the coolant C 1  through the battery pack  68 . 
         [0061]    For example, the pressure and temperature information sensed by the first sensor  76  and the second sensor  96  may change if leakages and blockages occur within the thermal management system  60 , either from within the battery pack  68  or outside of the battery pack  68 . Any variations or reductions of coolant pressure or temperature between the inlet  79  and the outlet  81  of the battery pack  68  may indicate issues in the thermal management system  60  outside or inside of the battery pack  68 . Sensed pressure variations could be due to blocked pipe lines or leakage in the thermal management system  60 , or degraded performance of one of the pumps  82 - 1 ,  82 - 2 ,  83 - 3 . Alternatively, a rise in the temperature of the coolant C 1  between the inlet  79  and the outlet  81  of the battery pack  68  may indicate a malfunction of the chiller  86 , improper coolant circulation, deficiencies of the radiator fan  78 , or other problems. 
         [0062]    The control module  99  monitors any pressure or temperature differentials across the battery pack  68  between the inlet  79  and the outlet  81 . In one embodiment, based on calibrated threshold values, which may be stored in a lookup table in memory of the control module  99 , the control module  99  can infer a flow rate of the coolant C 1  that is communicated through the battery pack  68  and then take necessary remedial actions per a given control strategy. In other words, for a given temperature and pressure, the coolant C 1  will have a known flow rate which can be determined from the lookup table. The control module  99  can determine if any remedial actions are necessary based on this flow rate information. 
         [0063]    In another embodiment, the control module  99  can also calculate a heat rejection rate of the coolant C 1  using temperature values sensed by the first sensor  76  and/or the second sensor  96 . These temperature values can be utilized to monitor thermal performance of the battery pack  68  for given charge/discharge power. This information can provide insight into battery cell aging. 
         [0064]    Monitoring the pressure and temperature of the battery pack  68  in this manner can also eliminate any suspicion on the thermal management system  60  where excessive temperature rises are observed within the battery pack  68  between the inlet  79  and the outlet  81 . For example, if the pressure and temperature values of the coolant C 1  are not within a predefined range (when referenced against the lookup table), then any temperature rise can be pinpointed to an internal issue of the battery pack  68 . 
         [0065]    In another embodiment, the control module  99  may determine whether to open the inlet  71  or the inlet  73  of the three-way valve  80  in response to pressure and temperature information from the first sensor  76  and/or the second sensor  96 . For example, temperature readings of the first sensor  76  can be used to switch between communicating the coolant C 1  from the first radiator  74 - 1  and communicating the coolant C 4  from the chiller loop  84 . 
         [0066]      FIG. 3  illustrates select portions of another exemplary thermal management system  160 . In this disclosure, like reference numbers designate like elements where appropriate and reference numerals with the addition of 100 or multiples thereof designate modified elements that are understood to incorporate the same features and benefits of the corresponding original elements. 
         [0067]    In this embodiment, the thermal management system  160  includes a cooling loop  162 . Of course, the thermal management system  160  could include additional cooling loops (see, for example, the multiple cooling loops of the thermal management system  60  of  FIG. 2 ). 
         [0068]    The cooling loop  162  is similar to the first cooling loop  62  of  FIG. 2 . However, in this embodiment, a chiller loop  184  of the cooling loop  162  includes a heater  109 . The heater  109  can be used to precondition the battery pack  68 , such as for cold climate applications. 
         [0069]    In one embodiment, the heater  109  is a positive temperature coefficient heater. In another embodiment, the heater  109  is a glow plug type heater. Other heaters are also contemplated for use within the thermal management system  160 . 
         [0070]    In one non-limiting embodiment, the heater  109  heats a coolant C 1  that is circulated through the cooling loop  162  to thermally manage the battery pack  68 . When heating is desired, the inlet  71  of the three-way valve  80  may be closed and the inlet  73  opened to communicate a heated coolant C 5  to the battery pack  68 . 
         [0071]    The first sensor  76  and the second sensor  96  of the battery system  50  may be used to indicate whether coolant has reached a preconditioned temperature. The heater  109  can be turned “off” if the control module  99  determines no heat transfer has occurred between the coolant C 1  and the battery pack  68  (i.e., the temperature of the coolant C 1  at the inlet  79  of the battery pack  68  is equal to the temperature of the coolant C 1  at the outlet  81 ). 
         [0072]    The control module  99  can also monitor the feedback from the first sensor  76  and the second sensor  96  to determine a flow rate of the coolant C 1 . Stated another way, the control module  99  can confirm flow of the coolant C 1  when the heater  109  is turned “on” to avoid overheating of the coolant C 1 . 
         [0073]      FIG. 4  illustrates yet another exemplary thermal management system  260 . In this embodiment, the thermal management system  260  includes a first sensor  201 , a second sensor  203 , and a third sensor  205  for monitoring a battery system  50  that includes a battery pack  68 . In one embodiment, the first sensor  201  is a differential pressure sensor and the second sensor  203  and the third sensor  205  are temperature sensors. 
         [0074]    The first sensor  201  may include a first lead  207  positioned near an inlet  79  of the battery pack  68  and a second lead  209  positioned near an outlet  81  of the battery pack  68 . In one embodiment, the second sensor  203  is positioned at the inlet  79 , and the third sensor  205  is positioned at the outlet  81 . 
         [0075]    The first sensor  201 , the second sensor  203 , and the third sensor  205  are in electrical communication with a control module  99 . Pressure values sensed by the first sensor  201  and temperature values sensed by the second and third sensors  203 ,  205  can be communicated to the control module  99  for monitoring any pressure and temperature differentials of a coolant C 1  between the inlet  79  and the outlet  81  of the battery pack  68 . Based on these pressure and temperature differentials, the control module  99  can infer a coolant flow rate of the coolant C 1  through the battery pack  68 . 
         [0076]    The thermal management system  260  may additionally include a chiller loop  284  that includes a chiller  286  and a heater  209  for either selectively cooling or heating the coolant C 1  during certain conditions. In other words, the thermal management system  260  can be implemented for use in either hot or cold environments. 
         [0077]    Although the different non-limiting embodiments are illustrated as having specific components or steps, the embodiments of this disclosure are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments. 
         [0078]    It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should be understood that although a particular component arrangement is disclosed and illustrated in these exemplary embodiments, other arrangements could also benefit from the teachings of this disclosure. 
         [0079]    The foregoing description shall be interpreted as illustrative and not in any limiting sense. A worker of ordinary skill in the art would understand that certain modifications could come within the scope of this disclosure. For these reasons, the following claims should be studied to determine the true scope and content of this disclosure.