WO2020167810A1

WO2020167810A1 - Coolant-enabled charging system

Info

Publication number: WO2020167810A1
Application number: PCT/US2020/017724
Authority: WO
Inventors: Ravikant T. Barot
Original assignee: Oxicool Inc.
Priority date: 2019-02-12
Filing date: 2020-02-11
Publication date: 2020-08-20

Abstract

Technologies are described herein for an external coolant-enabled charging system external to the vehicle being charged. In some examples, the external charging system provides both electrical power and a coolant to a battery cell of a vehicle while the battery cell is being charged. The coolant is used to remove at least a portion of the heat generated by the battery cells during a charging cycle.

Description

COOLANT-ENABLED CHARGING SYSTEM

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of U.S. Provisional patent Application No.

62/804,538 filed February 12, 2019 entitled“Coolant-Enabled Charging System,” which is incorporated herein by reference in its entirety.

BACKGROUND

[0002] During the charging of batteries, especially for electric vehicles, one of the limiting factors in the speed of charging is the buildup of heat generated by the battery when charging. There are numerous charging technologies available, but regardless of their design, as the speed of charging is increased over some nominal value, the heat created by the charging also increases. This can be a concern for various types of batteries, especially lithium ion batteries, in which heat can affect the long-term performance and safety of the battery.

[0003] The generation of heat is a known issue in conventional charging systems. In order to overcome, and prevent, the issue of overheating the battery cells during a charging cycle, current vehicle manufacturers cool battery cells using cooling systems available on the vehicle, such as the air conditioning system (a vapor compression system). However, consumer preference is often to increase the speed of charging to reduce the amount of time the vehicle is unavailable for use. Increasing the speed of charging increases the generation of heat in the battery cells over the normal amount of heat generated.

[0004] To provide for both air conditioning of the passenger compartment and cooling of the battery cells when in a charging cycle, vehicle manufacturers typically increase the load capacity of the vehicle’s refrigeration system. While in some instances increasing the capacity of the vehicle’s refrigeration system helps to provide both passenger compartment cooling and heat removal of the battery cells during charging, increasing the capacity may have some significant disadvantages. For example, increasing the capacity of the refrigeration system often involves increasing the size, and therefore weight, of components of the refrigeration system. This increased size increases the weight of the vehicle, reducing the operational range of the vehicle. Further, the increased size often increases the noise generated by the components, especially the compressor, when operating. In some examples, the noise can be significant enough to prevent passengers from enjoying a comfortable and quiet environment in the vehicle to hold conversations.

[0005] It is with respect to these and other considerations that the disclosure made herein is presented. SUMMARY

[0006] Technologies are described herein for an external coolant-enabled charging system external to the vehicle being charged. In some examples, a coolant-enabled charging system for a vehicle includes an electrical input/output and a coolant input/output. The electrical input/output includes one or more wires or cables that deliver an electrical current to the vehicle, charging the battery of the vehicle.

[0007] The coolant input may be a flexible, semiflexible, or non-flexible coolant tube that receives coolant at a first temperature and a first flow velocity from a cooling system and delivers the coolant to the vehicle, which is fluidically coupled to the cooling system through the coolant input. The coolant output may be a flexible, semiflexible, or non-flexible coolant tube that receives coolant at a second temperature from the vehicle to the cooling system, which is fluidically coupled to the vehicle through the coolant output. The coolant flowing through the vehicle is configured to remove heat from the cells of a battery. The removal of heat may either reduce the temperature of the battery cell or reduce a rate of increase of the battery cell temperature. The coolant input/output may flow through a cooling system of the vehicle or may flow through a separate cooling system.

[0008] In some examples, the electrical input component and the coolant input component are disposed in a plug having a unitary body, whereby a“unitary body” means a single connecting action connects both the electrical power and the coolant. In other examples, one or more of the electrical input components or the coolant input components may be separate pieces of equipment, whereby a user connects each component separately.

[0009] This Summary is provided to introduce a selection of technologies in a simplified form that are further described below in the Detailed Description. This Summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended that this Summary be used to limit the scope of the claimed subject matter. Furthermore, the claimed subject matter is not limited to implementations that solve any or all disadvantages noted in any part of this disclosure.

BRIEF DESCRIPTION OF THU DRAWINGS

[0010] FIG. 1 is an illustration of a charging environment, according to various examples.

[0011] FIG. 2 is a side perspective view of a coolant-enabled charging cable, in accordance with various examples disclosed herein.

[0012] FIG. 3 is side perspective view of a vehicle connection used to receive a plug of a charging cable, in accordance with various examples disclosed herein. [0013] FIG. 4 is an illustration of a charging system in which the coolant and electrical power are introduced using separate components, in accordance with various examples disclosed herein.

[0014] FIG. 5 is an illustration of a vehicle connection used to receive a plug of a charging cable, according to various examples disclosed herein.

[0015] FIG. 6 is an illustration of a charging environment used in conjunction with an electric vehicle, according to various examples disclosed herein.

[0016] FIG. 7 is a flowchart depicting a process for charging a battery using a control system, according to various examples disclosed herein.

DETAILED DESCRIPTION

[0017] The following detailed description is directed to technologies for coolant-enabled charging system. In some examples, a charging system for a vehicle includes an electrical component and a coolant component. The electrical component includes a positive terminal and a negative terminal. The positive terminal and negative terminal, when connected to the charging system of an electrical vehicle, deliver electrical power to charge the battery of the electrical vehicle. It should be noted that the presently disclosed subject matter is not limited to use with fully electric vehicles (e.g. vehicles that rely solely on a battery pack to provide power to the vehicle), as other vehicles and other uses are considered to be within the scope of the presently disclosed subject matter. For example, various examples of the presently disclosed subject matter may be used for charging systems for fully gasoline vehicles, hybrid-electric vehicles, and the like.

[0018] Various examples of the presently disclosed subject matter further include a coolant input and a coolant output. The coolant input receives coolant at a first temperature and a first flow velocity from a cooling system and delivers the coolant to the vehicle, which is fluidically coupled to the cooling system through to coolant input. The coolant output may be a flexible, semiflexible, or non-flexible coolant tube that receives coolant at a second temperature from the vehicle to the cooling system, which is fluidically coupled to the vehicle through the coolant output.

[0019] In some examples, the battery cooling system includes a cooling unit that utilizes a suitable refrigerant. The refrigerant may be one or more types of refrigerants using in cooling systems. For example, the refrigerant may be a compressible gas used in a mechanical compression refrigeration system. In other examples, the refrigerant may be based on a crystalline structure of an adsorbent used in the cooling unit. In some examples, the adsorbent can be zeolite and the refrigerant may be water. The presently disclosed subject matter is not limited to any particular type of refrigerant used. [0020] In the following detailed description, references are made to the accompanying drawings that form a part hereof, and in which are shown by way of illustration specific examples. Referring now to the drawings, aspects of technologies for a coolant-enabled charging cable will be presented.

[0021] FIG. 1 is an illustration of a charging environment 100, according to various examples. The charging environment 100 includes an electrical vehicle 102 and a charging system 104. The electric vehicle 102 has installed therein battery cells 106. The battery cells 106 (collectively referred to herein as a“battery”) provide electric power to various systems of the electric vehicle 102, such as, but not limited to, electric motors (not shown) to move the electric vehicle 102, air conditioning units (not shown), and other components.

[0022] In order for the battery cells 106 to be recharged, absent other regenerative or other charging systems in the electric vehicle 102 (as in a hybrid vehicle), the battery cells 106 are placed in electrical communication with the charging system 104. The charging system 104 transfers electrical power 108 from a power source 110 to the battery cells 106 through an external connector 112 and a vehicle connection 114. The power source 110 can be various types of power sources such as, but not limited to, power received from an electrical grid, one or more solar cells, or a generator. The presently disclosed subject matter is not limited to any particular type of power source 110.

[0023] The electrical power 108 is introduced to the electric vehicle 102 through electrical input 116 and received from the electric vehicle 102 through electrical output 118, thereby creating an electrical circuit with the battery cells 106 using battery charging input 120 and battery charging output 122. It should be noted that various types of charging systems may have additional components to control various parameters such as charging rate.

[0024] As noted above, during a charging cycle of the battery cells 106, the battery cells

106 may generate heat. As the rate of charging is increased, the amount of heat generated also increases, in some cases, exponentially. The amount of heat generated during a charging cycle can be problematic, as the heat can degrade the battery cells 106 and cause safety issues. The heat generated can limit the rate at which the battery cells 106 can be recharged.

[0025] In various examples of the presently disclosed subject matter, the heat generated during recharging can be removed using a coolant 123 provided by the charging system 104. The coolant 123 can be various types of fluids that are capable of removing heat from the battery cells 106 and flowing through tubes of the charging environment 100. Some examples of fluids include, but are not limited to, water, antifreeze, carbon-based refrigerants, saltwater, compressed gases, and the like. The presently disclosed subject matter is not limited to any particular type of coolant. The coolant 123 is designed to flow proximate to the battery cells 106 and remove at least a portion of the heat. The coolant 123 can be provided by various types of refrigeration systems, such as vapor compression, absorbent, and other refrigeration system technologies. The coolant 123 enters the external connector 112 through external coolant input line 126. When physically connected, the external connector 112 is fluidically coupled to the vehicle connection 114. Thus, the coolant 123 can flow through the external coolant input line 126, through the external connector 112, through the vehicle connection 114, the internal coolant input line 128, and to the battery cells 106. The coolant 123 receives heat from the battery cells 106 and exits the battery cells 106 through an internal coolant output line 130, the vehicle connection 114, the external connector 112, an external coolant output line 132 and back to the coolant system 124.

[0026] In some examples, the flow rate of the coolant 123 may be adjusted to adjust the desired heat exchange rate. For example, a higher flow velocity of the coolant 123 may remove more heat than a lower flow velocity of the coolant 123 at the same input temperature. In other examples, the temperature of the coolant 123 may be adjusted to adjust the desired heat exchange rate. For example, a lower temperature of the coolant 123 may remove more heat than a higher temperature of the coolant 123 at the same flowrate. These and other coolant parameter adjustments are considered to be within the scope of the presently disclosed subject matter. Further, the parameters may be adjusted automatically. For example, if the electrical power 108 is increased, the coolant 123 flow rate may be increased (or temperature decreased) to compensate for the additional heat that may be generated.

[0027] FIG. 2 is a side perspective view of a coolant-enabled charging cable 200 in accordance with various examples disclosed herein. The charging cable 200 is an example of the external connector 112 described in FIG. 1. The charging cable 200 illustrated in FIG. 2 is a unitary, or one piece, charging cable 200. In other words, the electrical and coolant inputs and outputs are within one component. Other types of charging cables are considered to be within the scope of the presently disclosed subject matter.

[0028] The charging cable 200 includes a plug 202 used as a charging system plug. The plug 202 is configured to interface with a complimentary plug of the electric vehicle 102, illustrated below. The plug 202 includes a coolant output 204 which receives the coolant 123 for introduction into the electric vehicle 102. The plug 202 further includes a coolant input 206 which receives the coolant 123 from the electric vehicle 102. Additionally, the plug 202 includes a power output 208 and a power input 210 for providing electrical power 108 to the electric vehicle 102. The coolant output 204 can receive the coolant 123 from the charging system 104 through tube 212 that is disposed internally to an outer casing 214 of the charging cable 200. The coolant input 206 can receive the coolant 123 from the electric vehicle 102 and provide the coolant 123 to the charging system 104 through tube 216, which may also be disposed internally to the outer casing 214. In some examples, the flow of the coolant 123 may help regulate and reduce a temperature or temperature increase caused by electrical power moving through the power output 208 and the power input 210.

[0029] FIG. 3 is side perspective view of the vehicle connection 114 used to receive the plug 202 of the charging cable 200. The vehicle connection 114 includes a power input 302 that receives power from the plug 202 and a power output 304 that creates a circuit to charge the battery cells 106.

[0030] The vehicle connection 114 further include a coolant input 306 that receives the coolant 123 and transfers the coolant 123 thru tube 308 to the battery cells 106 to remove heat from the battery cells 106. It should be understood that various technologies can be used to move fluid around and thru the battery cells 106 to remove heat from the battery cells 106. The present disclosure is not limited to any particular heat transfer method. Further, in some examples, the coolant 123 may be used in a heat transfer system configured to solely operate with the charging system 104 or may interface, and be placed in fluidic communication with, one or more battery cooling systems of the electric vehicle 102. If placed in fluidic communication with one or more battery cooling systems of the electric vehicle 102, the coolant 123 may supplement some or all of a coolant provided in the electric vehicle 102. The vehicle connection 114 further include a coolant output 310 that receives the coolant 123 from the electric vehicle 102 thru tube 312 and transfers the coolant 123 to the plug 202 of FIG. 2.

[0031] The coolant input 306 and the coolant output 310 may further include connectors

314 and 316, respectively. The connectors 314 and 316 may be configured to receive a complementary set of connectors in the plug 202 that provide for a fluid-tight seal between the plug 202 and the vehicle connection 114. The type of connectors to achieve an acceptable seal may vary. The presently disclosed subj ect matter is not limited to any particular type of connecting mechanism.

[0032] FIG. 4 is an illustration of a charging system 400 in which the coolant and electrical power are introduced using separate components, in accordance with various examples disclosed herein. In FIG. 2, the plug 202 includes both the electrical and coolant connections. When the plug 202 is connected, to the vehicle connection 114 the connections for the electrical power and coolant are made as well. In some examples, however, the electrical and coolant connections may be made independently.

[0033] The charging system 400 of FIG. 4 provides electrical power 402 and a coolant

404. The electrical power 402 may be provided to the electric vehicle 102 of FIG. 1 through a power cable 406. The coolant 404 may be provided to the electric vehicle 102 of FIG. 1 through a coolant cable 408. Thus, in the configuration of the charging system 400 of FIG. 4, the connections for the coolant 404 and the electrical power 402 may be connected and disconnected independently of each other. In other examples, the input and outputs of the coolant 404 and the electrical power 402 may be further separated, thus allowing complete, independent connection of the inputs and outputs of the coolant 404 and the electrical power 402. The presently disclosed subject matter encompasses these and other combinations.

[0034] FIG. 5 is side perspective view of a vehicle connection 500 used to receive a plug, such as the plug 202 of the charging cable 200. However, the vehicle connection 500 is further configured with an emergency power disconnect 502. With the increase in the number of electrical vehicles that use lithium ion-based battery technologies, the probability that a fire involving a lithium ion battery may increase. When dealing with lithium ion battery fires, emergency response personnel typically try two procedures to extinguish lithium battery fires. The first procedure recommended is to remove or disconnect a power coupling between the battery and the electrical system of the vehicle. Sometimes, this involves firefighters cutting one or more cables in the vehicle, while the vehicle is on fire. The second procedure recommended is to use a significant amount of water on the battery.

[0035] In some examples, the vehicle connection 500, or various examples thereof, can provide one or more benefits to provide cooling while charging a battery, but also, provide for the ability of firefighters to fight battery fires. The vehicle connection 500 includes a power input 502 that receives power from the plug 202 and a power output 504 that creates a circuit to charge the battery cells 106.

[0036] The vehicle connection 500 further include a coolant input 506 that receives the coolant 123 and transfers the coolant 123 thru tube 508 to the battery cells 106 to remove heat from the battery cells 106. It should be understood that various technologies can be used to move fluid around and thru the battery cells 106 to remove heat from the battery cells 106. The present disclosure is not limited to any particular heat transfer method. Further, in some examples, the coolant 123 may be used in a heat transfer system configured to solely operate with the charging system 104 or may interface, and be placed in fluidic communication with, one or more battery cooling systems of the electric vehicle 102. If placed in fluidic communication with one or more battery cooling systems of the electric vehicle 102, the coolant 123 may supplement some or all of a coolant provided in the electric vehicle 102. The vehicle connection 114 further includes a coolant output 510 that receives the coolant 123 from the electric vehicle 102 thru tube 512 and transfers the coolant 123 to the plug 202 of FIG. 2.

[0037] The coolant input 506 and the coolant output 510 may further include connectors

514 and 516, respectively. The connectors 514 and 516 may be configured to receive a complementary set of connectors in the plug 202 that provide for a fluid-tight seal between the plug 202 and the vehicle connection 500. The type of connectors to achieve an acceptable seal may vary. The presently disclosed subj ect matter is not limited to any particular type of connecting mechanism.

[0038] The vehicle connector 500 further includes an emergency disconnect interface 520.

As noted above, in some examples, when fighting a lithium ion battery fire, it may become necessary to disconnect the battery from the electrical system of the vehicle. In some examples, when depressed, the emergency disconnect interface 520 activates an electrical disconnector 522. The electrical disconnector 522 may be a fuse, breaker, or other type of disconnector that disconnects the battery from an electrical system of a vehicle. Thus, electrical energy from a battery“feeding” the electrical fire may be disconnected without having to access the inside of a door or the compartment in which the battery is located.

[0039] FIG. 6 is an illustration of a charging environment 600 that may be used in conjunction with an electric vehicle, such as the electric vehicle 102 of FIG. 1, according to various examples. The charging environment 600 provides for the ability to monitor a temperature of one or more cells of a battery being charged. As noted above, the charging rate of a lithium ion battery depends on various factors such as, but not limited to, maximum current output of a charging system and heat generated during charging. In some examples, it may be valuable to monitor the temperature of one or more cells of a battery and adjust the charging parameters based on the temperature. For example, a charging system can increase the rate of charging until a temperature is reached. In another example, a charging system can increase the rate of charging and, upon a detection of an increase in temperature of a battery cell, increase the flowrate of a coolant running through the cells.

[0040] The charging environment 600 includes a charging system 604 and battery cells

606 of an electric vehicle (collectively referred to herein as a“battery” or a“lithium ion battery”), provide electric power to various systems of the electric vehicle, such as, but not limited to, electric motors to move the electric vehicle, air conditioning units (not shown), and other components.

[0041] In order for the battery cells 606 to be recharged, absent other regenerative or other charging systems, the battery cells 606 are placed in electrical communication with the charging system 604. The charging system 604 transfers electrical power 608 from a power source 610 to the battery cells 606 through an external connector 612 and a vehicle connection 614. The vehicle connection 614 is part of the electric vehicle. The power source 610 can be various types of power sources such as, but not limited to, power received from an electrical grid, one or more solar cells, or a generator. The presently disclosed subject matter is not limited to any particular type of power source 610. [0042] The electrical power 608 is introduced through electrical input 616 and received through electrical output 618, thereby creating an electrical circuit with the battery cells 606 using battery charging input 620 and battery charging output 622. It should be noted that various types of charging systems may have additional components to control various parameters such as charging rate.

[0043] As noted above, during a charging cycle of the battery cells 606, the battery cells

606 may generate heat. As the rate of charging is increased, the amount of heat generated can also increase, in some cases, exponentially. The amount of heat generated during a charging cycle can be problematic, as the heat can degrade the battery cells 606 and cause safety issues. The heat generated can also limit the rate at which the battery cells 606 can be recharged.

[0044] In various examples of the presently disclosed subject matter, the heat generated during recharging can be removed using a coolant pumped using coolant pump 623, the coolant being supplied by the charging system 604. The coolant pump 623 is designed to cause the flow of coolant proximate to the battery cells 606 and remove at least a portion of the heat. The coolant pump 623 can provide coolant using various types of refrigeration systems, such as vapor compression, absorbent, and other refrigeration system technologies. The coolant pump 623 pumps coolant through the external connector 612 through external coolant input line 626. When physically connected, the external connector 612 is fluidically coupled to the vehicle connection 614. Thus, the coolant pump 623 can cause the flow of coolant through the external coolant input line 626, through the external connector 612, through the vehicle connection 614, the internal coolant input line 628, and to the battery cells 606. The coolant receives heat from the battery cells 606 and exits the battery cells 606 through an internal coolant output line 630, the vehicle connection 614, the external connector 612, an external coolant output line 632 and back to the coolant system 624.

[0045] In some examples, the flow rate of the coolant 623 may be adjusted to adjust the desired heat exchange rate. For example, a higher flow velocity of the coolant may remove more heat than a lower flow velocity of the coolant at the same input temperature. In other examples, the temperature of the coolant may be adjusted to adjust the desired heat exchange rate. For example, a lower temperature of the coolant may remove more heat than a higher temperature of the coolant at the same flowrate. These and other coolant parameter adjustments are considered to be within the scope of the presently disclosed subject matter. Further, the parameters may be adjusted automatically. For example, if the electrical power 608 is increased, the coolant flow rate may be increased (or temperature decreased) to compensate for the additional heat that may be generated. [0046] In some examples, a temperature detector 634 may be used as an input to control the charging system 604. The temperature detector 634 may detect the temperature of one or more battery cells 606. The temperature of the temperature detector 634 may be provided to a control system 636 of the charging system 604. The temperature may be provided using various communication methods including, but not limited to, a wireless connection between the temperature detector 634 and the charging system 604, a wired connection using a communication connection (not shown) between the external connector 612 and the vehicle connection 614. The presently disclosed subject matter is not limited to any particular type of method of communicating the temperature detected by the temperature detector 634.

[0047] The control system 636 receives the temperature provided by the temperature detector 634 and can control various outputs of the charging system 604 based on the temperature. For example, the control system 636 may monitor the temperature to determine a maximum rate of charge. The control system 636 can adjust the coolant pump 632 speed to increase or decrease the rate of flow of coolant to maintain a temperature at a specific level for a charging rate.

[0048] FIG. 7 is a flowchart depicting a process 700 for charging a battery using the control system 636 of FIG. 6, according to various examples disclosed herein. The process 700 and other processes described herein are illustrated as example flow graphs, each operation of which may represent a sequence of operations that can be implemented in hardware, software, or a combination thereof. In the context of software, the operations represent computer-executable instructions stored on one or more computer-readable storage media that, when executed by one or more processors, perform the recited operations. Generally, computer-executable instructions include routines, programs, objects, components, data structures, and the like that perform particular functions or implement particular abstract data types. The order in which the operations are described is not intended to be construed as a limitation, and any number of the described operations can be combined in any order and/or in parallel to implement the processes.

[0049] Referring to FIG. 7, the process 700 commences at operation 702, where a connection confirmation is received. A connection confirmation is a confirmation that a vehicle’s charging system is properly connected to a charging system. For example, in FIG. 1, a connection confirmation can be generated when the vehicle connection 114 is properly and securely attached to the external connector 112.

[0050] The process 700 continues to operation 704, where an initial charging rate is determined. The initial charging rate can be based on various factors, and in some examples, can be a predetermined rate. For example, the charging system 104 of FIG. 1 may be configured to charge a specific specification of lithium ion batteries, the batteries of which are charged at a standard rate. In other examples, the initial charging rate can be determined upon receipt of capabilities of a battery system of a vehicle. For example, a computer on the vehicle of FIG. 1, when a connection is made, can provide charging information to the charging system 104 about the preferred charging rate of the battery cells 106.

[0051] The process 700 continues to operation 706, where charging is commenced. As noted above, as part of the charging system 104, when charging is commenced, the charging system 104 may provide coolant 123 to the battery cells 106 to maintain or reduce the temperature of the battery cells 106 to a predetermined temperature.

[0052] In some examples, the charging system 104 may be configured to increase the charging rate. For example, to reduce the time required to charge a battery, the charging system 104 may increase the charging rate. Thus, the process 700 continues to operation 708, where a determination is made as to whether or not the charging rate of the battery cells 106 is to be increased above the rate at operation 704. If the charging rate is not to be increased, the process 700 continues to operation 710, where the charging is maintained, and battery cell temperature is monitored, discussed in more detail below.

[0053] If the charging rate is to be increased at operation 708, the process 700 continues to operation 712, where the temperatures of the one or more battery cells 106 is received at the charging system 104. It should be noted that some examples of charging systems 104 do not monitor temperatures of the battery cells 106.

[0054] The process 700 continues to operation 714, where a determination is made as to whether or not the temperatures of the battery cells 106 are within setpoints, between a maximum setpoint and a minimum setpoint. In some examples, the battery cells 106 may have an upper temperature and a lower temperature.

[0055] If at operation 714 the temperatures of the battery cells 106 are not above a setpoint, the process 700 continues to operation 716, where the charging rate is increased.

[0056] The process 700 continues to operation 718, where a determination is made as to whether or not a desired (or maximum) charging rate is reached.

[0057] If at operation 718 the maximum charging rate is not reached, the process 700 continues to operation 712, where the temperatures of the battery cells 106 are received.

[0058] If at operation 718 the maximum charging rate is reached, the process 700 continues to operation 710, where the charging rate is maintained.

[0059] If at operation 714 the temperatures of the battery cells 106 are not within the setpoints, the process 700 continues to operation 720, where a determination is made as to whether or not the coolant pump 623 is at maximum flow velocity. If the coolant pump 623 is not at maximum flow velocity (or a maximum allowed or permitted flow velocity), there may be additional cooling available to reduce the temperatures of the battery cells 106. [0060] If at operation 720 it is determined that the coolant pump 623 is at maximum flow velocity, meaning no more additional cooling of the battery cells 106 may be available, the process 700 continues to operation 710, where the charging rate is maintained and the temperatures of the battery cells 106 is monitored.

[0061] If at operation 720 it is determined that the coolant pump 623 is not at maximum flow velocity, the process 700 continues to operation 722, where the coolant pump 623 flow velocity is increased. The process 700 continues to operation 712, where the temperatures of the battery cells 106 are received and the process continues.

[0062] At operation 710, the charging rate is maintained and the temperatures of the battery cells 106 are monitored. It should be noted that the monitoring of the temperatures of the battery cells 106 may be performed by various systems, including the electrical system installed on the vehicle itself.

[0063] In some examples, the temperatures of the battery cells 106 may not be monitored or be used as an input to the charging system 104. In this example, the process 700 continues to operation 724, where the charging system 104 (or other system as applicable) receives a battery charged notification, indicating that the battery cells 106 are fully charged (or charged to a predetermined level). The process 700 continues to operation 726, where the charging cycle is ended.

[0064] In some examples, the temperatures of the battery cells 106 may be monitored and used as an input for the charging system 104. In this example, the process 700 may include a temperature monitoring subprocess that, while the charge is being maintained at operation 710, the temperatures of the battery cells 106 are monitored. Thus, the process 700 continues to operation 728, where a determination is made as to whether or not one or more temperatures of the battery cells 106 are above a setpoint.

[0065] If one or more temperatures of the battery cells 106 are above a setpoint, the process

700 continues to operation 730, where the charging rate is decreased. The process 700 continues to operation 728 where the determination of temperature is made again. Thus, the charging rate may be adjusted to keep temperatures within acceptable levels.

[0066] If one or more temperatures of the battery cells 106 are not above a setpoint as determined at operation 728, the process 700 continues to operation 710, where the charging rate is maintained.

[0067] Based on the foregoing, it should be appreciated that technologies for a coolant- enabled charging system have been disclosed herein. Although the subject matter presented herein has been described in language specific to structural features, methodological and transformative acts, and specific machinery, it is to be understood that the invention defined in the appended claims is not necessarily limited to the specific features, acts, or media described herein. Rather, the specific features, acts and mediums are disclosed as example forms of implementing the claims.

[0068] The subject matter described above is provided by way of illustration only and should not be construed as limiting. Various modifications and changes may be made to the subject matter described herein without following the example configurations and applications illustrated and described, and without departing from the true spirit and scope of the present invention, aspects of which are set forth in the following claims.

Claims

CLAIMS What is claimed is:

1. An external charging system comprising:

an electrical input and an electrical output for providing electrical power to one or more battery cells of a vehicle; and

a coolant input and a coolant output for providing a coolant to one or more battery cells of a vehicle to remove heat during a charging cycle of the one or more battery cells.

2. The external charging system of claim 1, further comprising a plug that incorporates the electrical input, the electrical output, the coolant input, and the coolant output in a unitary body.

3. The external charging system of claim 2, wherein the plug is configured to mate with a vehicle connection of a vehicle to provide for the charging the one or more battery cells of the vehicle.

4. The external charging system of claim 1, wherein the electrical power is provided by a first cable and the coolant is provided by a second cable, wherein the first cable and the second cable can be connected and disconnected independently.

5. The external charging system of claim 1, further comprising a coolant pump for pumping the coolant.

6. The external charging system of claim 5, wherein a flow velocity of the pump can be increased to decrease a temperature of at least one cell of the one or more battery cells of the vehicle.

7. The external charging system of claim 1, wherein the coolant comprises water, antifreeze, a carbon-based refrigerant, saltwater, or a compressed gas.

8. The external charging system of claim 1, wherein the electrical power is provided by an electrical grid, a solar cell, or a generator.

9. A method, comprising:

receiving electrical power from a charging system; and

receiving coolant from the charging system, wherein the coolant is designed to remove at least a portion of heat generated during a charging cycle of a battery cell.

10. The method of claim 9, wherein the coolant comprises water, antifreeze, a carbon- based refrigerant, saltwater, or a compressed gas.

1 1. The method of claim 9, wherein the electrical power is provided by an electrical grid, a solar cell, or a generator.

12. The method of claim 9, further comprising: detecting a temperature of the battery cell; and

increasing a flowrate of the coolant if the temperature is above a setpoint.

13. The method of claim 9, wherein receiving electrical power from the charging system comprises determining an initial charging rate.

14. The method of claim 9, further comprising:

determining that a charging rate of the battery cell is to be increased greater than an initial charging rate;

receiving a temperature of the battery cell; and

increasing the charging rate of the battery cell above the initial charging rate if the temperature of the battery cell is less than a setpoint.

15. The method of claim 14, further comprising:

determining that a flow velocity of the coolant is at a maximum setpoint if the temperature of the battery cell is at or above the setpoint; and

increasing the flow velocity of the coolant.

16. The method of claim 15, further comprising:

receiving the temperature of the battery cell; and

increasing the charging rate of the battery cell above the initial charging rate if the temperature of the battery cell is less than the setpoint after increasing the flow velocity.

17. A charging system plug for use with an external charging system, comprising: an electrical input and an electrical output for providing electrical power to one or more battery cells of a vehicle; and

18. The charging system plug of claim 17, wherein the plug is configured to mate with a vehicle connection of a vehicle to provide for the charging the one or more battery cells of the vehicle.

19. The charging system plug of claim 17, wherein the coolant comprises water, antifreeze, a carbon-based refrigerant, saltwater, or a compressed gas.

20. The charging system plug of claim 17, wherein the electrical power is provided by an electrical grid, a solar cell, or a generator.