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Energy source devices and systems having a battery and an ultracapacitor — Johnson Controls Technology Company (US10290912B2)

ABSTRACT

Abstract

A battery system includes an enclosure conforming to a standard form factor, such as a group specified by the Battery Council International. A battery and at least one ultracapacitor are disposed in the enclosure and interconnected to provide electrical energy at battery terminals. Control and/or regulation circuitry may also be provided in the enclosure and interconnected with the battery and ultracapacitor. The battery system may be designed to retrofit existing batteries, such as in vehicular and other applications. The use of a standard form factor allows for little or no alteration of the physical and electrical systems into which the battery system is placed.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Non-Provisional Application of U.S. Provisional Patent Application No. 61/453,474, entitled “Combined Battery and Super Capacitor Systems for Vehicle Applications,” filed Mar. 16, 2011, and U.S. Provisional Patent Application No. 61/508,621, entitled “System for Storage of Charge and Energy with an Integrated Controller,” filed Jul. 16, 2011, and U.S. Provisional Patent Application No. 61/477,730, entitled “Multiple Battery System for Vehicle Applications,” filed Apr. 21, 2011, and U.S. Provisional Patent Application No. 61/508,622, entitled “Differential State of Charge Battery for Improved Charging Capability,” filed Jul. 16, 2011, which are herein incorporated by reference.

The present patent application is generally related to the following patent applications, which are hereby incorporated into the present application by reference: U.S. application Ser. No. 13/422,246 (patented as U.S. Pat. No. 9,425,492), entitled “Energy Source Systems Having Devices with Differential States of Charge”, filed by Ou Mao et al. on even date herewith; U.S. application Ser. No. 13/422,326 (patented as U.S. Pat. No. 8,957,623), entitled “Systems and Methods for Controlling Multiple Storage Devices”, filed by Brian C. Sisk et al. on even date herewith; U.S. application Ser. No. 13/422,514 (patented as U.S. Pat. No. 9,300,018), entitled “Energy Source System Having Multiple Energy Storage Devices”, filed by Thomas M. Watson et al. on even date herewith; and U.S. application Ser. No. 13/422,421, entitled “Systems and Methods for Overcharge Protection and Charge Balance in Combined Energy Source Systems”, filed by Junwei Jiang et al. on even date herewith.

BACKGROUND

This section is intended to provide a background or context to the invention recited in the claims. The description herein may include concepts that could be pursued, but are not necessarily ones that have been previously conceived or pursued. Therefore, unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this application and is not admitted to be prior art by inclusion in this section.

It is generally known to provide typical Pb-acid batteries for starting, lighting, and ignition (SLI) applications in a vehicle. Such Pb-acid batteries usually have a capacity of about 70 Ah and a voltage of about 12V. The weight of such Pb-acid batteries is typically about 21 kg and the energy density is often about 40 Wh/kg. One performance requirement for such Pb-acid batteries for SLI applications is referred to as the “cold cranking current,” which is about 700 Ah at (−)18° C. Such a high cold cranking current requirement is for the vehicle engine starting purpose, for delivery within a few seconds, especially under cold weather conditions. However, such known Pb-acid batteries, in order to meet the cold cranking current requirement, are sized such that they tend to occupy a relatively large amount of space, and add a significant amount of weight to the vehicle platform.

Another drawback with conventional battery systems is the issue of poor charge acceptance. That is, in certain instances, the battery may not be capable of handling the high charge current, which may have an undesirable impact on the vehicle's energy regeneration capability. Accordingly, it would be desirable to provide one or more advanced energy source systems that are capable of efficiently meeting the cold cranking current requirements for engine starting while being packaged in a smaller and lighter device. Further, it would also be desirable to provide one or more advanced energy source systems that are adaptable for use with components associated with start-stop technology or components of the vehicle (e.g. to permit stopping of the vehicle engine during standstill periods and restart upon demand by the driver), or with components associated with mild-hybrid technology or components of the vehicle (e.g. to provide motor-driven boost or assist in accelerating a vehicle to a cruising speed), and electrical vehicle applications, and in a voltage range of approximately 10-400V, and more particularly within a range of approximately 10-100V.

SUMMARY

In one embodiment, a battery system includes an enclosure, a battery disposed within the enclosure, and at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals. The enclosure conforms to a standard form factor for a battery that comprises one or more conventional storage cells without an ultracapacitor.

In another embodiment, a battery system includes an enclosure having dimensions, mounting features and terminal locations conforming to a standard group specified by the Battery Council International. The battery system also includes a battery disposed within the enclosure, at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals, and control or regulation circuitry disposed in the enclosure and coupled to the battery and ultracapacitor.

In another embodiment, a battery system includes an enclosure, a battery disposed within the enclosure, and at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals. The output of the battery and ultracapacitor and a form factor of the enclosure conform to a standard voltage rating and a standard form factor to permit retrofitting of a battery that comprises one or more conventional storage cells without an ultracapacitor.

In another embodiment, a method for making a battery system includes in an enclosure that conforms to a standard form factor, disposing a battery and at least one ultracapacitor coupled to the battery to provide electrical energy via battery terminals.

DRAWINGS

The disclosure will become more fully understood from the following detailed description, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements, in which:

FIG. 1 illustrates an electrical supply system having a negative terminal and a positive terminal disposed on a housing that encloses an energy storage device and an ultracapacitor in accordance with an embodiment;

FIG. 2 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to one embodiment of the systems described herein;

FIG. 3 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor within a housing having two terminals in accordance with an embodiment;

FIG. 4 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor utilizing at least one variable resistance device in accordance with an embodiment;

FIG. 5 illustrates an embodiment of a method that may be implemented by a controller to utilize sensed feedback to intelligently control operation of a multiple device system in accordance with an embodiment;

FIG. 6 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device, an ultracapacitor, and a DC/DC converter within a housing having two terminals in accordance with an embodiment;

FIG. 7 illustrates an embodiment of a safe start method that may be implemented by a controller to control a battery and an ultracapacitor in accordance with an embodiment;

FIG. 8 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a first embodiment of the systems described herein;

FIG. 9 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a second embodiment of the systems described herein;

FIG. 10 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a third embodiment of the systems described herein;

FIG. 11 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fourth embodiment of the systems described herein;

FIG. 12 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fifth embodiment of the systems described herein;

FIG. 13 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a sixth embodiment of the systems described herein;

FIG. 14 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a seventh embodiment of the systems described herein;

FIG. 15 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to an eighth embodiment of the systems described herein;

FIG. 16 illustrates an energy source system including a differential state of charge (SOC) energy storage device having a housing that encloses a low SOC energy storage device and a high SOC energy storage device in a single enclosure in accordance with an embodiment;

FIG. 17 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;

FIG. 18 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;

FIG. 19 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;

FIG. 20 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;

FIG. 21 illustrates an embodiment of a standard battery enclosure that is internally configured to house one or more batteries or cells and one or more ultracapacitors;

FIG. 22 illustrates an embodiment of a battery enclosure having dimensions that conform and a unique shape that may conform to those of a desired battery that the new assembly and circuitry are intended to replace;

FIG. 23 is perspective view of an embodiment of a vehicle having a battery module or system for providing all or a portion of the motive power for the vehicle; and

FIG. 24 illustrates a cutaway schematic view of an embodiment of the vehicle of FIG. 23 provided in the form of a hybrid electric vehicle.

DETAILED DESCRIPTION

In accordance with presently disclosed embodiments, provided herein are advanced battery and ultracapacitor systems having overcharge protection and charge balancing capabilities. In some embodiments, the high power discharge capability of the ultracapacitors may be utilized to meet the cold cranking current requirements for a vehicle engine start, and a smaller and lighter battery may be utilized to provide the energy for other vehicle electrical applications. According to any of the illustrated embodiments, the vehicle applications may include one or more of internal combustion engines, hybrid, micro-hybrid, start-stop and electric vehicle applications, and may include voltage applications within the range of approximately 10V to approximately 400V, and more particularly, within a range of approximately 10V and approximately 100V. Although only a certain number of battery types have been described in the illustrated embodiments by way of example, any of a wide variety of other battery types and chemistries may be adapted for use with ultracapacitors for use in providing a smaller and/or lighter electrical power supply for a wide variety of vehicle applications. Accordingly, all such variations are intended to be within the scope of this disclosure.

One type of battery technology suitable for use with the systems described herein in Li-ion technology. The Li-ion battery technology provides a relatively high energy density up to about 200 Wh/kg, which is generally about five times that of the Pb-acid battery energy density. Thus, there are benefits for using Li-ion battery technology in some embodiments to replace the conventional Pb-acid battery for SLI applications in vehicles, such as (by way of example, and not limited to) elimination of Pb toxic compounds, lighter weight, and smaller space requirements. However, the cold cranking performance of Li-ion technology, by itself, is generally understood to limit the use of Li-ion technology in such applications. A typical Li-ion battery discharge rate at (−)18° C. is generally about a 2 C rate, where 2 C rate represents a discharge current of about 140 A for 70 Ah batteries, which is lower than the typical Pb-acid battery cold cranking performance (around 10 C rate).

Turning now to the drawings, FIG. 1 illustrates an electrical supply system 10 having a housing 12 with a negative terminal 14 that is connected to ground 16 and a positive terminal 18 that is capable of being coupled to an implementation- specific vehicle connection 20 , such as a switch, a starter motor, etc. As shown, an energy storage device 22 and an ultracapacitor 24 are provided within the housing 12 . That is, a single housing 12 having two ter

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Non-Provisional Application of U.S. Provisional Patent Application No. 61/453,474, entitled “Combined Battery and Super Capacitor Systems for Vehicle Applications,” filed Mar. 16, 2011, and U.S. Provisional Patent Application No. 61/508,621, entitled “System for Storage of Charge and Energy with an Integrated Controller,” filed Jul. 16, 2011, and U.S. Provisional Patent Application No. 61/477,730, entitled “Multiple Battery System for Vehicle Applications,” filed Apr. 21, 2011, and U.S. Provisional Patent Application No. 61/508,622, entitled “Differential State of Charge Battery for Improved Charging Capability,” filed Jul. 16, 2011, which are herein incorporated by reference.

The present patent application is generally related to the following patent applications, which are hereby incorporated into the present application by reference: U.S. application Ser. No. 13/422,246 (patented as U.S. Pat. No. 9,425,492), entitled “Energy Source Systems Having Devices with Differential States of Charge”, filed by Ou Mao et al. on even date herewith; U.S. application Ser. No. 13/422,326 (patented as U.S. Pat. No. 8,957,623), entitled “Systems and Methods for Controlling Multiple Storage Devices”, filed by Brian C. Sisk et al. on even date herewith; U.S. application Ser. No. 13/422,514 (patented as U.S. Pat. No. 9,300,018), entitled “Energy Source System Having Multiple Energy Storage Devices”, filed by Thomas M. Watson et al. on even date herewith; and U.S. application Ser. No. 13/422,421, entitled “Systems and Methods for Overcharge Protection and Charge Balance in Combined Energy Source Systems”, filed by Junwei Jiang et al. on even date herewith.

BACKGROUND

This section is intended to provide a background or context to the invention recited in the claims. The description herein may include concepts that could be pursued, but are not necessarily ones that have been previously conceived or pursued. Therefore, unless otherwise indicated herein, what is described in this section is not prior art to the description and claims in this application and is not admitted to be prior art by inclusion in this section.

It is generally known to provide typical Pb-acid batteries for starting, lighting, and ignition (SLI) applications in a vehicle. Such Pb-acid batteries usually have a capacity of about 70 Ah and a voltage of about 12V. The weight of such Pb-acid batteries is typically about 21 kg and the energy density is often about 40 Wh/kg. One performance requirement for such Pb-acid batteries for SLI applications is referred to as the “cold cranking current,” which is about 700 Ah at (−)18° C. Such a high cold cranking current requirement is for the vehicle engine starting purpose, for delivery within a few seconds, especially under cold weather conditions. However, such known Pb-acid batteries, in order to meet the cold cranking current requirement, are sized such that they tend to occupy a relatively large amount of space, and add a significant amount of weight to the vehicle platform.

Another drawback with conventional battery systems is the issue of poor charge acceptance. That is, in certain instances, the battery may not be capable of handling the high charge current, which may have an undesirable impact on the vehicle's energy regeneration capability. Accordingly, it would be desirable to provide one or more advanced energy source systems that are capable of efficiently meeting the cold cranking current requirements for engine starting while being packaged in a smaller and lighter device. Further, it would also be desirable to provide one or more advanced energy source systems that are adaptable for use with components associated with start-stop technology or components of the vehicle (e.g. to permit stopping of the vehicle engine during standstill periods and restart upon demand by the driver), or with components associated with mild-hybrid technology or components of the vehicle (e.g. to provide motor-driven boost or assist in accelerating a vehicle to a cruising speed), and electrical vehicle applications, and in a voltage range of approximately 10-400V, and more particularly within a range of approximately 10-100V.

SUMMARY

In one embodiment, a battery system includes an enclosure, a battery disposed within the enclosure, and at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals. The enclosure conforms to a standard form factor for a battery that comprises one or more conventional storage cells without an ultracapacitor.

In another embodiment, a battery system includes an enclosure having dimensions, mounting features and terminal locations conforming to a standard group specified by the Battery Council International. The battery system also includes a battery disposed within the enclosure, at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals, and control or regulation circuitry disposed in the enclosure and coupled to the battery and ultracapacitor.

In another embodiment, a battery system includes an enclosure, a battery disposed within the enclosure, and at least one ultracapacitor disposed within the enclosure and coupled to the battery to provide electrical energy via battery terminals. The output of the battery and ultracapacitor and a form factor of the enclosure conform to a standard voltage rating and a standard form factor to permit retrofitting of a battery that comprises one or more conventional storage cells without an ultracapacitor.

In another embodiment, a method for making a battery system includes in an enclosure that conforms to a standard form factor, disposing a battery and at least one ultracapacitor coupled to the battery to provide electrical energy via battery terminals.

DRAWINGS

The disclosure will become more fully understood from the following detailed description, taken in conjunction with the accompanying figures, wherein like reference numerals refer to like elements, in which:

FIG. 1 illustrates an electrical supply system having a negative terminal and a positive terminal disposed on a housing that encloses an energy storage device and an ultracapacitor in accordance with an embodiment;

FIG. 2 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to one embodiment of the systems described herein;

FIG. 3 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor within a housing having two terminals in accordance with an embodiment;

FIG. 4 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device and an ultracapacitor utilizing at least one variable resistance device in accordance with an embodiment;

FIG. 5 illustrates an embodiment of a method that may be implemented by a controller to utilize sensed feedback to intelligently control operation of a multiple device system in accordance with an embodiment;

FIG. 6 illustrates an embodiment of a circuit that may be utilized to electrically couple an energy storage device, an ultracapacitor, and a DC/DC converter within a housing having two terminals in accordance with an embodiment;

FIG. 7 illustrates an embodiment of a safe start method that may be implemented by a controller to control a battery and an ultracapacitor in accordance with an embodiment;

FIG. 8 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a first embodiment of the systems described herein;

FIG. 9 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a second embodiment of the systems described herein;

FIG. 10 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a third embodiment of the systems described herein;

FIG. 11 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fourth embodiment of the systems described herein;

FIG. 12 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a fifth embodiment of the systems described herein;

FIG. 13 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a sixth embodiment of the systems described herein;

FIG. 14 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to a seventh embodiment of the systems described herein;

FIG. 15 is a schematic representation of a battery and ultracapacitor design for vehicle applications according to an eighth embodiment of the systems described herein;

FIG. 16 illustrates an energy source system including a differential state of charge (SOC) energy storage device having a housing that encloses a low SOC energy storage device and a high SOC energy storage device in a single enclosure in accordance with an embodiment;

FIG. 17 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;

FIG. 18 illustrates an embodiment of voltage versus state of charge (SOC) curves for energy storage devices having different states of charge in accordance with an embodiment;

FIG. 19 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;

FIG. 20 illustrates a power capability advantage that may be gained by combining a low state of charge (SOC) device and a high SOC device in a single package in accordance with an embodiment;

FIG. 21 illustrates an embodiment of a standard battery enclosure that is internally configured to house one or more batteries or cells and one or more ultracapacitors;

FIG. 22 illustrates an embodiment of a battery enclosure having dimensions that conform and a unique shape that may conform to those of a desired battery that the new assembly and circuitry are intended to replace;

FIG. 23 is perspective view of an embodiment of a vehicle having a battery module or system for providing all or a portion of the motive power for the vehicle; and

FIG. 24 illustrates a cutaway schematic view of an embodiment of the vehicle of FIG. 23 provided in the form of a hybrid electric vehicle.

DETAILED DESCRIPTION

In accordance with presently disclosed embodiments, provided herein are advanced battery and ultracapacitor systems having overcharge protection and charge balancing capabilities. In some embodiments, the high power discharge capability of the ultracapacitors may be utilized to meet the cold cranking current requirements for a vehicle engine start, and a smaller and lighter battery may be utilized to provide the energy for other vehicle electrical applications. According to any of the illustrated embodiments, the vehicle applications may include one or more of internal combustion engines, hybrid, micro-hybrid, start-stop and electric vehicle applications, and may include voltage applications within the range of approximately 10V to approximately 400V, and more particularly, within a range of approximately 10V and approximately 100V. Although only a certain number of battery types have been described in the illustrated embodiments by way of example, any of a wide variety of other battery types and chemistries may be adapted for use with ultracapacitors for use in providing a smaller and/or lighter electrical power supply for a wide variety of vehicle applications. Accordingly, all such variations are intended to be within the scope of this disclosure.

One type of battery technology suitable for use with the systems described herein in Li-ion technology. The Li-ion battery technology provides a relatively high energy density up to about 200 Wh/kg, which is generally about five times that of the Pb-acid battery energy density. Thus, there are benefits for using Li-ion battery technology in some embodiments to replace the conventional Pb-acid battery for SLI applications in vehicles, such as (by way of example, and not limited to) elimination of Pb toxic compounds, lighter weight, and smaller space requirements. However, the cold cranking performance of Li-ion technology, by itself, is generally understood to limit the use of Li-ion technology in such applications. A typical Li-ion battery discharge rate at (−)18° C. is generally about a 2 C rate, where 2 C rate represents a discharge current of about 140 A for 70 Ah batteries, which is lower than the typical Pb-acid battery cold cranking performance (around 10 C rate).

Turning now to the drawings, FIG. 1 illustrates an electrical supply system 10 having a housing 12 with a negative terminal 14 that is connected to ground 16 and a positive terminal 18 that is capable of being coupled to an implementation- specific vehicle connection 20 , such as a switch, a starter motor, etc. As shown, an energy storage device 22 and an ultracapacitor 24 are provided within the housing 12 . That is, a single housing 12 having two terminals

14 and 18 encloses both the energy storage device 22 and the ultracapacitor 24 . The foregoing feature may enable the electrical supply system 10 to be dimensioned in such a way that enables the system 10 to be utilized to replace a variety of battery devices having standardized dimensions, for example, a standard 12V battery. As such, it should be noted that the housing 12 and the configuration of the terminals

14 and 18 may be susceptible to a variety of implementation-specific variations in size, shape, and placement, as discussed in more detail below. For example, in certain embodiments the system may be designed such that the housing or enclosure is configured to permit simple and direct replacement of existing battery systems, such as conventional vehicular batteries. As such, the enclosure may conform to standard sizing and form factors, particularly relating to the length, width, and height of the enclosure, the placement of terminals, the configuration of the terminals, the placement and dimensions of features intended to hold the battery system in place, and so forth. Where desired, the actual enclosure may be somewhat smaller than such conventional form factors, and adapters, shims and similar structures may be used to allow for such replacement. Such adapters and structures may also allow for the use of enclosures of irregular or non-standard shapes. In either case, there may be need for little or no change in the supporting and interfacing structures of the vehicle or other application in which the system is placed as compared to current structures.

It should be noted that, as will be appreciated by those skilled in the art, distinctions exist between “charge” and “energy”, both physically and in terms of unitary analysis. In general, charge will be stored and energy converted during use. However, in the present context, the two terms will often be used somewhat interchangeably. Thus, at times reference is made to “charge storage” or to “the flow of charge”, or to similar handling of “energy”. This use should not be interpreted as technically inaccurate or limiting insomuch as the batteries, ultracapacitors, and other devices and components may be said, in common parlance, to function as either energy storage devices or charge storage devices, and sometimes as either or both.

Further, as shown in the illustrated embodiment, the housing 12 also encloses a controller 26 that is coupled to the energy storage device 22 and the ultracapacitor 24 and may control operation of the multiple device system. It should be noted that the controller 26 shown in FIG. 1 may be any controller that is suitable for use with a multiple device system. However, in some presently contemplated embodiments, the energy storage device 22 and the ultracapacitor 24 may be controlled by a multiple device controller such as the controller described in the co-pending application entitled “SYSTEMS AND METHODS FOR CONTROLLING MULTIPLE STORAGE DEVICES,” which is hereby incorporated by reference, as previously mentioned.

Further, it should be noted that the energy storage device 22 and the ultracapacitor 24 in FIG. 1 are merely illustrative, and each device may include one or more devices in other embodiments. For example, referring generally to the embodiment illustrated in FIG. 2 , a combination of Li-ion technology with an ultracapacitor pack may provide an improved vehicle electrical power system, since the high power ultracapacitor can quickly discharge with high power to start the vehicle engine (e.g., within approximately 2 or 3 seconds). More specifically, FIG. 2 illustrates one embodiment of the design of the combination of a Li- ion battery 28 having four

cells

30 , 32 , 34 , and 36 (each with a capacity of approximately 15 Ah) and a bank 38 of

ultracapacitors

40 , 42 , 44 , 46 , 48 , and 50 (each with a capacity of about 2000 Farads and 2.7 VDC). In one embodiment, the average voltage of each Li-ion battery cell (LiFePO4/graphite) is about 3.3V, and thus, the four cell pack in series provides a voltage of about 13.2V. The six

ultracapacitors

40 , 42 , 44 , 46 , 48 , and 50 in series provide an average voltage of about 12V.

Further, during cold cranking current requirements, the ultracapacitor pack 38 can supply a maximum current of about 2,000 Amps within 2 seconds at cold temperatures around (−)18° C., which is generally understood to be sufficient to start a vehicle engine. Further, the total weight of such a four cell Li-ion battery and six ultracapacitor pack is about seven 7 kg, compared to a weight of about 21 kg for a Pb-acid battery with a capacity of about 70 Ah for vehicle starting, lighting, and ignition (SLI) applications. The maximum power for such a Li-ion and ultracapacitor system reaches to about 46 kW, compared to about 5.6 kW for the Pb-acid battery pack (70 Ah) at low temperatures of about (−)18° C.

FIGS. 3 and 4 illustrate additional embodiments of circuits

52 and 54 that may be utilized to electrically couple an embodiment of the energy storage device 22 and an embodiment of the ultracapacitor 24 for packaging in the housing 12 having two terminals

14 and 18 . Specifically, in the illustrated embodiments, a battery 56 and a capacitor 58 , which may be an ultracapacitor in certain embodiments, are coupled to a current sensor 60 . In the embodiment of FIG. 3 , the battery 56 is electrically coupled to the positive terminal 18 via a first switch 62 , and the capacitor 58 is electrically coupled to the positive terminal 18 via a second switch 64 . However, it should be noted that the switches

62 and 64 illustrated in FIG. 3 may, in other embodiments, be variable resistance devices capable of feathering in and out the associated device, for example, as dictated by the controller 26 . For instance, in the embodiment of FIG. 4 , the second switch 64 is a field-effect transistor (FET) 66 capable of being controlled to connect and disconnect the capacitor 58 to a load present at the positive terminal 18 in a variable manner. Additionally, it should be noted that in other embodiments, the first switch 62 may also be a variable resistance device, such as a FET.

During operation, the current sensor 60 senses the current draw present at the load, thus enabling the controller 26 to determine, based on the sensed level, the nature of the load that is present. For example, the current sensor 60 may sense a level that corresponds to an accessory drain or alternatively, the current sensor 60 may sense a level that corresponds to a power draw. The controller 26 may then utilize the sensed current level to determine which of the battery 56 and the capacitor 58 should be activated, for example, via closing of the switches

62 and 64 . For example, if an accessory drain from a vehicle is detected at the load, the switch 62 may be closed, thus enabling the battery 56 to meet the accessory demand. For further example, if a power draw, such as a draw associated with starting of an internal combustion engine, is detected, the switch 64 may be closed to enable the capacitor 58 to meet the power draw. Still further, in some embodiments, the controller may control the FET 66 and a FET coupled to the battery 56 such that the load is met by a combination of power delivered from the devices

56 and 58 . Accordingly, presently disclosed embodiments may provide for sensing a parameter of the load and intelligently controlling the devices

56 and 58 to meet the demand present at the load.

FIG. 5 illustrates an embodiment of a method 68 that may be implemented by, for example, the controller 26 , to utilize the sensed feedback to intelligently control operation of the multiple device system. Once the operation is started (block 70 ), the controller 26 receives an initial value for the current draw level (block 72 ), for example, from the current sensor 60 , and then receives a present value of the current draw at a later time point (block 74 ). In this embodiment, the method 68 proceeds with an inquiry as to whether the rate of change of the current draw with respect to time is greater than or equal to a preset threshold (block 76 ). If the rate of change of the sensed current meets or exceeds the given threshold, the controller 26 activates the capacitor 58 to meet the demand (block 78 ). For example, the controller may utilize switch 64 to couple the capacitor 58 to the load present at the positive terminal 18 . However, if the rate of change of the sensed current is below the preset threshold, the battery 56 is activated to meet the demand at the load (block 80 ).

In this way, the rate of change of sensed current over time may be utilized to determine which of the devices

56 and 58 are utilized to meet the demand of the load. It should be noted that although the sensor in the illustrated embodiment is a current sensor, in other embodiments, any suitable sensor or combination of sensors capable of sensing a load parameter may be utilized. Additionally, any suitable indicator, not limited to the rate of change of current with respect to time, may be utilized to determine which device is activated to meet the demand at the load. Still further, in certain embodiments, a variety of thresholds or inquiries may be utilized to determine which portion of the load should be met by each device. That is, in certain embodiments, the controller may utilize additional logic to determine an appropriate shared distribution of the load between the devices.

FIG. 6 illustrates an additional embodiment of a circuit 82 that may be utilized to electrically couple the battery 56 and the capacitor 58 to the load present at the positive terminal 18 . In this embodiment, as before, the switches

62 and 64 couple the battery 56 and the capacitor 58 , respectively, to the positive terminal 18 . However, as shown, the circuit 82 includes a direct current to direct current (DC/DC) converter that electrically couples the battery 56 and the capacitor 58 . Further, a sensing system 85 includes a battery voltage sensor 86 , a capacitor voltage sensor 88 , and a net voltage sensor 90 capable of measuring the voltage of the battery, the voltage of the capacitor, and the net voltage, respectively, throughout operation of the circuit 82 .

During operation of the circuit 82 , the sensing system 85 may be utilized to measure voltage levels at a variety of locations in the circuit 82 , thus enabling the controller 26 to acquire information regarding both load requirements as well as the quantity of energy each of the devices

56 and 58 is capable of providing. Therefore, based on the information received from the sensing system 85 , the controller 26 may control the switches

62 and 64 and the DC/ DC converter 84 to meet the demand at the load in accordance with energy available from each of the devices

56 and 58 at any given operational time point. Further, it should be noted that, as before, the switches

62 and 64 may be variable devices, such as FETs, that enable the controller to feather in and out each of the devices as appropriate.

In one embodiment, the circuit 82 of FIG. 6 may be packaged, for example, within housing 12 , with the controller 26 and utilized in place of a traditional vehicle battery. In such an embodiment, the circuit 82 , operated under control of the controller 26 , may be utilized to reduce or eliminate the likelihood that the vehicle in which the device 10 is placed is unable to start when the voltage of the battery 56 is drained below a level sufficient to start, for example, the internal combustion engine of the vehicle. Here again, it should be noted that, as discussed in more detail below, the housing 12 and the configuration of the terminals

14 and 18 may be dimensioned and configured for the vehicle in which the device 10 is intended to be utilized.

FIG. 7 illustrates an embodiment of a method 92 that may be implemented by the controller 26 to ensure that a vehicle with which the circuit 82 is associated is started if possible given the energy available in the devices

56 and 58 . Once the operation is started (block 94 ), an operator demand to start the vehicle is detected (block 96 ). For example, the operator may insert and turn a key in a console of the vehicle, press a button to start the vehicle, and so forth, depending on the specific vehicle type. In some embodiments, the battery 56 may be designated as the primary energy source that is to be utilized for routine vehicle starting events. In such embodiments, at certain times, the voltage of the battery may be too low to support an engine start event, and the controller 26 receives an input indicating that the available voltage from the battery is insufficient to meet the operator demand to start the vehicle (block 98 ).

In such instances, presently disclosed embodiments provide for a reduced or prevented likelihood that battery drainage will prohibit the vehicle from being started. More specifically, the method 92 includes the step of controlling the DC/ DC converter 84 to utilize the available voltage in the battery 56 to charge the capacitor 58 (block 100 ). That is, although the voltage in the battery 56 may be insufficient to start the vehicle, the available voltage may be sufficient to charge the capacitor 58 . Once the vehicle fails to start upon the operator's first request, the operator may again attempt to start the vehicle, and the controller 26 detects this demand (block 102 ). Since the capacitor 58 was charged during the time lapse between the first start attempt and the second start attempt, the capacitor 58 may be utilized to start the vehicle (block 104 ), thus fulfilling the operator request. In this way, the circuit 82 may be controlled to reduce or prevent the likelihood that the vehicle will not be able to start when the battery voltage is low, thus offering advantages over traditional systems that may utilize a battery in place of the multiple device system 10 .

FIGS. 8-15 illustrate additional embodiments of circuits including various combinations of batteries, ultracapacitors, overcharge protection circuits, and charge balancing circuits. Specifically, FIG. 8 illustrates an embodiment of a combined battery and ultracapacitor system 106 for vehicle applications with recharge capability. The system 106 as shown in FIG. 8 includes a battery 108 having a number of cells (or battery units) C 1 , C 2 , . . . CX that are connected in series and to terminals T 3 ( 110 ) and T 4 ( 112 ), which are connected to the alternator of the vehicle&#39;s electrical system for maintaining the charge on the battery cells 108 (and providing a power source to other electrical loads of the vehicle). An ultracapacitor pack 114 is shown connected in parallel with the battery 108 and has individual ultracapacitors S 1 , S 2 , . . . SY connected in series with one another and to terminals T 1 ( 116 ) and T 2 ( 118 ), which are connected to the engine-starting portion of the vehicle&#39;s electrical system for providing relatively short and high current for starting the vehicle. The number of ultracapacitors and the capacity of the ultracapacitors are selected so that the total voltage of the ultracapacitors 114 substantially matches the total voltage of the series of cells in the battery 108 . The system 106 also includes a management and control system 120 that permits the battery 108 to quickly recharge the ultracapacitors 114</

CLAIMS

Claims ( 14 )

The invention claimed is:

1. A battery kit system comprising:

an assembly, comprising:

an enclosure having a first terminal and a second terminal configured to couple to a load;

a plurality of battery cells configured to be disposed within the enclosure and electrically coupled to the first and second terminals by a first switch, and wherein the first switch is capable of closing a first circuit between the plurality of battery cells and the load;

an ultracapacitor configured to be disposed within the enclosure and electrically coupled to the first and second terminals by a second switch, wherein the ultracapacitor is arranged in parallel to the plurality of battery cells, wherein the second switch is positioned in parallel to the first switch, and wherein the second switch is capable of closing a second circuit between the ultracapacitor and the load;

a DC-DC converter configured to be disposed within the enclosure and electrically coupled to the plurality of battery cells and the ultracapacitor;

a plurality of sensors configured to be disposed within the enclosure and to measure at least one parameter of the plurality of battery cells, the ultracapacitor, or a combination thereof; and

control logic configured to be disposed within the enclosure and to control the DC-DC converter and the first and second switches and programmed to meet a power demand of the load based on the at least one parameter by:

calculating a rate of change of the at least one parameter with respect to time;

comparing the rate of change to a preset threshold; and

controlling the first and second switches based on the comparison of the rate of change and the preset threshold; and

at least one adapter that adapts the enclosure for mounting in place of a lead-acid battery comprising one or more lead-acid electrochemical cells without an ultracapacitor and having a standard form factor.

2. The battery kit system of claim 1 , wherein the standard form factor comprises a standard group specified by the Battery Council International.

3. The battery kit system of claim 2 , wherein the standard form factor comprises at least one group selected from Battery Council International groups 21, 22F, 22HF, 22NF, 22R, 24, 24F, 24H, 24R, 24T, 25, 26, 26R, 27, 27F, 27H, 29NF, 31, 31A, 31T, 33, 34, 34/78, 34R, 35, 36R, 40R, 41, 42, 43, 45, 46, 47, 48, 49, 50, 51, 51R, 52, 53, 54, 55, 56, 57, 58, 58R, 59, 60, 61, 62, 63, 64, 65, 70, 71, 72, 73, 74, 75, 75/25, 76, 78, 85, 86, 90, 91, 92, 93, 95R, 96R, 97R, 98R, 1, 2, 2E, 2N, 17HF, 4D, 6D, 8D, 28, 29H, 30H, 31, GC2, and GC2H.

4. The battery kit system of claim 1 , wherein the enclosure is smaller than the standard form factor for the battery in the place of which it is to be mounted.

5. The battery kit system of claim 1 , wherein the enclosure is differently shaped than the standard form factor for the battery in the place of which it is to be mounted.

6. The battery kit system of claim 1 , wherein the plurality of sensors comprises voltage sensors, current sensors, or a combination thereof.

7. The battery kit system of claim 1 , wherein the at least one parameter comprises a voltage of the plurality of battery cells, a voltage of the ultracapacitor, or a combination thereof.

8. The battery kit system of claim 1 , wherein the power demand is a voltage or current draw generated during start-up of a vehicle containing the battery kit system.

9. The battery kit system of claim 1 , wherein the plurality of battery cells and the ultracapacitor are selected to provide output of 6 or 12 volts at the first and second terminals of the enclosure.

10. The battery kit system of claim 1 , wherein the ultracapacitor is one of a plurality of ultracapacitors, and the control logic is configured to permit current flow from the plurality of battery cells to the plurality of ultracapacitors, but not from the plurality of ultracapacitors to the plurality of battery cells, and the control logic is coupled to each ultracapacitor of the plurality of ultracapacitors and provides overcharge protection and balancing of charge among the plurality of ultracapacitors as current flows from the plurality of battery cells to the plurality of ultracapacitors.

11. The battery kit system of claim 1 , wherein the load comprises a light, a chassis electrification, or an electronic component.

12. The battery kit system of claim 1 , wherein the plurality of sensors comprise a current sensor coupled to the first switch, the second switch, and the load.

13. The battery kit system of claim 12 , wherein the at least one parameter comprises a current provided by the load measured by the current sensor.

14. The battery kit system of claim 1 , wherein the second switch comprises a field effect transistor, and wherein controlling the first and the second switches comprises meeting the power demand of the load using the plurality of battery cells and the ultracapacitor using the first circuit and the second circuit.

US13/422,421

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