Electric vehicle recharging station including a battery bank

An electric vehicle recharging station is provided. The electric vehicle recharging station includes an electric power supply system for rapidly recharging an onboard electric vehicle battery. The electric power supply system includes a first energy source and a battery bank including one or more rechargeable charging batteries for rapidly recharging the onboard electric vehicle battery. The electric vehicle recharging station also includes a temperature management system providing heat exchange fluid to both the onboard electric vehicle battery and the battery bank to thermally condition the onboard electric vehicle battery and the battery bank. A method of recharging onboard electric vehicle batteries is also provided.

The present invention relates generally to an electric vehicle recharging station and more specifically to an electric vehicle recharging station including an energy banking system.

BACKGROUND

Electric vehicle recharging stations are dependent on an aging civilian/commercial grid that may be vulnerable to disruption.

SUMMARY OF THE INVENTION

An electric vehicle recharging station is provided. The electric vehicle recharging station includes an electric power supply system for rapidly recharging an onboard electric vehicle battery. The electric power supply system includes a first energy source and a battery bank including one or more rechargeable charging batteries for rapidly recharging the onboard electric vehicle battery. The electric vehicle recharging station also includes a temperature management system providing heat exchange fluid to both the onboard electric vehicle battery and the battery bank to thermally condition the onboard electric vehicle battery and the battery bank.

A method of recharging onboard electric vehicle batteries is also provided. The method includes recharging one or more batteries of a battery bank via an energy source; alternately coupling the energy source and the battery bank to an electricity supply line of a rapid recharging station for recharging the onboard electric vehicle batteries; and providing heat exchange fluid to both the onboard electric vehicles batteries and one or more batteries of the battery bank.

An electric vehicle recharging station is also provided that includes an electric power supply system comprising a first energy source and a battery bank including one or more rechargeable charging batteries, the first energy source recharging the battery bank at a first power, the battery bank recharging onboard electric vehicle batteries at a second power greater than the first power such that the first energy source is prevented from being exposed to the stress of discharging at the second power. The electric vehicle recharging station also includes a temperature management system providing heat exchange fluid to at least one of the onboard electric vehicle battery and the battery bank to thermally condition at least one of the onboard electric vehicle battery and the battery bank.

An electric vehicle recharging station is also provided that includes an electric power supply system comprising a first energy source and a battery bank including one or more rechargeable charging batteries, the first energy source recharging the battery bank, the battery bank and the first energy source alternately recharging a battery onboard an electric vehicle; a temperature management system providing heat exchange fluid to at least one of the onboard electric vehicle battery and the battery bank to thermally condition at least one of the onboard electric vehicle battery and the battery bank; a detector for receiving information from an information source on the electric vehicle, the information source providing the detector with recharging parameters of the battery onboard the electric vehicle; and a controller coupled to the detector, the controller controlling recharging of the onboard battery by the electric power supply system and the providing of heat exchange fluid from the temperature management system based on the recharging parameters.

DETAILED DESCRIPTION

Embodiments of the present invention involve using a bank of rechargeable charging batteries including advanced storage technology to store and dispense energy and power to an onboard rechargeable battery of an electric vehicle, particularly in rapid roadside charging stations, and use of heat exchange fluid to cool and heat batteries of the rapid roadside charging stations and the onboard rechargeable batteries of electric vehicles.

The manufacture and sale of electric vehicles and rechargers have become an important aspect for the growth of an electric vehicle industry. To succeed in the market, it is preferable that electric vehicles and rechargers meet and exceed the expectations established by competing traditional vehicles. In so doing, electric vehicle makers seek to improve the range and alleviate range anxiety for the end-users. One way of improving the electric vehicle acceptance is by adding a high rate recharging capability to the recharger and the vehicle. One type of high rate recharger is known as an ultra-rapid recharger in which the delivery of recharging and temperature control into the vehicle is delivered from a single integrated device or system. Such a recharger and corresponding charging methods are described in U.S. Pat. No. 8,174,235 and U.S. Pat. No. 8,350,526, which are assigned to the assignee of the present application.

Although these methods and devices are beneficial for overcoming thermal issues for high rate charging of electric vehicle batteries, determining where or when the electric grid is insufficient for high rate discharging, for achieving high rate recharging, still remains problematic. Many current and potential future electric vehicle users may still be concerned with becoming stranded due to power outages or recharging intervals requiring long waiting periods.

Embodiments of the present invention may control the interface of a rapid or ultra-rapid vehicle recharging such that a high rate operation is not inadvertently drawing from the grid at a rate exceeding the grid capacity or robustness. Sufficient reserve energy may be made available to mitigate disruption of the primary power source, such as the grid. It may be beneficial to provide an electric vehicle recharging station with a battery bank that stores primary energy from the primary power source and supplies all or part of the vehicle recharge at a high rate while isolating the primary power source from the high rate event of electric vehicle recharge. The battery bank may be recharged at slower rates from the primary power source than required by high rate charging of electric vehicle batteries, acting as a storage reserve that further mitigates risks of disruption, and then may be discharged for high rate recharging of the onboard electric vehicle batteries.

Since temperature conditions can affect the rate capability and rate performance of a battery, onboard electric vehicle batteries as well as the battery bank of the electric vehicle recharging station can become vulnerable to thermal problems. For instance dendrite formation can be exacerbated in cold conditions, and safety risks and premature aging can occur during excess heat periods. Accordingly, there are benefits to a single system or device integrating not only the delivery of recharging and temperature control into the onboard vehicle battery, but also integrating the discharging and temperature control for a battery bank of the electric vehicle recharging station. By such integration, it may become further possible to optimize the recharging rate and temperature control for either one or both of the onboard electric vehicle batteries and the battery bank of the electric vehicle recharging station. The advantages of such a method and system may include bilateral or multi-lateral control of the temperature and rate recharge across the onboard electric vehicle batteries and the battery bank of the electric vehicle recharging station, including high rate discharge from the battery bank and high rate recharge of the onboard electric vehicle battery. Through a single integrated control across such a system, a much more efficient, safe and cost-effective high rate transfer of energy may be provided to the vehicle. Thus embodiments of the present invention may overcome a major issue of an aging grid that is otherwise insufficient to support wide-spread high-rate electric vehicle battery recharging.

Embodiments of the present invention provide high power DC electric supply roadside charging stations capable of “ultra-rapid” recharging, which involves delivering up to 300 kW per electric vehicle (e.g., for 6 minutes charging of a 30 kWh electric vehicle battery) or more together with a heat exchange fluid for cooling the electric vehicle battery during charging so that the battery does not overheat (up to ˜50 kW of heat for example may be expected to be generated during 6 to 12 minutes of charge time). Ultra-rapid rate recharging may take between 1 and 12 minutes and as such is faster than “DC fast” recharging (i.e., Level III recharging), which involves delivering a power of between approximately 20 kW and 80 kW and charges batteries in 20 to 40 minutes, and is considerably faster than slow AC recharging (i.e., Level I and Level II home recharging), which involves delivering a power of between approximately 0.67 kW and 7.7 kW for charging between 4 and 20 hours.

Further, embodiments of the present invention may provide rapid recharging stations that include a bank of rechargeable charging batteries for charging onboard electric vehicle batteries. The charging batteries may be recharged by the grid or a renewable energy source or a micro generating source (such as a localized natural gas fueled electric generator or fuel cell) and are discharged to recharge the onboard electric vehicle batteries as directed by a controller. The controller may alternate between the grid and the bank of charging batteries as the source for recharging the onboard electric vehicle batteries based on an algorithm. The algorithm may take into account parameters to minimize price of the electricity used to recharge the onboard electric vehicle batteries and to minimize strain on the grid. For example, the grid may be used to recharge the bank of rechargeable charging batteries during times of off peak grid usage and bank of rechargeable charging batteries may be used to recharge the onboard electric vehicle batteries during peak grid usage. During off peak grid usage, the grid may also directly charge the onboard electric vehicle batteries.

In other advantageous embodiments of the present invention, for use in areas where the grid is not equipped for high rate recharging, the grid may slowly charge the battery bank, and then the battery bank may rapidly recharge the onboard electric vehicle battery, preventing the grid from being exposed to the stress caused by high rate recharging. In one such embodiment, the grid is solely used in the recharging station to charge the battery bank, and not to recharge onboard vehicle batteries. In other embodiments, the grid may be used for recharging of the onboard vehicle batteries at a power less than the maximum power that battery bank recharges the onboard vehicles batteries. For one exemplary recharging station location, recharging from the grid at a power of 300 kW may cause grid failure or significant strain during both peak and off peak times of electricity consumption; however, recharging from the grid at a power of approximately 40 kW or less is acceptable during times of peak or off-peak consumption and recharging from the grid at a power of approximately 80 kW or less is acceptable during times of peak consumption. Accordingly, this exemplary recharging station may only use the battery bank for ultra-rapid rate recharging, but may use the grid or the battery for DC fast recharging, depending on the electricity consumption at the time and other factors.

FIG. 1schematically shows rapid charging station60for charging an electric vehicle20according to an embodiment of the present invention. In a preferred embodiment, electric vehicle20is for example the electric vehicle disclosed in U.S. Publication No. 2013/0029193, the entire disclosure of which is also hereby incorporated by reference herein. For example, electric vehicle20may be charged according to the methods disclosed in U.S. Publication No. 2012/0043943, the entire disclosure of which is also hereby incorporated by reference herein. In the preferred embodiment of the present invention, electric vehicle20is a pure electric vehicle including an electric vehicle battery30, but not an internal combustion engine, powering a drive system of vehicle20. In an alternative embodiment, electric vehicle20may be a hybrid electric vehicle and may include an internal combustion engine working in cooperation with electric vehicle battery30. Vehicle20may include a controller28coupled to electric vehicle battery30for determining the state of battery30and for regulating the operation and charging of battery30accordingly.

FIG. 2shows one exemplary embodiment of an electric vehicle battery30athat may be used as electric vehicle battery30a. Electric vehicle battery30amay be a modular battery including a plurality of battery cells32separated by a plurality of internal channels34in battery30ain between cells32. Channels34are preferably at least partially filled with porous compressible interconnectors36, which act to provide an electrically-conducting interconnection between adjacent cells32while also allowing heat exchange fluid to be passed through internal channels34between cells32to cool or heat cells32before or during charging. In preferred embodiments, battery30ais the battery disclosed in U.S. Pub. No. 2009/0239130, which is hereby incorporated by reference herein, with interconnectors36and cells32being formed in the same manner as the interconnectors and the planar cell modules, respectively, disclosed in U.S. Pub. No. 2009/0239130. Cells32each include a positive and a negative electrode, with the positive electrodes connecting to a positive terminal39and the negative electrodes connecting to a negative terminal40.

Compressible interconnectors36may be made any material that has sufficient properties such as, for example a wire mesh, metal or carbon fibers retained in a compressible elastomeric matrix, or an interwoven conducting mat, consistent with the requirement for a compressible flexible electrically-conducting interconnection between adjacent cell plate module surfaces while maintaining sufficient spacing for heat exchange fluid to be passed through internal channels34to heat or cool cells32during or before charging. In the illustrative example inFIG. 2, six cells32are contained in a stacked array within an enclosure25which, in this embodiment, is of rectangular cross section. Although only six cells32are shown, battery30amay include tens to hundreds of cells interconnected to make a very high-voltage battery stack. Enclosure25includes inputs and outputs, which may be automatically opened or closed, allowing heat exchange fluid to be passed through channels34.

In alternative embodiments, interconnectors36may not be electrically and/or thermally conductive, but may simply be provided between cells32to space cells32apart from each other to form channels34between cells. In these embodiments, cells32may be formed as insulating pouches with conductive tabs at the ends thereof which allow heat exchange fluid passing through channels34formed by interconnectors36to cool or heat cells32.

The power terminals39,40connect internally to the ends of the cell module battery stack through an internal power bus31for the positive terminal39and electrically conductive enclosure25may serves as a negative bus29to negative terminal40or a negative bus may additionally be provided for negative terminal40. Enclosure25may be provided with external multipin connectors37,38, which may be electrically connected by sense lines to electrical feed throughs35, for monitoring cell voltage and cell temperature, respectively. One set of multipin connectors37,38may be provided for each cell32. In order to provide cell voltage and cell temperature information for controlling the charging of battery30a, multipin connectors37,38may transmit voltage and cell temperature measurements to controller28(FIG. 1).

FIGS. 3aand 3bshows another exemplary embodiment of an electric vehicle battery30bthat may be used as electric vehicle battery30. Battery30bincludes a plurality of cells110housed inside a thermally insulated enclosure136. In a preferred embodiment, enclosure136has a planar form-factor for integrating into a vehicle design, where the enclosure136is mounted in the floor-pan or integrally comprising the floor pan, which minimizes intrusion into passenger volume, maintains a low center of gravity, and enables multi-functionality such as impact absorbance and fire/safety barrier. As shown in two plan views on the left side ofFIG. 3a, enclosure136houses two layers138,140stacked on top of each other.FIG. 3ashows each layer138,140includes six cells110, providing a layout for twelve cells110inside of enclosure136. Alternate layouts can add additional layers (up to the total thickness that can be accommodated in the vehicle design), along with alternate series/parallel connection schemes. A battery intended for long-range (˜300 mile) electric vehicle operation may include up to 1,000 or more cells.

FIG. 3bshows a cross sectional side view of battery30b. A heat exchanger142is provided between the two layers138,140for heating or cooling cells110. In this embodiment, heat exchanger142is formed by attaching two flat metal plates to the opposite sides of a corrugated metal plate144to define a plurality of parallel channels135within heat exchanger142. Heat exchange fluid from temperature management system64is provided through channels135of heat exchanger142to heat or cool cells110. In embodiments including more layers of cells, more heat exchangers may be used. For example, batteries that stack n layers of cells would include n−1 heat exchanger planes, interposed between cells.

FIG. 3cshows a cross-sectional view of one of battery cells110, which is formed by stacking plates111of anode material112, solid polymer electrolyte material114and cathode material116in repeating sequences. In a preferred embodiment, battery cell110is a lithium sulfur cell, with lithium forming the anode material112and sulfur forming the cathode material116. Polymer electrolyte material114may contain polyethylene oxide. The plates111may be formed by coating the polymer electrolyte material on one side of the sulfur material, then laminating the lithium material on the other side of the polymer electrolyte material. Each plate111may be sandwiched between an anode current collector118, which includes anode material116on both sides thereof, and a cathode current collector120, which includes cathode material112on both sides thereof. The current collectors of common electrodes (anode or cathode) are connected together at opposite ends of the cell, which in turn, are connected to external terminals or tabs. In other words, as shown inFIG. 3canode current collectors118extend longitudinally away from a first longitudinal side122of cell110to connect to each other at a second longitudinal side124of cell110, and cathode current collectors120extend longitudinally way from second longitudinal side124to connect to each other at first longitudinal side122. The joined anode current collectors118form a tab126protruding at the end of longitudinal side124and the joined cathode current collectors120form a tab128protruding at the end of longitudinal side122. In this embodiment, separators are not provided between adjacent sets of cathode and anode material112,116; however, in other embodiments separators may be included in such a manner.

Each individual cell110includes a package130surrounded the energy storing parts (plates111and current collectors118,120), with tabs126,128protruding longitudinally outside of package130. In this embodiment package130is depicted as being a two-piece housing, including an upper piece132and a lower piece134. Package130may be formed as a plastic clam-shell case, with upper piece132being hinged to lower piece134, such that package130may be opened and closed by swinging upper piece132about the hinge. After the energy storing parts of cell are placed inside of package130, upper piece132may be sealed to lower piece134and pieces132,134may be sealed to tabs126,128by welding or with a bead of adhesive (e.g. two-part epoxy). Package130may be formed from mechanically robust materials having a very low moisture permeation rate. In one embodiment, package130may be formed of a liquid crystal polymer (LCP). A typical size for a cell intended for an automotive application is around 6 inches square by ¼ inch thick.

Referring back toFIG. 1, rapid charging station60may include an electric power supply system62for rapidly charging battery30of vehicle20and a temperature management system64for supplying heat exchange fluid to battery30as battery30is rapidly charged by electric power supply system. The driver of vehicle20may pull into rapid charging station60, turn off vehicle20and insert a connector42on an end of a supply line68of rapid charging station60into a corresponding receptacle50of vehicle20that is accessible from the outside of vehicle20. In the embodiment shown inFIG. 1, supply line68extends outside of a base portion72and includes an electrical supply line68a, which may be a cable, coupled to electric power supply system62and a heat exchange fluid supply line68b, which may be a hose, coupled to temperature management system64. The driver may insert connector42into receptacle50of vehicle20such that connector42is temporarily locked into place in receptacle50. Receptacle50may include one or more grooves52formed therein for receiving a corresponding number of protrusions44extending radially from connector42. Protrusions44may be spring loaded with respect to connector42and may be forced to retract radially into connector42via contact with the outside of receptacle50and then actuate radially outward into grooves52once connector42is in receptacle50. Protrusions may also be retracted via the driver pushing a locking/unlocking actuator46, which in this embodiment is a push button on connector42, and once connector42is inserted in receptacle50, actuator46may be released so protrusions44enter into grooves52. After connector42is locked in place in receptacle50, with protrusions44cooperating with grooves52to prevent connector42from being pulled out of receptacle50, the driver may activate a charging/cooling actuator, which in this embodiment is in the form of a handle48that may be gripped and squeezed toward connector42to begin the flow of current from electric power supply system62and the flow of heat exchange fluid from temperature management system64into battery30.

After heat exchange fluid passes through battery30and exits outlets of battery30, the heat exchange fluid enters into a heat exchange fluid return conduit27coupled to the outlets of battery30. The heated heat exchange fluid then is pumped out of a heat exchange fluid outflow section96in receptacle50into a heat exchange fluid return section86in a connector42and through a return line68cinto temperature management system64by a return pump75. The heat exchange fluid returned to temperature management system64is thermally conditioned by temperature management system64for reuse. After the heat exchange fluid is appropriately thermally conditioned the heat exchange fluid may be pumped from temperature management system64via a pump74back into vehicle20for further cooling or heating of battery30. In order to prevent connector42from being removed from receptacle50before heat exchange fluid is recycled back into connector42, connector42may include a sensor in communication with controller70such that controller may prevent protrusions44from being retracted while heat exchange fluid is being passed from heat exchange fluid outflow section96to heat exchange fluid return section86.

In this embodiment, in order to charge battery30during extended periods of nonuse, vehicle20includes a separate receptacle150for coupling to a charger that is plugged into a standard 120 volt or 240 volt AC electrical outlet present in a garage of a home or any other residence or business for overnight charging in order to fully or partially charge electric vehicle battery30. A charging cord extending from the charger to battery30may be detachably coupled to an electric conduit154via receptacle150in order to fully or partially charge electric vehicle battery30. Due to the limited rate at which battery30may be charged by a standard 120 volt or 240 volt AC electrical outlet, providing external heat exchange fluid into battery30during charging via a standard 120 volt or 240 volt AC electrical outlet is not necessary.

A controller70may be provided for controlling the amount of charge supplied to battery30from electric power supply system62and to control the amount of heat exchange fluid supplied to battery30from temperature management system64and back into temperature management system64. As vehicle20is connected to rapid charging station60for charging battery30, controller70may be brought into communication with controller28of battery30such that controller70may regulate the supply of electrical charge from electric power supply system62and the supply of heat exchange fluid from temperature management system64according to the present state of battery30. For example, if due to the weather conditions or the manner in which vehicle20has been driven, battery30is warmer or cooler than usual (for example as measured by connectors37,38shown inFIG. 2), the supply of heat exchange fluid from temperature management system64may be increased or decreased accordingly. Also, if battery30is partially charged and only needs to be charged a small amount, controller70may limit the supply of electrical charge from electric power supply system62to below the maximum charging rate and adjust the flow rate of heat exchange fluid from temperature management system64to a corresponding value. Controller70may include a memory that correlates the amount of heat exchange fluid to be supplied to the charge supplied and also optionally to the temperature of battery30. Controller28may also provide controller70with information regarding the present chemistry of battery30, as sensed at battery30, and controller70may control the charging and thermal conditioning of battery30based on the chemistry of battery30to allow for the safest protocols for recharging battery30. For example, an older battery30may not take the fastest recharging rates or may have a slightly different chemistry and may be charged by rapid charging station60according to preset chemistry charging and thermal conditioning rates stored in controller70.

Controller70may also be a coupled to a touchscreen71and a credit card receptacle73. Along with displaying the amount owed by the vehicle owner on touchscreen71, controller70may also provide information to an operator of roadside charging station60for charging the amount owed to the vehicle owner, for example in calculating the charge delivered and the price to be charged for the roadside recharging. Touchscreen71may present the driver with charging/cooling and payment options and controller70may control the supply of heat exchange fluid and charge according to the driver's selections. A driver may insert a credit or debit card into credit card receptacle73and a processor in controller70may process the payment. Controller70also may be coupled with a detector, for example in the form of an radio-frequency identification (“RFID”) reader77in communication with an information source in the form of a RFID tag79of vehicle20wherein communication between the reader and tag may input data for controlling one or more of the recharge, heat exchange fluid and transaction parameters. The detector and information source may take a variety of alternative or combined detection and communication forms, such as an optical, magnetic, acoustic, pattern recognition or other detector and compatible information source. Each different electric vehicle may include a battery that is capable of recharging at different rates and that has specific thermal characteristics. For example, certain batteries need to achieve a minimum temperature before being charged. Also, different batteries have different maximum allowable temperatures during charging. The RFID tag reader77may determine the battery's parameters, such as battery type and specifications, from reading RFID tag79and controller70may control of heat exchange fluid from temperature management system64based on the reading of tag79by reader77. Battery parameters may also include information regarding onboard component of vehicle20that have a role in charging battery30, such as for example an onboard charger. Since RFID uses wireless radio-frequency electromagnetic fields for identifying and tracking tags attached to or embedded in objects. Since the tags can contain electronically stored information, the tags can provide tracking or control information through a reader without physical contact of the tag or the reader.

In one example, the RFID reader77may determine the battery type and specifications by reading RFID tag79and controller70may control the heat exchange fluid from temperature management system64based on the reading of tag79by reader77. In a more detailed example, the RFID tag may include a uniform commercial code (“UCC”) and product specification for the batteries. The RFID tag product specification of the battery may comprise data rules for maximum and minimum recharge rate and/or temperature thresholds and limits. By communicating this information from the RFID tag79, to the reader77, battery specific operating rules, including temperature requirements, are transferred to the controller70. In another example, the UCC identifier read by the reader77and communicated to the controller70may initiate a lookup routine within a database of the controller70that is previously populated with temperature data control rules (e.g., minimum temperature threshold and maximum temperature limit categorized by battery UCC classification). Thus the reading of the RFID tag in one example may support a lookup routine that in turn provides interactive commands to the controller which controls the temperature management system64. For example, an RFID tag abcd1234etc for a specific Lithium Iron Phosphate battery may then be equivalent to interactive programming input to the controller70for commanding a specific sequence of routines for the temperature management system64supplying heat exchange fluid to the battery for a predetermined time period and rate of flow. In another example, communication of data from the RFID tag may complete the initiation of a command in which the controller operates a feedback loop program of the battery temperature management system64to maintain a median range battery temperature with a predetermined range, for example between −30 degrees C. and +85 degrees C., for the duration of recharging, and possibly a predetermined period continuing thereafter.

In one embodiment the vehicle20with a nearly discharged battery and RFID tag79arrives at recharging station60. The RFID reader77of the recharging station60identifies the vehicle20through a data lookup routine where the RFID tag provides a unique identifier that is assigned within a prior determined database that is populated or in communication with the controller70. A prior determined database of the controller70supports a lookup routine prompted by the recognition of the RFID identifier, for example, automatically populating key data fields of and commands including specific type, class, and status of the battery30and providing the controller70with commands for rate of recharge, temperature, time, and other fields to interactively. The pertinent data and command fields are input to a prior determined program and algorithm of controller70. In one example, the fields of data from the RFID tag79are coded to identify the vehicle as standard Nissan Leaf without ultra-high recharging rate and cooling capability, model year 2013, with a 24 kWh battery39. Communication of data from the RFID tag79interacts with a data lookup routine of controller70, for example to provide rules and input data necessary to interactively program controller70in real time to execute a controlled recharging routine for the specific, type class and status of the battery30and vehicle20.

In one further example, the input of the battery type, class data and coded data from the RFID populate program routines of the controller70to automatically establish recharge parameters at a rate of recharge to achieve 80% capacity of a full charge in 30 minutes in accord with predetermined algorithm of the invention, and not to exceed a 480 Volt recharger power supply parameter, and to shutdown the recharge upon temperature excursion about 50 degrees C. The routine also stipulates control of recharging with no delivery of heat exchange fluid and delivery of recharging via a J1772 compatible socket interface.

In another further example, a vehicle20with a nearly discharged battery and RFID tag79arrives at recharging station60. The RFID reader77of the recharger identifies the vehicle20through a data lookup routine where the RFID tag provides a unique identifier that is assigned within a prior determined database that is populated or in communication with the controller70. A prior determined database of the controller70supports a lookup routine prompted by the recognition of the RFID identifier, for example, automatically populating key data fields of and commands including specific type, class, and status of the battery30and providing the controller70with commands for rate of recharge, temperature, time, and other fields for the user to interactively select via touchscreen71. The pertinent data and command fields are input to prior determined program and algorithm of the controller70. In one example, the fields of data from the RFID tag are coded to identify the vehicle as special ultra-rapid rate rechargeable Nissan Leaf with cooling capability, model year 2013, with a 24 kWh battery30and a port for delivery of heat exchange fluid. Communication of data from the RFID tag interacts with a data lookup routine of the controller70, for example to provide rules and input data necessary to interactively program the controller in real time to execute a controlled ultra-rapid rate recharging routine for the specific type, class and status of the battery30and compatible vehicle20.

In another further example, the input of the battery type, class data and coded data from the RFID populate program routines of the controller70to automatically establish recharge parameters at a rate of recharge to achieve 80% capacity of a full charge in 140 seconds in accord with predetermined algorithm, and not to exceed a 300 kW power supply parameter. The lookup routine from the RFID tag also ultimately stipulates control of the recharger with concurrent recharging and cooling, via special connectors37,38, and at a time, rate and temperature and flow rate of the heat exchange fluid stipulated in a prior established algorithm of the controller70as commanded by the lookup routine prompted by recognition and reaching of the RFID tag79to the RFID reader77and to controller70as controlling the recharging, temperature management system64, battery interface and other aspects discussed herein.

After rapid charging station60is instructed to begin charging, rapid charging station60provides current from electric power supply system62and heat exchange fluid from temperature management system64to battery30until battery30is sufficiently charged. Heat exchange fluid is pumped by pump74through heat exchange fluid supply line68b. The heat exchange fluid exits heat exchange fluid supply line68bat a heat exchange fluid supply section84in connector42and enters into a heat exchange fluid supply conduit26in vehicle20at a heat exchange fluid inflow section94in receptacle50. Heat exchange fluid supply conduit26is coupled to the inputs of battery30and supplies heat exchange fluid to battery30. Current is sent from electric power supply system62by a power feeding apparatus76through electrical supply line68a. The current exits electrical supply line68aat an electrical supply section82in connector42and enters into an electrical conduit24in vehicle20at an electrical inflow section92in receptacle50. In this embodiment connector42is formed as a housing that includes both electrical supply section82and heat exchange fluid supply section84. Electrical conduit24in vehicle20supplies the current to terminals39,40to charge battery30. In order to prevent connector42from being removed from receptacle50while current and heat exchange fluid are being supplied into vehicle20, protrusions44are prevented from being retracted into connector42during charging. Connector42may also include spring loaded couplings at or near heat exchange fluid supply section84that allow for quick sealing of supply section84during the removal of connector42from receptacle50to prevent heat exchange fluid leakage.

In another embodiment, the actuation of protrusions44and/or an additional locking mechanism may be controlled by controller70. For example, after connector42is inserted into receptacle50, controller70may direct actuators coupled to protrusions44to lock protrusions44into grooves52or to slide the additional locking mechanism into a locking position before charging and heat exchange fluid conditioning may begin. Then, after charging and heat exchange fluid conditioning is complete, controller70may direct actuators coupled to protrusions44to unlock protrusions44from grooves52or to slide the additional locking mechanism into an unlocking position.

In another embodiment, the connector42may include one or more of a pattern of protrusions and/or readable electronic signals such as by way of a microchip signal whereby the communication between connector42, receptacle50and controller70provide a lock and key mechanism that enables the recharger to become switched adaptively between recharging and cooling or simply recharging. In particular, it enables the switching of the recharger function from a high rate and cooled recharger, to a lesser rate and/or non-cooled recharger function.

In order to ensure that heat exchange fluid supply section84and heat exchange fluid inflow section94are sufficiently coupled together to prevent heat exchange fluid leakage, a pre-test for integrity and leak-tightness of the heat exchange fluid connections, for example by air pressure, may be performed before heat exchange fluid is output from connector42into receptacle50.

In alternative embodiments, connector42may be robotically operated automatically by controller70of rapid charging station60, instead of connector42being manually operated by a driver of vehicle20. A robotic arm may extend from base portion72and may include sensors for locating receptacle50. A user may activate the robotic arm for example by inserting a card into credit card receptacle73or by interaction with touchscreen71and the robotic arm may insert connector42into receptacle50. After connector42is inserted into receptacle50by the robotic arm, controller70may direct actuators coupled to protrusions44to lock protrusions44into grooves52or to slide an additional locking mechanism into a locking position before charging and heat exchange fluid conditioning may begin.

FIG. 4shows electric power supply system62in accordance with an embodiment of the present invention. Electric power supply system62may include a non-renewable energy source201, which in a preferred embodiment is a grid connected to a power plant, a renewable energy source202, for example a solar, wind or cogeneration source, and bank210of one of more rechargeable charging batteries220. In preferred embodiments, each rechargeable charging battery220is configured in the same manner as battery30aor battery30b, but with substantially more cells. It should be noted that charging battery220and onboard vehicle battery30may be the same type of battery chemistry or different battery chemistries. Source201, source202or battery bank210may be alternately be used to provide electricity to onboard vehicle battery30via electrical supply line68aof recharging station60(FIG. 1). Battery bank210may also be used to provide electricity to onboard vehicle battery30, in the event of failure of sources201,202, for example due to an emergency, or based on other conditions as determined by an electricity management system, which may be included in controller70or an additional controller. For example, during off peak power consumption periods, battery220may be connected to one of sources201,202to rapidly recharge battery220as directed by controller70or manually. Temperature management system64may allow for battery220to be charged at high rates by sources201,202by supplying heat exchange fluid to channels34(FIG. 2) or channels135(FIG. 3b) of battery220as sources201,202charge battery220. Controller70may control the rate of heat exchange fluid supply from temperature management system64to battery220, the rate of charging of battery220by sources201,202and whether source201, source202or battery220is supplying electricity to onboard electric vehicle battery30.

In other embodiments, electric power supply system62of rapid charging station60, when used in areas where source201is not equipped for ultra-rapid rate recharging, source201may more slowly charge battery bank210, then battery bank210may ultra-rapidly recharge onboard electric vehicle battery30, preventing source201from being exposed to the stress caused by high rate recharging. In one such embodiment, electric power supply system62is controlled by controller70such that source201is solely used in recharging station60to charge battery bank210, and not to recharge onboard vehicle batteries30. In another embodiment, source201may be used for lower rate charging of onboard electric vehicle batteries30than battery bank210. Electric power supply system62may be operated by controller70to charge only some of batteries220of bank210, and other of batteries220at other times. For example, a first group of batteries220A may be discharged to rapidly recharge an onboard electric vehicle battery30, while another group of batteries220B is being more slowly recharged by source201. Next, after the first group of batteries220A finishes rapidly recharging onboard electric vehicle battery30, source201may resume recharging all of batteries220A,220B together, or recharging those batteries220A or220B with the lowest remaining charge.

For one exemplary embodiment where source201is the grid, source201may recharge a first group of batteries220A of battery bank210at powers of less than 100 kW, while a second group of batteries220B of battery bank210recharge onboard vehicle batteries30at powers of greater than 100 kW. Once the second group of batteries220B are sufficiently depleted and the first group of batteries220A have been recharged to a certain level, controller70may uncouple the second group of batteries220B from line68afor recharging onboard vehicle batteries30and couple the second group of batteries220to source201for recharging the second group of batteries220B; and uncouple the first group of batteries220A from source201and couple the first group of batteries220A to line68afor recharging onboard vehicle batteries30.

In other embodiments where rapid charging station60is used in areas where source201is not equipped for ultra-rapid rate recharging, source201may be used to recharge both batteries220of battery bank210and onboard vehicle batteries30at rates below those used for ultra-rapid rate recharging. The rate of charging by source201may depend on whether the area serviced by source201is experiencing peak or off peak electricity consumption. Accordingly, the rate of charging by source201of battery bank210or onboard vehicle batteries30may be in a first power range during peak consumption and in a second power range, which is greater than the first power range, during electricity consumption. For one exemplary embodiment where source201is the grid, source201may recharge batteries220of battery bank210or onboard vehicle batteries30at powers of less than 40 kW during times of peak electricity consumption and recharge batteries220of battery bank210or onboard vehicle batteries30at powers of between 40 kW than 100 kW during times of off peak electricity consumption. Controller70may control whether source201, source202or battery bank210is used for recharging batteries30and whether heat exchange fluid is provided to particular batteries30(and also for example the rate and temperature of the heat exchange fluid) based on information provided to controller70by RFID tag reader77(FIG. 1). The decision on whether source201, source202or battery bank210is used for recharging batteries30may also take into account whether the area serviced by source201is experiencing peak or off peak electricity consumption. For one example, if RFID tag79(FIG. 1) indicates to RFID tag reader77that battery30is preferably ultra-rapidly recharged, controller70directs electric power supply system62to ultra-rapidly recharge battery30with battery bank210and directs temperature management system64to provide heat exchange fluid (at a predetermined temperature and/or rate) to battery30. Controller70, in response to the information from RFID tag reader70, may also generate options for either ultra-rapid recharging or fast recharging to be displayed and selected by the vehicle user via touchscreen71.

For another example, if RFID tag79(FIG. 1) indicates to RFID tag reader77that battery30is not capable ultra-rapidly recharging, controller70directs electric power supply system62to perform a fast recharge of battery30with either battery bank210or source201. Whether battery bank210or source201is selected may depend on the desired rate of recharging of battery30(e.g., maximum rate that battery30can be recharged safely and effectively recharged) as indicated by RFID tag79and whether source201is experiencing peak or off peak electricity consumption, including the maximum power that source201can be used for charging without failure or disruption. If tag79for example specifies that battery30has a desired charging rate of between 30 kW and 40 kW and source201is experiencing off peak electricity consumption, during a time in which source201can be used for recharging up to 100 kW without failure or disruption, controller70may direct electric power supply system62to recharge battery30using source201. If tag79for example specifies that battery30has a desired charging rate of between 80 kW and 100 kW and source201is experiencing peak electricity consumption, during a time in which source201can only be used for recharging up to 40 kW without failure or disruption, controller70may direct electric power supply system62to recharge battery30using battery bank210

Battery bank210may serve dual purposes of being used as a backup in the event of emergencies, and on a daily basis storing also for reducing peak power usage from the grid, thereby also reducing risks of capacity overload and reducing operating costs. Electric power supply system62may also be controlled by controller to sell power from batteries220to the grid in situation where it is economically advantageous.

In brief, the application of battery bank210enables unique functionality and value on a cross-systems basis. Rather than backup batteries that are single purpose and solely for emergencies, the rechargeable charging batteries described herein are applied for greater economic and national security productivity. For example, the rechargeable charging batteries may provide a daily return on investment by enabling banking an utilization of electrical energy which takes advantage of electrical re-charging at high rates during lower cost (off peak) periods and allowing electrical devices grid-independent energy via the rechargeable charging batteries during otherwise higher cost (peak) periods.

The electricity management system may include data inputs and dynamic management models in accord with a variety of considerations. For example, these parameters may include economic and operational parameters for the site, as well as more broadly for the surrounding area and region. Such decision management and decision making for example may be supported by an intelligent management system with data inputs ranging from weather and real-time operating conditions, to secure military and homeland security parameters on the needs for emergency readiness.

The advantages of such an approach may be considerable. Present practices may leave backup batteries to remain as unproductive or idle capital equipment except for emergencies; instead, according to the embodiments of the present invention the rechargeable charging batteries may be used for daily recharging of onboard electric vehicle batteries30.

As noted above, a primary benefit may occur by using the stored power to help balance loads and reduce operating costs—e.g., by charging at night when demand and cost is low and using the stored power to reduce use of the grid during peak periods when demand and price is high. There are other important benefits as described below.

The rechargeable charging batteries provide unique characteristics because there is substantial flexibility in their operating parameters and flexibility for deployment. The system may be operated under common control, where management system, geographic/site specific logistical data and risk management models/parameters collectively or individually may be used as inputs and to help drive output decisions—i.e., in determining the optimal balance of residual charged capacity (i.e., how much to retain on-hand for emergencies in each unit or across a network of units.) For example, 20% capacity may be kept charged at all times for emergency needs and 80% may be actively cycled on a daily basis. Additionally, real time information on demand frequency inputs for the user and/or for the available grid may be used to maintain and manage the best charge/discharge scenarios dynamically as needed. A dynamic model may be used to optimize such usage.

At times of greater need, such as a high national alert or pending major storm, the batteries220of bank210may be rapidly recharged and maintained at 100% charge readiness unless/until sources201,202are unable to charge onboard vehicle batteries30.

Among other advantages, dynamic modeling and networking in cooperation with utility companies may help to implement real-time decisions for charging the systems back to full capacity. By distributing such nodes, other benefits may include supporting public utilities in keeping voltage and frequency stable and provide spinning reserves (meet sudden demands for power).

Among additional benefits, this technology and approach may provide a buffer for integration of renewable power such as wave, wind power, or solar by storing excess energy produced during optimal periods and putting it to utilization during other periods when the most valuable. This may help to stabilize unpredictable aspects of renewable energy.

Additional advantages may include the ability to enable movable nodes to be used across a range of different volumes and capabilities. These nodes or energy banks may be comprised of moveable and non-moveable units including backup batteries, which may be batteries30a(FIG. 2) or batteries30b(FIGS. 3a, 3b), that may be provided to the recharging stations in the event that sources201,202are down for a prolonged period of time and the energy of batteries220is depleted. The backup batteries of the movable nodes may be connected to recharging stations60in such emergency situations. For instance, sizes of such units and their weight may be configured as standard moveable units—for example packaged in standard shipping container-sized housing which is trailerable on most roadways. Other modules may be sized for “carry on” for other portability.

The movable nodes may be extensively scalable for different types and scales of applications, for example:(A) a standard single shipping container comprising 1172 cubic feet, 30,000 lbs, providing 1 Mega Watt hour;(B) a “carry on sized” valise on wheels, 50-200 lbs, providing 7-30 KiloWattHr; and(C) a network of 100 standard single shipping containers on trailer wheels, comprising 1172 cubic feet each, 30,000 lbs each, providing cumulative 100 Megawatt hrs.

FIG. 5schematically shows temperature management system64in accordance with an embodiment of the present invention. Temperature management system provides heat exchange fluid to both onboard electric vehicle battery30and battery bank220to thermally condition onboard electric vehicle battery30and battery bank220. In other words, temperature management system64controls the temperature of both battery30and batteries220, cooling and heating batteries30,220as desired by the situation and ambient temperature conditions. A first section or onboard electric vehicle battery heat exchange section302provides heat exchange fluid to onboard electric vehicle battery30and a second section or charging batter heat exchange section304provides heat exchange fluid to batteries220of bank210. Temperature management system64includes a cooler310that may include for example a refrigeration unit for cooling heat exchange fluid when heat exchange fluid is used to cool batteries30,220and a heater320for heating heat exchange fluid when heat exchange fluid is used to heat batteries30,220. Temperature management system64may also include a heat exchanger330, which allows the heat exchange fluid used to control the temperature of battery30to exchange heat with the heat exchange fluid used to control the temperatures of batteries220in bank210.

As shown inFIG. 5, a heat exchange fluid source340may be provided for providing heat exchange fluid to battery bank210via a source line342, flow through which is regulated by a valve344, and for providing heat exchange fluid to battery30via a source line382, flow through which is regulated by a valve384. An inlet pump346may be provided upstream of battery bank210in an inlet line348for providing heat exchange fluid to battery bank210to deliver heat exchange fluid for heating or cooling batteries220. Battery bank210may include an inlet manifold350and an outlet manifold352such that heat exchange fluid can be passed through the channels of batteries220in parallel. Pump74may also be provided in an outlet line388of first section304for delivering heat exchange fluid to battery30(via line68band inflow section94as described above) for heating or cooling battery30.

Downstream of battery bank210, an outlet pump354in an outlet line356of battery bank210pumps heat exchange fluid away from battery bank210. A plurality of lines358,360,362,364,366may be provided downstream of pump354. Line358allows heat exchange fluid exiting battery bank210to be provided directly from second section304to first section302for delivery to battery30. Line358may be connected to a line387for providing heat exchange fluid to line388. Line360allows heat exchange fluid exiting battery bank210to be provided to cooler310for cooling. After being cooled by cooler310, the cooled heat exchange fluid is passed to a line361for delivery back into battery bank210. Line362allows heat exchange fluid exiting battery bank210to be provided to heater320for heating. After being heated by heater320, the heated heat exchange fluid is passed to a line363for delivery back into battery bank210. Line364allows heat exchange fluid exiting battery bank210to be provided to heat exchanger330for exchanging heat with heat transfer fluid in first section302. After being heated or cooled in heat exchanger330, the heat exchange fluid is passed to a line365for delivery back into battery bank210. Line366allows heat exchange fluid exiting battery bank210to be provided back into coolant source340. Lines342,358,360,361,362,363,364,365,366,387include respective valves344,367,369,370,371,372,373,374,375,376that are controlled by controller70.

Similarly, downstream of battery30, return pump75in a return line396of first section302pumps heat exchange fluid away from battery30. A plurality of lines398,400,402,404,406may be provided downstream of pump75. Line398allows heat exchange fluid exiting battery bank210to be provided directly from first section302to second section304for delivery to battery bank210. Line388may be connected to a line357for providing heat exchange fluid to line348. Line400allows heat exchange fluid exiting battery30to be provided to cooler310for cooling. After being cooled by cooler310, the cooled heat exchange fluid is passed to a line401for delivery back into battery30. Line402allows heat exchange fluid exiting battery30to be provided to heater320for heating. After being heated by heater320, the heated heat exchange fluid is passed to a line403for delivery back into battery30. Line404allows heat exchange fluid exiting battery30to be provided to heat exchanger330for exchanging heat with heat transfer fluid in second section304. After being heated or cooled in heat exchanger330, the heat exchange fluid is passed to a line405for delivery back into battery30. Line406allows heat exchange fluid exiting battery bank210to be provided back into coolant source340. Lines357,382,398,400,401,402,403,404,405,406include respective valves379,384,407,409,410,411,412,413,414,415that are controlled by controller70. Controller70controls the valves of both sections302,304to achieve an optimal temperature in battery30and batteries220in the most cost effective manner.

Controller70may receive inputs from sensors within battery30and batteries220and increases or decreases the pumping rate of pumps74,75,346,354and/or the amount of heat supplied to or removed from the fluid by devices310,320,330or the direct exchange between sections302,304to keep the temperature of batteries30,220at an optimum temperature.

As described above, heat transfer fluid may be exchanged between heat exchange sections302,304. For example, heat exchange fluid exiting battery30may be supplied to battery bank210, either directly, or by passing the heat exchange fluid exiting battery30through one of cooler310or heater320, then to battery bank210. For passing the heat exchange fluid exiting battery30through cooler310to battery bank210, cooler310may include valves, which are controlled by controller70, to provide heat exchange fluid in line400to line361. For passing the heat exchange fluid exiting battery30through heater320to battery bank210, heater320may include valves, which are controlled by controller70, to provide heat exchange fluid in line402to line363. Heat exchange fluid exiting battery bank210may also be supplied to battery30, either directly, or by passing the heat exchange fluid exiting battery bank210through one of cooler310or heater320, then to battery30. For passing the heat exchange fluid exiting battery bank210through cooler310to battery30, cooler310may include valves, which are controlled by controller70, to provide heat exchange fluid in line360to line401. For passing the heat exchange fluid exiting battery bank210through heater320to battery30, heater320may include valves, which are controlled by controller70, to provide heat exchange fluid in line362to line403.

The exchange of heat transfer fluid between heat exchange sections302,304may be performed when one of battery bank210and battery30is being heated and the other of battery bank210and battery30is being cooled. For example, if battery bank210is below a desired temperature range for discharging and needs to be heated before discharging to recharge battery30, and battery30is being cooled, the heat exchange fluid exiting battery bank30, which absorbed heat from battery30to cool battery30, may be sufficiently warm to heat battery bank210to the desired temperature range for discharging. Additionally, the reverse situation may be applied, where heat exchange fluid being used to heat one of battery30and battery bank210may be supplied directly to the other of battery30and bank210for cooling. If the heat exchange fluid exiting one of battery30and bank210is not sufficiently cool or warm to cool or heat the other of battery30and210, the heat exchange fluid may passed through cooler310or heater320before being provided to the other of battery30and bank210.

Batteries220may need to be heated during discharge (i.e., when batteries220are supplying electricity through line68a(FIG. 1) to recharge a battery30) for optimal performance. For example, for numerous embodiment of batteries220, including batteries30a,30b, heating batteries220during discharge may prevent dendrite formation. Additionally, batteries30bmay need to operated at elevated temperatures (above for example 60° C., 140° F.) in order to sustain optimal ionic conductivity of the solid polymer electrolytes. In order to heat batteries220during discharge, heat exchange fluid that has absorbed heat from battery30to cool battery30during recharging may be supplied to battery bank210, either directly, or by passing the heat exchange fluid exiting battery30through heater320, then to battery bank210. Also, heat exchange fluid that has absorbed heat from battery30to cool battery30during recharging may be passed through heat exchanger330in first section302to heat exchange fluid in second section304, which is then provided to battery bank210to heat batteries220. In embodiments where batteries220are batteries30b(FIGS. 3a, 3b), batteries220may be heated by heat exchange fluid during the discharging or charging of batteries220to keep the temperature of cells110(FIG. 3c) at or above 60° C. at all times during such discharging. During the discharging or charging of batteries220, the temperature is also kept below at or below 180° C. and in preferred embodiments using batteries30b, at or below 80° C. In alternative embodiments, the maximum temperature may be greater than 180° C., for example, where the materials used for batteries220have melting points greater than 180° C. Batteries30may be similarly heated and cooled. For example, in cold weather, batteries may be first heated, so they accept charge, and then cooled as the temperature of batteries30rise. Vehicle20may also include an onboard temperature management system for heating batteries for charging that may communicate with controller70via controller28.

Heat exchange fluid supplied by temperature management system64may be oil, water or air. For example, flowable liquid or gaseous materials having optimal heat capacity may be used. The heat exchange fluid may be supplied with additives to increase heat exchange capabilities. In one preferred embodiment, the heat exchange fluid is electrically insulating. In one preferred embodiment, the heat exchange fluid is a commercial heat-transfer fluid, Paratherm LR, a paraffinic hydrocarbon with a broad operating range (i.e., between −50 and 230 degrees Celsius).

FIG. 6shows a method500of recharging onboard electric vehicle batteries in accordance with an embodiment of the present invention. Method500includes a step502of recharging one or more batteries of a battery bank via an energy source, a step504of alternately coupling the energy source and the battery bank to an electricity supply line of a rapid recharging station for recharging the onboard electric vehicle batteries, a step506of providing heat exchange fluid to both the onboard electric vehicles batteries and one or more batteries of the battery bank; and a step508of at least one of transferring heat from heat exchange fluid exiting one of the onboard electric vehicles batteries to the heat exchange fluid being provided to the battery bank and transferring heat from heat exchange fluid exiting the battery bank to the heat exchange fluid being provided to one of the onboard electric vehicle batteries.

Method500can also include cooling the heat exchange fluid provided to both the onboard electric vehicles batteries and one or more batteries of the battery bank.

Method500can include heating the heat exchange fluid provided to both the onboard electric vehicles batteries and one or more batteries of the battery bank.

Step504can include supplying electricity to onboard electric vehicle battery from the battery bank during a peak period of demand of the power grid and supplying electricity to onboard electric vehicle battery from the power grid during an off-peak period of demand of the power grid.

Step502may be performed during the off-peak period of demand of the power grid.

The heat exchange fluid can be liquid and can be delivered to channels within the onboard electric vehicles batteries and channels within the one or more batteries of the battery bank.