Patent Application
20120003510
1. Field of the Invention
The present invention generally relates to vehicle battery temperature control. More specifically, the present invention relates to a vehicle battery temperature control system and method that use liquid phase and vapor phase coolant to maintain desired battery temperature.
2. Background Information
A hybrid electric vehicle (HEV) or full electric vehicle relies substantially or completely on battery power for operation. Therefore, it is desirable to maintain the battery cells at an optimal operating temperature. As understood in the art, battery cells are often best suited to operate in a somewhat small optimum temperature range. Consequently, the life or durability of the battery, as well as the performance of the battery, such as the available power provided by the battery, can be adversely affected by temperatures above and below that optimum temperature range. Furthermore, to optimize battery performance, it is essential to maintain temperature uniformity among the cells of a battery, for example, multiple battery cells assembled in a battery module.
Typically, batteries of HEVs or full electric vehicles can be cooled by air, or by a liquid coolant that, for example, has a high water content. However, when cooling fluid is provided by a pumping mechanism, such as a fan or liquid pump, in a single phase (e.g., a liquid phase), temperature gradients will exist along the flow path. That is, because heat is transferred at all points along the flow path, the temperature of the liquid coolant increases from the entrance to the exit of the battery assembly. These gradients can be somewhat reduced by increasing fluid flow rate, which consumes greater energy. Also, shortened parallel flow paths along the cells can be used instead of a serial flow path.
One example of a cooling system uses the vehicle's air-conditioning (A/C) system to cool the battery structure. However, this type of arrangement requires that considerable energy be expended to pump the refrigerant and achieve the desired cooling effects. Moreover, if the A/C system does not operate, the refrigerant will eventually all vaporize within the battery assembly, and as a consequence, the pressure and temperature inside the battery assembly will elevate. This elevation in pressure and/or temperature could result in lost battery performance due to temperature gradients that compromise the optimum operating temperature. Furthermore, the A/C system of a vehicle generally operates at temperatures around 5 degrees Celsius, which is colder than the optimum operating battery temperature range. Accordingly, a control system is required that, for example, pulses cold refrigerant into the battery assembly so as not to overcool the battery. However, this pulsing can create large and detrimental temperature gradients within the battery assembly, thus degrading the battery's life and performance.
It has been discovered that to improve temperature control for a vehicle battery, coolant in liquid and vapor phase can be used.
In view of the state of the known technology, one aspect of the present invention is to provide a vehicle battery temperature control system including a battery, a housing and a heat exchanger. The battery is operable to discharge thermal energy, and has a heat sink configured to transfer the thermal energy from the battery. The housing has a chamber that is configured to receive the battery and contain a saturated liquid coolant that substantially immerses the heat sink so that the coolant receives the thermal energy from operation of the battery to cause a phase change of the coolant from a liquid phase to a vapor phase. The heat exchanger is configured to receive vapor phase coolant from the chamber and remove thermal energy from the vapor phase coolant to change the coolant from the vapor phase to the liquid phase, and is further configured to return the liquid phase coolant to the chamber.
Referring now to the attached drawings which form a part of this original disclosure:
Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
Referring initially to
In this embodiment, the vehicle 1 includes a vehicle body 2 that supports a power unit 3 that includes an electric motor 3M and a reduction gear 3R. The electric motor 3M and the reduction gear 3R are configured as a single integrated unit. The electric motor 3M is installed in a front section of the vehicle body 2. The electric motor 3M is operatively coupled to a pair of front wheels Wf in a conventional manner to rotate the front wheels Wf. Thus, the electric motor 3M propels the vehicle 1. In addition to the electric motor 3M, various comparatively heavy electrical components are mounted on the vehicle body 2 In particular; as shown in
In this embodiment, the electric motor 3M, the inverter 4 and the circuit box 5 are arranged in a frontward portion of the vehicle 1. Meanwhile, the battery unit 7 is arranged in a longitudinally middle portion of the vehicle 1 and the charger (not shown) is arranged in a rearward portion of the vehicle 1. In this way, a plurality of electrical components are arranged to be distributed appropriately in the longitudinal direction of the vehicle 1 such that the weight of the vehicle 1 can be more easily balanced with respect to the longitudinal direction.
As shown in
While only one charging port 12 is illustrated, typically, two or more charging ports could be provided. A low-voltage charging port would be provided to conduct charging at a comparatively low (household) voltage (e.g., 100V or 200V). A high-voltage charging port would be provided to conduct charging at a comparatively high voltage (e.g., 500 V). The charging harnesses 13 are connected to the charging ports. Low-voltage electric power supplied to the low-voltage charging port from a low-voltage power supply cord is converted to a higher voltage by the charger (which includes a transformer (not shown) for converting a low voltage to a higher voltage) and the higher voltage power is supplied to the battery cells of a battery 14 (
As shown in more detail in
The housing 16 includes an insulation member 22 configured to substantially enclose the housing 16. As illustrated, the battery 14 and heat sink 20, housing 16, insulation member 22 and associated components described herein are included in the battery unit 7 shown in
The heat exchanger 18 is configured in an elevated position with respect to the chamber 24 to receive vapor phase coolant from the chamber 24, and remove thermal energy from the vapor phase coolant to change the coolant from the vapor phase to the liquid phase. In this example, the heat exchanger 18 receives the vapor phase coolant from the chamber 24 via a conduit 28 that can be a tube made of rubber, metal or any other suitable material. The heat exchanger 18 is further configured to return the liquid phase coolant to the chamber 24 via a conduit 30 that can be a tube made of rubber, metal or any other suitable material. In one configuration, the heat exchanger 18 includes a condenser that is fluidly coupled to receive the vapor phase coolant from the chamber 24 via conduit 28. The condenser is operable to remove heat from the vapor phase coolant to create the liquid phase coolant, and is fluidly coupled to return the liquid phase coolant to the chamber 24 via conduit 30.
It should be noted that the insulation member 22 ensures that the management of the temperature in the chamber 24 is principally controlled at the heat exchanger 18 (condenser). This is particularly beneficial when, for example, the battery 14 is a cold battery pack operating in a low ambient temperature condition. By limiting heat transfer or adding heat, for example, through warm airflow from the passenger cabin to the condenser, the self heating of the battery 14 can be used to reach the optimum operating temperature range.
As further shown in
The sensor 32 is operable to detect when a characteristic of the vapor phase coolant is above a threshold, and to signal operation of the fan 36 that increases the removal of thermal energy by the heat exchanger 18 when the characteristic is above the threshold. In this example, the sensor 32 provides a signal to a controller 34 which determines whether the characteristic is above the threshold. If the characteristic is above the threshold, the controller 34 controls the fan 36 to operate. The fan 36 can be configured as a single fan or multiple fans.
The controller 34 can be any suitable type of computer, microprocessor or control device as known in the art. The controller 34 preferably includes a microcomputer with a control program that controls the operations as discussed below. The controller 34 can also include other conventional components such as an input interface circuit, an output interface circuit, and storage devices such as a ROM (Read Only Memory) device and a RAM (Random Access Memory) device. A memory circuit (not shown) stores processing results and control programs such as ones for the operations discussed herein. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the controller 34 can be any combination of hardware and software that will carry out the functions of the present invention.
The sensor 32 includes a temperature sensor that is operable to sense a temperature of the vapor phase coolant in the chamber 24 as the characteristic. In this event, the threshold can be an upper temperature threshold, such as a temperature threshold at or about 45 degrees Celsius (see
Concerning the operation of the system 10, it is understood in the art that when a fluid, such as coolant 26, is contained in a saturated state, coolant in the liquid phase and in the vapor phase coexist at a specific temperature and pressure within the chamber 24. When heat (thermal energy) is added due to, for example, heating of the battery 14 during operation of the battery 14, temperature uniformity is maintained by the fluid vaporizing at the same or substantially the same pressure. This temperature stability and uniformity maintains the cells of the battery 14 at the same or substantially the same temperature within the battery 14. Moreover, since the phase change from a low energy content liquid phase to a high energy content vapor phase results in a density change, vapor bubbles are separated from the liquid by gravity. That is, vapor bubbles rise to the upper part of the chamber 24. Accordingly, the vapor phase coolant can flow via the conduit 28 into the heat exchanger 18, and is thus transported away from the heat source (i.e., the battery 14) without a pumping mechanism.
Moreover, the formation of bubbles absorbs considerable energy without causing a rise in temperature of the coolant 26, and the mixing action of the bubbles in moving toward the free surface of the coolant 26 toward the upper part of the chamber 24 further enhances the temperature uniformity in the battery 14. An example of a specific heat of vaporization for a common refrigerant that can be used as the coolant 26 is shown in graph 60 in
Also, since the liquid phase coolant 26 is in a saturated state, temperature uniformity is maintained throughout the battery 14, and the change from the liquid phase to the vapor phase is used to quickly and naturally transport high energy content vapor phase coolant 26 to the heat exchanger 18, due to the vapor density of the vapor phase coolant 26 being much less than that of the surrounding liquid phase coolant 26. This action further enhances the convective heat transfer within the battery 14. The battery 14 can be permitted to heat up when the cooling fan 36 is not being operated, and can be maintained at slightly above the ambient air temperature of the heat exchanger 18 when the cooling fan 36 is operated.
In addition, varied airflow provided by fan 36 to the heat exchanger 18 assists in managing the pressure and corresponding operating temperature of the coolant 26 and battery 14. An example of the relationship of the pressure versus the liquid coolant temperature is shown in graph 70 of
Accordingly, the heat transfer from the vapor phase coolant to the environment external of the system 10 can be managed with the condensing heat exchanger (condenser) 18 and cooling fan 36. The reformation of liquid phase coolant from the vapor phase coolant by the heat exchanger 18 thus maintains the target pressure and corresponding target temperature of the coolant 26, which results in a stable temperature environment for the battery cell heat sink structure. The system 10 is inherently isothermal and does not require forced fluid flow within the battery 14 to perform the required heat exchange functions. Rather, the system 10 allows for the natural flow of high energy vapor phase coolant to the heat exchanger 18 as discussed above, instead of requiring, for example, a pump to force the flow of coolant to a heat exchanger.
That is, as understood in the art, the circulation (e.g., pumping) of saturated fluids, such as a liquid-vapor refrigerant, can be used to transport thermal energy from the battery 14 to the heat exchanger 18 and vice-versa. In such an arrangement, some liquid phase coolant can be exposed to the heat exchanger 18 along with the vapor phase coolant, so that thermal energy from that portion of the liquid and the vapor can be transferred by the heat exchanger 18 to an external environment, thereby cooling the vapor and that portion of the liquid. However, although the pumping action may facilitate improved heat transfer in the system 10, such pumping uses energy that can otherwise be used to power other components of the vehicle 1. Hence, the isothermal features of the system 10 are beneficial in that they can avoid the use of a pumping mechanism.
In addition, in the system 10 discussed above, and in the variations discussed below, a reservoir of the saturated coolant could also be maintained at, for example, a location away from the battery 24 and be pumped into the chamber 24 at a rate controlled by, for example, controller 34, to rapidly change the temperature of the liquid phase coolant.
Referring now to
The vehicle battery temperature control system 100 is illustrated in
The housing 116 defines a chamber 124 that is configured to receive the battery 14 and contain a saturated liquid coolant 26 that substantially immerses the heat sink 20 so that the coolant receives the thermal energy from operation of the battery 14 to cause a phase change of the coolant from a liquid phase to a vapor phase as in the vehicle battery temperature control system 10. In this example, the coolant 26 includes 1,1,1,2-Tetrafluoroethane (known as R-134a) or 2,3,3,3-Tetrafluoroprop-1-ene (known as HFO-1234yf). However, the coolant 26 can include any suitable type of refrigerant. Furthermore, the chamber 124 can be configured such that the saturated liquid coolant 26 in the chamber 124 completely immerses the heat sink 20 as discussed above with regard to vehicle battery temperature control system 10.
The heat exchanger 118 is configured in an elevated position with respect to the chamber 124 to receive vapor phase coolant from the chamber 124, and remove thermal energy from the vapor phase coolant to change the coolant from the vapor phase to the liquid phase. The heat exchanger 118 also can operate to add thermal energy to the vapor phase coolant to maintain the desired temperature and pressure in the chamber 124. In this example, the heat exchanger 118 is positioned substantially above a level of the liquid coolant 26 in the chamber 124. In addition, as in the vehicle battery temperature control system 10, the vehicle battery temperature control system 100 includes a sensor 132, a controller 134 and a fan 136. The controller 134 can be any suitable type of computer, microprocessor or control device as discussed above with regard to controller 34.
The heat exchanger 118 includes a thermoelectric device assembly 140. In this example, the thermoelectric device assembly 140 includes a first plurality of fins (e.g., cooling fins) 142 formed on a first side and extending into an upper end of the chamber 124, and a second plurality of fins (e.g., cooling fins) 144 formed on a second side opposite to the first side. Hence, the fins 142 and 144 transfer thermal energy from the vapor phase coolant to the environment external of the system 100, and thus assist in cooling and condensing the vapor phase coolant to the liquid phase. The fins 142, in particular, also can transfer thermal energy from the thermoelectric device assembly 140 to the vapor phase coolant.
The thermoelectric device assembly 140 is an electrical type of heating device, or any other type of appropriate heating device. As understood in the art, the thermoelectric device assembly 140 is operable to provide a low temperature side and a high temperature side, depending on the polarity of the operating voltage applied to the thermoelectric device assembly 140. Accordingly, in the case of cooling the vapor phase coolant 26, the controller 134 controls the application of a voltage to the thermoelectric device assembly 140 to operate the thermoelectric device assembly 140 so that the high temperature side occurs at the top of the thermoelectric device assembly 140 facing outside the chamber 124, thus heating the fins 144, and the low temperature side occurs at the bottom of the thermoelectric device assembly 140 facing inside the chamber 124, thus cooling the fins 142. In this event, the thermoelectric device assembly 140 can operate like a heat pump and draw heat from the interior of the chamber 124 via fins 142. That heat, along with the heat generated by the internal electrical power dissipation in the thermoelectric device assembly 140, results in a hot upper surface of the thermoelectric device assembly 140 that can expend the heat into the environment outside of the chamber 124 via, for example, fins 144.
The thermoelectric device assembly 140 can thus be more efficient at cooling the saturated coolant 26 below the ambient temperature outside the chamber 124. Accordingly, it is possible to cool the saturated coolant 26 to a temperature below the ambient temperature. For example, the saturated coolant 26 can be cooled so that the battery 14 can operate near the center of the target operating temperature range (e.g., at about 30 degrees Celsius) even if the ambient temperature is much higher (e.g., over 40 degrees Celsius).
The sensor 132 is operable in a manner similar to sensor 32 (
If the characteristic is above the threshold, the controller 134 controls, for example, the thermoelectric device assembly 140 to operate like a heat pump as discussed above and draw heat from the interior of the chamber 124. Furthermore, the controller 134 can control the fan 136 to operate to further assist in dissipating heat from the fins 144. Naturally, the controller 134 can control the thermoelectric device assembly 140 and fan 136 to operate in a cooperative manner (e.g., both on at the same time, either one on at different times, or both off at the same time) to maintain the temperature of the coolant 26 in the chamber 124 within the desired temperature range.
As can be appreciated from the above, the sensor 132 includes a temperature sensor that is operable to sense a temperature of the vapor phase coolant in the chamber 124 as the characteristic. In this event, the threshold can be an upper temperature threshold, such as a temperature threshold at or about 45 degrees Celsius (see
In addition, the sensor 132 detects when a characteristic of the vapor phase coolant is below a threshold, and provides a signal to the controller 134. That is, the sensor 132 detects when a temperature and/or pressure of the vapor phase coolant is below a threshold (e.g., about 18 degrees Celsius or about 400 kPa as shown in
Referring now to
The vehicle battery temperature control system 200 is illustrated in
The housing 216 defines a chamber 224 that is configured to receive the battery 14 and contain a saturated liquid coolant 26 that substantially immerses the heat sink 20 so that the coolant receives the thermal energy from operation of the battery 14 to cause a phase change of the coolant from a liquid phase to a vapor phase as in the vehicle battery temperature control system 10. In this example, the coolant 26 includes 1,1,1,2-Tetrafluoroethane (known as R-134a) or 2,3,3,3-Tetrafluoroprop-1-ene (known as HFO-1234yf). However, the coolant 26 can include any suitable type of refrigerant. Furthermore, the chamber 224 can be configured such that the saturated liquid coolant 26 in the chamber 224 completely immerses the heat sink 20 as discussed above with regard to vehicle battery temperature control systems 10 and 100.
The heat exchanger 218 is configured in an elevated position with respect to the chamber 224 to receive vapor phase coolant from the chamber 224, and remove thermal energy from the vapor phase coolant to change the coolant from the vapor phase to the liquid phase. The heat exchanger 218 also can operate to add thermal energy to the vapor phase coolant to maintain the desired temperature and pressure in the chamber 224. In this example, the heat exchanger 218 is positioned substantially above a level of the liquid coolant 26 in the chamber 214. In addition, as in the vehicle battery temperature control systems 10 and 100, the vehicle battery temperature control system 200 includes a sensor 232 and a controller 234. The controller 234 can be any suitable type of computer, microprocessor or control device as discussed above with regard to controller 34.
The heat exchanger 218 includes a thermoelectric device assembly 240 similar to thermoelectric device assembly 140 discussed above. In this example, the thermoelectric device assembly 240 includes a first plurality of fins (e.g., cooling fins) 242 formed on a first side and extending into an upper end of the chamber 224. As in thermoelectric device assembly 140, the thermoelectric device assembly 240 is operable to provide a low temperature side and a high temperature side, depending on the polarity of the operating voltage applied to the thermoelectric device assembly 240. Accordingly, in the case of cooling the vapor phase coolant 26, the controller 234 controls the application of a voltage to the thermoelectric device assembly 240 to operate the thermoelectric device assembly 240 so that the high temperature side occurs at the top of the thermoelectric device assembly 240 facing outside the chamber 224, and the low temperature side occurs at the bottom of the thermoelectric device assembly 240 facing inside the chamber 224, thus cooling the fins 242. In this event, the thermoelectric device assembly 240 can operate like a heat pump and draw heat from the interior of the chamber 224 via fins 242. That heat, along with the heat generated by the internal electrical power dissipation in the thermoelectric device assembly 240, results in a hot upper surface of the thermoelectric device assembly 240 that can expend the heat into the environment outside of the chamber 224.
The thermoelectric device assembly 240 can thus be more efficient at cooling the saturated coolant 26 below the ambient temperature outside the chamber 224. Accordingly, it is possible to cool the saturated coolant 226 to a temperature below the ambient temperature. For example, the saturated coolant 226 can be cooled so that the battery 14 can operate near the center of the target operating temperature range (e.g., at about 30 degrees Celsius) even if the ambient temperature is much higher (e.g., over 40 degrees Celsius).
Also, a cooling heat exchanger 246 that can include, for example, a condenser, is positioned on a second side of the thermoelectric device assembly 240 opposite to the first side. Hence, the fins 242 transfer thermal energy from the vapor phase coolant to the cooling heat exchanger 246, and to an environment external of the system 200, and thus assist in cooling and condensing the vapor phase coolant to the liquid phase.
The cooling heat exchanger 246 is coupled to, for example, the HVAC system of the vehicle 1 via input conduit 248 and output conduit 250. The temperature of the cooling heat exchanger 246 can be maintained with the air-conditioning (A/C) system of the vehicle 1, and the low temperature side of the A/C cycle can be used to cool part of the cooling heat exchanger 246 in a variety of ways. For example, a coolant can be circulated through the cooling heat exchanger 246 via input conduit 248 and output conduit 250 to enhance cooling. Alternatively, cooled air, such as air coming from the evaporator and/or passenger compartment can be circulated through the cooling heat exchanger 246 via input conduit 248 and output conduit 250 to enhance cooling. Accordingly, this cooling heat exchanger 246 assists in removing thermal energy from the vapor phase coolant via the fins 242 without the use of a fan, for example.
The sensor 232 is operable in a manner similar to sensor 32 (
As can be appreciated from the above, the sensor 232 includes a temperature sensor that is operable to sense a temperature of the vapor phase coolant in the chamber 224 as the characteristic. In this event, the threshold can be an upper temperature threshold, such as a temperature threshold at or about 45 degrees Celsius (see
In addition, as with sensor 132, the sensor 232 is operable to detect when a characteristic of the vapor phase coolant is below a threshold, and to signal operation of the heat exchanger 218 that provides thermal energy to the vapor phase coolant via the fins 242 when the characteristic is below the threshold. That is, the sensor 232 detects when a characteristic of the vapor phase coolant is below a threshold (e.g., about 18 degrees Celsius or about 400 kPa as shown in
The thermoelectric device assembly 240 thus transfers thermal energy via fins 242 to the vapor phase coolant, thereby heating the vapor phase coolant to maintain the target pressure and corresponding target temperature of the coolant 26, and thus the target temperature range of the battery 14. Once the sensor 232 detects that the temperature and/or pressure has reached the threshold, the sensor 232 signals the controller 234 to turn off the thermoelectric device assembly 240 and, if applicable, to control the valves to discontinue the flow of heated liquid or air into the heat exchanger 246.
Referring now to
The vehicle battery temperature control system 300 is illustrated in
The housing 316 defines a chamber 324 that is configured to receive the battery 14 and contain a saturated liquid coolant 26 that substantially immerses the heat sink 20 so that the coolant receives the thermal energy from operation of the battery 14 to cause a phase change of the coolant from a liquid phase to a vapor phase as in the vehicle battery temperature control system 10. In this example, the coolant 26 includes 1,1,1,2-Tetrafluoroethane (known as R-134a) or 2,3,3,3-Tetrafluoroprop-1-ene (known as HFO-1234yf). However, the coolant 26 can include any suitable type of refrigerant. Furthermore, the chamber 324 can be configured such that the saturated liquid coolant 26 in the chamber 324 completely immerses the heat sink 20 as discussed above with regard to vehicle battery temperature control systems 10, 100 and 200.
The heat exchanger 318 is configured in an elevated position with respect to the chamber 324 to receive vapor phase coolant from the chamber 324, and remove thermal energy from the vapor phase coolant to change the coolant from the vapor phase to the liquid phase. The heat exchanger 318 also can operate to add thermal energy to the vapor phase coolant to maintain the desired temperature and pressure in the chamber 324. In this example, the heat exchanger 318 is positioned substantially above a level of the liquid coolant 26 in the chamber 314.
The heat exchanger 318 includes a first plurality of fins 342 formed on a first side and extending into an upper end of the chamber 324. Also, a heat exchanger 346 that can include, for example, a condenser, is positioned on a second side opposite to the first side. Hence, the fins 242 transfer thermal energy from the vapor phase coolant to the cooling heat exchanger 346, and to an environment external of the system 300, and thus assist in cooling and condensing the vapor phase coolant to the liquid phase. Alternatively, the fins 242 can transfer thermal energy to the vapor phase coolant from the heat exchanger 346, and thus assists in heating the vapor phase coolant as necessary.
The heat exchanger 346 is coupled to, for example, the HVAC system of the vehicle 1 via input conduit 348 and output conduit 350. The temperature of the cooling heat exchanger 346 can be maintained with the air-conditioning (A/C) system of the vehicle 1, and the low temperature side of the A/C cycle can be used to cool part of the cooling heat exchanger 346 in a variety of ways. For example, a coolant can be circulated through the cooling heat exchanger 346 via input conduit 348 and output conduit 350 to enhance cooling. Alternatively, cooled air, such as air coming from the evaporator and/or passenger compartment can be circulated through the heat exchanger 346 via input conduit 348 and output conduit 350 to enhance cooling. Accordingly, this cooling heat exchanger 346 assists in removing thermal energy from the vapor phase coolant via the fins 342 without the use of a fan, for example. Furthermore, the valves 348 and 350 can couple the heat exchanger 346 to receive heated air or coolant from, for example, the HVAC system of the vehicle to provide thermal energy to the vapor phase coolant via the fins 342 to enhance heating.
In addition, as in the vehicle battery temperature control systems 10, 100 and 200, the vehicle battery temperature control system 300 includes a sensor 332 and a controller 334. The controller 334 can be any suitable type of computer, microprocessor or control device as discussed above with regard to controller 34. The sensor 332 is operable in a manner similar to sensor 32 (
In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including”, “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. Also as used herein to describe the above embodiment(s), directional terms such as “frontward”, “upward” and “above,” as well as any other similar directional terms refer to those directions of a vehicle. Accordingly, these terms, as utilized to describe the present invention should be interpreted relative to a vehicle equipped with the vehicle battery temperature control systems described herein.
The terms “detect” or “sense,” and their variations, as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function.
The term “configured” as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function.
The terms of degree such as “substantially”, “about” and “approximately” as used herein mean a reasonable amount of deviation of the modified term such that the end result is not significantly changed.
While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such feature(s). Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.
