Patent Publication Number: US-11650259-B2

Title: Battery pack maintenance for electric vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application is a continuation of U.S. patent application Ser. No. 14/039,746, filed Sep. 27, 2013 which is a continuation of U.S. patent application Ser. No. 13/152,711, filed Jun. 3, 2011, which is based on and claims the benefit of U.S. provisional patent application Ser. No. 61/351,017, filed Jun. 3, 2010, and is also a Continuation of and claims priority of U.S. patent application Ser. No. 12/894,951, filed Sep. 30, 2010, the contents of which are hereby incorporated by reference in their entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates to electric vehicles of the types which use battery packs for storing electricity. More specifically, the present invention relates to maintenance of such battery packs. 
     Traditionally, automotive vehicles have used internal combustion engines as their power source. Petroleum as a source of power. However, vehicles which also store energy in batteries are finding widespread use. Such vehicle can provide increased fuel efficiency and can be operated using alternative energy sources. 
     Some types of electric vehicles are completely powered using electric motors and electricity. Other types of electric vehicles include an internal combustion engine. The internal combustion engine can be used to generate electricity and supplement the power delivered by the electric motor. These types of vehicles are known as “hybrid” electric vehicles. 
     Operation of an electric vehicle requires a source of electricity. Typically, electric vehicles store electricity in large battery packs which consist of a plurality of batteries. These batteries may be formed by a number of individual cells or may themselves be individual cells depending on the configuration of the battery and battery pack. The packs are large and replacement can be expensive. 
     SUMMARY OF THE INVENTION 
     A method and apparatus for repairing or testing a used battery pack from an electric vehicle include removing the battery pack from the vehicle. Battery tests are performed on at least some of the plurality of batteries and battery test results for each of the batteries tested are obtained. A cradle is configured to receive at least two different types of batteries. The cradle includes connectors to electrically couple circuitry of a battery tester to the battery. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a simplified block diagram of an electric vehicle. 
         FIG.  2    is simplified schematic diagram of a battery pack for use in the electric vehicle of  FIG.  1   . 
         FIG.  3    is a block diagram of a device in accordance with one example embodiment of the present invention. 
         FIG.  4    is a simplified block diagram of a device for use in selecting batteries for use in refurbishing a battery pack. 
         FIG.  5    illustrates a database shown in  FIGS.  3  and  4   . 
         FIG.  6    is a flow chart showing steps for use in refurbishing a battery pack. 
         FIG.  7    is a simplified block diagram showing a diagnostic device including a cradle configured to receive battery. 
         FIG.  8    shows graphs of voltage and current versus time charging of a battery. 
         FIG.  9    shows graphs of voltage and current versus discharging of a battery. 
         FIG.  10    is a front perspective view of a configuration of an electric vehicle battery. 
         FIG.  11    is front perspective view of another configuration of an electric vehicle battery. 
         FIG.  12 A  is a front perspective view and  FIG.  12 B  is a rear perspective view of a configuration of a hybrid electric vehicle battery. 
         FIG.  13 A  is a front perspective view and  FIG.  13 B  is a rear perspective view of a another configuration of a hybrid electric vehicle battery. 
         FIG.  14    is a schematic diagram showing polarity reversing circuitry for use in coupling to a battery. 
         FIG.  15    is a perspective view showing electric vehicle battery encased in a cradle. 
         FIG.  16    is a perspective view showing a battery of  FIG.  15    placed into the cradle. 
         FIG.  17    is a perspective view showing a battery of  FIG.  16    placed into the cradle. 
         FIG.  18    is a perspective showing a cradle with a cover in the closed position. 
         FIG.  19    is a top cutaway view of the cradle of  FIG.  15   . 
         FIG.  20    is a perspective view of a hybrid electric vehicle battery facing a cradle. 
         FIG.  21    is a perspective view of a battery positioned in the cradle of  FIG.  20   . 
         FIG.  22    is a perspective view of a battery secured in the cradle of  FIG.  20   . 
         FIG.  23    is a perspective view showing the cradle of  FIG.  20    having a cover in the closed position. 
         FIG.  24    is a side cross sectional view of the cradle of  FIG.  20   . 
         FIG.  25    is a perspective view showing an electrical contacts of  FIG.  20   . 
         FIG.  26    is a top plan view of the battery placed in a cradle of  FIG.  20   . 
         FIG.  27    is a top plan view showing the battery secured in the cradle of  FIG.  20   . 
     
    
    
     DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS 
     As discussed in the background section, battery packs used with electric vehicles are able to store large amounts of energy. The battery packs are large and difficult to work on and test because of the high voltages involved. Further, the battery packs are expensive. In one aspect, the present application recognizes that a single bad battery within the battery pack can reduce the capabilities of the overall battery pack. A bad battery or (batteries) can reduce the amount of energy the battery pack can store, reduce the rate at which the battery pack can be recharged and cause other batteries with in the battery pack to drain prematurely. 
     In one aspect of the present invention, a battery pack is removed from the electric vehicle whereby maintenance can be performed on it. More specifically, individual batteries of the pack tested. A refurbished battery pack is made by preparing a new set of batteries for use in creating a refurbished battery pack. The new set of batteries is formed from used batteries from previously used battery pack(s) along with one or more additional batteries. The set of batteries used to form the refurbished battery pack are selected such that they have at least one test result which is similar to the others. The refurbished battery pack can then placed in an electric vehicle and be used as a source of power for the vehicle. 
       FIG.  1    is a simplified block diagram of an electric vehicle  100 . Electric vehicle  100  can be configured to operate solely based upon electric power, or may include an internal combustion engine. Vehicle  100  includes a battery pack  102  and at least one electric motor  104 . Vehicle electronics and control system  106  couples to the battery pack and electric motor and is configured to control their operation. Wheels  110  of vehicle  100  are configured to propel the vehicle in response to a mechanical input from electric motor  104 . Electric motor  104  operates using energy drawn from the battery  102 . In some configurations a regenerative braking system can be used in which a braking energy is recovered from the wheels  110  by the electric motor  104  or other equipment. The recovered energy can be used to recharge the battery pack  102 . 
       FIG.  1    also shows optional components of vehicle  100 . These optional components allow the vehicle  100  to operate as “hybrid” vehicle. In such a configuration, an internal combustion engine  120  is provided which operates using, for example, petroleum based fuel  122 . The engine  120  can be configured to directly mechanically drive the wheels  110  and/or an electric generator  122 . The electric generator  122  can be configured to charge the battery pack  102  and/or provide electrical power directly to electric motor  104 . 
     The battery pack  102  is a critical component of the electric vehicle  100 . Operation of the battery pack  102  will determine the efficiency of the vehicle, the overall range of the vehicle, the rate at which the battery pack  102  can be charged and the rate at which the battery pack  102  can be discharged. 
       FIG.  2    is a simplified diagram of an example configuration of battery pack  102 . In  FIG.  2   , a plurality of individual batteries  140  are shown connected in series and parallel. Each of the individual batteries  140  may comprise a single cell or may comprise multiple cells connected in series and/or parallel. These may be removable battery modules formed by a single cell or a group of cells. If elements  140  are a group of cells, in some configurations individual connections may be available within the battery and used in accordance with the invention. 
     During the lifetime of vehicle  100 , the battery pack  102  will degrade with time and use. This degradation may be gradual, or may occur rapidly based upon a failure of a component within the pack  102 . When such a failure occurs, or when the pack has degraded sufficiently, the entire battery pack  102  is typically replaced. The battery pack  102  is one of the primary components of electric vehicle  100  and its replacement can be very expensive. In one aspect, the present invention is directed to performing maintenance on battery pack  102 . The maintenance can be performed after the battery pack has failed, or prior to the failure of the battery pack. 
     In one aspect, the invention includes the recognition that the failure, degradation, or impending failure of battery pack  102  may be due to the failing or degrading of one or more of the individual batteries  140  within the pack  102 . In such a case, the battery pack  102  can be refurbished or otherwise repaired by identifying the failed, failing, or degraded batteries  140  and replacing them with operable batteries  140 . In another aspect, the present invention includes the recognition that the simple replacement of a faulty battery  140  in a battery pack  102  may not provide the optimum configuration for the repaired or refurbished battery pack  102 . More specifically, a “new” battery  140  used to replace a “bad” battery  140  within the battery pack  102  will introduce a battery which is not balanced with respect to other batteries  140  in the pack  102 . This unbalanced battery  140  may cause further deterioration in the battery pack  102 . Thus, in one aspect, the present invention includes selecting batteries  140  which have a similar characteristic or measured parameter for replacing bad batteries  140  within a battery pack  102 . 
     In one aspect, the present invention provides a method and apparatus in which batteries  140  for use in battery packs  102  are sorted and selected for replacement based upon measured parameters. The measured parameters can be selected such that they are in agreement with one another within a desired range. Example parameters include static parameters in which a static property of a battery is measured using a static function as well as dynamic parameters in which a property of a battery is measured using a dynamic function. Example parameters include dynamic parameters such as conductance resistance, admittance, impedance, etc., as well as static equivalents. Load testing based parameters may also be employed. Other example parameters include battery capacitance, battery state of charge, battery voltage, and others. 
       FIG.  3    is a simplified block diagram of a battery pack maintenance device  200  for performing maintenance on battery pack  102 .  FIG.  3    shows one example of battery test circuitry, in  FIG.  3    maintenance device  200  is shown coupled to battery  140  having a positive terminal  202  and a negative terminal  204 . A connection  206  is provided to terminal  202  and a similar connector  208  is provided to terminal  204 . The connectors  204  and  206  are illustrated as Kelvin connectors, however, the invention is not limited to this configuration. Through connections  206  and  208 , a forcing function  210  is coupled to battery  140 . The forcing function applies a forcing function signal to the battery  140 . The forcing function signal may have a time varying component and may be an active signal in which an electrical signal is injected into the battery or maybe a passive signal in which a current is drawn from the battery. Measurement circuitry  212  is configured to measure a response to the battery  140  to the applied forcing function signal from the forcing function  210 . Measurement circuitry  212  provides a measurement signal to microprocessor  214 . Microprocessor  214  operates in accordance with instructions stored in memory  220 . Memory  220  may also be configured to contain parameters measured from battery  140 . A user input/output circuitry  220  is provided for use by an operator. Further, the device  200  is configured to store data in database  220 . The battery testing may be optionally performed in accordance with techniques pioneered by Midtronics, Inc. of Willowbrook, Ill., and Dr. Keith S. Champlin, including for example, those discussed in U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. 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No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/304,004, filed Dec. 14, 2005, entitled BATTERY TESTER WITH CALCULATES ITS OWN REFERENCE VALUES; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/356,443, filed Feb. 16, 2006, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 11/519,481, filed Sep. 12, 2006, entitled BROAD-BAND LOW-CONDUCTANCE CABLES FOR MAKING KELVIN CONNECTIONS TO ELECTROCHEMICAL CELLS AND BATTERIES; U.S. Ser. No. 60/847,064, filed Sep. 25, 2006, entitled STATIONARY BATTERY MONITORING ALGORITHMS; U.S. Ser. No. 11/641,594, filed Dec. 19, 2006, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRONIC SYSTEM; U.S. Ser. No. 60/950,182, filed Jul. 17, 2007, entitled BATTERY TESTER FOR HYBRID VEHICLE; U.S. Ser. No. 60/973,879, filed Sep. 20, 2007, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY BATTERIES; U.S. Ser. No. 11/931,907, filed Oct. 31, 2007, entitled BATTERY MAINTENANCE WITH PROBE LIGHT; U.S. Ser. No. 60/992,798, filed Dec. 6, 2007, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/061,848, filed Jun. 16, 2008, entitled KELVIN CLAMP FOR ELECTRONICALLY COUPLING TO A BATTERY CONTACT; U.S. Ser. No. 12/168,264, filed Jul. 7, 2008, entitled BATTERY TESTERS WITH SECONDARY FUNCTIONALITY; U.S. Ser. No. 12/174,894, filed Jul. 17, 2008, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 12/204,141, filed Sep. 4, 2008, entitled ELECTRONIC BATTERY TESTER OR CHARGER WITH DATABUS CONNECTION; U.S. Ser. No. 12/328,022, filed Dec. 4, 2008, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 12/416,457, filed Apr. 1, 2009, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION; U.S. Ser. No. 12/416,453, filed Apr. 1, 2009, entitled INTEGRATED TAG READER AND ENVIRONMENT SENSOR; U.S. Ser. No. 12/416,445, filed Apr. 1, 2009, entitled SIMPLIFICATION OF INVENTORY MANAGEMENT; U.S. Ser. No. 12/485,459, filed Jun. 16, 2009, entitled CLAMP FOR ELECTRONICALLY COUPLING TO A BATTERY CONTACT; U.S. Ser. No. 12/498,642, filed Jul. 7, 2009, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/697,485, filed Feb. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/698,375, filed Feb. 2, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/712,456, filed Feb. 25, 2010, entitled METHOD AND APPARATU FOR DETECTING CELL DETERIORATION IN AN ELECTROCHEMICAL CELL OR BATTERY; U.S. Ser. No. 61/311,485, filed Mar. 8, 2010, entitled BATTERY TESTER WITH DATABUS FOR COMMUNICATING WITH VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 61/313,893, filed Mar. 15, 2010, entitled USE OF BATTERY MANUFACTURE/SELL DATE IN DIAGNOSIS AND RECOVERY OF DISCHARGED BATTERIES; U.S. Ser. No. 12/758,407, filed Apr. 12, 2010, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 12/765,323, filed Apr. 22, 2010, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE; U.S. Ser. No. 12/769,911, filed Apr. 29, 2010, entitled STATIONARY BATTERY TESTER; U.S. Ser. No. 61/330,497, filed May 3, 2010, entitled MAGIC WAND WITH ADVANCED HARNESS DETECTION; U.S. Ser. No. 12/774,892, filed May 6, 2010, entitled SCAN TOOL FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/786,890, filed May 25, 2010, entitled BATTERY TESTER WITH PROMOTION FEATURE; U.S. Ser. No. 61/348,901, filed May 27, 2010, entitled ELECTRTONIC BATTERY TESTER; U.S. Ser. No. 29/362,827, filed Jun. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 61/351,017, filed Jun. 3, 2010, entitled IMPROVED ELECTRIC VEHICLE AND HYBRID ELECTRIC VEHICLE BATTERY MODULE BALANCER; U.S. Ser. No. 12/818,290, filed Jun. 18, 2010, entitled BATTERY MAINTENANCE DEVICE WITH THERMAL BUFFER; U.S. Ser. No. 61/373,045, filed Aug. 12, 2010, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONERY STORAGE BATTERY; U.S. Ser. No. 12/888,689, filed Sep. 23, 2010, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 12/894,951, filed Sep. 30, 2010, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLES; U.S. Ser. No. 61/411,162, filed Nov. 8, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled MONITOR FOR FRONT TERMINAL BATTERIES; which are incorporated herein by reference in their entirety. 
     During operation, device  200  is capable of measuring a parameter of battery  140  through the Kelvin connections  206  and  208 . For example, a forcing function can be applied by forcing function  210 . Measurement circuitry  212  can monitor the effect of the applied forcing function signal on the battery  140  and responsively provide an output to microprocessor  214 . This can be used to measure a dynamic parameter of the battery such as dynamic conductance, etc. The present invention is not limited to this particular testing method and other techniques may also be employed. Further, the testing of battery  140  or group of batteries  140  may be performed using sensors within battery pack  102 . In such a configuration, the testing may be performed without disassembling the battery pack  102 . Microprocessor  214  can operate in accordance with programming instructions stored in memory  220 . Memory  220  can also store information by microprocessor  214 . Operation of device  200  can be controlled by user I/O  220  which can comprise, for example, a manual input such as a keyboard and/or an output such as a display. As discussed below in greater detail, measured parameters of battery can be stored in database  222  for subsequent retrieval. 
       FIG.  4    is simplified block diagram of a battery selection system  250  in accordance with one example embodiment of the invention. Battery selection system  250  can be embodied in the device  200  shown in  FIG.  3    or can be a separate system. System  250  may typically be implemented in a computer or microprocessor system and is configured to access information from the database  222 . System  250  includes a controller  252  coupled to the database  222  and battery selection criteria  254 . Controller  252  examines battery parameters stored in database  222  based upon the selection criteria  254 . Based upon this examination, controller  252  provides a selection information output  255 . The selection information output  255  provides information related to which of the batteries identified in the database  222  should be used to form a refurbished battery pack  102 . The selection information output  255  may also include information related to specifically where in the physical or electrical configuration of the battery pack  102  a specific battery  140  should be positioned. A user I/O  256  is also provided which may include a physical input such as a keypad and/or an output such as a display. The user I/O can be used to provide instructions to controller  252  and provide a mechanism for controller  252  to provide an output to an operator. The selection information  255  output may be delivered through the user I/O  256  or through some other means. Further, the selection criteria  254  can be updated as desired. In some configurations, controller  252  can also be configured to modify data within the database  222 . The selection criteria  254  and the database  222  can be implemented in a memory such as memory  220  shown in  FIG.  3   . 
       FIG.  5    shows an example configuration of database  222 . Database  222  includes a number of different fields. A battery identification field  224  is used to store information which identifies a battery  140 . The battery  140  may be a battery from within an existing battery pack  102  or may be a new battery  140 . At least one battery parameter  226  is associated with an identified battery. In some configurations, more than one battery parameter  226  is associated with one specific battery  140 . 
     The battery identification  224  can be in accordance with any technique which will provide information which can be used to identify a battery. This may include, for example, a serial number or the like. The identifying information can be created during the refurbishing process, or at some other time, for example, during manufacture of a battery  140  or pack  102 . This information may be manually entered into the database  222  using, for example, user I/O  220  shown in  FIG.  3    or user I/O  256  shown in  FIG.  4   , or may be entered into database  222  using more automated techniques such as a barcode scanner, RFID tag, etc. User I/O  220  and  256  may comprise such inputs. The battery parameter  226  can comprise any information which is related to an identified battery  140 . The information can be information obtained through a battery test or may be information obtained through other means. For example, information related to the age of the battery may be used, information related to whether the battery  140  came from a battery pack  102  in which an operator has or has not identified any problems, manufacturing information, geographic location information, information related to a location of a battery within the battery pack  102 , etc. Examples of other parameters include parameters collected by testing the battery may include temperature, etc. These parameters may include the results of any type of battery test or data measured or collected prior to, during, or after a test is performed and are not limited to those discussed herein. 
       FIG.  6    is simplified block diagram  300  shown in steps in accordance with one example embodiment of the present invention. The steps begin at start block  302 . At block  304  battery parameters are collected as discussed above. These battery parameters are stored in the database  222  and associated with information which identifies a respective battery  140 . At block  306 , the selection criteria  254  is applied to the data contained in database  222 . Based upon this selection criteria, at block  308 , the controller  352  shown in  FIG.  4    provides the selection information output  255  which identifies refurbished battery pack information as discussed above. 
     During operation of the system discussed above, any bad batteries  140  within the battery pack  102  are identified by testing and removed from the battery pack. This may require that the battery pack  102  be charged and discharged. Further, remaining batteries  140  in the battery pack  102 , as well as any replacement batteries  140 , may be charged or discharged such that they are all at the approximately the same state of charge. 
     The batteries may be tested while remaining in the pack through connections at individual points between multiple batteries. In another example, the batteries are tested by collecting data over an internal databus of vehicle  100  using techniques described in copending application Ser. No. 12/174,894 which is entitled BATTERY TESTER FOR ELECTRIC VEHICLE, filed Jul. 17, 2008. In another example, the entire battery pack  102  may be tested by supplying a known current to the entire pack  102 , or a portion of the pack  102 . This current may be a DC current, a time varying DC current, a bi-polar current, a uni-polar AC current, etc. While is current is applied, a battery  140  or groups of batteries  140  within the battery pack  102  can be monitored. This monitoring may be through sensors which are internal to the battery pack  102  or through sensors which are separably applied to the battery  102 . In another example, individual batteries are removed from the pack and tested. 
     The present invention includes the recognition that in a high voltage string of batteries, simply replacing one faulty battery  140  with a new battery  140  may not provide an optimal solution in refurbishing the battery pack  102 . This is because the replacement battery  140  may be out of balance with the other batteries  140  in the battery pack  102 . Thus, it is desirable that the batteries  140  in the battery pack  102  be balanced in such a way that they have a similar capacity, state of charge, voltage, impedance, conductance, or other parameter, depending upon the selection criteria  254 . 
     The particular selection criteria  254  can be selected as desired. For example, the selection criteria  254  can be determined by testing many batteries  140  across many different battery packs  102  and identifying which parameter  226  or parameters  226  will have a detrimental impact if they are “out of balance” with other batteries  140  within a battery pack  102 , identifying a range of acceptable values of a particular parameter  226 , identifying an interrelationship between multiple parameters  226  and/or identifying a particular physical or electrical configuration of such batteries  140  within a battery pack  102 . Using a load test as an example, a group of batteries  140  may be fully charged and then discharged for a period of time at a desired discharged rate. The voltage of the batteries  140  during or following the discharge can be measured. Batteries  140  having a voltage which is within a selected percentage of the voltage of other batteries  140  may be identified for use in a refurbished battery pack  102 . This selection process may be applied only to batteries  140  which are used to replace faulty batteries  140  within a battery pack  102 , or may be applied to additional batteries  140  within the battery pack  102  including all of the batteries  140  within a particular battery pack  102 . Further, the batteries  140  which are used to replace faulty batteries  140  may themselves be retrieved from other battery packs  102  which are in the process of being refurbished or otherwise disassembled. The replacement batteries  140  may also comprise new or otherwise unused batteries  140 . The battery  140  discussed herein may comprise an individual cell or may comprise multiple cells or batteries. The battery  140  and/or cells may operate in accordance with any suitable battery technology. The database  222  discussed above may be implemented in any suitable database  222  format. In one configuration, the database  222  may be implemented manually. In another configuration, the database is stored in a memory, for example, a computer memory. 
       FIG.  7    is a simplified block diagram showing battery tester  200  including a battery cradle  350 . Tester  200  includes test circuitry  352  coupled to user I/O  220 .  FIG.  7    also illustrates a remote I/O connection  354  for communicating with a remote location such as over a network, to a centralized data system, to other electrical equipment, to a remote user, etc. An optional printer  356  is also illustrated in  FIG.  7    and can be used to provide a physical hard copy of test results or other information. 
     The test circuitry  352  couples to the battery  350  to a removable cable  360 . Cable  360  has ends  362  and  364  which plug into the battery cradle  350  and the test circuitry  352 , respectively. The battery  140  can be placed into the cradle  350  whereby tests may be performed by the battery  140 . Battery  140  is illustrated as including battery terminals  202  and  204  which couple to Kelvin connections  206  and  208  in cradle  350 . These may be Kelvin connections or single connections. A midpoint connector  370  is also illustrated which allows a midpoint test connector  372  to connect to one or more connections between cells or groups of cells within the battery  140 . 
     The configuration shown in  FIG.  7    simplifies the technical requirements of connecting a battery to the battery test circuitry. The use of an individual cradle allows the battery to simply be “snapped” into place for testing. The cradle can include a protective case cover and integrated safety lock to protect the operator and circuitry during testing. Mechanical and/or electrical polarity detection can be used as discussed below in greater detail. The cable  360  can be replaceable as if it becomes worn through extended use. Additionally, different types of cradles can be used for different types of batteries  140  and simply plugged into the cable  360 . Some particular types of cradles  350  may use different types of cabling connections  360 . This allows the particular cable to be easily exchanged and/or plugged into a different type of cradle  350 . In one configuration, the cable  360  represents a wireless communication link such as an RF link using BlueTooth®, WIFI, etc. In such a configuration, part of the test circuitry maybe located within the cradle  350  in order to sense voltages directed and/or apply forcing functions. The remote I/O  354  can then communicate as appropriate including wireless or wired connections such as Ethernet, WIFI, etc. The battery test circuitry  352  can be configured for testing, discharging and charging the battery  140 . Some tests or battery maintenance may require discharging or recharging as well as testing the battery  140 . 
     In one configuration, the test circuitry  352  receives information regarding the state of charge and/or voltage of batteries within a battery pack. A replacement battery  140  is then connected to the device  200  and the circuitry  352  adjust the state of charge and/or voltage of the replacement battery  140  to more closely match the state of charge and/or the voltage of the other batteries within the pack. As specified above, similar techniques can be used to balance the state of charge for all the batteries within a battery pack. The information regarding the state of charge and/or voltage can be received by the test circuitry by a user I/O  220  or through remote I/O  354 . For example, the information may be received from the onboard databus of the vehicle such as OBDII databus, over wireless connection, input by service personnel. The state of charge of the battery may be determined using an approximate relationship between voltage of the battery, and/or current in/out of the battery, and state of charge. Other techniques may be used including measurement of dynamic parameter as discussed above. When charging a battery, the circuitry can be charged using a constant current or can charge in a constant current or constant voltage mode as desired. In such embodiments, the forcing function  210  is configured as a constant current source, a constant voltage source as well as a load including a constant current load. 
     Preferably, the test circuitry includes a fail safe configuration whereby if a voltage of a battery is out of a predetermined range, such as 2.5 volts to 4.25 volts, the current or voltage applied to the battery  140  may be terminated. As described below in more detail, the test circuitry can selectively couple to individual cells within the battery  140  if appropriate midpoint connections are provided. A power on self test (POST) and/or watchdog timer can be selectively provided within test circuitry  252  in order to improve the reliability of the device. In one configuration, a “start” button is provided on the user I/O  220  which can be used to initiate the charge/discharge cycle. Over voltage, current and temperature protection is preferably provided in order to protect the battery and the test circuitry. 
       FIG.  8    shows graphs of battery voltage and battery current during a constant voltage charging mode. As illustrated in  FIG.  8   , during a first phase of operation, a constant current is applied to the battery. In a second period, a constant voltage is applied to the battery followed by a waiting time. These periods can be cycled in order to maximize battery charge. Similarly,  FIG.  9    shows a constant current discharging mode. In such a configuration a constant is applied to the battery for a first period of time. The discharge current is then brought to zero amps. 
       FIG.  10    is a front perspective view of battery  140  when configured as an electrical vehicle (EV) type battery. In such a configuration, the battery is made up of four cells in which two parallel pairs of cells are connected in series providing a total of four cells. The battery includes a positive connector  400  and a negative connector  402  including a midpoint connector  404 . There are two different versions of this type of battery.  FIG.  11    illustrates a second configuration in which the positive and negative connections  400 ,  402  are reversed. In one aspect, the present invention includes a cradle  350  configure to couple to electrical (EV) vehicle batteries configured either in the configuration shown in  FIG.  10  or  11   . 
     Similarly, hybrid electric vehicles (HEV) include two types of battery packs.  FIG.  12 A  is a front perspective view and  FIG.  12 B  is a rear perspective view of a first type of hybrid electric battery pack  140 . In  FIG.  12 A , battery  140  includes end terminals  420  and  422 . Typically, the hybrid electrical vehicle (HEV) battery consists of eight individual cells connected in series. The inner cell connectors provide inner cell connections between each of the eight batteries for a total of seven inner cell connections in addition to the two end connections. An inner cell connector  424  is provided having a “key” on the left side. In  FIG.  12 B , a second inner cell connector  426  is shown in which the “key” is opposite the key shown of connector  424  and is positioned on the right side.  FIGS.  13 A and  13 B  are front and rear perspective view, respectively, of a second hybrid electric battery  140 . In  FIG.  13 A , end connectors  430  and  432  are illustrated along with an inner cell connector  434  having a “key” on the right side of the illustration. In  FIG.  13 B , a second inner cell connector  436  is illustrated in which the “key” is positioned on the left side of the figure. In one aspect, the present invention provides a cradle  350  for coupling to either the battery pack configuration shown in  FIGS.  12 A,  12 B  or the configuration shown in  FIG.  12 A,  12 B or  13 A,  13 B . 
       FIG.  14    is an electrical schematic diagram of switching circuitry  450  used to selectively couple test circuitry  352  to cells within the battery  140  through the inner cell connector  372 . In  FIG.  14   , two inner cell connectors  372 A and  372 B are illustrated for use in coupling to opposed ends of battery  140  when configured for a hybrid electric vehicle as illustrated in  FIGS.  13 A and  13 B . Switching circuitry  450  includes four relay type switches  452 A,  452 B,  452 C and  452 D. Each of the relays  452  include two switches which each have an electrical connection to one of two connections in connector  372 A,  372 B connecting to an inner cell battery. A switch controller  454  is optically isolated from other circuitry and includes a transistor which drives coils within each of the relay switches  452 A, B, C, and D. By selectively actuating the relays  452 A, B, C, and D, the polarity of the electrical connections to the inner cell batteries can be reversed. Thus, in one embodiment, circuitry within test circuitry, for example measurement circuitry  272  shown in  FIG.  3   , senses a voltage of the inner cell connection and selectively actuates relays  452 A, B, C and D through controller  454  to obtain the desired polarity on the electrical connection. Similarly circuitry can be used to select a desired polarity of electrical connections to the end points  400 ,  402  shown in  FIGS.  10  and  11    as well as the end point connections  420 ,  422  and  430 ,  432  shown in  FIGS.  12 A and  13 A , respectively. Circuitry  450  can be located in test circuitry  352  or can be located within cradle  350  as desired. 
     In one aspect, the present invention provides one or more cradle configuration for receiving a battery  140  and coupling the battery  140  to circuitry device  200 . The cradle configuration allows coupling process to be at least partially automated thereby reducing the time required by an operator as well as the likelihood of operator error in providing the coupling. The cradle and associated circuitry can be configured to select a desired polarity of the connections to the battery and physically secure the battery for testing, charging, discharging, etc. This also allows a single cradle to be used with more than one battery configuration. 
       FIG.  15    is an exploded perspective view of battery  140  adjacent to cradle  350 . In the configuration of  FIG.  15   , battery  140  is configured as an electric vehicle (EV) battery. In  FIG.  15   , cradle  350  is illustrated as including a base  500 , a cover  502  and latches  504  to secure cover  502  to base  500 . Locking tabs  508  are illustrated in open position. A safety switch  510  is also shown and configured to actuate when lid  502  is closed.  FIG.  16    is a perspective view showing battery  140  and inserted into base  500 . Connectors  206  and  208 , and midpoint test connector  372  are shown. These are configured to make contact with battery terminals  202  and  204  and  370 . In  FIG.  17   , the locking tabs  508  are rotated into position thereby secure the battery  140  against Kelvin connections  206 ,  208  and midpoint connector  372 . This also secures the battery  140  within the base  350  whereby cover  502  may be closed and latched and secured with latches  504  as illustrated in  FIG.  18   .  FIG.  19    is a partial cutaway view plan view of base  500 . In  FIG.  19   , operating of locking tabs  508  is shown further. Connectors  206 ,  208  and midpoint connector  372  are shown as being spring-loaded and urged against connectors  208 ,  202  and  370 , respectively, of battery  140 . Note that when the cover  502  is closed, switch  510  is pushed downward and can thereby be used to provide fail safe operation of device without having a cover  502  in the closed position. A temperature sensor  509  such as a thermometer is positioned adjacent battery  140  to measure its temperature during charging and discharging. 
       FIG.  20    is a perspective view of cradle  350  configured to receive a hybrid electric vehicle (HEV) style battery  140 . In the configuration of  FIG.  20   , cradle  350  contains a base  550 , a cover  552  and latches  554 . In order to couple to a hybrid electric vehicle battery, the base  550  includes inner cell electrical (or midpoint) connectors  372 A,  372 B which are configured to couple to inter cell connector  424  and  436  (or  434  and  436 ), respectively, of battery  140 . A safety switch  560  is also illustrated. When battery  140  is inserted into base  550 , a slidable portion  555  can be pushed towards battery whereby the battery is secured and electrical contact is made. In rotatable actuator  564  is turned to thereby secure moveable portion  565  in place. Once the battery is secured, the cover  552  can be closed and latched as illustrated in  FIG.  23   . In this position, the switch  560  is actuated to thereby ensure that the cover  552  has been closed prior operation of the device. 
       FIG.  24    is a side cross-sectional view of base  550  showing the actuator  564  in greater detail. As illustrated in  FIG.  24   , the actuator  564  can be rotated. Prior to rotation of actuator  564 , moveable portion  565  is slid toward the battery  140  to thereby secure the battery into base  550 . A locking disc  590  is slidably received in a track  592 . The rotation of actuator  564  causes the locking disc  590  to be urged against track surface  594  to thereby secure the moveable portion  565  in position. 
       FIG.  25    is a perspective view of Kelvin connections  206  and  208  and midpoint connector  372 A in greater detail. As illustrated in  FIG.  25   , midpoint connector  372 A includes four electrical connectors  580  configured to couple to the midpoint connections between four of the batteries or cells within the hybrid electric vehicle battery  140 . Alignment tabs  582  are arranged to position the battery  140  within the base  580  and align the electrical connectors  580  with the midpoint connectors to the individual cells. The connectors  580  are arranged to couple to electrical connections inner cell connectors  424  and  434 . A similar connector  372 B is provided opposite connector  372 A and arranged to couple to inner cell connectors  426  and  436 . 
       FIG.  26    is a top perspective view of base  550  having the battery  140  inserted therein prior to rotation of actuator  564 .  FIG.  27    is a top view showing battery  140  positioned in base  550  prior to movement of moveable portion  565  into position against the battery  140 . In  FIG.  27   , moveable portion  565  has been moved into position and secured in position by rotating rotatable actuator  564 . 
     Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. As discussed above, the step of identifying can be performed based upon various parameters. Some of these parameters can be independently adjusted by the testing device or otherwise, for example voltage or state of charge for a particular battery or cell. Other parameters cannot be changed, for example, conductance, impedance, etc. In preparing a replacement battery pack, the parameters which can be adjusted independently may be changed as desired, for example, by charging or discharging a battery in order to provide a better match with other batteries in the replacement pack. The step of identifying can be configured such that a greater weight can be given to those parameters which cannot be adjusted. In such a configuration, prior to assembling the replacement battery pack, parameters which can be adjusted to more closely match one another can be changed accordingly. Further, an information in a database can be developed that relates a voltage or state of charge to conductance or impedance for a specific type of battery. In such a situation, if the database information indicates that a match will be difficult to obtain following equalization of adjustable parameters, the measurement device and/or method can be configured such that that particular battery will not be used and thereby saving time during the refurbishing process. Typically, a battery will comprise a lithium ion battery; another example technology is a nickel metal hydrate battery. However, the present invention is not limited to these battery configurations and may be implemented with other battery technologies. Typically electrical vehicle batteries will include four cells for battery module while hybrid electric vehicle batteries will include eight cells per battery module. The connections to a cell or battery can be single connections or Kelvin connections.