CN102574447A - 用于附带电能单元的交通工具的结构部件 - Google Patents
用于附带电能单元的交通工具的结构部件 Download PDFInfo
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Abstract
一种用于交通工具的结构部件,如翼子板、底板、行李舱盖、发动机舱盖、车门或车顶,其具有复合结构,特别是具有类似于蜂窝状结构或泡沫结构的空室结构,其中所述复合结构形成至少一个空腔,并且在一个或多个空腔的每个腔室内容纳有一个或多个电能单元。由此,电池或者类似装置可以通过所述结构紧凑地、均匀分布地安置在交通工具内。
Description
技术领域
本发明涉及一种附带电能单元的结构部件、一种电能单元和一种交通工具。
背景技术
在石化燃料供应预期紧缺以及日趋严重的环境污染和气候异常的背景下,具有电力驱动或者至少具有电力辅助驱动的交通工具博得了越来越高的关注度。适当且隐蔽地安置局部紧凑的电池或蓄电池成为了接纳电动交通工具的基本标准(在本发明申请内,依据运输工具工程学的惯用标准,可重复充电的蓄电池也被称为电池)。
依据WO2009/021576A1所公知的,一种有助于交通工具的能量供给的能量供给系统的器件被设计为车体的支架部件,和/或当车辆遭受冲击力时作为能量吸收部件与车体适当连接。此处,作为有助于能量供给的器件是指,例如燃料电池系统的燃料电池或者其它部件或者电池、电容器或者类似部件。此处部件是指,例如起到横梁或者门坎作用的与交通工具的车体相连的部件。
发明内容
本发明的目的在于,在交通工具内优化电能存储器的应用。
该目的通过独立权利要求的特征来实现。本发明的有利的改进是从属权利要求的内容。
依据本发明,所述用于交通工具的结构部件具有复合结构,此复合结构特别具有类似于蜂窝状结构或泡沫结构的空室结构,其中,所述复合结构形成至少一个空腔,并且在一个或多个空腔的每个腔室内容纳有一个或多个电能单元。
依据本发明,在用于交通工具的结构部件内容纳有多个电能单元,其中电能单元相互电气连接,使其在电气、电子和控制技术方面构成一个封闭的单元。
依据本发明,在用于交通工具的结构部件内容纳有多个电能单元,其中控制器被设计和配置为,当出现预先设定的情况时,将所述结构部件的电能单元单独地、成组地或整体地从交通工具的能量供给系统中电气分离。
依据本发明,在用于交通工具的结构部件内容纳有多个平坦的且在构造上独立封闭的电能单元,其中所述电能单元具有至少两个在侧边上、基本垂直于结构部件的厚度方向上凸起的电流导体。
依据本发明,还提供一种电能单元,其被设计和装配以用于安装在上述设计方案所述的结构部件内。
依据本发明,进一步提供一种由多个这种类型的电能单元构成的电能模块,其中所述电能单元安装在用于交通工具的结构部件内,并且相互电气连接,使其在电气、电子和控制技术方面构成一个封闭的单元。
依据本发明,还提供一种交通工具,其带有至少一个如上述设计方案所述的结构部件或至少一个如上述设计方案所述的电能模块。
依据本发明,进一步提供一种电能单元,特别是电气二次电池,其具有被设计和装配用于提供电能的有源器件,并且具有平面结构,还具有将所述有源器件密封包裹的、优选轻薄的外罩,此外还具有至少两个形成电能单元的电极的电流导体,其中所述电能单元在至少一个空间方向上弯曲。
依据本发明,此外还提供一种电能单元,特别是电气二次电池,其具有被设计和装配用于提供电能的有源器件,并且具有平面结构,还具有将所述有源器件密封包裹的、优选轻薄的外罩,此外还具有至少两个形成电能单元的电极的电流导体,其中所述电能单元具有柔韧性。
本发明意义上的结构部件可以理解为交通工具的车体上的各种支撑或衬里部件。例如,所述结构部件也可以是车架构件或车身部件,还可以是承载式车身的支撑用车身部件。特别优选的是,结构部件具有平面结构,更优选地具有碗形结构,并且特别构成翼子板、底板、行李舱盖或发动机舱盖、车门或车顶。同时还可考虑的是,所述结构部件也可以是框架、门坎或类似部件,前提是所述结构部件可以容纳多个电能单元。
本发明意义上的电能单元可以理解为被设计和装配用于发出电能的各种装置。其可以特别是原电池,如一次或二次电化学存储单元(电池单元或蓄电池单元)、燃料电池或电容器。
特别优选的是,电能单元是平坦的且在构造上封闭,并且所述电能单元至少在两个在相对的侧边上基本垂直于结构部件的厚度方向上凸起的电流导体。本发明意义上的构造上独立封闭的电能单元理解为类似于原电池的封闭的包含有源器件的结构单元,在其内进行电能的充电、放电和可能的转化过程。有源器件可以是由电化学活性材料、导电材料和绝缘材料构成的堆叠物或薄膜层。根据本发明内容,为了作为电能存储器而使用,电池单元具有所有必要特征,并且电池单元的有源器件由外壳或外罩包裹,优选具有气密性和水密性,其中外罩优选是薄膜,可能情况下具有稳固的框架或其它壁板结构。在此,所述电流导体从有源器件的内部突起,在此处电流导体与电极区域导电连接,并穿过外罩突出到电池单元外部,并且可以与电池单元的有源器件相互连接或者与用电器连接。本发明意义上的平面理解为,在一个空间方向(通常定义为厚度方向)上与另外两个空间方向相比具有更小的延展。在这种定义下,首选是片状体,但并不是唯一的,还有碗形体、鞍形体或其它类似弯曲体。
特别优选的是,电能单元的厚度与结构部件的厚度相配合,使得可以充分利用结构部件的厚度特征。所述电能单元也可以弯曲,以适应结构部件的几何形状。
所述电能单元可使用可延展的多层薄膜作为外层外罩,用于接收所产生的气体。
由于所述电能单元至少部分地被所述结构部件支撑,所以所述电能单元也可局部弯曲或者具有柔韧性,由此更好地配合结构部件的几何形状。
根据本发明内容,特别优选但不是唯一的可能性是,电池或者类似装置可以通过所述结构紧凑地、均匀分布地安置在交通工具内。
特别优选的或者本发明的另一方面是,所述电能单元相互电气连接,使其在电气、电子和控制技术方面构成一个封闭的单元。这些电能单元可以构成(电能)模块,它(根据用电器的耗电特性)被设计和配置为用于向明确指定的用电器提供电能,优选为电动机,特别是车轮的轮边电动机。在受损的情况下,这种模块也可以从交通工具的能量供给系统中电气分离,由此保护能量供给不受受损部件的干扰。
在本发明的优选实施方式中,电动交通工具具有电力驱动装置和多个作为电力驱动装置的电能存储器的电池单元。电力驱动装置可以是单独的电动机,其输出扭矩分布在驱动轮上。行驶驱动装置也可以具有多个电动机,它们分别被分配给驱动轮,特别是采用轮边电动机的形式。电力驱动装置可以是唯一的行驶驱动装置或者与内燃机共同作用。
电池单元优选是二次电池(也就是原来的蓄电池单元,但在运输工具工程学中同样被称为电池),特别是锂离子电池、锂聚合物电池或者类似装置。
交通工具具有轻型结构模式的结构部件。本发明意义上的结构部件理解为支撑构件、非支撑的衬里部件和承载式的车身部件。所述结构部件特别是车门、发动机舱盖和行李舱盖、底壳、车顶、翼子板、隔板、窗框、门坎等。轻型结构特别通过蜂窝状结构或者其它类似的空室结构实现,经外壳所划定的空间具有稳固性。
电池单元至少部分地、优选完全地纳入到轻型结构内的空腔中。空腔可以为例如蜂窝室或者类似结构,或者,当空室尺寸小于电池单元的尺寸时,在空室结构内特别设定和构建的间隙可以作为空腔使用。根据这种方式,结构部件内部空间的绝大部分都可以用于容纳电池。由此将使交通工具内空出很多空间(如发动机舱、行李舱或乘客舱)以用于其它目的。特别是可以减小或者甚至完全摒除在交通工具内部或者甚至在车顶上部或者在挂车内部设定的用于容纳电池的空间。在结构部件内始终存在的空余空间可以用于有益的目的。电池的自重通过有利的方式分布到交通工具结构上。
电池单元通常由多个薄膜层构成,并且薄膜层由电气或电化学活性电极材料、隔膜材料和导电材料按适当的顺序设置。薄膜板叠被外壳气密和水密地包裹。外壳通常由优选多层的、焊接的薄膜构成。至少两个电流导体与相应电极的导电材料连接,并且穿过外壳从电池内部向外凸起,在该处形成接触。
电池单元构成为棱柱形电池单元,例如框架扁平电池单元、袋状电池单元或者咖啡包电池单元(Coffeebag-Zellen),或者是延展面积相对较大的碟形电池单元。结构部件内的电流导体和接触装置被设置在电池单元的侧面或相对于电池单元的侧面。这样,连接部件不会形成附加的厚度,并且可以最佳地使用结构部件的厚度来容纳电池单元的电气或电化学有源器件。电池单元固定在夹紧装置或紧固装置上,其中夹紧装置同时也可以视为接触装置,也就是说,作为电流导体的电气接触装置来用。接触装置也可以用来加固结构元件,例如电池单元自身。
电池单元在大小和形状,特别是平面延展和厚度或截面积方面与相应的结构部件的内部可用空间相匹配。特别是,电池单元具有凸形或凹形的弯曲形状。
电池单元在结构部件内相互错接,使其在电气、电子和控制技术方面构成一个合理的单元。这种单元特别是具有预设的电气特性,如电压和充电量。此结构部件与其电池单元共同构成一个合理的且可更换的模块。这样,在发生事故后可以更换受损的模块,而在电气方面不影响其它模块。
在上述实施方式的深化方案中,结构部件中联接成一个单元的电池单元被指定给特定的用电器。例如,右前翼子板、乘客车门和前行李舱盖或发动机舱盖构成三个电池模块,它们被配置给右前车轮的轮边电动机。同样地,左前翼子板、驾驶员车门和底壳构成三个电池模块,它们被配置给左前车轮的轮边电动机。同样,右后翼子板、右侧乘客车门和后行李舱盖或发动机舱盖构成三个电池模块,它们被配置给右后车轮的轮边电动机。此外,左后翼子板、左侧乘客车门和车顶构成三个电池模块,它们被配置给左后车轮的轮边电动机。最后,行李舱和发动机舱之间的隔板、窗框、保险杠和类似物体构成电池模块,其被配置给其它用电器使用,如照明、供暖/冷却、控制、转向伺服、导航、音响/视频等。由此,当这种模块和类似模块出现故障或部分故障时,也可以提高运行可靠性。
在一个优选实施方式中,提供经装配和编程的中央或本地控制单元,用于当发生预定情况时对所述模块进行断路或跨接。预定情况可以是例如外部受损和/或电气故障。这样,例如当故障发生后,可以将受损模块从电气联接中分离,而不会因此影响其它模块。其它模块可以在可能的情况下承担被分离模块的工作。为了判断是否发生了预定情况,优选安装相应的传感器,如温度传感器、电压表、拉力计等。
在进一步的优选实施方式中,提供经装配和编程的中央控制单元,用于根据需要并借助预定的或可预定的标准在电池模块间进行电量平衡。这样,例如在暗处,特别是在夜间,在使用车灯长途行驶时,特别是使用远光灯和/或雾灯时,当照明系统所配置的电池模块的电量状态低于所预设的阈值时,可以将其它电池模块的电量输入到照明系统所配置的电池模块中。同样地,例如在寒冷天气行驶时,当供暖系统所配置的电池模块的电量状态低于所预设的阈值时,可以将其它电池模块的电量输入到供暖系统所配置的电池模块中。对于其它电池模块,也可以设定类似的标准。
所述模块的电压是可限定的或已限定的。模块电压优选设定在48V至150V之间,对于轻型电动交通工具,设定在7.2V至36V之间。此处,所述模块电压是多个单体电池的电压之和,对于锂电系统,其例如是2.7V或3.6V至5V。特别优选的是,根据具有决定性的用电器的需要,特别是轮毂电动机轮边电动机的需要来设定模块电压。
在优选实施方式中,电池单元被构建为双态电池。所谓双态电池就是在共同的外壳内具有至少两个电极堆。这两个电极堆优选设置为是不同的,特别是电气特性不同。通过双态电池,可以以特别紧凑的方式实现期望的电气特性。特别是与单体电池相比,能够达到更高的电池电压。对于双态电池,其电池电压最高可至约12V。
在进一步的优选实施方式中,电池单元紧贴所述结构部件的形状。电池单元特别具有柔韧性,并且外壳大面积地贴在结构部件上。由此,使结构部件支撑电池单元,并且至少局部地作为电池单元的支架。
在进一步的优选实施方式中,电池单元的外壳由具有延展性的薄膜构成。这样,可以阻止由电池单元内部释放的气体所引起的电池单元容积的变化。此外,如果在结构部件内部发生空间膨胀,则可以避免受损,由此可以提高工作可靠性。薄膜的柔韧性可以分段展现。薄膜的柔韧性也可以通过极薄的薄膜实现。由于结构部件支撑着电池单元,所以薄膜可以比传统的咖啡包状电池单元或类似电池单元更薄。由此会形成排气空间,但不会对其它电池单元产生级联效应,特别是在使用双态电池的时候。复合材料也可以在发生碰撞时避免火花、物质或热气不受控地从损毁的电池中任意排出,因为其好似被捕获在气囊或类似物体中。
在优选实施方式中,优选地在结构部件中薄板叠成的电池元件使用结构部件作为降温部件。
虽然上面参照具体的优选实施例和深化实施方式描述了本发明的基本特征,但应理解,本发明并不局限于这些实施例,而是可以在权利要求所限定的范围和区域内进行变化和扩展,例如如下所展示的内容,但并局限于此。
作为轻型结构的替代,车身部件也可以以传统方式制造。例如,车身部件可以具有外板、衬里和多个类似于肋条和纵梁的加固件。在这种情况下,电池单元可安置和分布在各条加固件之间的空间内。
也可以使用这样一种电池单元:电流导体或电极处于该电池单元一侧或双侧。在这种情况下,电流导体可以通过扁平导线或排线触点接通。这样,可以通过接触元件限制厚度的增长。
根据上述说明,电池单元紧固在结构部件的固定装置上。这种紧固方式是可以松开的,由此可以再次取下电池单元。而另一种可能性是,电池单元以不可取下的方式嵌入结构部件中,特别是薄板叠成的电池单元。此处,接触元件可以共同堆叠在薄板中。通过这种设计方式,此外还可以提高集成度,也就简化了维护过程。
应理解,上述实施例的所有所谓的深化实施和变化方式都可以相互结合使用,除非在技术上不可行。
本发明可以应用于所有类型的交通工具,特别是、但不仅仅是机动车、摩托车、船舶、飞行器或类似设备。
此外,上述观点并不仅仅局限于电力驱动的交通工具,而是可以应用在广泛领域中,只要其电能存储器有独立的空间需求并且具有如上述说明所描述的结构部件。例如发电设备、配电设备和供电设备,其中例如可以在以适当形式构建的壁板、底板、盖板、基座和类似部件中安置蓄电池和缓冲蓄电池。
除了电池和蓄电池,也可以考虑将电容器、超级电容、燃料电池和类似物作为电能单元使用。
例如为了有利地均匀分配尾部重心或者车轮重量,电池也可以作为模块被嵌入并通过顶盖下的容纳装置进行分布。这里也可以考虑,根据交通工具结构的载荷要求,使电池基本上可自由调节,但是其中始终有一个或两个用于故障情况或者作为备用单元的备用包。为了达到近似于自由调节的状态,车体可具有多个电池容纳装置和/或可从外部通达的、可遮盖的隔室。所述容纳装置和/或隔室的装配优选取决于附带电池的交通工具的理想重心位置。
即便当交通工具停在太阳下或者在气候恶劣下提前暖机时,交通工具顶部、周身和内部的太阳能薄膜和太阳能模块也可以独立地提供用于电池模块通风的电流。当负载运输时,可额外选择使用冷却介质或气流。
对于某些车型,可以考虑在左右两侧与尾灯结合或在尾灯后安置插入模块,因为此处沿翼子板或以一定角度倾斜或向下至行李舱内,直至目前消音器或排气装置的区域,存在着构造空间。对于附带内燃机用来增加行程的电动交通工具(例如,对于梅赛德斯汽车的配备有增程器的所谓E-Cell-Plus设计),这在其前灯区域的前部空间同样可行,其中模块优先向上或者竖直地安置。
同样,电池单元可以被安装或嵌入到C柱中。
同样,一个或多个模块可以以大功率模式安装,用于例如驱动增程器或者增强推进器效率(短时间内具有更高的加速度);由此还可选地引发同流换热。
低压的车载电网应用可以通过高压电池组来驱动和供电,也就是说,模块或底部组件的器件在一个相对于主电池组较低的电压电平上工作。此外,少数电池单元可以串联连接,并构成子电池,从而例如形成约14V的、但非强制的车载电压。同时,也可以并行地驱动多个这样固定的约14V的串联电路。这种子电池例如可以纯粹在电气意义上划分为两组:2至4个电池单元(可能情况下也可是双极电池)用于产生车载电压;以及多个(例如10至35个)电池单元或者双极电池,用于产生给驱动电机供电的“高压”。
这样,可以由2或4个或可选的10至35个模块构成14V的车载电网电平或者例如300V的高压电平,由此可以非常有效地布设可能的车载发电机,这又有助于车辆的整体效率。车载发电机可以在缺少内燃机的情况下,类似于自行车电机那样,供应车载电压。根据上述说明,通过子电池的再分组,车载发电机可以有更小的尺寸或者甚至完全省略。
也可以引入其它的电压电平,或者将能耗模块和能量模块组合,用于在交通工具负载情况下进行补偿。
在可移动的井状构造中,电池模块可以通过太阳能驱动的通风器进行空气通风。当在上部开口的井状构造中有水侵入时,所述结构部件被设计为使水从受保护的电池接触元件旁流出。
进一步的变形方案可以规定:子电池在可能情况下有机械支撑,可从外部更换。为此,子电池可以被一个外部可通达的、可遮盖的隔室容纳。子电池的壁板可以同时作为这个隔室的顶盖。这种解决方案的特征还在于,电池单元或者模块电池被优化设计和布置为符合空气动力学,以便在可能的情况下也产生微小的流体阻力。为此目的,顶盖的造型与邻近的车身部件或外壳部件相匹配,以避免产生空气涡流。顶盖还可以具有散热片。
当能量管理系统和BMS通过断开方式将电池分离时,则这种蓄电池的构造确保可以手动地或使用机械装置/机器人来快速更换以及快速取出,由此不会产生由高压或电弧放电引起的问题。在一定情况下,例如当电池过热时,出于安全原因,BMS可以闭锁该取出装置。
模块/电池单元还可以进一步设置为,当其处于取出状态下,不会具有很高的电压。
电池单元或者模块可以例如通过RFID被电子保险和监控,此RFID存储模块状况并提前传输给电池管理系统(BMS)。这样,在接通或者操纵模块后,BMS可以在安全检测中确定模块的状况。
就好像打印机墨盒一样,可以在结构上保证只将适合的电池以正确的方式安置。为此,BMS可以在替换检测模式内,在使用前就对新模块或更换的模块的适合性进行检测,并且使得它们能够在交通工具内运行,或者通过能量管理系统监测健康状况并将结果向操作者显示。由此,也可以引发平衡或补偿充电,进而在车辆电池组中尽可能地联合成同质电池。
在使用前,待更换的电池模块与BMS的通信可以通过RFID或类似设备实现,由此,只有工作正常的、可识别的电池组模块才被系统允许或拒绝。为了避免操作干预,插入操作可选地通过电气或机械或类似方式被锁定。
在夹心底板(双层车底板)内也可以通过安装有通风器的开口进行通风,空气从底部或侧部,优选从前部吹入。只有在紧急状况下才使用电池电能,例如在危险事件中。
当发生事故时,电池被耐热的涂层、泡沫或电池气囊阻隔,在其中气体被吸收或者热量不会继续传递。这样,避免模块受到危险,不会产生污染。
在交通工具中,电池以搁板状布局进行堆叠或者竖立/平放布置,使得人员在打开盖板/顶盖或类似于鞋柜的装置或旋转架(其以机械方式、电子机械方式或者其它方式制动)时,可以容易地接近模块。
Claims (25)
1.一种用于交通工具的结构部件,其中所述结构部件具有复合结构,特别是具有类似于蜂窝状结构或泡沫结构的空室结构,其中所述复合结构形成至少一个空腔,并且在所述一个或多个空腔的每个腔室内容纳有一个或多个电能单元。
2.如权利要求1所述的结构部件,其特征在于,所述电能单元相互电气连接,使其在电气、电子和控制技术方面构成一个封闭的单元。
3.一种用于交通工具的结构部件,其中在所述结构部件内容纳有多个电能单元,其中所述电能单元相互电气连接,使其在电气、电子和控制技术方面构成一个封闭的单元。
4.如权利要求2或3所述的结构部件,其特征在于,连接为一个单元的所述电能单元构成一个模块,所述模块被设计和配置为向明确指定的用电器供电。
5.如权利要求4所述的结构部件,其特征在于,其具有经设计和配置的控制器,当出现预先设定的情况时将所述模块从交通工具的能量供给系统中电气分离。
6.一种用于交通工具的结构部件,其中,在所述结构部件内容纳有多个电能单元;其中,该结构部件具有经设计和配置的控制器,当出现预先设定的情况时将所述结构部件的电能单元单独地、成组地或整体地从交通工具的能量供给系统中电气分离。
7.如权利要求5或6所述的结构部件,其特征在于,所述控制器被设计和配置为可获取电能单元的工作状态和/或结构部件的构造状态,其中,所述预先设定的情况是指预先设定的电能单元或电能单元组的工作状态,或者指预先设定的结构部件的构造状态。
8.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元是平坦的且在构造上是独立封闭的,并且所述电能单元具有至少两个在侧边上、基本垂直于结构部件的厚度方向上凸起的电流导体。
9.一种用于交通工具的结构部件,其中在所述结构部件内容纳有多个平坦的、且在构造上独立封闭的电能单元,其中所述电能单元具有至少两个在侧边上、基本垂直于结构部件的厚度方向上凸起的电流导体。
10.如权利要求8或9所述的结构部件,其特征在于,所述电能单元被固定在夹紧装置内。
11.如上述权利要求中任一项所述的结构部件,其特征在于,所述结构部件具有平面或碗形结构,特别是形成翼子板、底板或底壳、行李舱盖或发动机舱盖、车门或车顶。
12.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元在结构部件的构造中呈薄板状。
13.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元具有棱柱形、碟形或平面框架结构。
14.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元的厚度与所述结构部件的厚度相配合。
15.如上述权利要求中任一项所述的结构部件,其特征在于,用于控制电能单元的控制器安置在所述结构部件内。
16.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元具有可膨胀的多层薄膜,作为其外罩。
17.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元局部可弯曲,具有柔韧性。
18.如上述权利要求中任一项所述的结构部件,其特征在于,所述电能单元在空间上弯曲。
19.一种电能单元,其被设计和装配为用于安装在依据上述权利要求中任一项所述的结构部件内。
20.一种由多个如权利要求19所述的电能单元构成的电能模块,其中所述电能单元安装在用于交通工具的结构部件内,并且相互电气连接,使它们在电气、电子和控制技术方面构成一个封闭的单元。
21.如权利要求20所述的电能模块,其特征在于,所述电能模块被设计和装配为作为牵引用电池或者作为牵引用电池的一部分而用于向至少一个用于驱动交通工具的电动机供电。
22.如权利要求20或21所述的电能模块,其特征在于,所述电能模块被配置给用电器,并且根据该用电器的耗能特性来设置所述电能模块。
23.一种附带有至少一个如权利要求1至18中任一项所述的结构部件和/或至少一个如权利要求20至22中任一项所述的电能模块的交通工具。
24.一种电能单元,特别是电气二次电池,其具有被设计和装配为用于提供电能的有源器件并且具有平面结构,还具有一个将所述有源器件密封包裹的外罩和至少两个形成电能单元的电极的电流导体,其特征在于,所述电能单元在至少一个空间方向上弯曲。
25.一种电能单元,特别是电气二次电池,其具有被设计和装配为用于提供电能的有源器件并且具有平面结构,还具有一个将所述有源器件密封包裹的外罩和至少两个形成电能单元的电极的电流导体,其特征在于,所述电能单元具有柔韧性。
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PCT/EP2010/005805 WO2011038855A1 (de) | 2009-09-29 | 2010-09-22 | Konstruktionsteil für ein fahrzeug mit elektroenergiezellen |
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CN113135233A (zh) * | 2021-06-03 | 2021-07-20 | 安徽江淮汽车集团股份有限公司 | 一种嵌入式车身后轮包 |
US20220348083A1 (en) * | 2019-06-28 | 2022-11-03 | Man Truck & Bus Se | Vehicle comprising an electrically conductive vehicle part that can be used as a resistor element for converting electrical energy into heat |
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DE102010056005A1 (de) * | 2010-12-23 | 2012-06-28 | Volkswagen Ag | Vorrichtung zur Halterung von mindestens einem Batterieelement |
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WO2014197666A2 (en) * | 2013-06-05 | 2014-12-11 | The Regents Of The University Of California | Rate-sensitive and self-releasing battery cells and battery-cell structures as structural and/or energy-absorbing vehicle components |
US20160126535A1 (en) | 2013-06-05 | 2016-05-05 | The Regents Of The University Of California | Mitigating thermal runaway in lithium ion batteries using damage-initiating materials or devices |
DE102014218141A1 (de) | 2014-09-10 | 2016-03-10 | Bayerische Motoren Werke Aktiengesellschaft | Energiespeichermodul und Verfahren zur Herstellung eines Energiespeichermoduls |
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US20120222907A1 (en) | 2012-09-06 |
JP2013505871A (ja) | 2013-02-21 |
WO2011038855A1 (de) | 2011-04-07 |
DE102009043384A1 (de) | 2011-04-07 |
KR20120081132A (ko) | 2012-07-18 |
BR112012007194A2 (pt) | 2016-04-05 |
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