阅读说明：本技术 向电动车辆供应经加热的电解质或蓄热液体的服务站 (Service station for supplying heated electrolyte or heat accumulating liquid to electric vehicle ) 是由 阿维夫·齐东 阿夫拉汉姆·亚德加尔 于 2015-02-03 设计创作，主要内容包括：本发明提供了向电动车辆供应经加热的电解质或蓄热液体的服务站。一种向包括金属空气电池的电动车辆供应经加热的电解质的服务站,包括：第一液罐,用于存放经加热的电解质；加热元件；第二液罐,用于存放已使用的电解质；以及连接件,连接至电动车辆,用于将电动车辆中已使用的电解质替换为经加热的电解质。(The invention provides a service station for supplying heated electrolyte or heat accumulating liquid to an electric vehicle. A service station for supplying heated electrolyte to an electric vehicle including a metal-air battery, comprising: a first fluid tank for storing heated electrolyte; a heating element; a second liquid tank for storing used electrolyte; and a connection connected to the electric vehicle for replacing an electrolyte used in the electric vehicle with the heated electrolyte.)

1. A service station for supplying heated electrolyte to an electric vehicle including a metal-air battery, comprising:

a first fluid tank for storing heated electrolyte;

a heating element;

a second liquid tank for storing used electrolyte; and

a connection to the electric vehicle for replacing the used electrolyte in the electric vehicle with the heated electrolyte.

2. The service station of claim 1, further comprising:

a controller configured to control replacement of the used electrolyte by the heated electrolyte.

3. The service station of claim 1 or claim 2, further comprising a thermometer located within the first tank, and wherein the controller is further configured to control the heating element to heat the electrolyte based on measurements received from the thermometer.

4. A service station supplying heated heat accumulating liquid to a battery powered electric vehicle, comprising:

a first liquid tank for storing the heated heat storage liquid;

a heating element;

a second liquid tank for storing used heat storage liquid; and

a connection to the electric vehicle for replacing the used heat storage liquid in the electric vehicle with the heated heat storage liquid.

5. The service station of claim 4, further comprising:

a controller configured to control replacement of the used heat accumulating liquid by the heated heat accumulating liquid.

6. The service station of claim 4 or claim 5, further comprising a thermometer located in the first tank, and wherein the controller is further configured to control the heating element to heat the heat accumulating liquid based on measurements received from the thermometer.

Technical Field

The present invention relates to systems for heating passenger compartments in electric vehicles, and more particularly to service stations that supply heated electrolyte or heat accumulating liquid to electric vehicles.

Background

Heating an electric vehicle using a conventional air conditioning system, particularly in a cold place, consumes a large amount of electric power stored in a main battery of the vehicle, and thus it will be possible to reduce the driving range of the vehicle. In vehicles powered by internal combustion engines, the heat generated during combustion is used to heat other components of the vehicle, such as the passenger cabin or the driver's seat. This option of using excess thermal energy from the vehicle's engine is not present in electric vehicles.

Metal air cells (cells) are known in the art. Such metal-air cells or batteries (batteries) include a metal anode including, for example, aluminum, zinc, lithium, beryllium, calcium, and the like; and a gas diffusion cathode. The chemical reaction that produces electricity in a battery is the oxidation of a metal anode in an aqueous electrolyte or a non-aqueous electrolyte. The electrolyte serves to transport ions between the cathode and the anode. In some cases, the electrolyte may also be used to wash away the products of the reaction (i.e., metal oxides) that overlie the anode, thereby allowing the oxidation reaction of the anode to continue and the battery to power.

Metal-air batteries have a potentially high capacity, making them attractive for use in electric vehicles. However, metal-air batteries known in the art still lack sufficient power to operate as the sole power source for electric vehicles.

Conventional batteries for electric vehicles, such as lithium batteries, are large and expensive, and have a limited energy source to be recharged periodically, thus limiting the driving range of the electric vehicle. Tesla electric sports car (Tesla) under optimal driving conditions and when the electric energy stored in the lithium battery is not used for other purposes than driving the vehicle, when using a relatively large and very expensive lithium battery) The maximum driving range of (a) is 394 km per charge. Any use of the electric power stored in the battery to heat or cool the passenger compartment of the vehicle will significantly reduce the driving range.

Metal-air batteries can be combined with conventional lithium batteries to extend the driving range of electric vehicles (like stored energy units) when needed. Such metal air cells may include a tank for holding a reservoir of electrolyte for circulating the electrolyte in the cell to slow degradation of the electrolyte.

Disclosure of Invention

Some embodiments of the invention may be directed to a system and method of heating a passenger compartment in an electric vehicle, wherein the vehicle may be primarily powered by a main battery. The system may include a supplementary battery, which is a metal air battery including an electrolyte, for extending a driving range of the electric vehicle; and a reservoir tank for storing electrolyte capacity for the metal-air battery, the electrolyte being heatable to a desired temperature. The system may further comprise a heat exchanger for transferring heat from said electrolyte volume, said heat being transferable to said passenger compartment.

Some additional aspects of the invention may relate to systems and methods for heating components in an electric vehicle. The electric vehicle is powered by a main battery. The system may include a tank for holding a volume of heat accumulating liquid that may be heated to a desired temperature, for example 30 ℃ to 130 ℃ or 55 ℃ to 95 ℃; and a heat exchanger for transferring heat from the heat storage liquid, the heat being transferable to the component in the electric vehicle.

The liquid tank storing the heat storage liquid can be used as a thermal battery for storing the heat storage battery. The heat accumulating liquid may be heated during non-driving of the vehicle (e.g. parked in the vehicle owner's garage and/or in a public parking lot), for example by inserting a heating element mounted in or near the tank into the city electricity grid, to heat the heat accumulating liquid. Additionally or alternatively, to achieve rapid loading of thermal energy to the tank, the tank may be filled/refilled with heated thermal storage liquid from a reservoir of heated thermal storage liquid in, for example, a gas/service station or public parking lot.

The present invention provides a service station for supplying heated electrolyte to an electric vehicle comprising a metal-air battery, comprising: a first fluid tank for storing heated electrolyte; a heating element; a second liquid tank for storing used electrolyte; and a connection connected to the electric vehicle for replacing an electrolyte used in the electric vehicle with the heated electrolyte.

In another aspect, the present invention provides a service station for supplying heated heat accumulating liquid to an electric vehicle powered by a battery, comprising: a first liquid tank for storing the heated heat storage liquid; a heating element; a second liquid tank for storing used heat storage liquid; and a connection member, connected to the electric vehicle, for replacing the heat storage liquid that has been used in the electric vehicle with the heated heat storage liquid.

Drawings

The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and method of operation, together with objects, features, and advantages thereof, may best be understood by reference to the following detailed description when read with the accompanying drawings in which:

FIG. 1 is a schematic block diagram of a system for heating components of an electric vehicle according to some embodiments of the present invention;

FIG. 2 is a schematic block diagram of a system for heating one or more components of an electric vehicle according to some embodiments of the present invention;

FIG. 3 is a flow chart of a method of heating components of an electric vehicle according to some embodiments of the present invention;

FIG. 4 is a flow chart of a method of heating one or more components of an electric vehicle according to some embodiments of the invention.

It will be appreciated that for simplicity and clarity of illustration, elements shown in the figures have not necessarily been drawn to scale. For example, the dimensions of some of the elements may be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference numerals may be repeated among the figures to indicate corresponding or analogous elements.

Detailed Description

In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be understood by those skilled in the art that the present invention may be practiced without these specific details. In other instances, well-known methods, procedures, and components have not been described in detail so as not to obscure the present invention.

A known source of electrical power for electric vehicles is a lithium battery, which has many benefits. However, the specific cost of remaining energy units (e.g., kilowatt-hours) stored in lithium batteries is relatively high. Some aspects of the present invention may be directed to a system for extending the driving range of an electric vehicle (e.g., an electric car) by adding a supplemental metal-air battery having a lower specific cost per energy than a (existing) rechargeable primary lithium battery.

When the capacity of the main battery falls below a predetermined threshold, for example 70% of its full capacity, the metal-air battery may be used to recharge the main battery when needed, for example while driving. This arrangement may allow the use of a relatively small and less expensive rechargeable main battery to adequately power the vehicle during average daily driving needs, such as a driving range of 60 kilometers from one recharging point (e.g., the user's home) to the next recharging point (e.g., his/her work site). When a longer driving range is required, a supplementary metal air battery can be used to recharge the rechargeable main battery during the trip. A first portion of the stroke may be powered solely by the rechargeable main battery until the capacity of the main battery falls below a predetermined threshold, after which a supplementary metal air battery may be activated for recharging the main battery during a second portion of the stroke. In a non-limiting exemplary embodiment, during the first 60 kilometers of travel, the electric motor of the vehicle may be powered by only the main lithium battery, and at the other 300 kilometers, the electric motor may be powered by a lithium battery that is recharged by a supplemental metal-air battery during the trip.

A reservoir tank for storing electrolyte capacity may be fitted in an electric vehicle to provide electrolyte to the metal-air battery. A pump for circulating the electrolyte between the reservoir tank and the metal-air battery unit may also be incorporated in the electric vehicle. In some embodiments, the capacity of the electrolyte in the tank may be in the range of 10 liters to 1000 liters, for example, 20 liters to 50 liters for small electric cars or 50 liters to 250 for electric buses, electric boats or larger vehicles such as ships, airplanes, etc.

This electrolyte capacity can be used as a thermal battery for conserving heat, for example, to heat the passenger compartment of a vehicle or other components of an electric vehicle, such as the driver's seat or the main battery (e.g., lithium battery). The electrolyte in the tank may be preheated by a heating element (e.g., before vehicle start-up, at stop, etc.) that is powered by an external power source, such as a municipal power grid. The urban power grid is the cheapest of the three sources-lithium batteries, metal-air batteries and the grid. The heating element may be located anywhere in or proximate to the electrolyte conduit system, such as in or proximate to the reservoir tank. Additionally or alternatively, the electrolyte may be heated during operation of the metal-air cell due to an exothermic reaction occurring at the surface of the metal anode in the metal-air cell. Heat from the anodic oxidation reaction is transferred to the electrolyte. As the reaction proceeds, the temperature of the electrolyte increases and in order to maintain the electrolyte, and thus the metal-air battery, in an operating temperature range, it may be necessary to remove heat from the electrolyte.

The preheated electrolyte may allow for better operation of the metal-air cell. The metal-air battery can be operated under optimum conditions when the temperature of the electrolyte in the battery is between 30 ℃ and 100 ℃. In conventional metal-air cell operation, the exothermic reaction occurring in the cell functions as a heat source, heating the electrolyte to an optimum temperature. However, this process may take some time and may reduce the ability of the battery to generate the required amount of power before the optimal temperature is reached at the beginning of battery operation. Thus, in some embodiments, early heating of the electrolyte in the reservoir to a desired temperature before the electrolyte enters the cell may result in allowing the air metal cell to begin operation under optimal conditions.

The heat from the heated electrolyte may be used in certain applications requiring a heat source. For example, heat (e.g., excess heat) from the heated electrolyte may be transferred to the passenger compartment via a heat exchanger to heat the passenger compartment. This process is particularly beneficial in cold weather places and/or in winter, such as in northern europe, north america, japan, etc. In conventional electric vehicles, a primary source of electrical energy (e.g., a lithium battery), which is relatively expensive, is used for vehicle travel and cabin comfort (e.g., heating). Thus, according to some embodiments of the invention, the use of thermal energy from the heated electrolyte may conserve the energy provided by the main energy source for the driving range.

In additional or alternative embodiments, the passenger compartment or other components of the electric vehicle may be heated using a system that includes a tank for storing a heat accumulating liquid. The heat storage liquid may be any liquid capable of retaining or preserving heat at a desired temperature, for example water, mineral oil, solutions such as potassium hydroxide and sodium hydroxide. The heat accumulating liquid may be heated in the storage tank, for example by a heating element located in the tank and powered by an external power source, such as an electrical grid. Additionally or alternatively, the tank may be filled with heated thermal storage liquid from a heated reservoir external to the vehicle, such as a heated reservoir located at a service station. A heat exchanger may be used to remove heat from the heated heat storage liquid and transfer it to components of the electric vehicle.

Referring to fig. 1, fig. 1 is a schematic block diagram of a system 10 for heating a component in an electric vehicle, such as a passenger compartment in an electric vehicle, according to some embodiments of the present invention. The system 10 may provide heat to heat a component 20 (e.g., a passenger compartment) located in an electric vehicle. The system 10 may include: a motor 11; a rechargeable main battery 12 for powering primarily an electric vehicle; a supplementary metal-air cell 14; a reservoir tank 16 for holding a volume of electrolyte 17 and a heat exchanger 19. Electrolyte 17 may be circulated between the supplemental battery 14 and the reservoir tank 16 by a pump 15. In some embodiments, the reservoir tank 16 may include a heating element 18 for heating the electrolyte 17 in the reservoir tank 16.

The main battery 12 may be any commercially available rechargeable battery suitable for use in electric vehicles. The main battery 12 may have sufficient power and sufficient power handling flexibility to provide varying power dampening in accordance with driving change requirements. For example, the main battery 12 may be a lithium battery (e.g., lithium ion, lithium iron phosphate, or lithium titanate), a lead-acid battery, a nickel metal hydride (NiMH) battery, a nickel-iron battery, or the like.

The supplementary metal-air battery 14 may be electrically coupled to the main battery 12 and the supplementary metal-air battery 14 may be activated during a trip of the electric vehicle to recharge the main battery 12 when the capacity of the main battery 12 is below a predetermined threshold, such as below 70% of the full capacity of the battery 12. The supplemental metal-air cell 14 may include a metal anode made of one or more materials including, for example, aluminum, zinc, beryllium, calcium, and the like. The supplemental metal-air cell 14 may further include an air cathode, providing oxygen from the ambient air via a membrane (e.g., carbon membrane) that allows air to enter the cell. The cell further includes an electrolyte, which may be in a liquid phase or a gel. The aqueous electrolyte may include a salt such as KOH or NaOH, has good ionic conductivity in aqueous solution and forms an alkaline solution.

The reservoir tank 16 may be any tank configured to hold, for example, 10 liters to 1000 liters of electrolyte 17. In some embodiments, pump 15 may circulate electrolyte 17 between reservoir tank 16 and supplemental metal-air cell 14. This flow-through may be accomplished to reduce degradation of the electrolyte in the replenished metal-air cell 14 during activation and operation of the cell. Electrolyte degradation is due to solid metal oxide particulates and metal hydroxide ions and dissolved species in the electrolyte that form at the surface of the metal anode during the oxidation reaction. During operation of the metal-air cell 14, the oxidation reaction of the anode may form heat (i.e., the reaction is an exothermic reaction). Circulation of the electrolyte 17 may allow heat to be transferred away from the surface of the anode, allowing working operating conditions to be maintained. In some embodiments, the tank 16 may be isolated from its surrounding environment.

According to some embodiments of the present invention, the operating conditions of the supplemental metal-air cell 14 may be temperature dependent. For example, for an aluminum air cell, the operating temperature ranges between 10 ℃ and 100 ℃, e.g., 40 ℃ to 90 ℃. Aluminum air cells typically operate at voltages of 0.9 volts to 1.3 volts. For a given temperature, increasing current consumption decreases the cell voltage and increases corrosion, and decreasing current consumption increases voltage and increases corrosion.

In some embodiments, the reservoir tank 16 may be used as a thermal battery for storing heat in the electrolyte 17. The electrolyte 17 may be heated to a desired temperature, for example, above 55 ℃. The tank 16 may further include at least one heating element 18, located inside the tank 16 (as shown), located near the tank 16 and/or near the piping system adapted to circulate the electrolyte, so as to heat the electrolyte 17 using an external power source. The heating element 18 may be powered by a power source external to the metal-air battery 14, for example, a power source external to the electric vehicle. An example of a power source external to the metal air battery may be the main battery 12 or the power grid external to the electric vehicle. When the vehicle is stopped, the heating element 18 may be powered by the grid during charging of the main battery 12 and may heat the electrolyte 17. Additionally or alternatively, the electrolyte 17 may be heated to a desired temperature due to an exothermic reaction occurring in the replenished metal-air cell 14. In some embodiments, the heating element 18 may heat the electrolyte 17 to store thermal energy in the electrolyte reservoir tank. In some embodiments, the electrolyte 17 may be heated to a temperature value in the recommended temperature range supplement.

Storing thermal energy provided from the electrical grid for purposes such as heating the passenger cabin is less expensive than heating the passenger cabin by energy taken from the main or supplemental batteries. This arrangement is particularly suitable for vehicles used in cold places.

Additionally or alternatively, the electrolyte 17 may be heated in a liquid reservoir or tank located outside the electric vehicle, for example in a service station designated to fill the heated electrolyte 17 into the tank 16. In some embodiments, the system 10 may include a replacement system (not shown) that replaces the electrolyte when the current temperature of the electrolyte 17 in the tank 16 falls below a predetermined threshold, such as below the temperature of the electrolyte in the service station or at any given time. The replacement system may be configured to connect to a connector included in the service station. The replacement system may include a pipe connection reservoir 17 and a replacement connection to the service station connection. The electric vehicle may stop at a service station and the current electrolyte in the tank may be replaced with new, fresh electrolyte that has been heated to the desired temperature.

The heat stored in the electrolyte 17 may be transferred by a heat exchanger 19 from the reservoir tank 16 to a component 20 comprised in the electric vehicle, such as a passenger cabin. The heat exchanger 19 may be any heat exchanger configured to transfer heat from the heated liquid. For example, the heat exchanger 19 may comprise two sets of tubes: the first set is for the heated electrolyte 17 and the second set is for the storage of liquid, heat from the electrolyte 17 being transferred to the second set of tubes. The heat may be transferred to the passenger compartment or any other component 20 included in the electric vehicle that needs to be heated.

The system 10 may further include a controller 22, and the controller 22 may be in active communication with one or more of the electric motor 11, the main battery 12, the supplemental battery 14, the reservoir tank 16, the pump 15, the heat exchanger 19, and the passenger compartment 20. The controller 22 may receive signals indicative of the operating state/condition of the respective units. Controller 22 may be configured to process the received signals according to one or more programs, which may be stored in a non-transitory memory (not shown) coupled to controller 22 and executed to perform methods and operations according to embodiments of the present invention. Controller 22 may further be equipped with or in active communication with an input/output (I/O) interface unit (not shown) that may enable controller 22 to read received signals and issue control commands. The controller 22 may be configured to control the one or more electric motors 11, the main battery 12, the supplemental battery 14, the reservoir tank 16, the heat exchanger 19, the pump 15, and the passenger compartment 20 to operate according to an embodiment of the invention.

Referring to fig. 2, fig. 2 is a schematic block diagram of a system 100 for heating one or more components of an electric vehicle according to some embodiments of the present invention. The system 100 may be equipped in an electric vehicle and may include a tank 116, the tank 116 being configured to hold a heat accumulating liquid volume 117; and a heat exchanger 119 for transferring heat from the heat storage liquid 117 to one or more components in the electric vehicle. One or more components may be, for example, the passenger compartment 120, the driver's seat 130, and/or the main battery 140 that powers the electric vehicle. System 100 may further include a pump 15 for circulating heat accumulating liquid 117. In some embodiments, system 100 may further include a heating unit 118 to heat storage liquid 117.

The liquid tank 116 may be any container configured to store liquid at a desired temperature, such as at 55 ℃. Tank 116 may be isolated from its surrounding environment using any suitable isolating material. The tank 116 may be covered by a barrier coating (e.g., a polymer coating) or located within a barrier enclosure that serves to isolate the tank from the surrounding environment. The insulation housing may include insulation material attached to the housing wall. The inner walls of the tank 116 may include or be coated with a corrosion resistant material for protecting the interior of the tank from corrosion due to the presence of the heat accumulating liquid 117.

The heat accumulating liquid 117 may be configured as any liquid that accumulates heat. The heat storage liquid 117 may be: an electrolyte that can be used in a metal-air battery, water or an aqueous solution, oil or an oil-based solution or any other liquid. Some exemplary heat accumulating liquids may include: ethylene glycol, propylene glycol (propylene glycol), diethylene glycol, betaine, propylene glycol (propandiol), perfluoropolyethers, salts, ionic liquids, such as TiO₂Nanoparticles, Al₂O₃The solid particles of (4).

The tank 116 may include at least one heating element 118, with the heating element 118 being located inside the tank 116 (as shown), near the tank 116, and/or near a piping system adapted to circulate the heat accumulating liquid 117. For example, the heating element 118 may be powered by a power source external to the electric vehicle, such as from the power grid. When the vehicle is stopped, the heating element 118 is powered by the grid during charging of the main battery 140 and may heat the electrolyte 117. Additionally or alternatively, the heat accumulating liquid 117 may be heated in a reservoir located outside the electric vehicle, for example, in a service station designated to fill the heat accumulating liquid 117 to the tank 116. In some embodiments, the system may include a replacement system (not shown) that replaces the heat accumulating liquid when the current temperature of the heat accumulating liquid in the tank falls below a predetermined threshold, for example below the temperature of the electrolyte in the service station, or at any given time. The replacement system may be configured to connect to a connector included in the service station. The replacement system may include a pipe connection tank 117 and a replacement connection to the service station connection. The electric vehicle may stop at the service station and the current heat accumulating liquid in the tank may be replaced with a new heat accumulating liquid that has been heated to the desired temperature.

The heat stored in the heat storage liquid 117 may be removed from the liquid using a heat exchanger 119. The heat exchanger 119 may be any heat exchanger configured to transfer heat from the heated liquid. For example, the heat exchanger 119 may include two sets of tubes: the first set is for heated heat accumulating liquid 117 and the second set is for storage of liquid, heat from the heat accumulating liquid 117 being transferred to the second set of tubes. In some embodiments, the system 100 may include a pump 115 for circulating the heat storage liquid 117 from the tank 116 to a heat exchanger 119.

The heat exchanger 119 may transfer heat to at least one component included in the electric vehicle. For example, heat may be transferred to heat the passenger compartment 120 and/or the driver's seat 130. In some embodiments, the tank 116 may be located below the driver's seat 130, transferring heat directly to the seat 130. In some embodiments, heat may be transmitted to heat the traction battery 140. The main battery 140 may be any commercially available rechargeable battery suitable for use in electric vehicles. The main battery 140 may have sufficient power and sufficient power handling flexibility to provide varying power cushioning according to driver demand. For example, the main battery 140 may be a lithium battery (e.g., lithium ion, lithium iron phosphate, or lithium titanate), a lead-acid battery, a nickel metal hydride (NiMH) battery, a nickel iron battery, or the like. The main battery 140 may have an optimal operating temperature range, for example 30-100 ℃ for a lithium battery. The heat may be transmitted to heat the traction battery 140 to a temperature within the optimal operating temperature range.

The system 100 can further include a controller 110, and the controller 110 can be in active communication with one or more of the tank 116, the heat exchanger 119, the passenger compartment 120, the driver's seat 130, the pump 115, and the main battery 140. The controller 110 may receive signals indicative of the operating state/condition of the respective units. The controller 110 may be configured to process the received signals according to one or more programs, which may be stored in a non-transitory memory (not shown) coupled to the controller 110 and executed to perform methods and operations according to embodiments of the present invention. The controller 110 may further be equipped with or in active communication with an input/output (I/O) interface unit (not shown) that may enable the controller 110 to read received signals and issue control commands. The controller 110 may be configured to control one or more of the tank 116, the heat exchanger 119, the passenger compartment 120, the driver's seat 130, the pump 115, and the main battery 140 to operate according to an embodiment of the present invention.

In some embodiments, systems 10 and 100 may each include additional controllers. Additional controls or controls 22 and 110 may control the operation of the heating element 18 or 118 and/or the pump 15 or 115. The additional controllers or controllers 22 and 110 may further control one or more valves configured to control the flow of heated liquid or heated electrolyte to heat one or more components of the electric vehicle (e.g., the main battery 12 or 140, the passenger compartment 20 or 120, and the driver seat 130). Additional controllers or controllers 22 and 110 may control the liquid or electrolyte flow rates in the various tubes in the system based on the desired temperature of each component. Additional controls or controls 22 and 110 may further control the operation of the heating element in order to heat and maintain the temperature of the liquid or electrolyte in the tank at a desired temperature.

In some embodiments, the desired temperature may be received from a user or may be determined based on ambient temperature measured by a vehicle's thermometer. In some embodiments, the desired temperature and/or flow rate of the liquid or electrolyte may be determined based on information about an anticipated temperature received, for example, from weather forecasts. The information may be received by the controller via wireless communication. In some embodiments, the desired temperature may be between 30 ℃ and 130 ℃, between 55 ℃ and 95 ℃, at least 30 ℃, at least 55 ℃ or higher.

Some embodiments of the invention may relate to a service station for providing a heated heat accumulating liquid or a heated electrolyte to an electric vehicle. The electric vehicle is powered by a battery (e.g., battery 12) and/or includes a metal-air battery (e.g., battery 14). The service station may include a first liquid tank for holding heated regenerative liquid (e.g., liquid 116) or heated fresh electrolyte (e.g., electrolyte 16). A heating element may be located inside the first tank to heat the heat accumulating liquid or electrolyte to a desired temperature, for example, between 30-130 c, 55-95 c, etc. In some embodiments, a thermometer may be located inside the first tank to measure the temperature of the heat accumulating liquid or the heated electrolyte.

In some embodiments, the service station may further comprise a second liquid tank for holding used heat accumulating liquid or used electrolyte. In some embodiments, the service station may further comprise a controller configured to control replacement of the used heat accumulating liquid or the used electrolyte with a heated heat accumulating liquid or a heated electrolyte. In some embodiments, the controller may further control the heating element to heat the liquid stored in the first tank to a desired temperature based on the readings received from the thermometer.

In some embodiments, the service station may further comprise a connection to the electric vehicle for replacing used heat accumulating liquid or used electrolyte in the electric vehicle with heated heat accumulating liquid or heated electrolyte. In some embodiments, the service station may include a pump or other pump system for pumping used liquid or used electrolyte from a vehicle's tank (e.g., tank 17 or tank 117) to a second tank via a connection, and further pumping heated liquid from a first tank to a tank plugged into the vehicle via a connection. The pump or pump system may be controlled by a controller. The service station may be stationary or mobile. The service station may simultaneously service more than one vehicle or more than one metal-air battery included in a single vehicle. The replacement system may be connected to the service station via a connection when the electric vehicle enters the service station or when the service station arrives at the electric vehicle.

Referring now to fig. 3, fig. 3 is a flow chart depicting a method of heating a component in an electric vehicle, such as a passenger cabin, in accordance with some embodiments of the present invention. The electric vehicle may be powered by a main battery (e.g., battery 12), such as a lithium battery, and a supplemental metal air battery (e.g., battery 14), such that the metal air battery may power the main battery when needed, e.g., when the capacity of the battery falls below a predetermined threshold, to extend the driving range of the electric vehicle.

At block 25, the method may include heating a reservoir tank including an electrolyte volume that may be used in a metal-air battery. The electrolyte in the tank may be heated to a desired temperature, for example above 70 ℃. In some embodiments, heating the reservoir tank may be accomplished by powering a heating element located in or near the reservoir tank or near the electrolyte tubing system. The heating element may be powered from an external power source, such as the electrical grid. In some embodiments, the heating element may be powered from an external power source, such as the electrical grid, during charging of the main battery when the electric vehicle is stopped. In some embodiments, the method comprises: the metal-air battery is activated when the capacity of the main battery is below a predetermined threshold in order to charge the main battery during a trip of the electric vehicle. During operation of the metal-air cell, the electrolyte in the reservoir tank may be heated by an exothermic reaction that occurs in the metal-air cell.

At block 30, the method may include removing heat from the heated electrolyte using a heat exchanger, such as heat exchanger 19. At block 35, the method may include transferring heat to a passenger compartment, such as the passenger compartment 20, using a piping system, such as the piping system included in the heat exchanger 19.

Referring now to fig. 4, fig. 4 is a flow chart depicting a method of heating components in an electric vehicle according to some embodiments of the present invention. The electric motor of the electric vehicle is powered by a main battery (e.g., battery 140 or 12). At block 225, the method may include obtaining a heat accumulating liquid, which may be heated to a desired temperature, for example, to 50 ℃ to 90 ℃. The heat accumulating liquid may be stored in a tank included in the electric vehicle. In some embodiments, obtaining the heat accumulating liquid may comprise heating the heat accumulating liquid in the tank using a heating element powered by a power source external to the electric vehicle, such as an electrical grid.

In some embodiments, obtaining the thermal storage liquid may include filling the heated thermal storage liquid from an external reservoir external to the electric vehicle, such as a reservoir located at a filling station (e.g., a service/service station). The electric vehicle may stop at the station and the heat accumulating liquid present in the tank may be replaced with a new heat accumulating liquid heated to the desired temperature. The heat accumulating liquid may be replaced when the temperature of the heat accumulating liquid present in the tank falls below a predetermined threshold, for example below 30 ℃.

At block 230, the method may include removing heat from the heated heat storage liquid using a heat exchanger, such as heat exchanger 19 or 119. At block 235, the method may include transferring heat to at least one component included in the electric vehicle. The at least one component may be a passenger cabin, a driver's seat and/or a main battery.

While certain features of the invention have been illustrated and described herein, many modifications, substitutions, changes, and equivalents will now occur to those skilled in the art. It is, therefore, to be understood that the appended claims are intended to cover all such modifications and changes as fall within the true spirit of the invention.