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WO2011092662A1 - Batterie à auto-réchauffement - Google Patents

Batterie à auto-réchauffement Download PDF

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Publication number
WO2011092662A1
WO2011092662A1 PCT/IB2011/050395 IB2011050395W WO2011092662A1 WO 2011092662 A1 WO2011092662 A1 WO 2011092662A1 IB 2011050395 W IB2011050395 W IB 2011050395W WO 2011092662 A1 WO2011092662 A1 WO 2011092662A1
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WO
WIPO (PCT)
Prior art keywords
battery
temperature
current
capacitor
cycling
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/IB2011/050395
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English (en)
Inventor
John M Miller
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Maxwell Technologies Inc
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Maxwell Technologies Inc
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Filing date
Publication date
Application filed by Maxwell Technologies Inc filed Critical Maxwell Technologies Inc
Publication of WO2011092662A1 publication Critical patent/WO2011092662A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M10/4264—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing with capacitors
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/44—Methods for charging or discharging
    • H01M10/443—Methods for charging or discharging in response to temperature
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/61—Types of temperature control
    • H01M10/615—Heating or keeping warm
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/62—Heating or cooling; Temperature control specially adapted for specific applications
    • H01M10/625—Vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/60—Heating or cooling; Temperature control
    • H01M10/65—Means for temperature control structurally associated with the cells
    • H01M10/657—Means for temperature control structurally associated with the cells by electric or electromagnetic means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries

Definitions

  • the problem referred to here is, of course, actually a constellation of problems, a function not only of ambient temperature but also of other factors such as battery chemistry (lead-acid, lithium-ion, nickel-metal-hydride) and of the state of charge of the battery.
  • battery chemistry lead-acid, lithium-ion, nickel-metal-hydride
  • a discharged lead-acid battery for example, freezes at a different temperature than a fully charged lead-acid battery, which provides a vivid reminder that the state of charge can make a big difference.
  • One approach is to make the battery arbitrarily large. If, for example, the temperature gives rise to a loss of all but one-fourth of the battery function, then one approach is to make the battery four times as large. While this approach is sometimes workable in fixed-location applications such as cellular communications huts, it is of no help with vehicles or satellites.
  • Another approach is to attempt to heat the battery. Such heating will probably not warm the battery uniformly and can then risk damage to a particular cell of the battery if the cell is cooler than the other cells (and fails thereby due to exceeding its limits) or if a particular cell is hotter than the other cells (and fails thereby due to over-temp effects). In some applications it will not be at all clear where the energy can be gotten to carry out the heating. Adding an external battery heater adds weight and takes up space, and sometimes this is undesirable. The energy spent on heating will not all reach the battery if such an approach is attempted, because some of the heat will go in other directions.
  • Prior-art attempts to provide battery warming include JP 2008 035581 A to Toyota Motor Corp. (14 February 2008), US 6072301 A to Ashtiani et al. (6 June 2000), and US 5990661 A to Ashtiani et al. (23 November 1999).
  • US 6072301 A proposes an inductor together with a film type capacitor as a resonant circuit serving as the source of circulating high frequency (i.e., 25 kHz) current through the battery to effect self heating. Subsequent experience has shown, however, that exposing the battery to 25kHz current at any significant amplitude causes damage to the battery.
  • US 5990661 A proposes injecting high frequency current to self heat a battery by warming the electrolyte because of internal power dissipation within the electrolyte. That the current is at a high frequency is understood when one considers that the inductor mentioned in the patent has a physical size that is (necessarily) proportional to 1/f. If one were to attempt to employ the circuitry of the patent at, say, one-tenth of the nominal frequency of 25 kHz, this would be 2.5 kHz. But this would require that the inductor be ten times larger than originally contemplated. If one were to attempt to employ the circuitry of the patent at a sub-Hertz frequency, the inductor would probably weigh almost as much as the automobile itself. It will thus be appreciated that the current flows proposed by this document are indeed at a high frequency.
  • JP 2008 035581 A describes a power supply used to quickly raise the temperature of a hybrid vehicle battery pack.
  • Toyota recommends using a relay to switch a resistor across the pack to generate heat to warm the cells.
  • Toyota's system comprises a DC-DC power converter to interface the NiMH battery to the traction drive electronics.
  • Toyota takes every precaution to minimize high frequency ripple current exposure to the battery by designing the DC-link on this electronics to have at least three different electrolytic and film capacitor filtering elements so that high frequency ripple current leakage to the battery is minimized. This may be taken as an indication of the gradual appreciation within the relevant art that it is better to avoid passing high frequency current through the battery.
  • the I 2 R heat developed in the resistor will not all go into the battery, and the heat that does go into the battery will heat some parts of the battery more than other parts. It would thus be very desirable if an approach could be devised which would permit keeping a battery warm enough to carry out its functions, so that it could (for example) receive regenerative- braking energy from the outset of vehicle operation rather than having to wait for the vehicle to warm up. It would be desirable if such an approach could be gotten without adding weight to the equipment, and without having to take up space for added equipment. It would be desirable if such an approach could be obtained without having to add physical complexity to the system beyond whatever is already there to serve existing functions. More subtly, but perhaps more importantly, it would be very desirable if the warming activity could be more nearly targeted to the location of the need, thereby minimizing the problem of heat going in directions that don't help.
  • the problem that a battery will have reduced function (both in ability to deliver energy and in ability to receive energy for storage) as a function of low temperature is addressed by cycling current out of the battery and into a capacitor, and from the capacitor back into the battery.
  • the cycle time is on the order of seconds or tens of seconds. This warms the battery due to its own internal resistance, thereby warming the battery. The warmth is delivered exactly where it is needed.
  • the currents can be smaller at first (when the battery's current-delivery abilities are limited due to cold) and can be larger as the battery warms up, until the battery is warm enough to deliver most of its capability.
  • Such cycling of current can provide warming that is useful in cold terrestrial environments or in space.
  • Fig. 1 is a functional block diagram of an exemplary hybrid battery architecture including a converter 15 and controller 14;
  • Fig. 3 portrays a typical energy availability as a function of ambient temperature and of various levels of current cycling
  • Fig. 4 portrays a typical comparison of resistivity of electrolyte in a battery and in an
  • Fig. 5 shows the converter 15 in greater detail
  • ⁇ Fig. 6 shows the controller 14 in greater detail
  • Fig. 7 is a functional block diagram of an exemplary hybrid automobile.
  • a general term can be defined, namely "electro-chemical energy storage”. This can be divided into Faradaic and non-Faradaic storage, the former generally meaning storage through redox (reduction and oxidation) reactions, generally batteries, and the latter generally meaning storage through storage of an electrical polarization, generally capacitors. Faradaic storage can be divided into aqueous-electrolyte storage and organic-electrolyte storage; examples of the former including lead- acid and nickel-metal-hydride cells and examples of the latter including lithium-ion cells.
  • Non- Faradaic storage may be divided into symmetric capacitors (ultracapacitors) and asymmetric capacitors (supercapacitors). Each of these categories may in turn be divided into aqueous- and organic-electrolyte storage, examples of the former being sulfuric acid and potassium hydroxide, and examples of the latter being AN/TEATFB and PC/TEATFB and ionic liquid.
  • Ultracapacitors symmetric carbon-carbon type of electrochemical capacitors
  • supercapacitors asymmetric metal oxide - carbon type of electrochemical capacitor
  • Fig. 1 is a functional block diagram of an exemplary hybrid battery architecture 11.
  • Terminals 16, 17 connect to loads and/or power sources external to the architecture 11.
  • a battery 13 connects to the terminals 16, 17 through current sensor 29 and voltage at the battery 13 is measured by voltage sensor 31.
  • Capacitor 12 is provided, which is preferably an ultracapacitor.
  • Power converter 15 permits controlled passage of power from the battery to the capacitor or from the capacitor to the battery (or not at all) under control of converter duty cycle command line 33.
  • Voltage sensor 27 senses the voltage across the capacitor 12, and current sensor 23 senses current into or out of capacitor 12.
  • Current sensor 25 senses current into or out of battery 13.
  • Temperature sensors 19, 21 sense internal temperature of capacitor 12 and battery 13 respectively.
  • Sense lines 20, 24, 28, 22, 26, 30, 32 provide information from the just-described sensors to an energy management system controller 14.
  • Controller 14 provides a converter modulation signal at the converter duty cycle command line 33.
  • Controller 14 has a bidirectional control/data bus 18 which may be
  • the energy management system controller (EMS) 14 monitors the ultracapacitor temperature, current and voltage (at lines 20, 24, and 28 respectively), the battery temperature, current and voltage (at lines 22, 26, and 32 respectively), and current to and from the load (at line 30).
  • the controller has control inputs from CAN or other communications channel 18, and reports out to the same communications channel 18, and generates the power converter duty cycle command on line 33.
  • the converter 15 is basically a three-terminal device (not counting control line 33 and a status line 76, the latter omitted for clarity in Fig. 5).
  • a first terminal connects with the ultracapacitor 12, a second terminal connects with the battery 13, and a third terminal is ground.
  • Switches 54, 58 are controlled by control 51 which takes its commands on line 33 as mentioned above in connection with Fig. 1.
  • Switches 54, 58 are paralleled by rectifiers 56, 55 respectively.
  • Inductor 53 and capacitors 52, 57 are also seen.
  • bidirectional power converter topologies such as a full-wave boost-buck converter, a Ciik converter, or a SEPIC/Luo converter.
  • Fig. 6 shows the controller 14 in greater detail.
  • a microprocessor 67 executes code in ROM or PROM or EPROM 70 and uses RAM 71.
  • a communications bus interface 72 permits the processor 67 to communciate on bus 18 (see Fig. 1).
  • Power typically 12VDC
  • Power supply 68 develops voltages 69 used at various locations within the controller 14.
  • Digital I/O 74 permits the processor 67 to receive status information on line 76 from the power converter 15, and permit the processor 67 to provide discrete outputs 75 such as, for example, annunciation of over- voltage, over-current, or over-temperature conditions, or fault conditions, on an indicator panel visible to the user.
  • the chief control outputs are an output to contactor 75 (via output driver 72) and an output 33, typically pulse-width-modulated, to power converter 15 by means of driver 73.
  • Inputs to the controller 14 are for example the current at the ultracapacitor on line 24, the current at the battery on line 26, the external current 30, the voltage at the capacitor on line 27, and the voltage at the battery on line 32. These signals, each analog in nature, are multiplexed at 63 and made available to analog-to-digital converter 65 to the processor 67.
  • the current measurements may be made in any of a number of ways without departing from the invention, for example by means of a toroid surrounding the current-carrying conductor, or a leaf-shunt or Hall-effect sensor.
  • the voltage measurements may be made in a number of ways without departing from the invention.
  • Other inputs to the controller include temperature measurements at the ultracapacitor on line 20 and at the battery on line 22, as well as an ambient-temperature measurement on line 61. These temperature measurements may be performed for example by RTDs or thermocouples or other ways, without departing from the invention. Each such signal is passed to an appropriate analog processing circuit depending on the type of sensor being used (omitted for clarity in Fig. 6) and thence to a multiplexer 64 and to an analog-to-digital converter 66 and thence to the processor 67.
  • Suitable ESD (electrostatic discharge) protective circuitry is provided at each input or output to reduce the susceptibility of the controller to such harms.
  • Suitable EMI (electromagnetic interference) circuitry is provided to minimize propagation of EMI from the controller to other devices nearby. The ESD and EMI circuitry is omitted for clarity in Fig. 6.
  • Fig. 7 is a functional block diagram of an exemplary hybrid automobile 71. Wheels 72 are in contact with the ground. Each wheel 72 has a respective electrohydraulic brake 82 with control line 85.
  • One of the goals of course is to employ regenerative braking when possible. Thus when possible, braking is accomplished through appropriate control of motor-generators 74, 75. Such braking converts kinetic energy (from the moving vehicle) to electrical energy which then recharges battery 13 or capacitor 12 or both, via circuitry the details of which are omitted for clarity in Fig. 7.
  • One set of wheels 82 is on axle 81 and is powered by motor-generator 74 and is regenerative ly braked by motor-generator 74, mediated by inverter-rectifier 84.
  • the other set of wheels 82 is on axle 80 which has differential 79 connected with drive shaft 78.
  • Internal combustion engine 73 is coupled with motor-generator 75 and is in turn coupled with torque converter 76 and automatic transmission 77.
  • Inverter-rectifier 83 mediates between motor- generator 75 and the energy storage system 12, 15, 13. Contactor 75 permits isolation between the energy storage system and the inverter-rectifier 83 as needed.
  • Energy storage system 12, 15, 13 is as described above in connection with Fig. 1.
  • the invention makes use of an active combination of ultracapacitor and battery (of any type) where a power converter is placed in either the ultracapacitor branch (preferred as shown in Fig. 1) or in the battery branch of the actively paralleled system.
  • a power converter is placed in either the ultracapacitor branch (preferred as shown in Fig. 1) or in the battery branch of the actively paralleled system.
  • the idea is that after a prolonged cold soak, for example a plug-in hybrid electric vehicle or battery-EV parked in a driveway or in a parking ramp overnight or for some days will have a battery temperature equilibrated to the ambient, perhaps -20 degrees C.
  • the action of the EMS 14 is to take some of the battery energy when cold and cycle this at a low rate (low peak power) into the ultracapacitor 12, and then to return this energy to the battery 13, again at a low rate, is shown at the time to.
  • the battery 13 self- heats according to the internal power dissipation via its internal resistance and this power level as dictated by the battery pack thermal parameters (Rth [K/W] and Cth [J/K]).
  • Continuation of EMS power control for battery self-heating continues at power rates linked to the measured battery temperature at 21 which could be a thermocouple or some other temperature sensing element, such as an RTD.
  • the battery internal temperature has been increased sufficiently for a substantial portion of its stored energy to now become accessible. Therefore, by time t 3 the power recirculation is ramped down, again according to monitored temperature at 21.
  • the cycling is typically on the order of seconds or tens of seconds.
  • the heating will be carried out by means of current passing in one direction for at least one-tenth of a second, and later passing in the other direction for at least one-tenth of a second, and so on.
  • Such cycling is at no greater than five Hertz. It is thought to be preferable, however, to carry out the cycling at sub-Hertz rates, for example with each interface lasting at least half a second.
  • the unidirectional currents persist for some seconds at a time, for example at least two seconds at a time.
  • the ultracapacitor is actually an ultracapacitor bank of 50Wh to lOOWh capacity. Transferring current between a bank of that size and a suitable battery represents passing very large energy packets back and forth. Given the typical size of an energy packet, then even at relatively high currents (say 50A to 300 A), the time required to pass that much energy back and forth amounts to a duration of current flow on the order seconds of transfer time. Thus if we use the term
  • the frequency is typically a sub- Hertz frequency (meaning less than one Hertz).
  • the converter in this energy exchange is simply a pass-through mechanism to regulate the current amplitude as a function of battery temperature.
  • Fig. 4 portrays a typical comparison of resistivity of electrolyte in a battery (line 51) and in an ultracapacitor (line 52).
  • the vertical scale is arbitrary units of relative resistivity and the horizontal scale is temperature in Celsius degrees. What can be appreciated from this graph is that at cold temperatures the capacitor worsens only slightly in resistivity, while the battery's resistivity gets much, much worse.
  • the ultracapacitor resistance increases by 80% over its room
  • the invention offers its benefit when two electrochemical storage energy devices are available, one of which (broadly speaking) has high energy density and the other of which (broadly speaking) performs well at low temperatures.
  • Faradaic storage approaches do well so far as energy density is concerned but do not do well at low temperatures (see Fig. 4).
  • non-Faradaic storage approaches do far less well so far as energy density is concerned, but do much better at low temperatures (again see Fig. 4).
  • the embodiments set forth herein use specific storage types (such as particular types of batteries and ultracapacitors) it will be appreciated that the paired storage devices for use according to the invention could be more broadly chosen.
  • the current that is passed back and forth between the battery and the capacitor will need to be a relatively small current because the cold battery cannot tolerate higher currents in or out. As the battery warms up, the current that can be passed in and out can be greater. Eventually the battery is as warm as desired (for example with nearly all of its energy capability available). The controller 14 will limit the current in or out of the battery to a level small enough to be consistent with the energy capability of the battery at a given internal temperature.
  • the controller 14 will preferably not carry out the current cycling.
  • the temperature cycling will preferably not be carried out. It will be appreciated, however, that judicious use of the current cycling activity may in fact permit keeping the capacitor 12 safely above the freezing point of its electrolyte, which in turn keeps the capacitor available for use in current cycling for purposes of maintaining a desired level of battery energy availability. It will also be appreciated that if the user of the equipment is able to predict when battery energy availability will be needed, then this need can be communicated to the controller 14 so that the controller 14 could initiate current cycling "just in time” to make the battery energy available just when needed.
  • Fig. 3 portrays a typical energy availability as a function of ambient temperature and of various levels of current cycling.
  • the vertical axis shows energy available under particular conditions. By this is meant not only energy available to be delivered to loads (e.g. starter cranking or locomotion) but also the ability to receive energy (e.g. due to regenerative braking).
  • the horizontal axis shows ambient temperatures for example -30 degrees C, or zero degrees C, or 45 degrees C.
  • the available battery energy capability as a function of temperature is shown with curve to. If, however, the internal battery temperature at time t 3 is developed, then the curve t 3 shows the available battery energy capability. Intermediate curves show the battery energy capability at internal battery temperatures developed at intermediate times ti and t 2 .
  • ultracapacitor exhibits increasing accessible energy levels at a given internal temperature, for example at an internal temperature of 20 degrees C. This means that the battery 13 can now recuperate some energy and begin to participate with the ultracapacitor as a more functional actively paralleled system.
  • the actively paralleled system effectively implements decoupled power and energy via the EMS at cold ambient temperatures that otherwise would not be possible.
  • PHEV plug-in hybrid electric vehicle
  • BEV battery electric vehicle
  • REV range- extended vehicle
  • remote power and communications installations needing energy storage that are powered only by renewable sources such as wind and PV (photovoltaic), any of which are in places where the climate can be very cold.
  • the invention offers its benefits as well in military vehicles of all types (including the specific case of military ground vehicle cold cranking aids), in aircraft, and in satellites. It will be appreciated that the current cycling will no longer work if the ultracapacitor electrolyte freezes (-60 degrees C for one commonly employed ultracapacitor electrolyte). So if the application happens to be in some electronic unit that is subjected to -60 degrees C, then one approach would be to use a different electrolyte (having a lower freezing point) in the
  • the approach of the invention has the advantage that its heating effects within the battery 13 are targeted fairly well to the general location where heat is needed, namely within the battery itself. This avoids lossy heating in which heating energy is lost to locations outside the battery, as would be suffered if heating were done with a heating element located outside the battery. Such heating effects are directed to each cell of the battery, thereby providing heating to each cell. It is hoped that this would reduce anisotropic heating that might happen (if an external heating element were employed) such that one cell might get heated much more or less than some other cell.
  • the self-heating method is very effective because heating is mainly localized to the battery cell electrolyte by the current cycled between the ultracapacitor and battery. This is efficient because the proportion of battery cell electrolyte resistance to total cell resistance at room temperature is on the order of 65%, but at cold temperature the 1500% or greater increase in cell resistance is due entirely to the electrolyte. Therefore, the battery case temperature may still be cold but full function is available because the electrolyte temperature is raised to its preferred temperature range.
  • An alternative storage mechanism for storing energy outside of the battery, to be pumped back into the battery as described herein is the use of a flywheel.
  • Flywheels are not, however, good choices for mobile applications, since the angular momentum can cause problems. Even in a stationary application, the flywheel takes up space, and has some weight, and adds physical complexity to the system. It represents adding moving parts that might otherwise not be needed.
  • the storage mechanism of the ultracapacitor by comparison, has the potential advantage of no moving parts and no angular momentum. In many systems the ultracapacitor and power converter would be present anyway (for other reasons unrelated to the need to heat the battery) and so would not add weight or take up space beyond the weight and space that would already have been justified for other reasons.

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  • Engineering & Computer Science (AREA)
  • Manufacturing & Machinery (AREA)
  • Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Electrochemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne la résolution du problème que les fonctions d'une batterie diminuent (à la fois en capacité de fourniture d'énergie et en capacité de réception d'énergie à des fins de stockage) du fait de basses températures, en faisant effectuer un cycle au courant de la batterie vers un condensateur, puis du condensateur vers la batterie, le tout à des fréquences inférieures au hertz. Ceci fait chauffer la batterie du fait de sa propre résistance interne, réchauffant de ce fait la batterie. La chaleur est délivrée exactement là où elle est nécessaire. Les courants peuvent être plus faibles au début (lorsque la capacité de la batterie à fournir du courant est limitée par le froid), puis plus importants lorsque la batterie se réchauffe, jusqu'à ce que la batterie soit assez chaude pour fonctionner à un niveau optimal. Un tel cycle de courant peut fournir un réchauffement utile dans des environnements terrestres froids ou dans l'espace.
PCT/IB2011/050395 2010-01-28 2011-01-28 Batterie à auto-réchauffement Ceased WO2011092662A1 (fr)

Applications Claiming Priority (6)

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US29922110P 2010-01-28 2010-01-28
US61/299,221 2010-01-28
US32522610P 2010-04-16 2010-04-16
US61/325,226 2010-04-16
US2010043740 2010-07-29
USPCT/US2010/043740 2010-07-29

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Cited By (7)

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DE102011113079A1 (de) * 2011-09-09 2013-03-14 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Fahrzeugs mit einer elektrischen Maschine und einem elektrischen Energiespeicher
EP2571095A1 (fr) * 2011-09-14 2013-03-20 V2 Plug-in Hybrid Vehicle Partnership Handelsbolag Dispositif et procédé de protection de batterie
DE102011085631A1 (de) * 2011-11-02 2013-05-02 Hilti Aktiengesellschaft Vorrichtung und Verfahren zum Erwärmen einer Batterie
CN108595729A (zh) * 2018-01-08 2018-09-28 北京理工大学 一种基于bv方程的动力电池智能自调节加热电流计算方法、电池加热方法和电池管理系统
GB2573279A (en) * 2018-04-25 2019-11-06 Jaguar Land Rover Ltd A method and a controller for controlling a battery of a vehicle
RU2735613C1 (ru) * 2019-10-31 2020-11-05 Акционерное общество "Научно-производственное предприятие "Пульсар" Блок накопительных конденсаторов с подогревом
CN115832525A (zh) * 2021-09-28 2023-03-21 宁德时代新能源科技股份有限公司 一种加热系统、加热方法及装置、用电设备

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DE102011113079A1 (de) * 2011-09-09 2013-03-14 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Fahrzeugs mit einer elektrischen Maschine und einem elektrischen Energiespeicher
EP2571095A1 (fr) * 2011-09-14 2013-03-20 V2 Plug-in Hybrid Vehicle Partnership Handelsbolag Dispositif et procédé de protection de batterie
US9391502B2 (en) 2011-09-14 2016-07-12 V2 Plug-In Hybrid Vehicle Partnership Handelsbolag Device and method for protecting a battery
DE102011085631A1 (de) * 2011-11-02 2013-05-02 Hilti Aktiengesellschaft Vorrichtung und Verfahren zum Erwärmen einer Batterie
US20130106361A1 (en) * 2011-11-02 2013-05-02 Hilti Aktiengesellschaft Device and method for warming up a battery
CN108595729A (zh) * 2018-01-08 2018-09-28 北京理工大学 一种基于bv方程的动力电池智能自调节加热电流计算方法、电池加热方法和电池管理系统
GB2573279A (en) * 2018-04-25 2019-11-06 Jaguar Land Rover Ltd A method and a controller for controlling a battery of a vehicle
GB2573279B (en) * 2018-04-25 2020-08-26 Jaguar Land Rover Ltd A method and a controller for controlling a battery of a vehicle
GB2593001A (en) * 2018-04-25 2021-09-15 Jaguar Land Rover Ltd A method and a controller for controlling a battery of a vehicle
GB2593001B (en) * 2018-04-25 2022-03-02 Jaguar Land Rover Ltd A method and a controller for controlling a battery of a vehicle
RU2735613C1 (ru) * 2019-10-31 2020-11-05 Акционерное общество "Научно-производственное предприятие "Пульсар" Блок накопительных конденсаторов с подогревом
CN115832525A (zh) * 2021-09-28 2023-03-21 宁德时代新能源科技股份有限公司 一种加热系统、加热方法及装置、用电设备
US11876160B2 (en) 2021-09-28 2024-01-16 Contemporary Amperex Technology Co., Limited Heating system, heating method and apparatus, and electric device
CN115832525B (zh) * 2021-09-28 2024-05-14 宁德时代新能源科技股份有限公司 一种加热系统、加热方法及装置、用电设备

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