CN102105319A - 汽车电池系统和方法 - Google Patents

汽车电池系统和方法 Download PDF

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Publication number
CN102105319A
CN102105319A CN2009801290032A CN200980129003A CN102105319A CN 102105319 A CN102105319 A CN 102105319A CN 2009801290032 A CN2009801290032 A CN 2009801290032A CN 200980129003 A CN200980129003 A CN 200980129003A CN 102105319 A CN102105319 A CN 102105319A
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CN
China
Prior art keywords
battery
automobile
power source
heavy
battery pack
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CN2009801290032A
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English (en)
Inventor
D·希尔
M·瓦克尔
S·奥诺拉托
D·莫里斯
S·米森希克
J·温克尔
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Proterra Inc
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Proterra Inc
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Application filed by Proterra Inc filed Critical Proterra Inc
Publication of CN102105319A publication Critical patent/CN102105319A/zh
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    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
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Abstract

本发明提供了具有电池推进动力源的大容量汽车或重载汽车，所述电池推进动力源可以包括钛酸锂电池。该汽车可以全电池的或可以是混合动力的，并可以具有复合材料车身。汽车电池系统可以安置于汽车的底板之内，并可以具有不同的编组和排列。

Description

汽车电池系统和方法
关于联邦政府资助研究的声明
本发明根据美国联邦交通管理局(FTA)的合同号____的国家燃料电池公共汽车项目利用美国政府的支持而作出。
发明背景
近年来，作为环保措施已经提出了配备电池的混合动力和电动汽车，其中一些已经投入实际使用以有效地利用能源，特别是可再生能源。通常情况下，到目前为止已投入实际使用并安装在汽车上的二次电池包括，例如，铅蓄电池、镍氢电池(nickel metal hydride batteries)或高功率的锂离子电池。
这类电池的使用遇到许多挑战，诸如热降解、或由于低容量而需要相当大的体积或空间。这类电池可能是重的，这会导致汽车性能降低。此外，电极的活性材料在吸留和释放离子的速度方面较低，从而在快速充电过程中不能实现高效充电，也不能形成再生充电(regenerative charging)的静态充电器(stationary charger)。再生充电的速度对于可能在短的时间段内经常充电的重载汽车诸如公共汽车是非常相关的。
因此，存在着对于具有能够快速充电的电池系统的重载汽车的需要。进一步存在对于可以有效地利用其电池系统的重载汽车的需要。
发明内容
本发明涉及具有能够快速充电的动力源的重载汽车如公共汽车。在本发明的一个方面，动力源可以包括钛酸锂电池源。在某些情况下，可以提供另外的动力源。动力源可以包括一个或多个电池组。动力源可以被安置于重载汽车的底板中。在某些情况下，多个电池组可以单独地安装在汽车底板的空腔内。
根据本发明的另一个方面，汽车可以具有复合材料车身(composite body)。车身可以基本上由至少一种复合材料诸如高强度玻璃纤维或碳纤维形成。在某些情况下，车身的高应力区域可以由复合材料形成。可选择地，车身可以由轻质金属或金属合金形成。
根据本发明的实施方式，可以提供一个或多个电池串作为推进动力源。各电池串可以包括一个或多个电池组。电池组可以包括一个或多个模块，各模块可以包括一个或多个电池单元诸如钛酸锂电池单元。可以在推进动力源的任何层次上整合电池管理系统以提供传感器反馈或者任何警报或警示。推进动力源的壳可以包括安全部件(feature)，其可以对构件进行热或电隔离。
当结合下面的说明和附图考虑时，可以进一步认识和理解本发明的其他目标和优势。尽管下面的说明书可能包含描述本发明的特别实施方式的具体细节，但这不应被解释为限制本发明的范围，而是作为优选的实施方式的例证。对于本发明的每一方面，本领域的技术人员已知的许多变化是可能的，如本文中所提出的。可以在不背离其精神的情况下在本发明的范围内做出各种改变和修改。
参考引入
本说明书中提到的所有公开出版物、专利和专利申请通过引用引入本文，如同各个单独的出版物、专利或专利申请特别且单独地表明通过引用引入。
附图说明
在所附的权利要求中详细提出本发明的新特征。通过参考下面的阐明利用了本发明原理的说明性实施方式的详细说明和附图可以获得对于本发明的特征和优势的更好理解，附图中：
图1显示根据本发明的一个实施方式的具有各种不同特征的公共汽车的示意图。
图2A显示具有存储在汽车底板中的电池的重载汽车如公共汽车的略图。
图2B显示其中电池可以安装在重载汽车的底板中的例子。
图2C显示电池排列的例子。
图3显示根据本发明的一个实施方式可以用作推进动力源的电池排列的高度概括的略图。
图4显示可以用于推进重载汽车的电池组件(assembly)的示意图。
图5显示一串中的电池组的例子。
图6显示电池模块的高度概括的略图。
图7显示根据本发明的一个实施方式的模块的例子。
具体实施方式
本发明提供用于汽车电池的系统和方法。用于重载汽车或大容量汽车(包括公共汽车、有篷货车(van)和5-8级卡车)的汽车电池系统可以包括钛酸锂电池，并可以具有各种不同的排列和配置。本文所述的本发明的各个方面可以应用于下文阐述的任何特定应用，或用于任何其他类型的汽车或动力源。本发明可以作为独立的系统或方法应用或作为集成的汽车系统的一部分应用。可以理解，本发明的不同方面可以单独地、共同地或相互结合地来理解。
另外，所描述的本发明的各个不同方面可以相结合以提供重载混合动力电动汽车，其中，电池推进动力源可以提供全部汽车动力的12.5％或更高。在各种不同的实施方式中，电池推进动力源可以提供全部汽车动力的15％或更高、20％或更高、25％或更高、30％或更高、40％或更高、50％或更高、70％或更高、80％或更高、90％或更高、95％或更高、或基本上100％。举一个例子，可以组合如轻型复合材料车身、高效动力传动系统和轻型电池的部件以使得电池推进动力源可以提供汽车动力需求的很大比例。
图1显示根据本发明的一个实施方式的具有各种不同特征的公共汽车的示意图。该公共汽车的特征可以应用到其他重载汽车或大容量汽车，其中，“重载汽车”可以包括客运公共汽车、校车、箱式货车、穿梭公共汽车、拖拉机拖车、5级卡车(重量16,001-19,500磅、两轴、六轮单车)、6级卡车(重量19,501-26,000磅、三轴单车)、7级卡车(重量26,001-33,000磅、四轴或更多轴单车)、8级卡车(重量33,000磅或更高、四轴或更少轴单拖车)、具有超过14,000磅的GVWR重量的汽车、货物-机车质量比为15∶1或更高的汽车、六轮或更多轮的汽车、三轴或更多轴的汽车、或任何其它类型的大容量或重载汽车。
重载汽车可以具有包括电池的推进动力源。在本发明的一些实施方式中，重载汽车可以具有一个或多个另外的动力源，诸如内燃机或燃料电池。重载汽车可以是电池动力汽车或混合动力电动汽车，并可能够使用相同的基本电池配置、驱动发动机和控制器，不论该汽车是全电池汽车还是混合动力汽车。
在某些实施方式中，重载汽车可以运行预定的路线，并在预定的充电点停留。参见，例如，美国专利第3,955,657号，本文通过引用完整引入。
推进动力源
在本发明的一个实施方式中，重载汽车的推进动力源可以包括钛酸锂电池。在一些实施方式中，推进动力源可以包括只是钛酸锂电池的电池，而不需要任何其他类型的电池。钛酸锂电池可以包括本领域已知的任何形式或组成。参见，例如，美国专利申请公布第2007/0284159号、美国专利申请公布第2005/0132562号、美国专利申请公布第2005/0214466号、美国专利第6,890,510号、美国专利第6,974,566号、美国专利第6,881,393号，本文通过引用完整引入文献。
钛酸锂电池的使用可以使汽车能够实现快速充电，并使其具有长的电池使用寿命。在本发明的一些实现方式中，电池推进动力源可能够在几分钟之内充电到非常高的充电状态。例如，在优选的实施方式中，动力源可能够在10分钟之内充电达到超过95％的充电状态。在本发明的其他实施方式中，推进动力源电池可能够在10分钟、或9分钟、7分钟、5分钟、3分钟、或1分钟之内充电达到超过65％的充电状态、超过70％的充电状态、超过75％的充电状态、超过80％的充电状态、超过85％的充电状态、超过90％的充电状态、或超过95％的充电状态。
在一些实现方式中，可以使用周期性的非车载充电连接(off board charging connection)对电池推进动力源充电。非车载充电系统可以是位于汽车外部的电池充电系统。在替代的实现方式中，可以使用车载的(on board)发电设备对电池推进动力源充电。车载发电设备可以是可以携带到车上或整合到车中的任何发电设备，其可以结合各种不同的手段以对电池充电。
根据本发明的另一种实施方式，推进动力源可以包括具有本领域已知的或以后开发的任何电池化学作用的电池。这类电动或混合动力电动汽车的电池可以包括但不限于，铅-酸(“富液式(flooded)”和VRLA)电池、NiCad电池、镍氢电池、锂离子电池、锂离子聚合物电池、锌-空气电池或熔盐电池。在一些实现方式中，电池的储存容量可以在18至100千瓦时的容量范围内。
在某些替代的实施方式中，推进动力源可以包括钛酸锂电池和其他类型的电池或超级电容器的组合。
充电/放电控制电路可以接收来自电池传感器(诸如温度传感器、电压计和电流计)的测量信号。根据输入信号，控制电路可以计算出目前的充电容量，并可以设置特定的充电状态(SOC)，从而控制动力源的电池的充电/放电。电池可以接收来自外部或内部能量源的能量。
重载汽车的电池动力源可以包括具有由正电极、负电极和正负电极之间的隔板形成的螺旋结构的电极组。该电极组可以通过与隔板一起卷绕正电极和负电极，然后对产生的结构进行热压来形成。可选择地，正电极、负电极和隔板可以通过使用粘合聚合物形成。正极端子可以电连接正电极。同样，带状的负极端子可以电连接负电极。电极组可以包含在具有制备成从容器突出的正和负极端子末端的容器中以形成电池单元。
电池可以包括包含负集电器、和设置在该集电器的一侧或两侧上且包含负电极活性材料、导电剂和粘合剂的负电极层的负电极。
根据本发明的一些实施方式，负电极可以包括具有金属氧化物、金属硫化物、金属氮化物或金属合金的活性材料。在本发明的一些实施中，负电极可以包括用于本领域已知的任何电池化学作用的活性材料。
本发明的优选的实施方式可以包括含有锂钛复合氧化物的负电极材料。可以使用钛酸锂氧化物，诸如(1)尖晶石型Li4+xTi5O12，(x：-1≤x≤3，和优选0＜x＜1)或(2)斜方锰矿(ramsdellite)型钛酸锂，诸如Li2+xTi3O7(x：-1≤x≤3)。除了锂钛氧化物外，锂钛复合氧化物可以包括不含锂的钛基氧化物。
锂钛氧化物可以包括，例如，含有至少一种选自TiO2、Ti、P、V、Sn、Cu、Ni和Fe的元素的金属复合氧化物。TiO2可以是锐钛矿型，并可以具有300至500℃的热处理温度下所需的低结晶性质。作为包含至少一种选自Ti、P、V、Sn、Cu、Ni和Fe的元素的金属复合氧化物，可以以TiO2--P2O5、TiO2--V2O5、TiO2--P2O5--SnO2和TiO2--P2O5--MeO(Me为至少一种选自Cu、Ni和Fe的金属)等作为例子。在某些情况下，金属复合氧化物可以具有低结晶性质和其中晶相和非晶相混合的微结构，或者只有非晶相存在。通过这种微结构，可以显著提高循环性能。特别地，优选含有锂钛氧化物和至少一种选自Ti、P、V、Sn、Cu、Ni和Fe的元素的金属复合氧化物。
在一些实现方式中，负电极材料的初级颗粒的平均粒度可以是1m或更小。更优选地，负电极材料的平均粒度可以是0.3m或更小。
车身
重载汽车可以包括本领域已知的任何车体组成和结构。在某些情况下，大容量或重载汽车可以具有可将其划分为，例如，客运公共汽车、校车、箱式货车、穿梭公共汽车、拖拉机拖车或5-8级卡车的车身结构。
例如，重载汽车可以具有由金属(诸如铝或钢或如镁合金的合金)构成的车身。在本发明的优选实施方式中，汽车可以具有轻质、坚固的车身。
重载汽车还可以包括包含至少一种复合材料的车身。在本发明的一些实施方式中，重载汽车的车身可以基本上由至少一种复合材料形成。复合材料优选是轻质的、非金属材料。例如，汽车的高应力区域可以由复合材料(如碳纤维、轻木(balsa)和/或结构发泡芯材)形成。在一些例子中，车身主体可以由高强度玻璃纤维、轻木和/或发泡芯材形成。
本发明的几种替代的实施方式可以包括其中，车身包括第一外壳、第二外壳和外壳之间的芯的车身。例如，芯可以包括蜂窝结构，或可以由轻木或泡沫构建，或可以包括与第一或第二外壳材料相同或不同的复合材料。可以形成车身的各个不同部分的其他材料可以包括铝、不锈钢、玻璃纤维、芳纶、超高分子量聚乙烯、碳纤维、或其他已知结构纤维、纤维增强塑料或其组合。复合材料的其他组合可以用于重载汽车的各种不同构件。
复合材料可以包括可覆盖宽强度范围的材料：从使用短纤维或无定向纤维与廉价树脂的低级非结构材料到在高性能树脂系统中利用织造布的高强度和刚度特性。车身面板可以是具有高强度的结构元件，且优选的实施方式可以利用这种构造类型。商业应用中用于结构复合材料的常见材料包括乙烯基酯或环氧树脂基质中的玻璃纤维、芳纶和碳纤维布带。这些材料在拉伸强度和刚度、抗压强度和刚度、抗冲击性等方面可以具有不同的机械性能。当适当构建时，复合材料也可以抗腐蚀和抗潮湿。
通过利用具有这些单项性质的这些材料的所选择的组合，车身可以实现以下需要的性能特性：在面板平面内或在直角方向上的极高强度、高的刚度和良好的抗冲击强度和耐久性。在一些实施方式中，材料可以包括非复合材料、复合材料或其组合。这些结构复合面板的适当设计和构造可以提供所有必要的强度和刚度以用作汽车底盘的唯一自我支持结构，即使是对于高强度的城市应用。
在一些实施方式中，汽车结构可以包括轻质骨架框架，多个车身面板连接在骨架框架上。在另一实施方式中，车身可以由几块或单块形成。
根据本发明的一个实施方式，汽车的底板结构可以基本上由至少一种复合材料形成。例如，汽车的底板结构可以基本上由碳纤维或玻璃纤维形成。可选择地，底板结构可以由非复合材料(诸如金属，其可以包括铝或钢)形成。底板结构可以由在暴露于电弧或相对较高的热量时不会燃烧的任何材料形成。
电池的位置
图2A显示具有存储在汽车底板中的电池的重载汽车诸如公共汽车的略图。根据本发明的一些实施方式，钛酸锂电池可以安装在汽车的底板空腔内。电池可以被排列为可从公共汽车底板结构的下面或侧面单独安装在底板空腔内的组。在本发明的一些实施方式中，在重载汽车下面可能存在多个空腔，其可以彼此分隔并可以包含一个或多个电池的编组。可选择地，汽车下面可以存在一个空腔，它可以包含电池的编组。
图2B显示其中电池可以安装到重载汽车诸如公共汽车的底板上的例子。例如，各个电池组可以安装于公共汽车底板中的指定区域中。电池系统的高度可以被设计为6.75英寸或更小，这可以使得它能够配合到低底板客运公共汽车的底板下。这可以允许完全的低底板底盘而不影响内部座位布局。公共汽车可以具有“真正的低底板”配置，从而公共汽车可以在车轴之间的整个区域具有水平底板通道(level floor way)，使能量存储器安装在下方。例如，如果公共汽车具有两个轴，这两个轴之间的底板在两轴之间可以是水平和平坦的。这也可以适用于具有两个或更多个轴的重载汽车；任何轴之间的底板可以是水平和平坦的。这可表明，公共汽车的底板可以没有突起以容纳下面的电池；电池可以平放于公共汽车底板下方。这可能与在乘客座位下面具有用于储能系统的箱子的传统公共汽车相反，这包括座位布局。电池系统可以具有8英寸或更小、7.25英寸或更小、7英寸或更小、6.875英寸或更小、6.75英寸或更小、6.625英寸或更小、6.5英寸或更小、6.375英寸或更小、6.25英寸或更小、6英寸或更小、5英寸或更小、4英寸或更小、3英寸或更小的高度。
在某些实施方式中，各个电池组可以在公共汽车底板内具有自己的隔室。在某些情况下，各个电池组可以与其他电池组物理隔离。一些电池组可以相互电连接成串，但也可以彼此电隔离。
在本发明的替代实施方式中，电池可以集成到重载汽车的其他部分中。例如，电池可安装在汽车的前部、尾部、顶部或侧面。在一些实现方式中，电池可以分布在汽车上的不同位置。例如，部分电池可以存储在汽车的底板中，同时部分电池可以存储在车的顶部。可以使用电池存储位置的任何组合。
用于重载汽车的推进动力源可以包括一个或多个电池组件。电池组件可以通过使用变换器为汽车中的牵引发动机、高功率辅助设备和低电压辅助设备提供高压电力。在本发明的一个实现方式中，并联的系列电池串中的大电容(例如，50Ah)电池单元在故障的情况下可以比串联的平行电池组运行更安全。由于锂电池单元一般出现短路故障(fail-short)，如果该电池单元与许多的其他电池单元并联，则其他电池可以释放可用于受损电池单元中一样多的能量。在某些情况下，电池单元可以首先并联放置以减少电池管理系统的成本，因为可测量各个电池单元的电压。然而，在一些具有大电容电池单元的其他实施方式中，在串联放置之前并联电池可能没有必要。较大电容电池单元的使用可以提高整个组件的安全性而不增加电池管理系统的成本。因此电池可以串联或并联或以其任何组合排列。这种电池连接的灵活性也可允许具有电池布置的灵活性。无论电池分布在汽车上何处，这种电池布置的灵活性都可能是有利的。
此外，汽车使用复合材料或不燃烧的非复合材料可以允许灵活的电池组布置。在重载汽车的低底板设计的情况下，电池的高度可能是制约因素。例如，在某些实施方式中，诸如低底板客运公共汽车或校车，电池可能需要保持小于6.75”的高度。将电池组结合到汽车底板中可以保持汽车重心更低和平衡重量分布，从而提高驾驶性能和安全性。
电池的排列
图2C显示电池排列的例子。电池模块可以装配在电池组内，电池组可以装配在电池组件内，电池组件可以包括串联连接的电池组的串。
图3显示根据本发明的一个实施方式可以用作推进动力源的电池排列的高度概括的略图。汽车中的电池组件可以被设计为具有任何数目的主电池串。例如，在实施方式中，电池组件可以包括3个主电池串。各个电池串可以由许多电池组组成。例如，每串可以具有两个电池组。各个电池串可以具有或不具有相同数目的电池组。例如，各个电池串可以具有两个电池组。在另一个例子中，一个串可以具有两个电池组，另一个串可以具有一个电池组，而另一个串可以具有5个电池组。可以排列电池串以使得它们并联连接。可选择地，电池串可以允许电池组串联连接。
电池管理系统(BMS)可以被整合到电池组和/或模块中以对电池串中较弱电池单元的潜在问题提供早期预警。为了确保状态良好的电池组，BMS可以提供模块内的单元电压和温度的准确反馈。如果特定的串存在任何问题，则那些模块可以自动地停止工作，且如果有必要，汽车可以以减低的容量运行直到当天结束。如果检测到故障，BMS可以断开电池串。即使整个电池串连接，汽车也能够运行。
图4显示根据本发明的一个实施方式可以用于推进重载汽车诸如公共汽车的电池组件的示意图。在某些情况下，电池组可以以交错配置电排列以匹配电缆电阻和确保各串的类似地运转。交错配置的一个例子是4个电池组(由近到远排成一行的组1、组2、组3、组4)的组，其排列为两串。第一串可以将组1和组4连接在一起，而第二串可以将组2和组3连接在一起。各电池组可以具有连接两个电池的相同量的导线，即使各电池组距接头区域的距离不同。各电池组可以从汽车下面单独安装到内置在底板内的一个、两个或更多个空腔中。
电池组可以包括包封电池组的内容物的箱子或容器。该容器可以具有可使它们容纳电池组的内容物的任何形状或配置。容器可以是水密的，且可以由暴露于电弧时不会氧化或燃烧的材料形成。例如，用于容器的材料可以是3CR12不锈钢以防止道路用盐的腐蚀、抑制接触电弧时的氧化和补救材料疲劳。可以使用其他可能具有类似特征的材料诸如复合材料。
电池组的设计
图5显示一串电池组的例子。电池组可以包括一个或多个模块。例如，电池组可以各包括8个模块。电池组件的各个电池组可以包括或不包括相同数目的模块。例如，一个电池组可以包括6个模块，而另一个电池组可以包括8个模块，而另一个电池组也可以包括8个模块。
电池组设计可以适应安全和尺寸的需要。在电池组的设计中，可以考虑许多因素，包括检测、封闭(containment)、隔离和抑制(suppression)。这些领域各可以解决一类可能发生的潜在问题，并可以有助于满足所有适用的美国联邦机动车安全标准(Federal Motor Vehicle Safety Standards)。
BMS可以是特定的电池单元、模块、组或串的问题的主要检测方法。BMS可以在故障发生时进行检测并可能能够指导电池组件断开其中可能已经发生故障的电池组件的部分(诸如单个的电池串)，以防止电池组件的其他部分受损并允许汽车继续运行。BMS可以与各电池组并在各电池组内通讯以达到理想的检测和管理水平。
电池组可以是水密的并可以提供封闭。电池组可以容纳于可以保护电池组免受可能损坏电池组内容物的外部因素影响的容器或箱子中。电池组容器可以被设计为长期保护电池组。除了保护电池组的内容物免受外部威胁外，电池组的容器还可以遏制可能在电池组中发生的任何故障以防止损害汽车的其他电池组或部件。
模块之间的分隔物(divider)可以保护模块免受其他可能具有故障的模块影响，从而提供隔离。如果一个模块发生故障，分隔物可以保护其他模块免受故障模块的影响。分隔物可以被整合或不整合到电池组容器结构中，并可由在暴露于电弧或高温时不会氧化的材料制成。图2C显示具有模块分隔物的电池组容器的例子。
由于外壳内的非常有限的气隙，抑制可能不是必要的。在某些情况下，可以增加抑制配置，这可能需要提供用于抑制物质的排出路径。排出路径可以由在电池组的一段中钻孔的开口构成，带有当其不使用时密封该排出开口的弹簧复位的孔罩和衬垫材料。
在某些实施方式中，电池组可以包括具有集成的散热装置(heat sink)、冷却部件(如冷却板)、模块固定器、将模块连结在一起的汇流条(buss bar)以及一个或多个可以安置BMS板、继电器和熔断器的小隔室的模块。隔室可以是或不是与模块基本上热和/或物理上隔离的。互连导线可以延伸至小的终端盒中的防水连接器，其可以断开到继电器的电源，从而当主电缆断开时使得连接器的终端安全。除了模块的冷却部件外，电池组也可以包括集成的冷却部件。在一些实现方式中，集成的冷却板可以由汽车的主要电冷却系统提供冷却。在一些实施方式中，优选冷却板可以维持在低于43℃以用于电池的运转。本领域已知的其他冷却部件，诸如各种散热装置的排列或对流冷却的使用，可以用于电池组。也可以利用可利用风扇、空气、液体或其他流体的经过的主动冷却技术，例如流体冷却。
由在电池组的最低点上的喷涂陶瓷涂层构成的热屏蔽可以应用于暴露在汽车下面的电池组或其中可能关系到热辐射的任何其他地方。
这样的电池组设计可以具有以下益处：低成本集成，安全性的设计，便于组装，可以免于维护和可以具有简单的加载。
电池模块设计
图6显示电池模块的高度概括的略图。电池模块可以包括一个或多个电池单元。在优选的实施方式中，电池单元可以为钛酸锂电池单元。在其他实施方式中，电池单元可以具有本领域已知的其他的电池化学作用。例如，各个模块可以包括10个电池单元。各个模块可以包括或不包括相同数目的电池单元。例如，一个模块可以包括8个电池单元，而另一个模块可以包括12个电池单元，且另一个模块可以包括13个电池单元，而再另一个模块可以包括13个电池单元。
电池单元在模块内可以具有任何排列或连接。例如，电池单元可以全部串联连接。可选择地，电池单元可以并联连接。或在某些情况下，电池单元可以在模块内以串联或并联的组合方式连接。
电池单元可以具有各种不同的规格诸如各种不同电压。例如，钛酸锂电池的各个电池单元可以为2.3V标称、50Ah，从而给出115Wh的标称能量。各个电池单元(诸如锂离子电池或其他类型的电池)其规格可以发生或不发生变化。在一些实施方式中，电池单元可以是方形电池(prismatic cell)。各个方形电池可以被安置在专门的聚酯薄膜(Mylar)/铝箔袋(foil pouch)中且可能是有些脆的。模块外壳可以被设计为保护电池单元免受外来破坏，从而使它们更容易操作并提供冷却支持。
模块可以包括冷却部件。例如，模块可以具有置于各个电池单元之间的集成的铝冷却翅片。在其他例子中，冷却板全部可以连接到阳极化的铝底板上，该铝底板然后被冷却以支持整个模块上的均匀冷却。可以使用本领域已知的其他冷却部件，诸如各种散热装置排列、强制对流冷却等。
图7显示根据本发明的一个实施方式的模块的例子。模块的壳体可以由ABS材料制成，其可以很容易加工和非常迅速地生产。在其他的实现方式中，模块的壳体可以是其他材料诸如复合材料、玻璃纤维或碳纤维。在一些例子中，壳体可以由可提供一定水平的隔离的材料制成，诸如暴露于电弧时不燃烧的材料。可以包括前焊接板以精确定位和固定终端至壳体上，从而减少电池单元极耳中的疲劳应力裂纹。在某些情况下，电池单元极耳可以由金属诸如铝制成。BMS连接器可以集成到模块的前部中以快速连接非车载BMS(off-board BMS)。端子可以是偏置(offset)和带螺纹的(tapped)以用于连接螺栓的垂直安装和方便组装。
模块必须相互隔离以防止潜在的短路。这可以通过精心的材料选择和散热装置的后处理来实现。如果通过BMS检测到短路，系统可以断开串中的各个电池组，这可以隔离故障。在隔离系统发生重大事故或故障的情况下也可以包括这种安全水平。
从上述内容应当理解的是，虽然已经说明和描述了具体的实现方式，但本发明可以作出和设想各种修改。本发明也不意图受说明书中提供的具体实施例限制。尽管已参照上述说明描述了本发明，本文中优选实施方式的描述和图解并不意图解释为限制意义。此外，应该理解，本发明的所有方面都不限于本文提出的取决于各种条件和变量的具体说明、配置或相对比例。本发明的实施方式的形式和细节上的各种修改对于本领域的技术人员是显而易见的。因此，设想的是本发明还应当包括任何这样的修改、变化和等同方案。

Claims (19)

1.一种重载汽车，包括：
钛酸锂电池动力源，其中，所述钛酸锂电池动力源包括多个电池组，且安置于所述重载汽车的底板结构之内，以使得单个电池组单独地安装在底板结构的空腔之内。
2.根据权利要求1的汽车，其中，所述重载汽车的底板结构基本上由至少一种复合材料形成。
3.根据权利要求1的汽车，其中，所述钛酸锂电池动力源包括至少一个具有多个电池串的电池组件，其中电池串包括多个电池组，其中电池组包括多个电池模块，其中电池模块包括多个钛酸锂电池单元。
4.根据权利要求3的汽车，其中，电池组包括由不锈钢或暴露于电弧时不会氧化的复合材料制成的水密箱。
5.根据权利要求3的汽车，其中，电池组包括提供所述多个电池模块之间的隔离的分隔物。
6.根据权利要求3的汽车，其中，电池组和电池模块具有集成的冷却部件。
7.权利要求3所述的汽车，进一步包括能够在检测到故障的情况下断开电池串的电池管理系统。
8.根据权利要求3的汽车，其中，所述重载汽车能够在电池串断开的情况下运行。
9.根据权利要求1的汽车，其中，所述重载汽车是下列之一：客运公共汽车、校车、箱式货车、穿梭公共汽车、5-8级卡车或拖拉机拖车。
10.根据权利要求1的汽车，其中，所述重载汽车的底板是汽车车轴之间的水平底板。
11.根据权利要求1的汽车，其中，所述钛酸锂电池动力源具有6.75英寸或更小的高度。
12.一种重载汽车，包括：
钛酸锂电池推进动力源；和
基本上由至少一种复合材料形成的车身，其安置有所述钛酸锂电池推进动力源。
13.根据权利要求12的重载汽车，其中，所述车身的高应力区域由碳纤维形成。
14.根据权利要求12的重载汽车，其中，所述重载汽车进一步包括至少一个另外的推进动力源。
15.一种包括电池推进动力源的重载汽车，其中，所述电池推进动力源包括至少一个具有多个电池串的电池组件，其中电池串包括多个电池组，其中电池组包括多个电池模块，其中电池模块包括多个电池单元。
16.根据权利要求15的重载混合动力电动汽车，其中，所述电池推进动力源能够提供全部汽车动力的12.5％或更大。
17.根据权利要求15的重载混合动力电动汽车，其中，所述电池推进动力源能够使用周期性非车载充电连接在10分钟之内充满全部电池容量的90％或更多。
18.根据权利要求15的重载混合动力电动汽车，其中，所述电池推进动力源能够使用车载发电设备在10分钟之内充满全部电池容量的90％或更多。
19.一种重载汽车，包括电池推进动力源，该电池推进动力源包括仅为钛酸锂电池的电池。
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